The new valve train set up uses 9.5 mm diameter shims. All four Japanese makers and Triumph use them for something. They are easy to get.
The seat force is 45# with standard Triumph valve springs. I had no valve float problems at the 8,400 rpm red line with the hotter #813 cams and the Triumph springs. The new valve train has 52# seat force with no 0.030 spacers under the springs and a 60# seat force with the spacers. The 52# seat force should be more than enough for anything I do. I pulled out the spacers and I am saving them for later when I have a more radical cam or higher red line.
Advice from Kibblewhite is "There is enough clearance in the housing bore to allow the cam to tilt a bit, so if you check it with both sets of valves closed you get a different reading than if you have one set of valves open. Also, the timing chain will exert some downward force on the cam as well, and this will affect the measurement. You'll have to make the call as to what is the closest setup to running conditions is, and check it there, and make sure you always check it in the same position so you're always comparing apples to apples."
The cam chain runs on an idler gear so I put that in the head along with both cams. They are timed correctly. Then, I put the head on top of an old pair of cylinders. Now I can turn the cams without bending the valves and this simulates the valve train in use. The valves are reshimmed for the standard cams. I needed a couple of shims so I went down to the Honda shop and asked for some for a 996cc Super Hawk. They had the ones I needed.