There are a few things I did with this build that are not obvious. They might help a novice. Its the slow season on this forum, so here it is.
1) There is not a lot of readily available guidance on how to build these engines. The first thing I did, in 2008, was to find out who knew how to build them for land speed and had a proven performance record. This was, and continues to be, a big deal. They developed and have the specialized parts I need. Also, there was someone to give me advice when I got into problems.
2) Any successful engine is a combination of parts. This is especially true of the cams. The Victory Library has some of the best info explaining the relationships between the cams and the rest of the engine. Early on, I started buying parts that would eventually coalesce into the winning COMBINATION. One year I bought the rods. Another year the mufflers, then the big bore barrels and pistons, then the carbs, etc. This started in 2008.
3) I do not know much to begin with and am not the smartest guy. Knowing this is a big help. A lot of work was done with small displacement and low compression combinations so I could learn some of the finer points of building and tuning this specific engine. It is nine years after I started with this Triumph and only now do I feel confident enough to reach out for the big bumpy cams and high (for me) compression.
4) Trust professionals. The cylinder head, valve gear, and cams got sent down to Kibblewhite this afternoon with a letter listing what I think needs to be done along with the rubber port casting and the PipeMax data. A sentence in the letter says this is my opinion and I am receptive to other and better ideas. They built the valve train so they are in a good position to give me advice.
5) Periodic teardowns were, and are, done to identify problems before they become terminal. Things like cracks forming in piston skirts, small end seizures, big end bearing flaking, were found and rectified before the motor was run the next year. One reason the air cooled Triumph Bonneville was chosen for this racing is the ease of disassembly and assembly.
6) Quality parts were bought to handle increased engine stresses before I needed them. A lot of money was spent on items like Carillo rods, forged pistons, and titanium valve train parts. The way I figure it, I will be buying the high grade parts anyhow, so it pays to put them in early so the motor stays together.
7) Use math and intellectual type thinking to identify exactly where the problem is and the solution. As an example, I knew a few years ago that the intake flow was not enough to give me the power I need. A flow test on the cylinder head along with lots of head scratching and figgering told me to not increase valve size and to look at opening the ports. This saved me big $$.
Sort out the chassis and handling and learn how to ride the danged thing before building the big and fast motor. It took me a lifetime to unlearn from doing it the other way and I am lucky to be around to talk about it.
9) Run your own race. Basically, I don't give a @#%! about what those )*6&heads in places like so cal do. I work with what I got and understand and hope to live long enough to win the big race. Doing it my way.
Anyway, here is some humble advice from a slow old guy in the back woods.