2S Combat cam in 850 motor

I've had a 2s Combat cam sitting in my drawer for a long time now. After reading one of Dances' comments, I am convinced I should fit it into my 850 motor. I have not milled the head and the pistons are standard flat top - will I run into valve tangling problems ? The cam appears to have about 1mm more lift and is much fatter than the standard 850 cam. I will take the opportunity to glue-up the crankcases with Threebond 1104 to stop the oil leaks. So once the motor is rebuilt, I don't want to pull it apart again, unless I really must.
Does the 2s Combat cam cause valve float at 7,000 RPM in the 750 motor, if normal valve springs are used ?

Al I have been running a 2S cam in my 850 since the early 80s when I first convered my Norton to the Featherbed frame, I still run flat top pistons, my head was shaved at work on a milling machine as my head was slightly warpped, the cam kicks in just a bit after 4,000 rpms and will rev freely way past 8,000 rpms if you let it, but not a wise idea this cam works so well and is still stable to ride around town, in my opinion it works so much better than the stock cam.
When I was building my Featherbed I took my stock cam to Ivan Tighe well known cam builder here in Brissy, he had the 2S and 3S cam profiles, it cost me $46 to build up and regrind to the 2S profile back way then, he also put me on to the person who balanced my crank for the Featherbed, I am still running my stock valves but my head has been ported, flat top pistons 40 thu over, my Norton runs so well with this set up and performs better than my stock motor ever did, so I say go for it, having a motor that will rev further and qiucker than the stock cam will help you to pull out of those corners a lot quicker.
But with this set up this cam will rev freely and keep going till it goes bangs so you have to be very carefull not to over rev it.
In my orginal workshop manual that I brought back in the 70s at the end of the book i had a chapter for building a high performance motor, one part for road performance and one part for race track performance, the 2S cam for road and 3S cam for racing, it showed what was need to be done for both engines,if you like I could send you a copy of what is needed to be done, it had the drawings for the head work as well as a few other things.
I am still running this same cam today, it works so well compared to the stock cam, but today there are so many different cams that can be used but in my opinion the combat cam is the best, but then I been running this cam for over 37 years now, Ivan Tighe retired a long time ago but his sons still build cams here in Brissy but I heard their reputation is not as good when Ivan was in control.

Ashley

What Ashley said. Back in the mid 70s I had a MK2 850 with a 2S cam, velocity stacks on Anals and a 2 into 1 exhaust system. It was OK down low but really took off at 4500 rpm. For what you do Alan,probably a good choice.

I already have a problem with the tendency to over-rev. I did a silly thing when I first built the 850 motor. I did not know anything about Norton cams, so I just went to Pat Radcliffe at Motor Improvements and asked for his best Norton cam grind. Pat was Eddie Thomas's cam grinder and was then working for Col Sampson who won at Bathurst in Touring Cars a few times.
The result was that I do not know anything much about the cam which is in my motor. I simply set it up in my motor from prior knowledge about cam timings and what they do to the power band. I have visually compared the 2S Combat cam to a standard 850 cam - it is radically different and in my opinion should definitely give more go. But the extra 2mm lift is a bit of a worry.
Thanks for answering my query. I have cut the scroll into the 2s cam by hand, it is not beautiful, but it should be OK. As it is - on the tightest corner on Winton, if I gas the motor hard from halfway around, the bike wheel-spins out of the corner - probably due to the methanol fuel. The 2S cam if better, would not be a problem - I would just have to stop being silly. If my bike had more legs towards the ends of the straights, that would be good. I already run extremely high gearing, but 1000cc methanol-fuelled four-cylinder bikes still have the legs on the long bits of any race circuit. I have never had the situation with any race bike, where I have not had to out-ride the competition on the slow parts of a race circuit to be competitive. I usually corner faster than most other riders and if I could avoid being passed towards the ends of the straights, that would be excellent.