What is a hot rod cam for a smaller motor reduces in stature as it is put in a larger motor with a higher airflow demand. This is what happened with the 110 to 117 move. Now the noise. When a grind comes from Andrews, lets say for discussion, the company either gives them the profile design or an Andrews designer assists with that. It is the decisions about how fast the ramps will be that will determine the noise level (simplified for the purpose of brevity). So a cam that has 230° degrees duration at .053" lift could be ~260° or perhaps ~275° at .002 or .006" lift. It is what in the car world is called advertised duration, seat to seat timing. The complete array of numbers at all the lifts give us the true story and how fast the ramps are. In my experience TTS (Andrews Based), S&S, and Andrews native grinds are conservative. Others not so conservative and everywhere in between. Noise levels increase, the need for heavier valve springs, and subsequent valve train wear including lifters take their toll. Faster ramps can result in higher potential torque and horsepower up to a point. From my NHRA stock class racing days we used the extreme versions, extremely fast ramp cams but we were limited in lift and duration. The valves were lofted on purpose for added lift! Heads were changed every 9 rounds with hammered stamped rocker arms and valve stems mushroomed. State of the art in 1970. Same story at the time with NHRA class Super Stock racing. We expect many trouble free miles from our Harleys and if you hear valve train noise this more than likely lash. Lash means the lifter roller is momentarily is leaving the cam lobe. Not good and something that can be controlled.