I support the "Wow" comment:
I have never needed to do Cam Design, but am very interested to learn from you all. I have only ever "swapped cams and followers" in Motorcycles, to note the variation of tractability and driveability.
e.g. I used Triumph 500cc engine in the 70s and swapped from "hot" cams (Something like110mph "top whack" on a 1955 Factory racing engine, 10.5:1 compression) to "standard" cams, as for commuting the "Hot" engine was just too uncomfortable in traffic below 30mph. But great on the open road. The Standard cams were OK, but a bit sluggish off-the mark from stationary at traffic lights. So I tried "trials" cams, which were really tractable around town, good from traffic lights, but just failed to keep up with highway traffic - even when I used the racing twin carb head instead of the single carb head, and 9:1 compression instead of the trials 7.5:1 compression. So eventually I settled on the "regular" cams, as a compromise, with 9:1 compression and twin carb head, unless I was going to have a weekend of fun riding, when I could change to the 10.5 comp pistons. The "Hot" cams were really only comfortable when ridden really above half throttle and >3500rpm.
I also had a pair of ex-racing cams that were seriously lumpy, but found out they blew-up the racer's engines too quickly, so he sold them second hand... which is how I ended up with them. Only good for drag racing at max revs for a very short time! One thing I learned, the cams only operated the valves for "factory" timing documentation with the correct cam follower radius. SO, I hope to learn how this can be modelled/determined?
K2