I can only suggest contacting FSG over on the HTT forum.
How did the old lifters (gaterman's ?) look ?

Hilly I think there is a bit of intenet blow up on these anti rotation pin oversize thing

I mean .002" aint much if anything and the fact that there is no signs of wear or any other marks to date says to me that there isn't any reason to start to change the pins out

JMHO

Hilly, thanks , I will let mine see the season out, and by then I should have a new combo ready to slot in.

For a number of years now I have had made by 'Sutton Tools Australia' hardened and ground rotation pins to suit the Twin cam engine ,they are in .002" increments from .252" up to .260" . Early in the peace I found cams with irregular marking on the closing ramps in engines with hard use ,what was happening is that the lifter was staying pretty true to opening ramp of the cam but in some rpm instances was lofting and then wriggling or walking from side to side on the closing ramp sometimes leaving a ' S ' type mark on the stock cast cams closing ramp ,this mark was not as evident on steel cams with a bright lobe finishes but was sometimes visible on lobes with a satin finish ,a number of the ones disassembled with this evidence also had excessive follower roller side clearance in the lifter body, another indicator was polished edges on the outer of the locating flank of the lifter with sometimes transfer of the same polishing onto the pin dia itself at those contact points , there is also instances of pins being bruised into the pins crankcase locating boss face allowing more rotation than is desirable .
Discussion as to whether it matters or not I will leave to others as there are a number of factors that influence this condition , but my take on it is like any other mechanical condition, or evidence that has a question mark over it , if there is any doubt ,correct it , taking excessive play ,tolerance, alignment errors out of any parts that are ok in a stock application { which may have the preceding designed into their manufacture} and engineering in precision design has been the basis of performance engines since someone put a spark in a closed cylinder to turn a wheel, not forgetting to mention some things being made with more clearance to suit an application.
As usual it’s not as simple as just chucking in a set of O/S pins, there are a number of other things to check for optimal setup of a valve train starting from the cranks drive and heading upward,,,,

that is why some engines with a similar specification build vary in output , much to the consternation of some owners.

Many years ago I was told by a person I very much respect , “You can have two identical engines both making exactly the same horsepower, the first one is doing it easy and the other is doing it very hard, we need to engineer out how to build the first one!”

?

At what temp are you taking your measurements?

T1

I should have been clearer when i was talking about earlier in the peace ,what i meant was 1999 when the 'Twin cam'engine first came out ,it did not take long for some rascals to prove Harley's new invincible engine was not quite that, despite rear cam retention washer and cam brg issues , the dull/ satin/non bright grind finish on lobes was referring to the production finish on the lobes not a running issue discoloration, manufacturers like Andrews had a finish like that very early ,i would say all cams now have a bright grind finish ,,,anyway it wasn't the finish that was important it was the marks being left by the follower on the closing ramp and some cams like stocky's {they were also softer material making it easier to mark }showed it up more clearly , what the marking told us was that the follower was lofting then crashing back down on the cam closing ramp and then proceeding to wriggle or waver on its way back down to the base circle, the 95-99 Sporty has a kit made by Zippers to correct this issue that it has similar in effect to the TC but not caused by the same situation.
What my post was intended to show was that attention to seemingly small detail now pays long term dividends.

In 2000 for Twin Cams, Andrews had 6 grinds ,S&S 5 and Redshift 4 ,, riders are spoilt for choice these days.

Good to hear Hilly.
Standard or premium s&s