Compression ratio will not give any issues,just make sure all the chambers are equal as I have seen A series heads cooked and machined that when you measure the chambers they are all different.Pays to check head thickness against factory dimensions as it will give the game away.
Camshaft wise look for a camshaft that gives you lift approximating .7 lift area ratio,a search on the net asking that question will make you much more informed.
Remember the most important figure for road use with camshafts is the inlet valve closing point as that affects effective compression,close the inlet too late and you have a laggy sluggish engine poor response and a bitch to jet.
Which Mikuni's I spend my time these days working on bikes and Quads and we jet many on our dyno.
For instance my 1985 original GsxR 750 runs flat slide smoothbore Mikuni's at 29mm they flow as much as Vacuum Type 36mm later Mikuni's.
Jetting Mikuni's involves Main jets, Pilot jets, Needles and Needle clip position,Main air corrector jets,Needle jets and float level variations,you also have options with fuel inlet valve sizes and the Cutaway angle of the Slides.
All of the above will affect your tuning and it will take some time,however the end result will be worth the effort.
With the advent of the Legend race cars more people are getting used to using motorcycle carburettor's in a car application in Australia,the Poms have been using them sucessfully more quite some time.
Do not forget when valve seats are cut and valves refaced you do not just fit a set of heavier valve springs they will need shimming to give correct seat pressures or you will not get the results you want.
Every second mechanical shop these days claims to be a "Race Engine" builder few in reality are,unless they are conversant with what you are running like Stewart or John Taylor to name just a couple do not waste your time or money with them.