Problems installing Andrews x3 camshafts

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In our "great and powerful" country, there's a major problem with machining. Many don't want to take on such work; it's easier for them to bore car cylinder blocks and generally focus solely on cars. And some want to do this work for big money, but they don't have the skills or understanding of what needs to be done.We have a problem with motorcycle culture in general, and vintage motorcycles are a real disaster. So, to be on the safe side, I'd rather reduce the cost, take measurements myself, and adjust if necessary... That's our reality.
 

This is why I suggested adjusting the piston dome rather than the cylinder head. You can grind the tops off the dome on a belt sander, going slowly and measuring as you go. You would be surprised at how close you can get them to each other even with a "primitive" solution.

There is also the risk of sending out the head and it being tied up at a shop for a indeterminate amount of time. I like to do as much as possible on my own, that way I can control the timeline and know my parts are safe.
 

I completely agree with you; this work in the workshop could really drag on for months. They don't ride a motorcycle anyway. And if the compression ratio needs to be reduced, it's definitely better to trim the piston. I had a project with an 83mm piston, but it's on hold for now.But in my case, I need to either reduce the combustion chamber or increase the piston protrusion. According to my calculations, my piston's 0.2mm shortfall from the cylinder block plane is about 1 cm³. I'd rather reduce the combustion chamber than reduce the shortfall to 0. I once had a piston banging against the cylinder head at high RPMs. Better safe than sorry. 

Could you tell me where, in your opinion, it's best to trim the excess weight from the piston? The difference in MTC pistons is up to 5 grams. I don't like that.