LSA/LDA vs power production ??

I think George agrees with this sentence by his other posts... You cannot look only at cylinder pressure and relate it to torque production. In my opinion, it's like testing the done-ness of steak with finger pressure. It's a great way to roughly tell and the better the cook (or more experienced) the more likely the surmising will be correct. But really you should measure the internal temp. So defining torque simply as a function of cylinder pressure at 150rpm is vague at best, and totally off base at worse. This is because we mearsure at 150 rpm or so, and the engine doesnt run there. If simply building more pressure in it was the key, there would be much different camshafts being developed. It's the dynamics that make the package. Then inertia of the intaek charge, the heat soak or lack thereof of both the mixture and the port/chamber/piston materials and shape, the pressure wave tuning and scavenging of the exhaust. And THAT'S where the LDA comes into play. Because that is where all the dynamic pieces either work together and help, or work against each other and hurt the result. And to me, the key to the input values for the dynamic stuff mentioned, is piston speed. Meaning crankshaft stroke and intended rpm range of the engine. Note I said range, not peak. A point I made to George offline was that the LDA is the difference between the centerline of the intake lobe vs the centerline of the exh lobe, and with asymmetrical lobe designs where the peak lift or longer duration on one ramp may not be the true center of the lobe, and the fact that you can advance or retard the lobes in relation to the designed LDA, means the LDA becomes less of an easilly defined number.