Yeah, No body speaks Fricki Dicki Dutch Payam. So how about, NO!!! You crazy Dutch Bastard!

 

I may have been "incomplete" when talking about bleeding of cylinder pressure. This is only a problem at low rpm, hence the loss of torque due to the intake charge escaping out the exhaust. At high rpm the velocity and thus the momentum of the intake charge negates this, and cylinder pressure is actually increased, resulting in more high end tourque. Remember that torque = cylinder pressure. If a high duration cam and a tight LSA reduced cylinder pressure across the powerband due to pressure loss, we would gain nothing by using a big cam. Instead, we sacrifice cylinder pressure down low but gain pressure at higher RPMs.

Tightening the LSA really does increase dynamic compression, and therefore the likelihood of detonation. Don't believe me?

I quote:

LSA can confuse some people because they don't think about valve events. Narrowing the LSA will cause more overlap - just like increased duration can, but instead of lowering dynamic compression it will increase it! When you narrow the lsa you are bringing the 2 lobes more inline, so your intake valve is actually closing sooner - while your exhaust valve opens later. So the intake closing - which determines dynamic compression - increases it, while the exhaust closing, which effects overlap (and idle/charge quality) increases - giving more overlap and a rougher idle.

http://www.speeddemonmotorsports.com...camtiming.html

 

A couple more things to add,

Since a higher duration cam does a better job of filling the cylinder at higher RPM, this results in higher cylinder pressure and more torque. Dynamic compression has thus been increased at higher RPM, and therefore there is a greater chance of detonation.

This is why it is called 'dynamic' because the compression ratio changes as the rpm's change.

 

ohh yeah I completely fergot to take into account the higher RPM, I'm just stuck thinking the OTTO cycle & fergot to take velocity & other factors into account. Hmm.. compression, then ignition happens, cylinder goes that bit up & then all the way down, then back up, tighter LSA make exhaust valve open later & intake sooner for more time for air to go in, makes sense.