dynoed my 416

I agree, and I understand how it all works together, I just thought what you were saying was tighten up the lobe centers, and it will gain power. My point was, in this engine's case, I don't think it will. Reason being there's already such a small amount of intake charge as a result of medium rates of lift and short advertised duration now. Changing the valve timing with no other change in lobe shape wont really help anything. I'm also assuming this roller is a 112 or 114LSA cam that is installed at 112ICL. You need more intake charge (read as "duration off the seat) before LSA really becomes an effective change on this particular package. Flat power peaks are not effected much by LSA changes because they are already maxed out at most rpm points. Hence the flat curve. You can get more by optimizing the airflow for the particular power range, and that would include (in my specs anyway) a tighter LSA and an installed centerline of closer to 109. But, that change will require more carb and will put more slope in the torque peak, while still remaining at that same peak rpm point. Translation, more cyl pressure after torque peak for more hp. Peak torque is simply the point where the package feels it's most efficient. How well it carries the efficiency beyond that is the hp potential and defined by much more than cam lobe and timing. I think we're on the same page, just looking from two different angles...lol.