Usually I only consider static compression, it's the defacto standard for determining engine compression. Too many variables and unknowns to get a good fix on dynamic compression.
So many considerations of cam timing, gas velocities, intake and exhaust dimensions and behaviour.
As for valve size...the bottom line is an engine is an air pump, the more air you can get in and out (which carries more fuel) the more power you make. In my case the larger valves are the result of computer flow bench testing that showed the valves were the main restriction point for air flow.
I'm sure there are theoritical sweet spots for intake track diameter (gas velocity), valve size and cam timing...but for now I stick with the known routes to improved performance. Sorting out optimum gas velocities and such will provide improvements I'm sure, but not until the fundemental weaknesses of the engine are addressed, such as air flow and compression ratio. As engine development goes we are only a fraction of the way to the end game. Tweaking gas velocity for greater than 100% volumeteric efficiency with intake tract size and exhaust pipe size are just that...tweaks...first we address the major factors that are limiting our hp. Primarily inlet air flow, compression and displacement.
I'll review the formulas for dynamic compression and see what I come up with, but that's a guessing game I think at this point. Real figures would requre a lot of data on intake charge behaviour, combustion chamber dynamics, cam timing, and exhaust system simulation. etc.