Well first off his method of finding piston TDC is BS. Second, he dismisses asymmetric cam profiles as if they don't exist. Maximum lift may not be at the geometric half way point between 1mm open and 1mm from close. So, the profile centerline can be rather arbitrary depending on the lobe profile. No standards followed here by the aftermarket. If you think you have the tools and setup correct and have good numbers, run the test in reverse: rotate the crankshaft the opposite direction. Cam closing position becomes cam opening. Do the numbers match? They should be very close. If not, your measurements are not accurate.
One caveat here, belt or chain driven over head cams with tensioners can have different numbers due to the change in tension on the chain. Weak springs installed on the valves can be used to reduce or negate the effect as was done in the video.
Degreeing the cams is important. All engines are different. But, the data you can garner about the cam profile is about useless other than to confirm the cam matches the claimed lift and gross duration numbers. These numbers on their own don't mean much about how this cam, brand X, will work and compare to brand Y's camshaft.
Even with cam inspection equipment that can take hundreds or thousands of measurements per revolution and generate cam lift/area/degree profiles, without understanding the impact of bore/stroke ratio, rod length to stroke ratio, cylinder displacement to intake runner volumes, wrist pin offsets, and on and on, on the data you won't be able to compare a cam profile used in one engine with how it functions in another with different attributes.
An example: one of my bikes uses the exact same intake lobe profile as used in a Perkins V-8 diesel running 150 PSI boost at 4,800 rpm. Do you think they run the same?