Well, I still respect you
But I understood basic engine theory and was building motors .....long before the internet.
Here's where I think we're 'Apples to Bowling Balls'
I think where we are "not synching-up" is I believe you are looking more at the WOT and HP/torque output....but what I am speaking more about part throttle/roll-on power and torque....and this is particularly where a longer stroke motor tends to produce better torque for drivability. How it feels just driving around. A similar thing would happen at 2000-2500 RPM with a smaller cross section port on the same motor on a Larger cross section port as long as the head and the cam flow adequately to make the HP goals.
But I agree 100% that if PEAK POWER is the primary objective, you can build a combo that can produce equal or near equal results. but that's not really what I'm referring to.
Please think about this:
If you built 2 motors on your dyno with the same cubes, heads, compression and cam timing but one with a long stroke and one with a short stroke, they might make around the same power and torque....as long as you start the pull at ~3000 or 3500 rpm.
Now, try the same test starting to load up the motor at only 2000 or 2500 RPM....I can about guarantee you the longer stroke motor will accelerate harder. Because the longer (bicycle pedal, lol) generates intake runner VELOCITY sooner, which helps get it up on the cam sooner.
^^^^ THIS is my (only) point....3000 or 3500 for a dyno pull is great, but we all know that less than 2500 is really much, much more realistic for a true street driven car, regardless of the weight.
Again, I'm talking more part throttle and roll-on drivability torque...tractability is "just the right amount" to optimize acceleration...thats all I've been talking about.... not how much peak HP or Peak torque. You can design for that target parameter with your heads compression and cam.
On street tires, I'm not always chasing the most on the dyno, I'm chasing the most I can hook up.