LSA/LDA vs power production ??

Sorry guys, as I have little time lately to answer my own stuff...lol. The thing that appears in both articles is the assumption of a good flowing intake port (recall this is from the carb to the valve) and an exhaust with little or no back pressure. In the first article, the engine's peak torque is 5500. No street engine intake length will show peak torque at 5500. They are looking at race engines. The typical 1 5/8 header, or 1 3/4 header, coupled with 8' of pipe and mufflers also is not zero or low restriction when compared next to a race engine and properly designed headers. Herein lies my disagreement. The LDA controls the way that 5th cycle works. How strong or weak, and therefore the rpm, peak reached, and the peakiness of the torque in an engine is affected that way. But most street engines dont reach the 100% efficiency mark due to consessions made to get it in a car chassis, under a hood, and/or quiet enough for the law. So I would like to get more into the "what ifs" that are associated with things the typical hobbyist sees. It is in that sector of engine performance where I say the opposite is true. Because my moving the LDA and ICL, you can use tailor the cam and the lack of that 5th cycle to make the best power within the parameters of a street car build. I think that little "set of givens" in the articles is a huge point of contention.