Wow no need to swing yer **** around man, I left out the v8's and turbo I6 and I4 experience because it doesn't apply. I've been building engines for street and race purposes for 20years or so.
I guess the EL working better on flat porsche engines, aircooled VW engines and as of late, EJ's ( I haven't gotten my paws on a flat Ferrari yet.. that'd be cool) let alone every Inline and V engine I've had the liberty to work on doesn't apply? Decades of engine design and improvement rely on properly tuned headers. Just because this is a "new" platform doesn't mean it all of a sudden breathes completely differently than any other gasoline engine of similar design.
As your borla quote stated, it does play into fluid dynamics and physics.. Flow vs velocity and harmonics. Also, no header is ever perfectly equal length. There are always variations due to design limitations.
You can spout all day about helping the community, I dont care about what you've done. You're up here defending a design that was a oem compromise on EJ engines because subaru didn't want to spend the time or the money to build a proper header. An OEM compromise on Porsches and VW's for the same reason.
All I can tell you is that better gains WILL be had with a proper EL or close to EL header vs the traditional UEL in a naturally aspirated platform. Once you bolt a turbo or even a supercharger on everything changes. Especially a turbo since it hinders exhaust flow enough that even a terrible header design will make power gains over factory.
Like I said, do whatcha want its your ride.
I take no offense, neither should you... unless you take offense at riding a banwagon of fanboi's that dont know any better.