the important part to "Dwell" is piston top architecture and cumbustion chamber architecture and how it relates to burn pattern and efficiency.
also...as mentioned...how it pulls air through the intake tract..
short rods need larger, shorter intake runners..
thats why chevies have big short intake runner.

the longer rod creates a longer draw on port velocity in the intake tract.
the heads are built this way based on the total package..and long rod ratio is part of the reason factory mopars have longer intake runners and not massively huge ports or valves..

its two different philosophy's ...both have there necessities.. and or attributes..

explaining them, and understanding them is more important than just stating one is better than the other.. it would be like claiming a long socket extension is always better than a short socket extension... they both have their place.

some of those short stroke Kasse motors did not produce an advantage once employed in a drag race vehicle.
thats why tuners soon realize just because it makes a higher number on a dyno.. it doesnt always correlate to faster in the car on the track....you cant race on dyno's

and we havent even mentioned cam shaft lobe lift rates. or valve events..and the differences
due to crankshaft degree's of rotation just before or just after tdc.. short rod to long rod.
and or piston dwell..
degrees of crankshaft rotation...