I was never good with that kind of math, but i did set up my pushrod checker yesterday to 9" which gave me 1 thread out the bottom of the rocker and my intake valve clearances were less. I did not write anything down and thought maybe my dial indicator was not quite the same position as when i measured with the 9 1/16 long pushrod. I discounted my figures and moved on because those results were opposite of what i thought they should be. That is interesting and worth noting.

I thought my wear patter looked good with the 9 1/16 pushrod and flat tappet.

Changing pushrod length won't effect that.

To answer your original question, i did go alot faster with less lift with a 360 and iron heads.

http://victorylibrary.com/mopar/mpcam-tech-c.htm
Well junior, all these specs are wrong. But when you just compile other people's info instead of taking actual measurements I understand.
You also had the bore spacing for the modern hemi listed incorrectly for a good bit. But let me guess, just a typo??

I'm interested too.
More specifically on the exhaust side.
The exhaust lobe/lifter/pushrod has to open the exhaust valve against both cylinder pressure (times valve head area) and the valve spring pressure all multiplied by the rocker ratio.
The additional exhaust airflow at high lift may not be worth all the extra valve train strain and losses. The exhaust is going to exit under much higher pressure, and overlap is at low lifts defined by duration and LSA.
The Intake opens into an evacuated chamber, and only has atmospheric pressure to push air into the chamber (NA).
Many race heads will use smaller exhaust valves so a larger intake can be installed. Larger intake has more curtain area (area for overlap and flow), where the smaller exhaust valve takes less pressure to open against the post ignition cylinder pressure.