Maybe they built the plenum a lil narrow like that and the runners on a slight angle so that the injectors are pointed right at the valve?
I give most merchants little credit for engineering thought or prowess. To this, I add, like the hucksters who sell the made-to-break carbon fiber driveshafts, the merchants who cater to motorheads do not count on their customers having much ability to think critically or examine fluid dynamics on the fly.
It is as a surfboard fin maker said to me once, "You can't market things to these people with science; you just say, 'whoah, dude this fin is way rad!' and they will buy it."
I do not credit manifold merchants with caring about fluid dynamics or even having a mentality capable of comprehending the theories and practices that maximize it, much less ever having looked at a Schlieren photograph of the flow of air around an obstruction, or having done any analysis of computational fluid dynamics. Just because you can cram more air in by sheer "brute force and foolishness" to quote someone who used to be involved in the Can Am world, does not validate a design.
For example, on the Viper, it was found that not a wide-spray pattern from the injection nozzles but a "pencil-beam" spray pattern aimed at the intake valve resulted in better fuel distribution/control.
One of the problems with dogleg-bending the flow of air is that it takes more boost to result in the same airflow as a straight flow.
Another problem only arises to a great extent IF there are suspended droplets in the fuel flow at the dogleg: they want to keep going straight while the far-less-dense air wants to make that sudden turn. When one injects fuel, one wants it in the cylinder, not decorating the sides of the intake runner.
Another problem is the turbulence. Any time fuel has to jump over a sharp bend in the flow conduit wall, there is unnecessary turbulence just after the kink/bend.
Changes in direction are an enemy to flow capacity. The reason the zoomies on WWII fighter planes were pointed backwards is that they found that the thrust added some forward motive force to the plane. Otherwise, a straight pipe that just dumped out, as straight in line as possible from the exhaust valve, would produce optimal power.
Ideally, when you look through a combination of intake runner and intake port, you should be able to see straight through to the back of the exhaust valve/short turn radius and far edge of the exhaust valve area.
Any change of shape or change of direction costs energy. Problematically, it also makes the flow characteristics, especially in a pulsed-flow environment, less predictable and consistent.
The Mazda 787b, With it's four-rotor LeMans-winning engine combination, had stacks of variable length leading to its intake ports. They were straight and round. Modern F1 cars are now copying that idea that the Japanese use to such marvelous effect on their engine, which, having no intake valves, relied entirely on the stack length to optimize power on a per-RPM basis. Modern F1 cars ALSO now vary their intake stack length on a per-RPM basis. Good job, catching up 31 years later? But, given little in the way of space or packaging restraints, the Mazda engineers used arrow-straight stacks right to the intake port.
The IDEAL way to vary RPM emphasis with intake ports is to change their (still circular) cross-section from one circle to a different-sized circle and vary the length.
There are ways to approximate this, but most aren't even changing the length, and the way the cross-section has been varied in the past is by using Constant Velocity carburetors and the block-one-of-the-intake-runners-on-a-4-valve-head Corvette ZR1 method.
If you turned the Germans loose on the Hellcat, they'd be able to have it making 1500 hp, running 9's on street tires, and getting 30mpg, but there is little motivation for them to do so, so they stick to steamrolling the entire world in Formula One for seven years running.
As it stands, it is mostly merchants and hucksters looking to add the Hellcat to their stable of whores from whom they can milk maximum profit. It sure isn't seeming to be anybody with a 3-digit IQ and any motivation to improve the car overall.
