If the dimple are coated, then the fuel will vaporize. Maybe a NiB magnet in each dimple. Yea.
So, back to the basics:
4-Cycle the straightest intake port with best port/head angle and valve/head angle wins the optimal VE. Wheter direct-port FI or carb'd the only diff will be mixture richness to compensate for chamber fuel dropout.
Time the Exhaust lobe/valve closing to define EGR effect at cruise, scrub compression to mitigate ping, and time the overlap boost at higher rpm. Time the exhaust reflection to enhance the EGR effect at cruise, yet the reflection magnitude kept low to remain insufficient to cause reversion and mitigate reversion at idle to cruise, enhance reversion magnitude (timing about the same mechanically, but not thermally!) to enhance overlap boost at desired rpm( converter initial stall rpm!). Or run open exhaust at the Collector peak pressure zone to promote overlap boost.
2-Cycle: consult an expert. Carb throat CSA, length, crankcase volume&shape, crank shape, port windows (big strategy there), slug dome shape, Head mini-dome shape, proper mix vs pre-mix
, and every subtlty you can imagine to keep the slug from burning a hole just when the max boogie is reached.
Shape and time the exhaust reflection for desired powerband vs rpm, or run 1.5" long open exhaust, of near equal CSA as the exhaust port, no flare.