We - collectively as a consumer group - have done this to ourselves.

That company - under their current Speedmaster name and the previous Pro-Comp Electronics name - have been stealing designs and logos from recognized manufacturers for decades now.  They have visually cloned items from MSD, Holley, Autometer, and Edelbrock.  There have been a couple lawsuits, but nothing really deters them.  The parts have quality ranging from acceptable to dismal to outright dangerous.  They often supply private label product to large retailers.  The parts proliferate on eBay and Facebook.  The parts are visually identical to the "good stuff", sometimes to the point of including the brand name or logo of the original manufacturer.  They make claims about metallugy, performance and design that are entirely unproven and often unprovable by folks in the consumer marketplace. 

This is not the same as a company designing a product and sourcing it offshore - such as Scat does.  While not as desirable to us as making it here would be, they are not cloning somebody else's work, and they are not deceptive as to origin, quality or source country.

The only common thread is that the parts are cheaper - much cheaper.  Many customers purchase them, rationalizing the decision by saying that this is "just as good" as the real products at a lower cost.  When a large percentage of the high volume product sales go away, the original manufacturer has limited choices - they can raise prices on the rest of the line, purchase their own parts from a low cost country, or throw in the proverbial towel.

Same deal here.  My heads have inserts for a reason.  I've pulled threads in aluminum at 610-620.

He damn near kept it in his lane!

I suppose I can add to this - back up what has already been said.
While doing EMC engines I was chasing any possible advantage - and "everybody said that tight quench was "the ticket".

I had one package with .036 piston to head and it ran really well.
On disassembly many of the pistons had zero carbon on the quench and you could clearly see the machining marks from the head deck mirrored on the piston.
Also visible were very small raised burrs inboard of the quench pad - indicating head contact.
In talking to some pro level race folks they said that light contact would upset the rings and you could see it on vacuum - probably cost some small increment of power.

A later effort had me bring the piston well above deck, and using a rather thick and slightly small diameter Cometic gasket to hit an .037 target.
Idea was to bring the ring up as high as I could to the more rigid top of the bore, and reduce crevice volume.
Do not know if it was worth the work, but that one also ran pretty damn well.

A shorter compression distance is more forgiving - shorter roll couple rotating around the pin centerline on turnaround.

BTW - OEM deck heights and chamber volumes are darn near random numbers.
I have observed unmodified engines that were way, way off.

And check out that 750+ gram piston!
...and you wonder why they had rod/rod bearing problems back then....

Making a ton of assumptions a 35gph volume is only good for around 450 HP.
But...gph ratings on fuel pumps are often "free flow" - meaning with the outlet line open.
Lines, fittings, bends, filters, desired pressure values and such will all reduce that actual volume.

Again - lots of assumptions - the outlet side of a fuel pump line size is less critical that the inlet side size. 
The inlet side is under vacuum - comparatively low.
The outlet side in under pressure which can be comparatively high.
This is why "in tank" pumps on new cars, running with high pressure, can use such small line sizing.

Spectacular