It's hard to argue with good results, in any case.
The old Dunstall system was laughed at by the old cycle rags until Rider (I think that was the one) tested it on a 750. It had what we called the "manifold" pipe where all 4 pipes enter a cross-pipe at 90 degrees, then exits in 2 side pipes. Truth is, the pulses, once blended together in ANY method, combine to have the same effects. Having the entrance at an angle reduces the bubble shape of a pulse hitting the junction, so "X" or "T" junctions often prove to be more effective. Trouble is: it takes a lot of experimenting, which gets expensive!
One good, simple example points out this principle, though: when I had my Honda-Suzy-BMW-Harley shop in the early 1970s, our Harley riders were largely one big clique of local guys when it came to the Sportsters. They would buy their bike, then look over the other guy's bike(s), then come in and accessorize almost exactly the same way, like "keeping up with the Jonses" or something, it was weird. One guy in the bunch (who was a friend of mine) decided he also wanted the same drag pipes that all the other guys had, which were angle-cut ("Bologna cut", they were called) on their ends. That particular day I was trying to improve on one of those bikes' real bad off-the-line bog symptoms, which these pipes ALWAYS cause, when this guy asked me why the bike was there: I explained the symptom, and the cause, and that it was NOT going to be 'warranty work' because the pipes were not stock. So he asked me what might be better: I told him to buy the pipes with the squared-off "straight" cut instead, so he would not suffer the same issue.
Longer story short: he did. By the end of that summer, all but one of the riders in that bunch (12 total) had come back and bought the straight-cut pipes to 'fix'' their bikes, too!
