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The problem is that stuff like the Miller/Atkinson/Budank cycle engine, the part where the intake valves hang open is optimized for part load. When the engine is at full throttle is goes back to the conventional Otto cycle.
Hence why VVT is used on such engines, and it's a technology that's currently illegal in ACO rules series, though even old fashioned pushrod engines are sold with VVT.
My point with that is that even at Le Mans, where you spend over 80% of the lap at or near full throttle, there's still and advantage that can be gained. As I pointed out, the major gains with DFI is at part load/part throttle, but it was worth while enough for Audi Sport tor run it on the R8, and in the years since road cars were widely using DFI by 2008, though it did take longer for it to be used on race cars in spite of it's proven advantages.
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