Yep, that sums it up; in a slightly easier to read or comprehend in English.., and the why is because of the motor cannon requirement in the design.
The supercharger outlet to the intake manifold(s) was not designed with a central/equal split for left and right banks because that space was needed for the hub weapon, so the supercharger was mounted on the left port side, with the inertia starting gear directly opposite.
Since the charger was on the left, the manifold was now asymmetric and this caused many problems until they (Mercededes/DB) sorted it out via some methods to fool the charged intake to 'thinking'/acting as if it was equal and symmetrical.
To compensate for the greater efficiency of filling the left banks closer to the superchargers outlet side, the right bank comp' ratio was lowered to equalise the speed and pressure differences between the un-equal left and right bank intake manifolds.
Certainly the more air you have to pump into the cylinders at higher piston speeds, the more cylinders in the engine you'd wish to be closer to each other on performance and attributes, especially when the intake system when connected to after a supercharger should be thought akin to a force fed trumpet or clarinet etc.
So as to not create problems like rough running, unequal idling, throttling up misfires etc, this could also lead to extra mechanical problems and possibilities of faults, failures or engine damage specifically if/when it combines with harmonic fluctuation ranges that could break a bearing or a web within the engine casing if it got out of hand.
I hypothersise that it could likely that the internal diameters, dimensions tapering details if any are also different enough between the left and right manifolds sections. Apart from their actual lengths this would create a equal induced length within each side of manifold system IMHO.
I understand the theory, but failed the math - thermodynamics was ( is) a fun subject, if just for the theory side....