Thing about dynamic compression is it assumes full cylinder-filling at 100kpa at all RPMs. Doesn't account for restrictions such as intake-port design, valve sizes, or exhaust. You'd only reach that 9,6 in mid-range at max VE (torque peak). Then it would be less below and above that point.
This combination of square cams, low-compression and low cam separation optimises mid-range and there's not much power above 10K. Compared to earlier bikes which is configured for high peak power. I have both and my 2002 is easily 1-sec faster to 100kph than my 2009 street-bike. Also 10kph faster top-speed. My 2008 race-bike with all possible upgrades barely matches it in speed. The speed difference is more significant than comparing peak-HP. Because difference in power above 10K is much larger than that. Older bike has 5hp advantage at redline!
Everything is inter-related, you can't just change one part. To take advantage of cam-upgrades, requires higher-comp pistons, expanding intake/exhaust ports and upgrading exhaust.
I recommend this reading list since I end up plagiarising them in my posts anyway:
Performance Tuning Theory & Practice - Four Strokes - Bell 1981 Haynes
Internal Combustion Engine Fundamentals - Heywood 1988 McGraw-Hill
Engineering Fundamentals of Internal Combustion Engine - Pulkrabek 2003 Prentice Hall
Flow and Combustion in Reciprocating Engines - Springer, Arcoumanis, Kaminoto 2009 Verlag Berlin Heideberg