For a lot of people, the track (road course) performance isn't important at all - and that is fine. But if it does matter to you, then listening to Pobst gives you a real look at the performance differences - and it isn't just tires. Its the spring stiffness, the damper performance, the ABS performance and probably some tire performance. Pobst understands that getting those "two seconds," takes better overall car balance. Again, to most it doesn't matter. But getting it better isn't as trivial as a different set of tires.
And, for most drivers, the difference would be much greater then 2 seconds. The things that Pobst can do - with a poorer handling car - is very different then the amateur track driver. So I suspect the Camaro will make a lot more people feel comfortable driving it hard in the "twisties."
Which brings you right back to questioning either the PP's calibration or its mission. And as soon as you start posting comparative track times, the fact that nobody drives like that on a daily basis becomes irrelevant.
The 1LE was intended as a car for about 2% of Camaro buyers and was able to be calibrated appropriately to that small and extreme of an audience. Truth be told, I think Chevy still left a little low-hanging fruit on the 1LE as released (*cough* , , , 10" wide front wheels . . . *cough*).
The PP is - admittedly this is a guess - a package for more like 30%, maybe 40% of S550 Mustang buyers, and has to be calibrated a little less aggressively than a 2% car. Technically not quite there (1LE) but far less likely to result in buyer regrets and ride quality complaints makes good business sense even though it doesn't fully satisfy the hardcore corner-carvers among us.
'08 GT coupe, 5M, wheels, tires, pads, fluid, a few suspension mods . . . still almost stock height
'19 WRX, 6M (hers)
'01 Maxima 20AE, 5M (spare, winter driver)