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While I can't remember all the details, I do remember that the dynamics of the piston at times of critical valve events are more favourable to performance engines with longer rods for a given stroke. Obviously only within a certain range, but I seem to recall that many many years ago race engine builders aimed at 2:1 rod to stroke ratios, but I think a figure around 1.8 is more flexible and realistic.
What you are describing is the fact that a longer rod causes the piston to dwell at tdc and bdc longer. This may or may not be desirable. To me, it is desirable. It causes the flame front to push on the piston longer meaning you can extract more power from a longer rod. It decreases the sideloading on the piston which means you have less friction and your pistons last longer. The drawback is that you move your torque peak up the rpm range. This may not be desirable in your particuliar street engine.
Having said that, there is one thing very good that happens as the rod ratio approaches 2:1. The engine becomes more octane tolerant and you'll find that you can run cheap gas and lose less than 2% power when you drop several grades of gasoline.
I edited some for clarity
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