if someone did the peltier route i would think you would want to have a dual liquid cooling setup to use it best. take like a vortech water to air cooler core (or similar make) mount up a U shaped pipe to it with a small pump to induce circulation, and mount the peltier cold sides directly to the water jacket of the core, then have a second coolant system that would be pumped from a heat exchanger on the front of the car to water blocks on the peltier hotsides to cool them down. The advantage over a traditional setup would be sub ambient temps in the cooler core.
The VVEL controls performance is absolutely based on the deficiencies (or lack there of) of the stock settings per application. so yes FI applications would see a larger benefit by reducing overlap on the timing to keep the intake charge from blowing out the closing exhaust valve. At the same time since VVEL actually adjusts how far the valve opens as well, some fine tuning here would benefit response and torque across the board if the factory setup is off or would have fewer sites. Basically if you open the valve farther you make it easier for the air charge to enter the cylinder, but if you open it too far you screw up the harmonics of the engine. Assuming that nissan kept everything shortened up to make the engine run smoother(and possibly limit the power) there will be gains to be had here. The same could be said with the valve timing in the case of an N/A. Ever wonder where the egr's went nowadays? Manufactures use the variable valve timing to over lap the exhaust and actually suck some of the exhaust fumes back into the cylinder for emissions reasons. depending on when and how much, reducing this could provide a benefit as well.
Also for the roots or screw setups vvel, and throttle control will be necessary to keep the supercharger from seizing.
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