I am surprised they went with the pin design. I think the last caliper I saw that way was on my '83 911 before I changed to Turbo brakes. The racing design that utilizes a compressable spring clip is much easier to work with. I am thinking of the design that I first remember seeing on the Porsche 917 and was later utilized on the 930. It's been OEM for the Porsche 993, 996, 997 and many others. Also OEM on the Ferrari F355 and other F-cars. Seems like a step backwards.
I really question if many people will notice the effects of stainless lines anywhere but on a race track, and then only with significant experience. I utilize them on my race car and think I notice a difference, but that's after years of practice getting in tune with subtle changes and when pressing brakes to their limits. (125 mph down to 60 mph and trail braking a rear engined car into a corner). On a street car, comparing new rubber to new stainless, it would take Michael Schumacher to pick up on the subtle difference.
A point of clarification about stopping power. Stainless, no matter what the application, will not increase absolute stopping power. Stopping power is dependent upon the torque provided by the pad material (which changes across temperature ranges), the surface area of the pad against the rotor, and the level of compression of the piston against the pad. Stainless does not change the ability of the piston to compress any harder that it does with rubber lines, it simply helps it compress with slightly less effort.
There is also a serious downside to stainless lines in street cars. The rubber lines allow you to see wear. A stainless line can deteriorate within the steel sheath and you'll never know. We use them in race cars because we replace our lines every year so its not an issue. How many are ready for that level of maintenance on a street car?