I want to point out a few things before I explain my theories on tq numbers. This is also going to bring up many of the reasons that peak hp and peak tq numbers should not be used to compare 2 different numbers from 2 different trucks run on different dynos at different times. Also why dyno numbers should not be used to promote or sell products. When used correctly dynos are better off used to measure changes made to a certain setup on a truck.
Something that affects peak tq will be how the dynos are run and work. I know I run my truck on a dyno very similar to oliver/odawg. All you do to dyno the truck is stick the truck in Drive, get to a certain gear (usually OD), and then roll into the pedal without letting the truck downshift. If you just floor it then sometimes it downshifts and that dyno run wont count. This is a very accurate representation of what kind of true torque you are making when driving your truck. But this usually produces a lower peak tq number measurement because you are starting your dyno run at like 1800rpms and don't reach max boost til 2500-2900 rpms. Also the load is lighter. The other factor is that you cannot load up the dyno to put more load on the engine to produce more boost ealier in the rpms range.
Here is a picture of a dyno run that was done on a roller dyno like Oliver and I. You can see how late the dyno starts (2000rpms) because that is actually how we drive our trucks on the rollers.
Another type of dyno is an inertia/mustag dyno like the one that adrian ran. This is different because you can get the truck in Direct drive (5th gear, not OD) and actually lock it in that gear. Then you can floor it from a very low speed and not worry about the truck downshifting. Also you can apply a huge load to the truck also to help produces more boost earlier. All this will equal out to showing a huge tq number that is not possible during any actual driving experience.
Here is a picture of adrians dyno. You can actually see that the truck was locked in gear for a long while before the turbo even starts to spool or create power. This is because he is able to start the dyno run so early and mash the pedal to the floor without having to worry about the truck downshifing.
Not bashing or saying that anyones number are incorrect... just pointing out the different ways that dynos are run.
Now to answer your questions more directly.
You do lose a little bit of tq if you go too big on nozzles because of less atomization. The difference between larger and smaller nozzles would be like pouring a cup of water on a fire vs spraying a huge fine mist on a fire. The fine mist will burn hotter, quicker, and more efficiently.
Something to note is that in some cases you will lose tq and gain hp with certain setups. Oliver/Odawg saw this when he switched from his billet pmax to his barder stage 3. That is because the smaller turbos spool faster and operate more efficiently earlier in the rpms. You need bigger turbos to produce more air but a bigger turbo will usually push your peak torque number farther in the rpm range. There is nothing wrong with this but it does happen. Now if you run on a mustag dyno and lock the truck into gear like Adrian than you are still able to measure that peak tq area even though you would never achieve that scenario while driving.
Here is a dyno graph showing a truck with bigger injectors running a stock turbo vs a stage 3 turbo. You can see that the stage 3 makes tons more hp and only a little more tq. You can also see that the torque curved moves to the right because a smaller turbo (especially with the 13 blade turbine) will operate more efficiently and spool up faster at lower rpms. With the change of a turbo the truck gain about 30tq and 130hp. You can also see what I mean by the dyno starting at about 2000rpms... if you were to run this truck on a mustang dyno then it would have produces a much higher tq number with the bigger turbo... but that bigger tq number would not be realistic for any possible driving scenario. Also something else you can see is that even though the peak tq is only 30tq higher, once the smaller turbo gets out of its efficiency range and the bigger turbo starts producing way more air you can see that there is about a 200tq increase throughout the rest of the rpm band. The hp and tq from the smaller turbo drops like a rock after about 2500rpms while the bigger turbo has a flatter tq curve and continues to make hp all the way to the end of the rpm band.
Under actual driving condition without locking your truck in gear for the dyno run... Huge injectors with great ICP and a smaller to mid sized vgt turbo will produce the most torque. Compounds would theoretically produce really good tq depending on how small the high pressure charger is... but I have not been able to test that theory yet.