I'm sure that's true in some aspects, but the way that's written sounds like some marketing. Like maybe a Cessna 152 is better than an F-15 in some areas. Like landing on a grass runway or the fact I can afford one. But that doesn't really tell the story, does it? So it really doesn't mean much without specifics.
You'd have to lay it all out and see just where it might be superior, then one could make an informed decision as to whether it makes sense for their application. I like the typically low pour point and high flash point of the oils I use with PAO in the base. I also like that some of those oils could go for extended drains if I ever found myself in a situation that required it. My personal thing is liking a wide margin between my actual needs and the oil's capabilities. I'm 100% certain there are many group III oils that would completely satisfy my engines' needs given the driving profiles. But there are needs and there are wants. I go for what I want, most of the time. Except when I find a clearance deal too hard to pass up, like RGT a couple years ago, which has performed very well in my engines. But my preferred oil is M1 EP.
So areas where GIII might outperform? Well, it can be on price. QSUD, Supertech full syn, and some others can be had for a steal at times but still perform very well. I've seen some Group III's show pretty high flash points after 5k or so miles, so clearly there is some capability there to be competitive given the driving variables of that particular OCI. The best UOA I've had in my 2018 3.6 in terms of wear metals came from Shell RGT (SN+) from my old clearance stash after about a 5k run. That was impressive.