Perhaps a little thought about what causes tire cupping and how it is impacted by load, both static and braking, cornering forces, tire profile, and inflation pressures will reduce the argument to simple facts. All motorcycle tires will cup over time. Some just sooner than others.
Tire grip is a function of contact surface area, load (unit loading,) and friction characteristics of the tire materials (more factors too but complicated.) More pressure and the unit loading goes up which may or may not increase traction depending on the particular tire. If for example, you put 100lbs of pressure in a tire, the contact area becomes tiny. Thus it offers almost no traction and has a very high wear rate in the center only. On the other hand, low pressure increases contact area. This may increase traction but at a significant cost. Tread squirm! The tire must deform both axially and radially to contact the road. Therefore, the unit loading is lower than with greater pressure and it is not even across the contact patch with the greatest loading at the center and reduced loading at the perimeter. So, what happens? The area of the contact patch with the greatest unit loading will be stable, while the outer contact area with lower unit loading must slip as it both rolls into contact and again as it rolls out.
Keep in mind that the diameter of a round cross section tire gets smaller as measured further from the center of the tire. Force it to have a flat surface and the tire tread deforms to accommodate the change in profile.
Therefore, heavy breaking, abrasive road materials, fast cornering and low pressures means more cupping. Sedate riding with high tire pressures reduces cupping but increases flattening of the tire center.
Tire construction as in cord lay, ply angles, etc. and tread compounds and pattern affect tire wear. Being we all ride differently and on different roads, it is not surprising that we have different experiences with tires. Find what suites you. For me a rear tire run backwards on the front has been the best compromise of traction, wear and cost.