I would have to dig up the cam card, but I think I have the same cam as what the OP is looking at, works well for my combo. I run stock TA heavy duty rockers, comp 941 springs, Johnson lifters, ported stock heads.
Simply stated, I think the turbo/converter combo will have way more impact. Without doing a science experiment, the common theme for these cars in street applications, in the HP range the OP is looking for is the cam (so long as it is not something really goofy) has not had a lot of impact, so long as good fuel is used and the boost can be turned up.
The heads on these cars are not good, so keeping the volumetric flow low, and making power with boost has worked well, so long as the tune is good.
That said, with a max effort set of heads, I wonder what would be a reasonable max RPM in street applications. Maintaining reliability and not getting crazy on valve train and rotating parts. i.e. trade higher boost/lower rpm for lower boost/higher rpm. The only benefit I could see would maybe a compromise between higher cylinder pressure or higher rpm could net longer component life. A max effort engine would be looking to maximize everything for power, so not talking about that.
Now the optimum turbo/converter would be different for each goal, most of what I have seen on the board has been go for boost, some do run higher rpm, but I have not seen many go for more than low to mid sixes on stock blocks, maybe I have not paying attention.
The thing with the cam, to me anyways, is optimizing it is not the same as an NA car in that you are not trying to maximize around a fixed pressure infinite source of air (the atmosphere), you are using a variable pressure with a finite source of air (the compressor). You can max a compressor over a wide range of cam profiles, you will get some differences, but not like an NA car. Or you can change the compressor, and get a lot more power with the same cam. Car/converter setup has to match, but that is also true for any car combo.
If you are trying to tickle the most out of a car, then all of it has to be optimized, tested, and tuned. For a 550 hp application, 206, 212, 210 … all are going to work.
What could really be a fun topic and science experiment would be seeing what is out there today for the street that would allow getting the back pressure low while still maintaining boost response. If, and a big if, you could get a responsive turbo with the boost to pressure ratio close to 1:1, then maybe cam potential would change. If less than 1:1, that would be awesome, but that is a pipe dream for a low hp street car.
