Anyone? Please don't chime in unless you've ordered, installed, and driven it yourself. If you have, what trans? What converter if automatic? What axle ratio? What rear tire size? What carb? What intake? What exhaust? And how did it drive? What was the most effective RPM range? Idle speed?

This is the biggest cheap cam that should pass an emissions test, and seems a reasonably good match to the Vortec heads. With good parts and good luck, it should hit 400 real HP.

 

I guess I'll be the guinea pig. So, here's the initial build: Stock L31, new steelshim head gaskets, probably new valves, new valve seals, new valvesprings, long-slot rockers, computer-controlled QuadraJet, Professional Products 52007 intake manifold, Summit G9005 shorty headers, custom 2.25" mandrel-bent Y-pipe into 3" cat, 3" Flowmaster muffler, SM465, 2.29:1, 215/65R15s. Cruise RPM should be 1976 RPM at 65 MPH.

 

Those headers and the 2.25 exhaust will choke that motor with that much cam.

 

At the risk of overstepping your bounds here (no, I haven't run that cam), I'll throw a couple of suggestions your way, since response has been kinda limited so far
1. for those steelshim gaskets, I'd use the .015"; you'll need all the help you can get with compression and quench for that long duration cam on a stock L31.
2. read up on how to modify the CCC Q-jet to function with the reduced vacuum level of that cam. The lower vacuum of the 208/221/112 cam in the car in my sig already causes some low TPS/low speed cruise bucking in closed loop, TCC lockup with a bone stock CCC carb.
Why the flat tappet cam in a stock L31 engine?

 

Wrong: The cross-sectional area of the inside of the primaries is larger than that of the exhaust ports. A single, non-mandrel-bent 2.25" exhaust will support 220 HP, and turbo imports are going way past that. My pipes are mandrel-bent, the 3" single will be more of a restriction, but lots of cars are past 400 SAE HP at the flywheel with a single 3" cat.

 

This is a well-considered response, thanks! I am indeed going with those gaskets, I've used them before without problems. Not too worried about compression, even though I lose 15% to the thin air at this elevation. I've ridden in an early Mustang with an 8.5:1 302 with Roush 200 iron 64cc heads and a Comp Magnum 292 cam. Compression isn't everything.
As for the c-4 carb, you having those issues with the ZZ4 cam makes me think you didn't order the correct ZZ4 PROM chip from GMPP? But as noted in the thread I started in the carburetor sub-forum, Five7kid, IIRC, has claimed the c-4 can work with a cam having more overlap than mine, so I asked what's necessary.
In the Members' Camaros sub-forum, my Baja Camaro build thread details my budget and my deadline, changing the cam is far easier before the car is assembled and running, and this is $200 cheaper than the Lunati 219/227-112 471/480 HR cam I want. I've tried a 214/224-112 444/466 HF cam in a similar build in an '81 Firebird with a stock-stall 700R-4 and a 3.42:1 rear on 235/60R15s, it was dished pistons and Vortec heads, it idled very well, and pulled 6000 RPM. It's good, but safe rather than pushing any limits.
I'd be happy to run a used ZZ4 cam if I could find one for $115 delivered but those days are history if they ever were real. That cam is a good match for a pure stock L31 with springs and rockers. I'm planning valves as well.

 

Call up lunati and see if they still have overstock 20080130 cams. A few members including my self bought the cam for $70.40 plus shipping.

BareBones Hydraulic Roller Camshaft
Chevy Small Block 1987-Present, and LT4 Lift: .503''/.503''
Duration: 276 Deg / 286 Deg
LSA: 112 Deg
RPM Range: 1800-5800

 

1 1/2" primary tubes are 1 3/8" inside dia. the valves are 1 1/2" you do the math