Yep, that was my first thought when I saw his specs. Then was a little surprised when I saw it was N/A, and even more surprised when he stated his goals.
I think once you put his combo into DynoSim you'll see the camshaft is a compromise to keep that combo as streetable as possible, as was his goal. That compromise is killing top end power. I agree with everything you are saying concerning typical camshaft design btw, I just don't think he is going to see his numbers with that cam no matter what he does. With that intake and heads, he should be planning to pull 7000 RPM and have a 3500 RPM+ powerband, or be boosted. He wanted a more street friendly engine, and it looks like Ed delivered.
And DynoSim is a great tool. I've been using 5 for awhile and should look into upgrading, but it does what I need. Most anything in an Engine is quantifiable, so it's just knowing how to calculate all the variables together to be able to predict engine output and needs. I just tend do the math by hand still for general calculations since I have a cache of formulas from Vizard, Smokey, ect that seem to get you really close. I'd be curious to see what Dynosim has to say about his combo. TFS publishing their flow data on their heads, so you can find the 11r 205 numbers here:
https://static.trickflow.com/global/images/chartsguides/t/tfs airflow tw 11r 205cc 2014c.pdf
Yeah, that's what I would expect to see out of a well matched combo. You figure, that 505 is without accessories and on an engine dyno. Put engine accessories on it and a transmission behind it, and that's where the 410-430 RWHP number comes from that I would expect to see. And yep, there is the tighter LSA I would expect.