From what I've seen, the main advances in "cam tech" have been in the hardware areas, rather than in cam specs per se. On some of the newer production engines, the advances in port designs have allowed for good flow at over .500" lifts, where the older ports needed help to support, then losing much of their "goodness" at lower lifts. I believe there have been some subtle changes in when the intake valve opens and closes, allowing the higher mechanical compression ratios to work (compressing a little bit less mixture, more?).
The asymetrical lobe shapes (opens quick, closes slow) have been around since CompCams came out with them in the late 1970s (iirc). Lunati now has some cams with them, too.
Full-roller rocker arms have become necessary with the 1.70 OEM rocker arms and the .500"+ valve lifts of many current OEM HP engines. Which also need the better-design valve springs to support that activity for 100K+ miles.
Consider, too, that all of the OEM items are all parts of a "well-orchestrated dance", of sorts. Everything works together for synergistic results. The whole engine, rather than just one part of it. All with full-electronic controls to make things work as well as they do. Especially in the fuel/spark areas!
I know of the allure of the modern EFI TBI kits to replace carburetors with something more modern. The pricing has seemed to remain constant as the sophistication of the hardware/software has increased. But it's still a fuel mixer sitting on top of an intake manifold, where a carburetor used to be. The computer controls replace the time spent in finessing the mixture/jets/rods/springs, for best results and fuel economy. I still know about those things, but not how it relates to some of the things related to EFI workings. BTAIM
I have determined that the best way to do things is to let the computer also control the ignition timing, too. Then, possibly set the cruise AFR to 14.7 (probably approx 14.2 for E10 fuel) for best highway fuel economy.
Just some thoughts and observations,
CBODY67