It doesn't matter, since the only difference in the early Super Pursuit 200 and the later ones is the six on 2.75" PCD imperial bolt crank spigot flange. The X-flow is just six on 3.00" PCD imperial till 86DA, then metric bolt. So if you've got a Aussie Wide Bellhousing that suits the Clevelands C10 split bell, you have any pushrod I6 ngine from 1966 to 1992 as an option.
2800 sounds great. The looser the better.
Cam, well unless I can decode it, it looks 300 duration to me, and it is low load stress with moderate duration at 50 thou and depending on valve gear rocker ratio, moderate lift at 480 with 1.5:1 rockers, or pretty darn good at 528 with 1.65:1. I'll let someone else comment on lob center and cam advance.
You will need enough space on your valves and springs to cope with that kind of lift,with everything needing carefull pushrod selection to ensure the rocker angularity and rub point on the valve is in the ideal position. Information I have is that valve quality, and not so much valve size,is the key with an iron headed in line six with wedge head. The Gatts at Superflow said in 1987 even XU1 engines can run just 1.625 to 1.675" valves and certainly don't need the 1.75", almost 253/308 V8 sized valves Yella Terra ran. Same applies to the Ford six, big valves unless its in a canted valve engine, or a Classic Inlines head where there is great intake motion, can't be supported without shrouding. Those heads can make use of bigger valves, log heads can't. so valve lift, transmission setup and any sort of good intake manifolding govern your peak power. The improvement to port shape, valve guide profile and finding a good compression ratio hike will pay off. Going for the earlier valve guide sizes should help air flow.
I'm quite sure the ideal cam won't be that one, as even in 2013, we don't have the insights into what difference there needs to be between a radical cross flow and a small log head, but you can adjust the engine combination to make that came work as best as it can. Most performance comes from cfm gains via pocket blending and shaping and getting exhast to flow 80% of the intake. On restricted flow engines, the cam choice and induction tuning becomes much more important.