The RAIV cam was the first computer designed camshaft in the industry. It was so effective, the camshaft is still widely used even today in Pontiac rebuilds, even with 35+ years of aftermarket cam grind technology available. Besides, we don't know any better.
The predecessor to the 1969 RAIV was the 1968-1/2 RAII. The RAII was basically a RAIV, but without the RAIV 1.65 high lift rocker arms, and without the nifty RAIV two-piece aluminum intake. On paper, the RAIV was a stronger combo.
But Jim Mino's 1968 RAII Firebirds seem to tell a different story. There has been a lot of speculation as to why the RAIV doesn't seem to do as well as the RAII and 455HO in the shootouts. In all honesty, I firmly believe that no one has really taken a RAIV to the same level that Mino took his RAII Firebird (or Jensen with his 455HO car). Those guys had a firm understanding of the Pontiac drivetrain, head flow, etc., and spent a great deal of time and effort assembling their combos. It appeared as if they were cheating, but they weren't. It was hard to believe a little 400, rated at a measly 340 hp, or a low compression 455 rated at 335 hp, could beat up on on so many high compression, big cube, solid lifter cars, 400 + hp cars, but they did. Mino's 68 Firebird was a lightweight, and so was Jensen's GT-37, but not "cheater" lightweight. They just found cars that were originally ordered in a street racer way. Jim Mino did a thorough teardown of his RAII a few years ago for a magazine, and showed every conceivable part of his 400 to the cameras. It was absoltely bone stock, unported, unmolested. He just assembled the engine with great care.
Pontiac 400's and 455's are low revving combos. They were so effective on the street because most street races lasted about 5-10 seconds, and during that time a person cannot take advantage of a 6000 + redline. Pontiacs focused on a broad torque curve rather than peak hp, and that made for a great street racer.