440 problems/quenching?/advice needed

Let's start with compression. It comes in two flavors; Static and Dynamic.
Static is a measured comparison of all the possible volume that fan fit into the space above the piston when the piston is as far down as it can go versus the space when it is as far up as it can go. That's sounds easy to measure. Unfortunately, once the engine is installed it's pretty much impossible. It's easy to do when the assembled engine is on the floor.And it can be calculated before the head goes on. And it can be somewhat inferred by the cranking compression test.This test is useful to determine the engines resistance to detonation under full throttle conditions from a little under the engines point of peak torque, and upwards towards redline.
You gave us none of those.
Dynamic compression ratio is similarly measured but instead of beginning the compression stroke as far down as it goes, we use the point of intake valve closing. This figure is useful to determine the engines resistance to detonation under part throttle conditions at somewhere under the engines point of peak torque.
You were unable to supply that.

Now let's go to in-chamber heat.
While it may be true that the compression ratios are the biggest contributors to creating this heat, there are ways to fight it. Fresh hi-test burns slower, and has a higher resistance to detonation. But the bigger contributors after compression are ignition timing and A/F. If you start the fire too early for the fresh hi-test, you can almost guarantee detonation. If the fuel to air ratio is out too lunch, more propensity to detonate. If both are out to lunch, this may be where you are now. And lastly are intake temperature and coolant temps. Both of these can play important roles in detonation resistance strategies on some engines.Less so on old style grocery-getters, but this becomes more important as the engine starts to put out more power per cubic inch.
You didn't say a word about any of these parameters.

But you have made up your mind that the way out of your situation is with open chamber heads and a smaller cam. YOU made up your mind before you ever came here. YOU decided it was running rough because the cam was too big or the pushrods were too something.YOU just wanted verification, of your decisions. Sorry, I cannot jump in there. YOU may be right. But without even knowing ANY parameters.......
My apologies for sounding like a jerk, or being a jerk.