NOT the usual cam advice...

I think I missed something
You don't have to run maximum pressure.
But if you don't every next size bigger, sdame type cam, with same advertised tappet spec, will drop your pressure even more. and this leads to ever decreasing low-rpm torque, which IMO, with 2.76s, is an insurmountable condition until the stall speed is increased so as not to make the engine run in that soft zone.
Lets look at your 5.9 can installed in three same engines each with a different Compression ratios; first 8.4 then the stock 9.4, then 10.4 And I'm gonna use 55* as the Ica in each, and same 800ft Elevation.
Static compression ratio of 8.4:1.
Effective stroke is 2.99 inches.
Your dynamic compression ratio is 7.18:1 .
Your dynamic cranking pressure is 137.68 PSI. ............................ 138
V/P (Volume to Pressure Index) is 124 ........................................ 124
next
Static compression ratio of 9.4:1.
Effective stroke is 2.99 inches.
Your dynamic compression ratio is 8.02:1 .
Your dynamic cranking pressure is 159.81 PSI. ........................... 160
V/P (Volume to Pressure Index) is 144 ....................................... 144
next
Static compression ratio of 10.4:1.
Effective stroke is 2.99 inches.
Your dynamic compression ratio is 8.85:1 .
Your dynamic cranking pressure is 182.15 PSI. ......................... 182
V/P (Volume to Pressure Index) is 164...................................... 164

Notice how the pressure changes 22 psi between each. Remember the only thing I changed was the Scr.
Also more importantly, the VP changes 20 points.
VP is a sortof low-rpm performance index. When it gets too low, you have a dog engine. When it gets too high, it's hard to take off without smoking the tires. And it matters not one little bit what cam is in it. Well it sorta does; big cams generally steel VP trading it for power somewhere up the rpm scale. And small cams generally make more VP, at the expense of high-rpm power. So it is entirely possible within a given engine size, from idle to ~3000/3500rpm, to have mega-torque with a small cam, or it be sucked out with the bigger cam.
Now what are good or bad VP numbers? Again, at 800ft elevation;
84VP is what an 8/1- 225slanty makes
104VP is a lo-C 273
110VP is a smogger-318LA
124VP is a stock 5.2 Magnum at 9.4Scr, like yours. 124 sux in a 4500 pound tank, but in a lightweight-A is reasonably good..... depending on the rear gears. This is why a truck would have 3.91 gears and an overdrive trans with a slightly higher stall. Cuz you, the operator, can't tell in first gear just how doggy this is gonna be, When the trans goes into second, the truck doesn't usually need to be speedy anymore, so again you are lulled into a false sense of power. Then comes direct gear, and if it wasn't for the 3.91s, tou would be screaming "what a pos lazy truck". But the revs are so high now, that the OD is practically a must-have.
I would never build that for myself.So that is 124VP.
134VP is about what a hi-compression 340 made;and nobody I ever met that owned or drove a 340 ever bragged on it's torque. They were revers from day one, having traded away ow-rpm torque, for a top-end charge.
144VP is starting to get to be fun. At 30 mph you can go hammer down and with 3.23/3.55s at least, expect tirespin.
154VP is getting smoking hot! You can kick down a gear at 50mph and expect tirespin with just about any street tire.
164VP is what a 68 magnum 440 maths out to. I have run it, in my 367,and it is ferocious. Once you have had it, it's hard to give it up.This is where my experience ends.

Final shot;
since this is a low-rpm performance indicator; if you install a 3500TC, then NONE of this will be important. At this point, you go look at the cylinder pressure alone. which will help you look at the power from that point on. The higher the pressure, the more power.... until it detonates itself into pieces. Again, pressure is not or may not be, the absolute quest, but IMO
125psi will forever suck
135 is what most old smoggerteens will measure, still very lo-po
145 is the low end of the scale for performance street.
155 is pushing the limit for 87 gas and iron heads
160 is about it for 89,
165 is pushing it for 91
170 IIRC is what YR is successfully running, but not with 2.76s oor a stock TC,lol.
when you get to aluminum, some guys on FABO have indicated that they are running 200 on pumpgas.
185 is the highest I have run... on 87E10 with ignition timing of 34*@3400 rpm.

OK, short post