It’s also very probable the .4 point compression increase is going to raise your fuel demand too. More fuel is needed for evaporative cooling when increasing compression to keep chamber temps down under the 800 and some degree auto ignition point of methanol to prevent detonation. Detonation+Methanol= Melted Parts... There’s a point of diminishing returns of enrichment vs. evaporative cooling but your well shy of that. Good call from 273 on torque vs. rpm production. The hp production compared to race gas is usually the same at high rpm, but the methanol makes more torque across the power band until it gets there. The extra displacement will make big gains at low rpm's by the sheer force of cylinder pressure. The displacement increase is going to equate to probably around a 50 hp or so on top end based on displacement increase with an existing baseline between 850-900 hp (going by weight/e.t.). It could very well go past that mark too depending on how well cylinder heads and cam play along with everything. It’s the usual 35 plus percent torque increase that starts from the bottom and tapers off toward the end with methanol that makes the difference. The 4.30:1 gear is a good call, it may respond to tighter converter but it also may be somewhat tight to start with. You’ll know if it’s blowing through the converter if your e.t. & mph start to gap from what they should be. The combined changes should bring it very close (probably past) to that 8.50 chassis certification. The math shows the car is working pretty well at 8.77-153, compared to 1320/153=8.62 (98%!). Good luck with everything, I’m looking forward to how this one turns out.