318 LA rebuild after losing a valve seat

Per the FME catalog, H814CP has a compression height of 1.755". With a standard LA deck height of 9.600, these will be about .067" in the hole. So the OP's .085" number at/near TDC is believable and may be a bit low. The deck looks unmilled in the OP's pix. You are not going to find any higher compression height with any stock cast 318 replacement piston in current production. We've all been looking for several years now!

With the standard Felpro head gaskets in their kits, that is PN 8553PT, .050" compressed thickness.

Typical 302 chamber volume stock is 62-63 cc.

These numbers all together gives a static CR of 8.44.

Published CR numbers from all the mfrs in this era were all .5 to .75 points 'optimistic' so that is not a good reference point.

Dynamic CR with his cam installed as the mfr intends (108 ICL) works out to 7.0.... very close to stock 318 DCR. So low RPM torque will approximate a stock 318 and mid to high RPM will be significantly better with the cam change.

Decking and piston changes seem out of the question at this point. Milling heads and a thinner head gasket would increase SCR and DCR by:
0.25 points will be noticeable in low to mid RPM torque and throttle response. So the thin head gasket seems desirable. But some here have reported sealing issues with that 1121G head gasket, and I suspect that is due to the deck and heads not being flat enough. The heads look like they have been milled but the deck has not been milled so may or may not be good and flat.

IMHO, I vote to proceed as is. The cam selection is fortunately good for this lower static CR setup, and I think the OP should move on and get it running and drive his car. Good learning going on here.

I am a big advocate for high static CR on the street but the design selections have been made and backing up sure seems like a waste of time and parts and effort. Going to a significantly higher CR now would require a piston change and a crank re-balance.