AJ's Opinion; my super-fun, 360/A-833/3.55 street-combo

In this thread; I will not get into specific parts (much).
All math will be based on 4.04x3.58= 752cc swept volume,=367 cubes, cuz that is what I have. When I talk about head-gaskets these are the numbers I will use, which are calculated off a 4.18 bore; .028=6.3cc/ .039=8.8cc/ .052=11.7cc and rounded to the nearest 1/10cc.. I will be using the Wallace calculator and a calculations will be for 930ft elevation, which is where I am at..
For those that might not know, the car is a 68 Barracuda with a 367/Commando 4-speed/ and 3.55s.
This 367 engine has had 3 cams in it since 1999. The slowest it has gone was 106 in the Quarter @3650 pounds; and the fastest was 93 in the Eighth @3457pounds. Both with 3.55s. Just so you know that she really is a streeter; with 27s, 65=2870rpm; altho I now have a GVod that drops this to 2240.
Ok here we go;
Firstly; please know that the 367, with KB107s, the pistons will fall together at about .012 below deck, with no deck-machining, and this is about 2.5cc. The pistons come with eyebrows advertised at 5cc/pair. My heads are OOTB Aluminum Edelbrocks at 63cc. So then, before gasket selection, the total chamber volume is; 2.5cc plus 5cc, plus 63cc in the chambers for a total of 70.5 cc (plus gasket). By adding the gaskets listed above, the Static Compression Ratio can be varied between 10.1/10.5/10.8 with no additional machining.This will become important later.
Secondly; in my mind, choosing a cam by it's advertised numbers, for a newbe, is kindof a sad situation. This does not tell you much about how it will run in your engine. You need to interpret the numbers every time.
A better way, in my opinion, is to use the numbers of compression degrees plus power extraction. Say your cam numbers generate an Ica of 64*. That means your compression degrees will be 180 less 64=116*.. Say this same cam generates a power extraction number of 108* .. Together that totals 224*. Now, no matter how you install this cam, you will always get 224* of compression plus extraction. Lets call this number C/E (or CE if I forget the slash), so I don't have to type it out all the time.
Now then, Say you wanted this cam to make great fuel mileage; you would bias the install towards a high extraction number cuz the longer the expanding gasses are pushing on the piston top, the better (within reason).
For comparison, the stock 318 cam has 120* of extraction. And we all know the potential of the 318 to make fuel-economy. And the 340 had 104* (in at 110) of extraction and it was a gashog for sure. By my own experience, once the extraction drops to under 104* forget fuel economy. And so, I find 110/108* is about as low as I wanna dip.
Going back to the example of 224C/E then, this leaves just 224 less 110=114 degrees for compression. With these two numbers, you can now build a cam.
But first, lets look at that 114* of compression. This means your Ica is 66*, and at 8/1 Scr, your cylinder pressure would be a dismal 116.6psi and your VP is predicted to be 98 nintyeffing-eight, about what a 273 made. So then, you could stick this cam into a monster-engine, but below about 3200rpm, it's still gonna perform like a 273. Let that sink in. Do not do this with a clutch-car, you will be miserable.
Ok but
By 9.0/1; the pressure is up to 135 and VP is 114; so now she is behaving like a 318...
By 10.0/1; 156psi/131VP are on the plate
By 10.5/1; 166psi/140VP, now we're starting to have fun
by 11.0/1; 176psi/148VP, and now you spin any sized tires that you care to
By 11.3/1; 182psi/154VP; overkill