I'm not gonna tell you what to do.
I'm not even gonna hint.
but first I want to review how you got to 9.5 Scr?
Your swept volume at 4.03 bore and 3.58 stroke is 748.3cc
Your total combustion volume is ;
59cc heads/8.6cc @.039 gasket/10.45cc
[email protected]/and assumed 5cc eyebrows =83.05
and so
the Scr is (83.05+748.3)/83.05 = 10.01
IDK how you got to 9.5.
but ok, the Q is gonna be .050 +.039+ a bunch= greater than .089; so very safe as to detonation
In fact so safe that, lets swap out the 039 for the 028 and the Scr goes to,
(81.25 + 748.3)/ 81.25 =10.2, and the Q is still way over .078, so is safe.
And this makes the Wallace Calculator very happy, as the pressure is predicted to be under 160psi, with an Ica of 68*; an easy pumpgas number. If she runs clean there, I might advance the cam two more degrees, to Ica of 66*.
So IDK
That big cam is still gonna be a lil soft on the bottom, but she'll suffer 3.23s with a decent convertor.
The point of this story is to go back to the math; I checked mine several times.
Edit, Feb 3
With alloy heads, I once ran the pressure in my 367 to as high a 200 psi, on 87E10 at full power-timing with the Q at .028. I did this with a 223 cam, a manual trans, and 3.55 gear (mostly) in a 68 Barracuda.
Be aware, I tried almost every gear combo you can think of, and;
That combo pulled 2.76 gears reasonably well, and was very happy with 3.23s
With another overdrive combo it pulled 75mph @ 1800 rpm, giving me back over 30 mpgUS in steady-state cruising.
By far, that combo has always been my favorite;
Gobs of torque, plenty of power, instant throttle response,
floor it any time, pulls any gear, drive it anywhere anytime, it was my DD.
The Wallace Calculator puts the V/P of this combo at 172, which is beyond BB Territory. I was very sad when it suddenly dropped cam-lobes.
Even sadder when I upsized the cam just one size.
Those Edelbrock heads, with the small hi-lift cam, driven as a DD, payed for themselves pretty quick. I think I once worked it out to, in two years, running that skunk-pee that everybody loves to condemn.
I'll never again run open-chamber Iron heads, at sub-optimal pressures.
However, I would be willing to try closed-chamber, Iron heads, at high pressure with a really tight Q. and
one thing I've always wanted to try, is exactly what you're contemplating, namely; filling the open Iron-chambers with a tight Q-pad, calculating the Scr, and then selecting whatever ICA will get the pressure up to as high as can be safely run at WOT, with pumpgas, without adding anti-knock; and then translating that Ica to whatever cam it comes on.
If you decide to try this I would be eager to see it.
I have 20 years experience with those Eddies on my 367, with three different cams, four different Scrs, and five different Quench Heights. The car has run four different manual transmissions, two overdrives, and nearly every rear end from 2.76 to 5.38 But no autos, behind the 367. The tires progressed from 245s to 325s., then settled at 295s. On the one and only successful run at the track, it went 93 in the Eighth @7.92, with a 2.4 second 60 ft. It was reported to me by a track official that she was still hazing the tires thru the traps. (yes, crappy old airstrip)
Anyway, the wife is calling, time to bath the dogs.
