filling the cylinder (within a particular rpm range) involves an area under the lift curve and starting points and closing points in relation to piston position, read in terms of crank rotation. the engine's static compression is pretty much matched to supplement the engine dynamic compression capability, maintaining a good margin of dynamic compression which produces good torque and utilizing the inlet charge as well as possible (volumetric efficiency). Knock rating of the fuel dictates how much of a positive margin of dynamic compression the motor can tolerate, and use to its benefit.
high static compression is required when valve events are positioned in a manner (typically wider) that dynamic compression is compromised. Those valve events typically will not produce as clean of off-idle response and extreme low end that conservative valve events would. The reason being the wider valve events are more productive at the higher rpms.
When conservative valve events are dictated but there is a mismatch in regards to the static compression, the main thing that has to occur is for the motor (ignition and dynamic compression primarily) to be fooled into thinking everything is right. This means the seat events need to be widened and the position of the exhaust lobe in such a manner to start the evacuation earlier (killing cylinder pressure). In short, wider seat durations, lazy ramp rates, and earlier exhaust events (typically as a wider lobe sep angle). Likewise on the flip side, too low of static compression needs to be met with narrower seat events and higher ramp rates.
Basically, you take cylinder filling (performance) capability away from the motor and let the higher static compression fill in that gap. If you have regular selection of higher octane fuels then that cushion can be absorbed somewhat, but you have to acknowledge that as a tow vehicle and high rear-end ratio that your rpm range is going to be optimized in pretty low ranges (1800-2400). Valve events that promote performance in this range, paired up with a pretty serious static compression, even with good fuel, are not going to be something that a blind stab at a cam catalog based on rpm range alone is going to compensate for.
It doesn't run quick at the track, but it gets long stares wherever it goes.
Never in a million years did I think I would have an antique hot rod truck, much less with its own name emblazoned on the front fender and a freakin' six cylinder for power;
but it is a Ford, it is old, and it is definitely one of the funnest vehicles I have driven.