I think I know where you are at. Simply having a low CR is better than running it to the ragard edge of the detonation level.
But read this, paraphased from David Vizards item on Minis and pINTO ohc engines.
The compression will be okay as long as you
1) don't need any carb heating. (If you do, look at a method of by passing the intake cooling via an auxilary heater circuit after the first 5 minutes of warm -up)
2) Check the cold cranking psi, and if it looks like there's more than 180 psi there, just retard the cam until it reads less than 160 psi. A few gaskets, and four hours of your time to do.
3) I've always felt your engine was running too lean with the jets you were using. An adjustajet kit will help with optimising it, as it baselines in at 60 jet size, and then goes upwards. 79 bucks
4) Lasty, if you have to, are you okay with a going Mustang Geezers route and doing water injection?. 250 bucks, expesnive, but its well worth while since part throttle fuel economy, up to 2 or 3 mpg, could pay for the purchase in a couple of years.
NB:// A stock 200 is not a blueprinted engine, your 2V is. I'd strongly advise persisting with the current 9.4:1 compression, and then just check it out on a chassis dyno for the 12.5:1 wide open throttle air/fuel mixture, and no less than 15 to 17:1 under part throttle cruise. The evidence from others here, Alloydave, MustangGeezer, maybee Jimbo65 is that the basic fuel air mix and ignition must be working. Indicated values from mearly cruisng around are not adequate, you need to dyno it, and ensure its running on song. A modified I6 has bulk power, and you can't know how close it is to optimimum when a few mods on a very mild engine create a huge performance boost. You could be loosing 40 hp, and you'd still think it was running well, yet it could be close to pinging its bleading head off.
There is lots of power on 87 grade if you spike it with octane boosters, a experiment with 10% VP Plus, if its legal.
I asked him twice.
