The carb really woln't need a lot of help, other than good parts, high flow N/S assembly, HP accl pump, smaller secondary rods, grinding the secondary airflap stop a bit, and quick-release pull-off.
I would go no more than .040" quench, which means zero decking the block and Felpro .039" gasket. Tight quench is your friend with these engines, especially the SBC. With a "modern" combustion chamber and .035-.040" quench you can easily manage mid 10's or a little higher for compression with the right cam. You could also go .015-.018" in the holes at TDC and a .020" gasket, for example.
Just stay as far away as you can from "fast ramp"/short seat timing grinds. The factory GM roller cam is excellent for what you are doing and I wouldn't hesitate to use it in a 355 build with some compression in it. Use the high ratio rockers as well which will add some effective duration and lower dynamic cylinder pressure a bit.
I did a 355 about 15 years ago with 64cc heads and that cam, 10.6 to 1 compression. The customer who hired me came up here with magazine articles about using lowering compression (for pump gas) and using some fast ramp-whiz bang Comp cam. We went super tight quench and the GM roller instead.
So he installs the engine, or pays to have it done, then comes "limping" up the driveway a few days later bellyaching about it being down on power and running "rough". Turns out two plug wires were off and hanging under the car!
We hooked up the plug wires, set the timing, and off for a test drive he goes. He's gone much longer than expected, then comes walking back to the shop about half hour later. Turns out he got about a mile away and hit the throttle hard, found traction and threw the driveshaft out from under the car and over into the ditch!
That engine still lives fine today and zero issues anyplace on pump 91-93 octane pump gas. It makes more power than the vehicle could ever use (1987 Monte Carlo SS), and gets over 20mpg's for "normal" driving........Cliff
