.045 (.010 + .035) should be good. Ted has said that up to .060 quench, he hasn't seen a difference in performance. He has even suggested having pistons .005 below deck and using .046 Best gaskets that would equal a .051 quench. 

I had deck clearance at .010 accidentally and cometic 6.9cc .035 gasket which probably isnt a bad setup to give a little quench clearance. Thank you. its a daily driver that doesnt get driven. i try to run rec fuel its a little cheaper than premium and supposed to be ethanol free but varies between 87-90 octane depending where. figure 7.5 is probably top before i need to ensure 90 switch to premium.

The main point in knowing the Dynamic Compression Ratio is to be able to maximize the compression ratio for a given grade of fuel.  If the DCR is too high, detonation comes to the forefront.  The DCR being lower than optimum simply has the engine not running at 100% for the given grade.  The lower DCR values do give a margin of safety when it comes to not knowing exactly what the quality of fuel is.  Compensating for a DCR that’s too high once the engine is running typically involves retarding the ignition timing or in some cases, running the fuel mixture on the rich side.

For most engines, I use 8.2:1 DCR as the upper limit for 91-93 octane fuel.  If building the engine where it can tolerate 89 octane fuel in an emergency, then I will target for 8.0:1 DCR.  I have experimented with as high as 8.6:1 DCR and that tends to bring on detonation issues where both the engine and ambient temperatures are on the high side.  A 4° reduction in ignition timing fixed that particular instance but at the expense of some fuel economy and performance.  Running a higher octane racing fuel was also an option but not feasible cost wise if it’s an everyday driver.  If planning on running 87-89 octane fuel on a regular basis, then the DCR would need to be decreased in which to compensate.  But with all that being said, I will run pump premium in any carbureted engine even when the DCR is low simply due to the reduced ethanol content and the extended shelf life (age) properties that’s found in pump premium.

Here's the basic DCR calculation if wanting to use it within an Excel Spreadsheet.

DCR=((B6*B6*(B7-((((SQRT((B5*B5)-((0.5*B7*SIN(RADIANS(B12)))*(0.5*B7*SIN(RADIANS(B12))))))-(0.5*B7*COS(RADIANS(B12))))+(0.5*B7))-B5))*0.7854*16.387)+B8+B9+(B6*B6*B10*0.7854*16.387)+B11)/(B8+B9+(B6*B6*B10*0.7854*16.387)+B11)

B5 - Connecting rod length
B6 - Bore
B7 - Stroke
B8 - Combustion chamber cc’s
B9 - Piston dish cc’s (use negative value for domes)
B10 - Deck clearance
B11 - Head gasket cc’s
B12 - Intake valve closing event in degrees after BDC

Special notes:
The 0.7854 value is pie divided by four. (simply a short cut rather than use the pie r squared calculation).
The 16.387 value is 2.54 cubed which represents the number of cubic centimeters in a cubic inch.

Lorena, Texas (South of Waco)

The simplest, cheapest way to increase your DCR will be by tightening up the IVC. Doing so will make it easier to live with on the street; of course, that means selecting a different cam. 

Assuming your heads are 69cc before milling, then the following calculations are performed taking into consideration the 0.013” mill you mentioned earlier.  Here are the SCR and DCR numbers for your combination with and without deck milling.
  

Lorena, Texas (South of Waco)

Based on my numbers, Ted calculated my static at 9.4 Y dynamic at 8.04, and that's with non-posted heads. I will attempt to compensate by using the Best composite gasket, studs, rather than bolts, install the cam 2 degrees advanced, rather than 4, and run a bit tighter lash. 

i agree. Thats the biggest cam I'm considering at 4 degrees advance 30 over 292, felpro gasket, estimated 69cc for the g heads. ill cc them when i finish porting, along with checking if they need to be skimmed. it has the same abdc as a mummert 284 cam. with small tweaks, thinner head gasket and bigger pistons gets it to 9 static and 7 dcr, the plan is more stroke, but thats gets upward of 9.7 static and 7.6 dynamic where the g heads can be suspect.

A DCR of 6.5-6.9, in my opinion, is pretty low, lower than stock. I would either select a different cam or work on boosting the DCR by raising the SCR. 

It's important that the intake closing event for the dynamic compression ratio be based on the ‘advertised’ or actual intake closing event and not the 0.050” number. The DCR calculation relies on the ABDC degree value where the intake valve actually closes.  Using the 0.050” number gives an artificially higher DCR number as the valve is not yet closed.

Lorena, Texas (South of Waco)

I seem to have good luck with 396maro.coms dynamic compression calculator, and abdc from advertised duration in summit cam calculator. it checks out with close to teds numbers from a few pages, ive had issue with certain calculators online before. trying 3 different strokes i get static compression to between 8.2-10.1, putting dynamic between 6.4-8.4. I want to make sure I won't create more problems for myself if static reaches near 10 to get dynamic around 7.5. I guess im wondering in general if static compression matters while engine is running or if its just an easy number to calculate to give an idea until dynamic compression can be found. Im looking to get dynamic around 7-7.5 even thought it may end up between 6.5-6.9, cam i like is oregon 34. its similar dcr to mummert 284 with a little more overlap
Seth