CR: 11.12:1 --> See pic of chamber attached
Bore: 4.380"
Stroke: 3.75"
Gasket: 4.410" bore x .042" thickness
Quench: .042"
Piston config: flat-top w/ deburred valve reliefs
Camshaft; Advertised as 298 @ .020", 265 at .050", 108 LSA, 104 ICL, solid roller w/ .018" lash
Fuel: 93-octane e10 blend
Estimated cranking pressure: 190-195 psi

Maybe! If it was mine I'd buy a few cans of Hot Rod 102 and start off with a 50/50 mix and then work my way down from there. Keeping things cool helps a lot so it might depend on the weather too.

You're at about the compression as me and I have ran pump gas with no problems

What Mr. F says. But I'd bet that with that quench, the aluminum heads and the cranking pressure it will be all good.

My small block with Indy-2 heads, 10.9 compression and 255/266 @ .050 cam has never ran on anything but 93 octane. Cranking cylinder pressure ranged last time checked from 195-201 lbs.

Maybe? Things like cold air intake and a robust radiator/cooling system can help. If/when you lean on it hard... track days, road race ect. may be a good idea to mix some race gas as insurance and protection.

What is your elevation? Although the cranking pressure should say it all.

Mine blows about 190 plus or minus a couple. As low as 185 with tighter lash, but the car is quicker with the looser lash. MCH CNC Mopar aluminum head (Eddy RPM w/ straight plug). Intake closes at 77° ABDC (advertised) and 60° ABDC @ 0.050". The static CR averages about 10.85. No cylinder is over 10.9. Normally, it does not have audible ping. I had a trace of ping on a not normally used premium fuel and their winter fuel blend. Western PA.

I did valve relieve the block for both valves and made sure there was no sharp top of cylinder edge caused by the block overhang into the combustion chamber. I did not massage the piston valve pocket edges.

I do all of the other logical things to reduce the likelihood of detonation.

Your combustion chamber is so much better than mine, I would think you should be fine.

FWIW,
- local tracks' elevation ranges from close to sea level up to around 1000', IIRC
- although the car & driver combination isn't light (3750+), it has a 4500-flash converter, 4.10 gears & short 275/60R15 tires so it's not usually "bogged down" under a load at low RPM
- 160* thermostat, fairly large radiator and a hood scoop probably help keep the operating temp w/in reason in the summer

Right. I have a tight converter and a 3.23 and no part throttle kick down and will be deep into the throttle at 30 mph in top gear pulling up a hill or accelerating out of a corner.

160 thermo, cold manifold, big rad., and -8 NGK plugs. 24° initial, but a relatively slow curve.

With that converter you will be golden.

the gasket fire ring next to the intake valve chamber wall would throw a flag for me.

I agree... with the stat and the conv you shouldnt have any
issue.. I run a W-2 head with 10.6 and on the road I run
87 octane and even get on it a fair bit...at 900' to 1000'
local but in semi light car with a 5000 conv and a 4.10 gear..
I dont think you have any issues

These are iron heads, correct? If not they fooled me If so good luck on using any pump gas less than 100 octane with that much compression in your area If aluminum heads you may get away with that compression and pump gas without ethanol, maybe not on a hot day

1. Head gasket fire ring location at edge of chamber not an issue. Same type of gasket fit exactly the same with my Stage VIs and had no problems.

2. Heads are Edelbrock Victors... still aluminum last time I picked one up.

I think it will depend on your actual cranking comp, but if it's really 190, you should be fine. I ran a very similar combination with 11.6 static, similar cam and Al heads and it ran just fine for years on 92 octane.

I cant see any reason why it wouldn't be fine on 93?

Dwayne (Porter Racing Heads) has the heads right now. I made a s.w.a.g. on the chamber volume at 74 cc, but will know some real #s soon.