what would be a "minimum" overlap, or duration at 50, when approaching 11 : 1 static compression ?
and to add to the mix, how does fuel injection [throttle body or individual injectors] and carbs compare to each other in this situation ?

I run non-oxygenated 93 octane pump gas. Combo is a 400 based 452” 3.75 stroke at 10.65:1. Heads are 84cc Source Stealths that have been milled & cc’d at 82cc. Flat-top Iconn pistons are at zero-deck. Cam is a flat-tappet solid, 252* (.050) & .573 lift. (Currently at .610 lift with 1.6 rockers.), on a 109* c/l. I’ve been beating on this low-budget home-built combo for 9 years now, and still finding more in it. A new best was just found this past weekend.

It's not that simple: chamber design, piston top design, quench height, camshaft seat duration, LSA... not even all of the variables that can factor into this.

Also, some people say the overlap influences cranking pressure, I've always understood it to be a result of the intake valve closing point. A lot of overlap does impact the ability of the engine to have more complete combustion at lower RPMs That's not cylinder pressure; it's dilution of the air/fuel mixture with residual exhaust gasses.

And, there's been a running debate (about which I've presented my position in the past) of whether the engine build should target cylinder pressure based upon using a "higher" CR and crutching it with a longer-than-normal-duration cam, or targeting a more "typical" CR for the fuel to be used and spec'ing the cam to be aligned with that CR.

I've been through that last topic enough that it's now included in my no-no discussion categories, along with politics, religion, and choice of engine oil.

400 based 496, pocket ported Ed heads, 243@.050 mechanical flat tappet cam, 10.2 CR. EFI. Zero deck and .042 quench with "D" dish piston.

Truly "street driven" including summer trip from IL to CA and back in 9 days. Desert temps at sea level to freezing over 7500'. I ran the Silver State route backwards. Did fine.

Also run hard for extended laps on a road course.

With this combo, I would not want more compression for extended street or extended road course driving.

Been running the Charger on 100 Unlead with 12.4:1 compression.
No that I have the EFI, I may try 92-93 octane. With the EFI it is easy to load up different tunes.
I need to finish the wiring on the convertible, using FAST XFI 2.0 with flex fuel sensor.

There is a guy on forabodies only that has a 360 with aluminum heads with I think 11.3ish compression and he claims it has 1000s of miles on 87 octane,,, he posts quite a bit about calculating DCR along with how gear ratios should be considered etc.

Hemis are more tolerant to detonation than a wedge supposedly. My hemi is 11:1 and runs great on pump 93 (9.50s at 140 mph). Never tried any less octane. It slows down a tenth and about 1.5 mph on 112 race fuel, but it goes a whole lot faster when I turn the nitrous on.

I've been running an 11.2:1 440/496 Wedge for over 3000 street miles. I have a basic 440 Source package with Stealth CNC ported heads. The cam is a Comp Cams .575 street roller. I run it on 92 or 93 where available. At the track I'll mix in some 112 octane from the race car just to be safe. No pinging at all. This is pretty much a street car with track visits a couple of times per year. Best ET so far is 11.04 @ 122...through the 3" exhaust, and with tail pipes. Heading to the track in early June for a rental, but my son will be driving it for the first time. He's 100lbs lighter than me. Hoping for the elusive 10 second slip.