I think maybe you answered your own question by asking the cranking compression of different combinations. Because that which some call dynamic compression is much more important than static compression. I have built engines for limited truck pulling classes that required 93 octane pump gas as fuel, and I used 13 to 1 compression pistons. Lots of engine simulation programs out there but I use Performance Trends, every engine combination I build, I run it through the program, and those numbers generally are within a few percent on my real engine dyno. The program will predict idle vacuum, dynamic compression, cranking compression, plots an advance curve, predicts detonation, and a bunch more, plus it is relatively cheap. And with any computer program garbage in garbage out. You have to take the time to put accurate numbers into the program. And to top it all off it is just fun sometimes to play with.

I've done a few engines in the 15:1 range. What I've learned is that high compression doesn't make more power unless the cylinder heads are designed to give you high compression. That is, stuffing a big dome in a big combustion chamber usually doesn't make more power. One of the very best high compression engines we did was a SBC with special Pontiac racing heads. Those heads had a tiny combustion chamber so that engine made 15:1 with flat top pistons. That engine was very, very efficient.
My Ford 521 has Kaase SR71 heads on it and it makes good compression with flat top pistons. Depending on the bore and stroke a person can get close to 15:1 with flat top pistons with these heads. That combination should make good power.
The one BB Mopar that I did with 15:1 didn't pick up power over a 13:1 version. That engine had Indy EZ heads on it and I think the bigger dome got in the way. If I was going to build a high compression BB Mopar I'd look for a better head than the EZ.
The very best heads I've worked with are the RS-X big block heads from GM. They have a fairly small chamber at 70 cc but are designed for large bore, large displacement engines such as the 632 crate motor. You can make a lot of compression with a flat top piston when you are 632 inches and a 70 cc chamber! The RS-X heads flow a ton of air so you can easily make more than 1000 hp even with a fairly mild camshaft.

My last few engines have been 16.5-17.2-1 these are also aluminum blocks. We keep making more power. My 655 made 1200/1000 at 17.2-1 with a single 4 barrell on a cast intake with only 3" of vacuum due to a broken pulley. On the heads up car we have been squeaking it up and are now at 17.4-1 with no diminishing returns yet. It just came off the dyno last week and is up again on power it is making just under 2.8 per cube. It is also an aluminum block. Just did a 582"B1 that was 16-1 with an iron block. Made 1061 and is nothing fancy just a bracket piece.

Cranking on the 655 was 230, the Vette is 220, most range in and around that area. When the vette had 15.5-1 its cranking compression was 180..The cranking on the last B1 was 240. iron block. There are a lot of factors that go into cranking numbers for sure. But one thing with an aluminum block is you loose cylinder pressure at a very rapid rate compared to cast iron and a way faster than compacted graphite block.

Al, Awesome numbers. I have to ask, is your SBC running an MBE or CFE head or something like a Dart 9 degree? I'm fortunate enough to get to spend some time around a local 655" Ford build that makes 2.45/cube and the time/money/tuning investment is huge in these applications. It's a whole different level....

I've done a few engines in the 15:1 range. What I've learned is that high compression doesn't make more power unless the cylinder heads are designed to give you high compression. That is, stuffing a big dome in a big combustion chamber usually doesn't make more power. One of the very best high compression engines we did was a SBC with special Pontiac racing heads. Those heads had a tiny combustion chamber so that engine made 15:1 with flat top pistons. That engine was very, very efficient.
My Ford 521 has Kaase SR71 heads on it and it makes good compression with flat top pistons. Depending on the bore and stroke a person can get close to 15:1 with flat top pistons with these heads. That combination should make good power.
The one BB Mopar that I did with 15:1 didn't pick up power over a 13:1 version. That engine had Indy EZ heads on it and I think the bigger dome got in the way. If I was going to build a high compression BB Mopar I'd look for a better head than the EZ.
The very best heads I've worked with are the RS-X big block heads from GM. They have a fairly small chamber at 70 cc but are designed for large bore, large displacement engines such as the 632 crate motor. You can make a lot of compression with a flat top piston when you are 632 inches and a 70 cc chamber! The RS-X heads flow a ton of air so you can easily make more than 1000 hp even with a fairly mild camshaft.