There's alot more too it than a simple #.
I have a iron headed (1965 327 462 heads) 355 10.18:1 compression, 217-219 psi cyl. pressure, and runs pretty as she pleases on 93 octane.
I have to limit total timing to 34*, and all in at 3000 rpm, adjustable vac. advance can
When you look at compression and fuel needs, you need to think more about dynamic compression, not static compression.
static compression (SCR)... Is based on vol. like head chamber cc, head gasket vol, bore, stroke, etc
dynamic compression (DCR).. Is above plus factors in cam size.
A bigger cam will bleed off more cyl. pressure, therefor makes dynamic compression lower, and lets you run more static compression.
To understand how cams and compression works together please read Pat Kelly's write up. Read it all, and you may have to re read it 4 or 5 times to fully understand http://members.uia.net/pkelley2/DynamicCR.html
Also other factors comes into play... Iron vs. alum heads. Alum heads you can and need to go up close to or 1 full point in SCR.
head chamber shape.. Old style bowl chambers like mine cant take as much compression as the heart or kindy shaped chabers of alot of aftermarket and vortec heads. The better chamber will let you run more compression w/o detonation
Quench height (the height from piston at TDC **deck heiht**, to bottom of heads, counts the thickness of the gaskets plays a BIG role.. You need and want quench height in the .035"-.045" range. Going bigger (thibker head gaskets) will drop compression, but could cause even more detonation, going smaller could cause a piston to kiss a head/valve
Temps.. Hotter intake air, water, and oil temps will cause more detonation. Building a true sealed cold air set up, keeping water temps around 180*, and oil temps around 190* will let you run more compression
Total timing.. Too much will cause any engine to ping, too little with drop power off like a brick
Timing curve.. A curve that comes in too fast will cause detonation
Fueling... Running lean with cause detonation