ok so ijust did a compression test. left the exact numbers in the car but the lowest number was 155 the highest number was 170 had a couple 165 and a 160. are these good numbers?

 

They're all within 10% from high to low, so that's looking pretty good to me. The actual number is less important that how close they are to eachother. If you find one or two that are abnormally high or low that can indicate mechanical issues (rings, valves, valve adjustment, etc.).

 

All over 150 is relatively good. Doing a cam swap can change the open and close events of the camshaft and change the compression numbers so as mentioned above, they're only relative.

All your cylinders could be around 100 psi. With a street engine, it will still run. With all the numbers that low, it would just be an indication that the engine is becoming worn out with all the cylinders on an equal basis. As long as the numbers are all relatively close, then the engine is fine. If 7 of the cylinders were over 150 and one was under 100, then you would have a cause for concern.

A compression test is only one part of a proper cylinder inspection. Doing a leakdown test can tell even more information on the condition of the engine. All cylinders will have leakdown. The lower the percentage, the tighter the seal.

 

From a mechanical condition point of view, what the other posters have said is correct.
Within 10% on all cylinders at least indicates that there are no obvious signs of trouble.
From a performance perspective, the cranking pressure is quite low. For a mild street performance engine 180 psi is about the lower limit. 200 is considered what's needed for a performance street engine. 220 for a street/strip package. 240 for race only engines.
With these kind of numbers you're maximizing the relationship between the static compression ratio and cam timing.
For the record, my next to last build had 205 psi cranking pressure, ran like a top, had excellent gas mileage although it was premium 94 octane and a cooling system in tip top shape that were needed to ensure against detonantion.
Swapping to a larger roller cam lowered the cranking pressure to just over 180 per cylinder which indicated a little more static compression could be tolerated.