I don't know anything about turbos, but that doesn't sound like nearly enough ring gap. I think the rings I put in my Dart's engine (NA) were something like .015" out of the box, and I probably filed them out to .030". Granted, the car is an endurance racer and gets run hard for hours at a time, so I figured better safe than sorry.

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Somehow I ended up owning three 1964 slant six A-bodies. I race one of them.
Escape Velocity Racing

oops sorry I meant an extra 5 to 8 thou over the normal ring gap that I would normally file .

I can say that for the lack of knowledge I have on my motor, I do run a large hx35 on an otherwise stock slant at 10# of boost. The engine I picked up in ohio and the guy couldnt remember anything about it. So the most I know is by looking at the pistons through the sparkplug hole and they so a 40 over bore. Now for ring gap and compression etc I have no clue but I can say that I have run 8-10# of boost for over a year with no issues. I have a huge fmic and timing pulls back to 18* max. I run 87 cheapo gas and keep my af about 10 while in boost. I lean out a bit to about 13 afr when hitting about 3800 rpm then I shift. This is mainly bc im running boost referenced stock mechanical fuel pump. So I guess my input to this is, yes it would be nice to be spot on for numbers down to the cc or thousandths but You can be off by some and still survive. I would personally stick closer to 9 to 1 than the 8 since its a dr and youll benefit from the off boost compression amd let the turbo pick up the slack "when needed" as long as you have timing and fuel correct, I have seen no reason why a 9to1 slant wont take 10# of boost. And believe me, youll smile ear to ear when you feel the 5-10# boost build

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225, Offenhauser, Holley 350, A833OD, 3:55, GM HEI,99 Durango starter
BOOSTED! WH1C, BIG FMIC, 10#
Operation Noble Eagle 03-05
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