On the L16 race engine I ran 0.020" squish clearance and when the engine was pulled down you could see the chamber shape in the carbon on piston.

In current V8 supercar and Porsche cup race engines they run down clearances to where the piston just about touches the head with rod stretch. The squish acts as a shock absorber on valve overlap when the rod receives maximum loading, and also gives maximum chamber turbulence on compressiion.

The 8.2 dynamic figure is based on the actual dynamic comp of an engine I ran. It had detonation at static 10.6, but ran fine at a static of 10.4. This translated to the 8.2 dynamic comp I gave you. Timing scatter and mixture control were the main reasons for the problem.

This dynamic figure will vary depending on the maximum RPM you intend to use. Higher Rpm allow you to use a higher dynamic comp due to increasing inlet inefficiencies at higher inlet velocities (100 m/sec and above) .