Extreme energy

I have very little experience with BBs, so the following is more opinion, and conjecture;
Dcr is less important in an engine that will be spending most of it's life at well-past it's torque-peak, in a racecar. In this case the Scr is much more important. And since you said "race fuel" will be used, as a matter of fact, then you are more or less free to run whatever Scr the fuel will support at your altitude. And if your engine gets to pulling more air than it's displacement, ie. more than 100% VE, then you might need to reduce the Scr somewhat. To walk this line get's complicated and expensive. Thankfully the max VE usually falls closer to the torque peak than to the shift rpm.
Your Scr of 11.3 is perhaps low, but non-the-less is a good starting point. I think some fellows here are running pump gas with similar CRs as you with alum. heads
The Hughes engine site has some pointers on this topic, and Dave is great to talk to. But check out the tech. topics first.
http://www.hughesengines.com/TechArticles/7whataffectsmycrankingcylinderpressure.php