Hey ericwoo, not to pile on with too much information, but if it was me, this would be my plan of attack. Pull the engine, remove heads, have someone cc the chambers, check deck height as suggested below, check compressed head gasket thickness and p/n. Somewhere in there I think you’ll find the culprit for the bank to bank compression disparity.
While the engine is out you can re-degree and advance the cam as others have suggested, or go with a different cam based upon the whole combination, (still degree it in though, it’s not as difficult as it sounds and you’ll be learning something new and getting a better understanding of your engine while you do it). Re-degreeing your cam will also wake up any potential missing power.
It’s up to you but I would also pull the pistons and rods and check everything over to see if the rings and cylinder finish are sound. Check the rod bearings as well and see what they are telling you.
I know, it sucks going backwards, but the outcome should be far better if you take all the advice from everyone here and apply it to the final product.
If you haven’t switched it out already, I would also go with a Q-jet rebuilt by Cliff Ruggles or one rebuilt with his suggestions. If I remember correctly the Performer RPM is a spreadbore manifold, so a Q-jet would be a better option IMO.
Dial in the timing, make sure you have no vacuum leaks and enjoy the results.
With 3:55 gearing your Firebird should run pretty good. I think Pontiac produced a 326 HO Firebird in 67 that put out 320 hp and I’m sure those were pretty spunky rides. Best wishes.
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