The Go Dog, Go! thread might have some good info about the procedures I went through to choose gasoline. The gas I chose might not be the best for the stroker, however. The Triumph engine is a completely different animal.
One thing I do is use a simple rule of thumb to convert the jetting at sea level to the elevation at B'ville. The bike is jetted on the dyno at elev 120 feet for maximum power. Jets are initially too small and the sizes are increased in steps until they are too rich. The jets are chosen that make the most power. Then I use the rule of thumb to adjust for altitude. The Triumph is not very sensitive to jetting and it will run decent with jets that are one or two sizes off. Basically, this means my lazy butt can get by with using the thumb rule.
Your production engine will probably not be fussy. Some engines are and the dyno work will show this. The engine is sensitive to mixture if a small change in jetting will make a big difference in engine heat or power. In this case, the jetting needs to be more precise than by the rule of thumb. The daily climatic data is posted at the ERC fuel trailer. There are some graphs to use to get a better idea of the mixture change. I have some but they are copyrighted so I cannot post them. The fuel supplier or carb manufacturer has them.
It is easy to figure out how much the mixture needs to be adjusted using the graph. The tricky part is to know the jet size change that will be needed to alter the mixture the desired amount. This is where expert advice is needed.
The whole reason for this post is my experience with two stroke desert racing bikes. They were more fussy than the typical four stroke. I had to pay attention to mixture. All of this sounds more difficult than it is in practice.