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    Thanks for the compliment, Trcustoms.
    You know a turbocharged engine (with a lower “nominal” combustion ratio compared to a typical non boost engine) will create more combustion pressure under boost. So if you add boost, you increase the pressure and temperature of the charge, so you need higher octane and some enrichment of the mixture.
    An engine’s compression ratio number is called “nominal” meaning that the number is merely a name. If I recall correctly, the actual compression ratio (and the resultant pressure/temperature) will change with RPM and with the cam profile. This is why a performance camshaft with greater duration and lift and overlap will benefit from an increase in the nominal compression ratio.
    This is why I think the latest advances in direct fuel injection technology will lead to big improvements in turbocharged gasoline engines; smaller engines making the hp and or torque of bigger ones with lower fuel consumption and reduced emissions and CO2.
    I have a 2004 Acura RSX with a 2 liter rated at 160 hp. The VTEC system yields 80 hp per liter on 87 octane gasoline, lots of hp per liter, but you would need more displacement or boost to raise the torque.

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