Hey, Sugerpie.
I need to say that we're talking only opinions here, so here's mine on this matter
I hope i can explain this to you in the right way.
in my opinion a high static CR, done right, would get a low static CR an easy run for it's money.
because, each application has it's advantages/disadvantages and each requires a setup that is RIGHT for it.
not all high CR engines are equal and need the same work to be RIGHT.
CR is defenitley not the sole dictating factor in this argument of the HP limit.
it's application!
let's say, a High CR engine would have better efficiency since it will make more pressure when ignited so more power.
so pressure is the single variable that's important, and dictates max power/pressure run on internals, which means, in a practical example: 11.0:1 CR 300HP/10PSI Engine the same as 9.0:1 CR 300HP/20PSI Engine.
because all you can see is pressure, you can reach a certain cylinder pressure with less boost using the higher CR setup. respecting the limit of internals.
Well, that's when in a perfect world(or 2d world) it will make sense! but in ours, this does not work, because behind the scenes your working a required fuel, required mixture homogeneity, and thus required tune for a CR.
A higher static CR setup burns mixture faster, it requires certain timing for the faster burn rate and mixture to be able to completely burn at the right time(retarding vs the lower CR), depending on application for a certain fuel the forced timing/tune might not be in synch with piston/crank tdc movement(making negative work on the assembley w/more timing per RPM), and because more resident heat in cylinder need more knocking resistance.
this requiring the use of a certain fuel with a certain requird octane for better consistent, knock resistant, slow burn
and also, high homogeneity of the mixture equates to less separation of air/fuel, so denser mixture.(responsible of this is inlet temp/intake/ports/chamber quench/piston dome design). so a homogenized mixture of air/fuel will stand up better for a said heat, and have more room for the correct tuning/timing because it will not require much retard.
they call a good quench pads in the head in collaborate with piston "free octane", because it have similar affects as to when you use higher octane fuel.
so you can get away with lesser Octane for said application.
in a Honda, cylinder efficiency shines and are better compared to a Z, the S2K is designed to make the best BHP in it's class @ a whooping 9K+ RPM with a 90MM stroke, blue printed engine comes to mind. and in addition, it's internals forged. and because of all of this, it can hold the boost much better then a VQ engine(which with no disrespect) is a mass-production made for fitting in a lot commercial viechles, the oil pump, lower friction rings, rods, are not up to boost from the factory as an S2K engine.
you can find example of many S2K running more then 500 whp on stock internals, in case you didn't get to see this, here's a vid of a car that is made by the 2nd fastest guy in SFWD outlaw. T1(Tony Palo)
Clicky!
another example: Modern outlaw SFWD drag Civic's run with more then 12.0:1 CR on their setups and make more then 850+ HP from the least of 1.8 litres!!
"Application" is the dictating factor in the CR battle. two engine are not the same.
i hope i have wrote this correctly because i spent some time with this.
good day.
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