I've built many motors and have a solid understanding on how stuff works in that sense. I have been lately intrigued by the price of used high comp pistons compared to the lower turbo compression ones. Since I'm a cheap ass, I was wondering if it would be better to simply buy a ~9:1 or maybe the 10:1 compression piston and have combustion chambers in the head worked to reduce the overall ratio? I would say to stick with a happy 10-12 psi and have a motor that would be able to breathe (since that's the purpose behind FI) and produce decent drivability. I'm not saying that it would be even possible to lower the overall compression ratio to a turbo friendly 8:1 through head work, but I'd be satisfied if I could get it in the 9:1 area. I'm just wondering b/c I have many friends and tools to my advantage to build motors and friends who can port heads and have them bench tested. My only limits would be my SFMU for fuel and as of now, no way to retard timing. Yes, I know MS would take care of both of these. Right now the car is sitting with a blown HG while I remain broke. I was just trying to see if there would be any reasoning behind this idea of being slightly different. Yes I did search too.

kiku (not on here anymore) ran 10.5:1 comp and boost on a sebring (same motor,etc..) with no problems (well none related to the pistons anyways).
its just in the tuning.

1998 dodge avenger 4 cyl AT
Mods are:
Not enough

Did he use just a S-FMU or did he use Hahn's older portfueler? I remember his car but I think he spent more time on ASOG.

sfmu I believe.
many run stock compression with no problems, going to 10.5:1 you just need a wideband to get the fuel right and you shouldnt have a problem.
thats the way Ill go when I eventually go turbo. but I dont want a drag car I want a nice streetable setup, high compression and a small turbo thats all I want.

1998 dodge avenger 4 cyl AT
Mods are:
Not enough