The octane level an engine can tolerate is based upon a number of criteria and not limited to just the type of piston design e.g. domed for higher CR, dished for lower CR. CR can be altered by other means such as bore, stroke, deck height, head gasket, combustion chamber volume. The more critical ratio in determining what octane can be used is DCR, Dynamic Compression Ratio, which is always lower than CR. I won't explain it here because it would be a long thread. Google for more info if you want a better understanding of how it relates to octane levels and cylinder pressures.
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'13 CTS-V Coupe: 6.2L LSA, 556HP
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