True enough, my mistake in using the wrong terminology, fact still remains that higher pressures are not the solution to a possible lean condition, however, it CAN prevent damage in the event that the injectors cannot flow the demanded amount of fuel for the condition. On Honda engines, you will NOT find this method commonly used on supercharged or turbocharged engines, but it is quite common practice in sub-75 shot nitrous tuning, and the reason is simple. Nitrous has a lower boiling point than gasoline, so it will absorb the heat from the intake air, while introducing more oxygen into the intake tract, at the same time, the fuel rail pressure increases and you run the risk of having a poorly atomized "stream" [as opposed to spray, which is by far the more desireable dispersion] being injected into the engine, but since there is a higher concentration of dense oxygen atoms in the intake, atomization is handled by the collisions between fuel molecules and the atoms in the intake air. Boosted powerplants, on the other hand, cannot use this same technique as effectively because the intake air relies on higher pressure to move more air into the cylinder, rather than a higher concentration of fast moving oxygen [which would be able to break the fuel into smaller, more efficient molecules for combustion without the need for full vaporization], and since the intake air on a turbo engine will likely never be as low as in a nitrous engine, proper atomization is important in order to give enough time for the fuel to vaporize and disperse about the cylinder.

But my point is still that this is all a moot point since he plans to swap an engine in anyways, and will likely end up buying the right jets to turn the current engine into a large paperweight...