Actually, degreeing a cam doesn't need to be on a dyno. All that should be done with a degree wheel is to verify [or set] the cam is at the correct relationship to the crank. Sometimes with aftermarket parts or machine work, the distance between the crank and cam centers can be altered slightly, retarding or advancing the cam from their factory orientation. With aftermarket parts, the problem can be as simple as manufacturing variance that causes a discrepency. However, with a degree wheel, adjustible cam gear, and a bit of time, you can reset your cam and keep the stock power angles and peaks as the stock powerband, helping out drivability, while actually increasing power across the band.

As for compression ratios:
The world of V-8s are much different than I-4s, and the biggest difference is in construction. Most V-8's on the market are cast-iron blocks. Good for longevity, bad for heat dissipation and weight. On the contrary, most I-4s are all-aluminum construction, and that is where the first of several things comes into effect when considering maximum compression ratios.

For the sake of simplicity, I'm going to assume that the intake valve closes exactly at BDC, and that there is zero overlap. This means we'll be talking about absolute compression ratios, even though most engines don't effectively use all of their measured absolute CRs.

Now, the reason for higher compression ratios is to make more power. If you can compress the air and fuel more before igniting, the energy output of the burn will be faster and with greater effect [same idea behind pressure bombs for any of you that have seen the movie "outbreak", the opening bomb is a pressurized 55 gal. gasoline barrel with an altimeter trigger]. The limits of this, however, are how well you can control the temperatures inside the combustion chamber before ignition. Here's where your cast iron block falls behind. The coolant in the block can only absorb so much heat, and the material of the block itself is going to absorb and hold the rest. Same is true for the cylinder heads. What that means is that the cylinder temperatures are going to be higher, which also means smooth shapes and more even temperatures inside the entire cylinder becomes of paramount importance. Both of these are primary reasons that the Hemi-head Dodge engines were [and still are now that I think about it] so good at making power.

On the flip side, Aluminum cools much faster, so you can afford to generate more heat per cycle, knowing that it will be wisked away by the cooling system more effectively than in a cast iron block.

I know this is all pretty basic and jumbled, but I'm recovering from some severe streph throat and the associated drugs. I'll read this some more tomorrow and see if I can straighten some things out and/or add to it.