High every time. Higher CR means greater efficiency, slightly more power and less waste heat to coolant. L= 7:1, S=8:1 and H=8.75:1 or 9:1 depending on late or early pistons. H was standard for pretty much all advanced markets except USA but then so were 2” HS8 SUs and the US settled for two 1.75” carbs, and eventually taller gearing to finally knock the ‘sports’ out of sports sedan.
Bikes run higher CRs generally, and dirt riding labors the engine harder than street or circuit. I tuned an XL250 in my second year of uni, using a Yoshi cam and big bore kit around 10:1 and Amal Carb.
Had a CCM 500 4-valve and mostly raced a 500 Rickman Metisse MkIIIA
In normal, not hot weather my XJ (euro… so 9:1 right?) won’t ping on 95. I did set the timing to 95 octane fuel as the car came with way too much advance, cooler plugs and all kinds of weird effects.
Yes, some on this list have posted about using “Cometic head gaskets” of varying thicknesses to adjust the compression ratio of their Jaguar XK engines. Seems to me that the usual reason was to continue to use the original cylinder head after it has been skimmed too much and has too high of a compression ratio. The archives should have a lot of info about this if you search for “Cometic”. BTW, there have also been posts about how to measure the compression ratio of your current XK engine setup by pouring a liquid into the cylinders with the pistons at Top Dead Center and carefully measuring the amount of fluid used. I have not had to do this on any of my 4 Jaguars with the XK engine but I did read those posts with interest just in case I encountered problems in the future.