The weight of the chassis also has an effect on the max compression you can run. A big heavy chassis is not going to like a lot of compression b/c it will knock like crazy at low RPM due to the inherently higher load on the motor.

As long as you are not running into auto-ignition issues, the limiting factor regarding compression is typically related to how much you can retard the ignition in the low RPM range. If you have a distributor based ignition system, then you are very limited on how much timing you can pull in the low RPM range. If you have distributorless ignition, you can pull a lot more timing down low and safely run a lot more compression. On my k-series motor, which has distributorless ignition, 12.5:1 compression is no problem at all to daily drive on 93 octane. I can even run 91 octane if I'm on a road trip and 93 isn't available. It's much more difficult to get that kind of driveability when you are limited by a distributor based ignition system.

The auto-ignition threshold of 93 octane depends on a lot of things. The cams you use definitely have an impact. What matters most is the primary lobes. Whenever you do a compression test, you are seeing a number based on the primary lobes. If you were to do a compression test on the VTEC lobes, your compression numbers would go way way down. If your primary lobes have really short duration, you can start to run into auto-ignition issues with less than 12:1 compression. However, most Honda cams have enough duration on the primary lobes to permit a fairly high compression ratio without auto-ignition.

The most important thing I should mention is that more compression is not necessarily better for every build. If you're only going to rev to 8000rpm, there is pretty much zero reason to run anything higher than 12:1. High compression ratios are necessary for high revving motors b/c compression ratio increases the speed of the burn. It is also necessary for high octane fuels because they are harder to ignite. Without getting into the chemistry/physics of it, compressing the air/fuel mix reduces the activation energy required to ignite the air/fuel. That creates a faster burn which is necessary at high rpm b/c there is less time between engine cycles for the fuel to burn. Ie. if the fuel isn't burning fast enough and expanding quickly enough, the piston basically starts to outrun the flame. This is why motors can't continue making power as they rev higher and higher.

Anyhow, there's a lot that goes into it that could take hours to explain, but suffice it to say there is no clear answer for what the max compression you can run on the street is. :p