What I said in my post regarding peak cycle pressures is that they can vary greatly due to a large number of factors. And it is very difficult to predict what this peak cycle pressure might be based on a typical calculation.
The example of the RA168E 1.5L V6 Honda F1 engine operating with 2.5bar boost at 12,500rpm is fairly close to the example given in the OP. And as you can see the peak cycle pressure measured by Honda for this engine at 500kW was just 167bar, which is far lower than you would expect from a typical calculation.
The Honda paper also includes IMEP & BMEP numbers, so it would be interesting to compare the peak/mean cycle pressure ratio to that of the example engine in the OP. The paper also includes data for BSFC and the LHV of the fuel used, so you should be able to back out a BTE number for the engine which would be interesting to compare with current designs.
Obviously, some versions of this Honda engine used cast iron for the block, which would be more durable than the materials used for current engines. And this Honda engine did not have the same lifecycle demands that current F1 engines have. But this Honda engine also did not benefit from the modern digital design tools and electronic control systems F1 now has access to.
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