The 2.6l (truck motor

) is vary stout to begin with & runs roller followers & auto-lash adjustors already. (ahead of it's time

) Only the head & balance shaft are the weak pont (replaced head with a Marnal unit, removed the B.S. and B&B'd the engine)
Yes, forged everything, studs, stainless fasteners & gaskets, and composite head gasket, custom grind cam, large intercooler, all mandrel bent IC piping, 3" downpipe & exhaust.
It ran turbos ranging from the stock 320cfm@15psi 12A to a worked over 675+cfm@15psi TD05/6H-20G (12A, S60, 14G, S16G, T3/4 V Trim, 20G - In order of size/CFM) Boost pressure ranging from the stock 12A @ 10psi to the 20G @ 20psi (just a hair past the F.I. limitations

) I did run the T3/4 at 22psi (which equates to the 20G at ~15-16psi)
For reference. The stock 1G DSM turbo (14B) flows a hair less then the Super 60. For those who have owned DSM's...
As for taking into account higher CR...
Detonation??? Detonation would come far before you would achieve enough airflow to surpass a N/A engine. Or best case scenario at the point you equal it.
The S60 (like I stated) would fatten up the bottom end nicely, but by 6000rpm would not be any better than a N/A engine. Not at the boost level require to stave of engine damage & detonation anyway.
That's why I state a larger compressor at lower boost. The VVNT technology would compensate for the larger compressor.
Even my "truck" engine achieved full boost just past 3000rpm with the huge 20G compressor & ran it up to 7500rpm or more on a daily basis. (stock redline was 6k) It's all in how you set up the intake and exhaust...