I'm surprised that no one has the knowledge base, budget and balls to ceramic coat their forced induction engines that were never designed for FI and have high compression ratios to begin with.
I'm probably the first FD and one of the first RX7 guys to try this out and since then I haven't lost an engine to detonation.
Lucky for me one of my friends works for a local aero-space company in the Bay Area and hooked me up with this $500/quart ceramic coat solution that they use for their aero-space applications.
After popping a handful of engines I was motivated to try this out.
There are a few ceramic coatings out there. Most of you are probably familar with the "chrome" one that looks bling. But the difference with this one that I have in the FD is that it has a 35% heat soak/transfer reduction compared to a 15-20% from the chrome version.
The most common applications for ceramic coatings are on the exhaust system, manifolds, and headers. When ceramic thermal barrier coatings are applied to exhaust manifolds or headers, they provide two advantages. They protect the headers from rust and corrosion and also reduce heat loss, which translates into high power output. If the headers are internally coated, they will create a higher velocity of the hot exhaust gases and less turbulence due to a smoother surface.
Pistons can also increase their performance characteristics with ceramic coatings. Coating the piston's crown and top will cause heat reflectivity, driving a percentage of any detonation energy back into the fuel burn zone, to increase fuel burn efficiency. It will also lower carbon buildup, which reduces detonation quality, as it builds up on the piston's crown and increases the risk of detonation damage to the piston crown surface. By protecting the crown and land diameter surfaces, it will allow for a leaner fuel mixture.
Ceramic-coating the cylinder head's combustion chamber and exhaust ports will create a faster, hotter burn and help scavenge gases at a faster rate. The coating of these passages also creates thermal transfer from hot gases to the heads themselves. The cylinder head valley can be covered with an oil-shedding coating to speed the return to the sump. Some will coat the cylinder head's external surface with a thermal dispersant to aid in cooling the head. The valvesprings are coated with an oil-shedding ceramic to aid in the oil return to the sump. Camshaft bearing surfaces are not treated, but the rest of the camshaft is coated with a dry film lubricant. The crankshaft and connecting rods are sprayed with the oil-shedding coating to cut parasitic drag.
Types of Ceramic Coatings
· Thermal Barrier
· Anti-Friction
· Oil-Shedding
· Thermal Barrier Coatings for Exhaust Systems
· Anti-Corrosive and Salt-Shedding
Some more info:
http://www.petersperformance.com/shop/ceramic.htm
http://www.engineceramics.com/coating_pistons.htm
Here are the rotors that have been coated:
My knock readings are non-existent without changing the past A/F ratios. My water and intake temps have dropped down.
A few years ago there was some guy in the internet that took a cutting torch to a ceramic coated piston face and couldn't do any damage with the ceramic coat on. I think it was a Civic piston.
I always add fresh gas at the beginning of my drives to help keep the octane up. I tend to run at 1/8th tank when it goes into the garage, then add another 1/8th or 1/4th tank (ie double the amount in the tank at each fillup) to keep it fresh. 
