My own mode of thinking about it - I would think that the only relevant part of designing an engine package that the DCR would be valuable for is to help determine the gasoline fuel type needed. That's how I use it anyway because I build pump gas street engines. But again - that's nothing to do with power output. Just the fuel type. By simplifying it down to "more DCR will give you more power" is relying too much on that one variable in the power equasion.
"Are you trying to say an engine with 9.5:1 DCR will not make more power than an engine with 8.1:1 DCR? I am sorry. I don't buy that. I think the assertion is incorrect."
I'm saying if that is the only indicator of power potential you have then you cannot provide any power output conclusions because in and of itself it's not enough info. That would only be the situation where the intake valve is closed earlier in relation to the piston position on the compression stroke. Take a Stock Eliminator engine. The intake valve can only move so far - so it has to stay open longer and the cams they run are long duration usually with some good overlap. That will reduce the DCR and the cylinder pressure at 100rpms significantly. So what does that tell you about how that engine might make power anywhere in it's operating range? What can you use that info for?
I'd call it similar to saying it's a 340 in a Dart vs a 340 in a Valiant. The cars are both blue. What horsepower does each one make? Without a lot more pertinent info you cannot predict power.