If you're into understanding VE, and how high of VE is possible, on a mild turbo combo, read this. Page 2 with the chart is just amazing.

TurboBuicks.com - VE Trivia

 

It follows that if you change nothing mechanically,but increase the density of the incoming air to over 1.5 times its original density ([10+14.7]/14.7) that the effective VE would be proportionally higher. What is the trivia?

If you had a 100% VE engine and fed it 14.7 PSI (1 atm) of boost its effective VE would be 200% Imagine what the numbers must have been like for the old turboed indy champ cars that ran what, 45psi of boost? Or for that matter the compound turboed diesels running 80psi and higher of boost.

 

I prefer to calculate/think of VE based on Manifold Pressure, i.e. at 150 kPa MAP, and 150 kPa trapped fresh charge (of a cylinder at BDC, and valves closed) = 100% VE when comparing engines of different aspirations. That'll show more how 'efficient' the intake+heads+cam+exhaust (+blower) is.
Otherwise it's really no surprise that a blower displaces more than 100% of engine displacement. But if you use my method, you may see that a change in boost might not be as effective as you might predict, or the opposite.

 

Look closer....
What trivia, are you talking about?.

Pulling tractors are well over 250 PSI of boost.
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It's not about boost, it's about cylinder filling, to get 160% on a production type engine is amazing to me. Not to mention looking at what it (VE) does, vs RPM.

 

If you think 160% is good for a production engine, look at what the Mitsu Evo can do.

Amen on the cylinder filling thing. An engine's output makes it pretty obvious what kind of throughput it has. For a 3.8 to make 220-240 HP, (about the same as a 5.7 of equivalent era) it would make sense that it was putting roughly as much air and fuel through as the 5.7...5.7/3.8 is roughly 160% the size.

Holy **** I had heard of like 150 PSI of boost, 250 is nuts!

 

Got some numbers?.

And to think that's just what they'll admit to....
The standing joke at the buick Nationals, is *Yep, running 22 PSI*.....

 

What Mitsubishi Says:

Lancer Evolution lives up to the heritage. It now generates an incomprehensible 286 horsepower from only two-liters of displacement; this is the highest power-to-displacement ratio of any production inline four-cylinder engine in the world, at 146 horsepower produced per liter of displacement.

Roughly speaking, at 286 HP and .5 BSFC, thats 143 LB/HR of fuel. If you run 12:1 at this output level thats 28.6 LB/MIN of air. That is approximately 217 G/S of air going through an engine that, naturally aspirated and at 100% VE would be moving 6.5 liters of air per minute at the 6500 RPM its peak power is obtained at. 6.5 liters per minute of air at STP equates to about 129 G/S through the engine. This is easily 170% effective VE. 10% difference between 160 and 170 may not sound like a lot to some, but that is a huge difference, on the street and at the track. Imagine the effort a 10% increase in VE would take on a NA engine. On two similar forced induction engines, however, I will concede that effective VE is directly proportional to air density aka boost.

*edited to add that I don't even really like Mitsubishis, except their TVs*