Few modern engines have low compression. Consequently, many can take advantage of higher octane, through timing advance and mixture adjustment
Now that you mention compression ratio, it's worth mentioning something that some here already know but others may not...
Compression ratio and cylinder firing pressure, while related, are 2 different things. Compression ratio is the ratio of the difference in cylinder volume between the piston at the top vs. bottom of the stroke. Cylinder pressure is the actual pressure in the cylinder, often expressed as an average or BMEP = brake mean effective pressure.
All else equal, a higher compression ratio produces higher BMEP and vice versa. But all else is not always equal. For example, an engine with an optimized well tuned intake can pack the cylinder fuller and increase BMEP without changing the compression ratio. An extreme example is forced induction, where a turbo or supercharger crams the cylinder full under pressure to achieve very high BMEP with a low compression ratio. Alternately, an engine may have a less efficient intake and use a high compression ratio to compensate for that. Ultimately it's BMEP that matters and compression ratio is just one way to get it.
BMEP is essentially torque per unit volume of displacement. Or, you can say that torque is BMEP times displacement. Most normally aspirated gasoline engines are in the ballpark of 1 ft. lb. per cubic inch displacement. If it has much more than that, it probably needs high octane gas. If it has less, it probably doesn't.
Of course there are many more factors that contribute to octane requirement: compression ratio, shape of pistons & combustion chamber, valve timing, exhaust and pulse timing, etc. Among all these, BMEP is one of the strongest contributing factors.