Hydrogen engines are currently considered as a viable solution to preserve the internal combustion engine (ICE) as a power unit for vehicle propulsion. In particular, lean-burn gasoline Spark-Ignition (SI) engines have been a major subject of investigation, due to their reduced emission levels and high thermodynamic efficiency. Lean charge is suitable for passenger car applications, where the demand of mid/low power output does not require an excessive amount of air to be delivered by the turbocharging unit, but can difficulty be tailored in the field of high-performance engine, where the air mass delivered would require oversized turbocharging systems or more complex charging solutions. For this reason, the range of feeding conditions near the stochiometric is explored in the field of high-performance engines (20 BMEP), leading to the consequent issue of abatement of pollutant emissions. In this work, a 1D model is applied to the modeling of a four cylinder engine fueled with direct injection (DI) of hydrogen. The lambda condition has been chosen as the best compromise between performance and emission levels, tailoring the same power output of an equivalent SI gasoline engine. The main limitation experienced is the coupling with the turbocharging unit, which must guarantee the necessary boost pressure and air mass flow at all operating conditions. Low engine revolution speeds at full load have been experienced to be the most critical operating points. This work proposes an optimization of the engine layout, exploring the adoption of electrically assisted turbochargers as well as of a two-stage compression units, to reach the desired engine power output. A demanding driving cycle (the RTS-95) has been tested for all the engine configurations, where the low end revolution speed at full load is frequently reached. The different engine configurations are investigated in terms of performance, of energy required by the electrified units (which is around 600 Wh) as well as in terms of performance of the after-treatment system. Compared to a non-electrified configuration, the analysis shows that, where the lack of boost pressure is balanced by a reduction of the lambda, the usage of an electrified boosting system allows the achievement of both engine performance and reduction of pollutant emissions of around 11 mgNOx/km.