Evo 16G vs. V-Trim TO4B

[Kracka]

I regret getting rid of my Big 16G, easy to tune and was a very fun street-car. Like I said, IM me for some cool vids.

[A//// Guy]

Im pretty sure that if your car didnt break then you'd be plenty happy with the 20g you used to have? It would have happened sooner or later, prolly sooner.

[Kracka]

Oh I know, the engine would have gone either way. I am just saying that the Big 16G was a lot easier to tune and made a pretty wicked street-car while remaining reliable (I drove the car for over 3 years, and besides for the very end the car was only down once and that was for a leaky waterpump). If I were to build a DSM again (which I'm not), I would probably toss an EVOIII 16G on it and just work on maxing that out with cams, MAFT, FMIC, etc.

Speaking of my 20G, have you installed it yet, Peter? If you have, what do you think?

[A//// Guy]

Its on, just waiting for Mike to get healthy again, one pipe to finish. What 20g? shh its a secret! haha.

[Jakey]

What about turbos using the 270 degree thrust bearing versus 360 race heavy duty thrust bearing? It seems that avoiding a 270 degree trust bearing would be a good decision?

[Jakey]

End the end this is what I want my powertrain & drivetrain configuration to consist of:

-Turbo (not sure which is obviously the purpose of this thread)
-Late 1G head, Probably a EngineTecs Stage 1: http://www.engintecs.com/html/dsm_heads.html
-Stainless stock size valves, Probably the stock size version of these: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=33621&item=7938765455&rd=1
-Cams: FP 1's or FP 2's
-Retainers & Springs: Either Manley or Crower, TBD
-6 Bolt Block, May very well be stock if my valve seals prove to be the cause of my oil burning problems, If a rebuild is necessary it will be fully balanced and bored .20 over
-Engine internals: TBD if a rebuild is necessary
-ARP Head studs
-Walbro 255HP Fuel Pump
-FPR, Brand TBD
-S-AFCII
-Injectors: TBD, Probably 660's
-Head gasket: TBD
-Balancer Shafts, EGR, ABS, & Possibly AC: Removed
-Intake Manifold: Stock
-Throttle Body: Stock
-Intercooler: TBD
-Intercooler Piping: Stainless
-MAS: 2G
-Intake: FP cast aluminum 4" with 4">2.5" silicon reduction
-Stainless hardware where applicable
-Exhaust Manifold: Ported 2G w/EGT Tap, Potentially JetHot coated
-MBC: TBD, 25 different brands out there and I need to read more about the differences
-ECU: Depends if I can get ahold of an EPROM
-Exhaust: 3" stainless turbo-back
-Cam gears: TBD
-Clutch: Probably an ACT 2600 but there's so many options I want to explore everything
-Flywheel: Possibly a Fidanza, but same situation as the clutch, Need to research much more
-Tranny: TBD, Probably nothing drastically more than a stock rebuild

Again like I said in the beginning, I have no intentions of building a monster nor do I even want to. It is simply not an interest of mine. I want a good solid car that I take take to the dyno and comfortably put down 350-400 whp on race gas. Please feel free to post up any questions, suggestions, or concerns about the above. Most of you know around here know me well enough to realize that I'm here to learn and not act like I know everything about anything.

[Shane@DBPerformance]

The springs, retainers and valves aren't going to do anything for you with the stock intake manifold. You might want to put money into an intake manifold before doing up the head, unless you do end up just running a 16G and shifting when it runs out of steam.

[JET]

Yeah, there is basically no point in putting in stock sized SS valves with your setup. Save that money and put it into something else. And like Shane said, if you aren't going to spin it over 7800 rpm, there is no point in springs and retainers either.

[Jakey]

The SS valves looked to be quite a bit lower cost than replacement stockers but I do need to look around more. As for the springs and retainers, from what I've read a number of people recommend it when running aftermarket cams, but that's why I'm asking all these questions, to hear from you folk who are actually experienced with it.