dho

I have an ATK remanufactured engine in my car with an Aamco rebuilt transmission. I'm looking for another head to get the headwork done on and then I may bolt the head onto my current block. Would the new remanufactured block be good enough? Anyone know if these ATK's are blueprinted or balanced before sending them off? The other option is to find another block & head and then send them off to get worked on with all the modifications and then just swap it in. That way I can keep the ATK for the warranty (5yr, 100,000 mile) as a backup motor and I can keep my transmission working.

I'm not interested in swapping to a 2.0 because of all the things necessary to do the swap just for 140hp. Plus, I already have all the bolt-ons for the 1.6L (Custom CAI, NGK wires & Plugs, Nology Wire amplifier, Pacesetter Header, Custom 2" Mandrel Exhaust w/ RT Hi-flow Cat/Dynomax Ultraflow muffler/Thrush Glasspack as resonator, and a 3,200rpm stall converter). So, it would be a waste of my money to swap where I can optimize the products that I currently have.

Regarding the manually shifting, I've tried to manually shift the auto but it seems to redline at 6,300 or 6,500rpm.

Anyways, I'd still like to know more information to make this build a successful one and I think DPR might be willing to work a deal for all of us. They just want as much info as we can give them to make it easier to make the work possible and well within our budgets.

I keep reading over and over again the information on sentra.net and I haven't found anything about raising the compression in the head by welding and reshaping the combustion chamber, oversized valves, or lightened valve springs. I even looked at mathermotorsports.com and I didn't see them saying anything about the ecu needing to be modified but I could be wrong. Please someone give more information on what to look out for and what should be done. I'm really wanting to learn more.

Oh yea, one more thing. With getting higher compression pistons, what advantages are there from keeping stock ones and coating everything w/ the Stage VI head with raised compression vs. the 11:1 CR pistons? Is it safer to run higher compression in just the head vs. 11:1 CR pistons? Is it a better bang for the buck to do the stuff w/ the head? Anyone know how much the Swain tech coatings or other special coatings to all the parts of a stock bottom end and then on a Stage VI head?

Thank's for your time,

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Dan
1992 Nissan SE-R
2001 MR2 Spyder