So dramatic. lol.

If you guys simply read a little closer, a lot of the questions are already answered for you based on the combination of parts. Common sense dictates this setup will be using a T3/T4, not a T4 turbo like the GT4271R (they don't' make a GT4217r by the way). I hate to think you guys out of all people are over dramatizing a simple subject for whatever reasons. That's not being helpful, if anything, it pollutes the thread.

Now, the ramhorm manifold he will be running will not fit a T4 turbo. Otherwise it would have to be a top mount manifold for downpipe clearance. Come on guys, you should know this by now and should have caught it if you simply read a little closer. This probably would of kept the whole 60 trim this, 60 trim conversation from ever taking place.

To directly suggest and ebay turbo on this setup in an insult. Those turbos have their role to play but as detailed and planned as this setup is, it's pretty obvious we are talking about a name brand turbo. Come on guys, let's be realistic. Someone who goes to the extent of computer balancing a setup, will not cheap out on something as important as this.

Once again, we all know there is always options in regards to what turbo can be used. In this case most anything in the mid 50 trim to a 60. Preferably closer to 60, or even a 60-1 considering the Bisi cam. It's a given it will be a t3/t4 Turbo based on the ramhorm manifold, and the a/r ratio will be decided by the power goals when the customer is ready to decide on his goals. Realistically, low 400's because of the stock sleeves and we've dealt long enough with D's to understand customers goals. This doesn't mean anyone can't take this setup to the mountains, that's why there's a low and high boost switch along with boost by gear by rpm and the ability to switch to a second tune on fly via switch chip for yet more custom settings. Although a 50 trim (t3/t4) would be better suited for the mountains, but the Bisi 2.4's is not a match for such turbo because of it's operating range. Keep in mind when someone goes to the intent to reffer to a Bisi cam by the stage, the intent of what will be involved and what rpm range will see will automatically fall into place. Again, a simply analytical thought process would revealed this information. I suppose it does help to be Bisimoto distributors since dealing with them makes it second nature to us as to what works and what doesn't with their cams.

By the way, could you be so kind to specify where exactly one can get a 60 trim S372.... preferably one that will also bolt up to the t3 flanged ramhorn, and who's downpipe will have enough clearance for this setup's downpipe, because I'm having a hard time finding one.

Right on, A D15 block is 1.5L and a D16 is 1.6L as we can all agree on. In case you missed it, the OP is running a D16Z6 head. The displacement at this level WILL NOT make a noticeable difference.

In regards to the 91lbs. There is no point in saying we've been doing this for a while AND know what works on a D and everything else. Most people that follow our work would understand this. We torque our own cars (Supra, SR20 S13, RSX-T, B16T) and certain customers by what we know for a fact will hold the head down and keep it running for (years/miles/passes)depending on the application. The fact of the matter is, any 4 cylinder motor above 375whp, arp specs are not the best. At that point it can be a hit or miss. Can arp torque specs handle more power? Sure it can but why risk it. There are reasons why some motors last 1 year 2 and other 5 years+. They didn't design the torque specs with the intent of tripling or quadrupling the stock rated power. In this particular case, probably 5x the power. Yes, ARP specs have their role to play but it's clear to us their specs only apply to a small percentage of our customer's milder builds. There are times we use moly lube for the head studs and times we use regular oil, they both obviously affect the torque specs differently. Moly lube would be 83lbs in this case, again, nothing new.