95 Spyder 6 speed AWD conversion & built 6g74 3.53L -- Start to finish Build Thread!

[Gearheadvr4]

I wanted to keep this secret if possible but that's looking impossible because I will need too much help from the community to figure out the little details that I'm unsure about. Other than engine internals I have done just about everything else on these cars. So the AWD conversion and 6 speed trans swap will be time consuming but nothing I cannot handle without small bit of help. I already have a 92 VR4 complete car to swap every thing over from. I got this Spyder basically stock other than the cracked windshield (that I've replaced already) The top works but has a few issues i'm sorting out. Other than that its drives and rides perfect. I've already done the 99 front end conversion and it turned out great.

This will be a start to finish build thread with the hopes of being done in time for NG. I have an AEM on the way, a 3sx 16g kit already here, plus all the supporting mods ready to go other than the injectors. Still trying to decide what size to go with. I'm thinking 680cc or 720cc? Either way I have an Aeromotive fuel pressure regulator so I can effectively get very close to what I need but adjusting the fuel pressure up or down a little bit. I have two walbro 255lph pumps but I wanted to see if I could get away with just one. I don't want to get to crazy with the fuel just yet.

This is the block I have -- 6g74 built 3.53L

- Fully worked 6g74 block that had only 12k original miles on it. Line bored to 2.6775” using ARP main studs. Decked to a very high finish. Bored and honed with a pair of torque plates and ARP head studs. 0.005” piston to wall clearance.
- Ray’s custom Ross 6g74 pistons – 20 over, supplied by Scott Merkel
- Ray’s custom ring pack – already file fit, supplied by Scott Merkel
- Pauter 6g74 rods supplied by Scott Merkel
- Ray’s tool steel wrist pins supplied by Scott Merkel
- Spiro-locks
- New ARP main studs
- Forged 6g74 crank – custom heat treated to be approximately double the strength/fatigue resistance of a oem 6g74 crank. Cryo treated following heat treatment. Crank has been straightened and has 10-under journals on rods and mains. Finished by one of the best crank shops around.
- New King main/rod/thrust bearings matched to the crank. Designed for 0.002” clearances on mains and rods using King bearings. Slightly looser or tighter tolerances can be had using clevite (looser) or oem mitsu (tighter) bearings.
- 6g74 oil pan (not modified)
- 6g74 lower intake manifold
- 6g74 long block misc parts/pieces (timing, oiling, cooling, etc)

$4.5k into in parts and labor for the block alone.