youll be fine with a stock b16a head especially at that psi....you could run a hell of a lot more if you wanted too

 

yea but what about the bottom end? And what about the valvetrain since I have ITR cams and a stock b16a valvetrain? I think it will be ok...but this is my 1st set up so Im very unexperienced. That's why Im asking you guys to make sure.

 

thought I'd update with a few pics of what's about to be boosted...

 

i thought you were supposed to buy the ITR intake valvesprings and move your stock intake springs to the exhaust side when you run the ITR cams?

 

good turbo .. what is it?

anyone can to answer my question about to tune a ECU?

 

It's a gay *** XS Power but it's brand new and I got a pretty good deal on it so Im going to try it out. Haven't heard to much ---- about their turbo's lately. I had my tuner look at it and he even said it looks like it's put together pretty good for what it is...I know you can't tell to much by the looks but we'll see.

Anyway, I've heard you can just buy ITR intake valvesprings and then move your stock b16 intake valvesprings to the exhaust side, but if I don't HAVE to do that, Im not going to. If I'll be ok just revving to around 72-7500 then I'm not going to bother with it until later on.

 

The only reason I would rev so slow is b/c I have ITR cams and stock b16 valvesprings/retainers

 

Don't ---- around with soft-*** NA ---- stock spring combos, just buy a set of supertech's and retainers. Turbo cars like stiffer than stock rates to help hold the valves against the valveseats and transfer excess thermal energy out of them, whereas NA cars don't need stiff springs as long as the spring has been designed correctly. Get something middle of the road stiffness, unless you plan on having 85-100 lbs seat pressure so you can spin 10K, make 1.9 million horsepower, and wear out camshafts every 500 to 5000 miles. Frankly, I wouldn't even bother with the valvetrain until you stick pistons and rods in your bottom end. Just rev it to stock revlimit until you upgrade valvesprings, revving lower makes no sense; ITR cams aren't particularly high lift or duration cams.

Don't ---- around replacing headgaskets. There is nothing better than the stock headgasket, and you already have one of those installed.

Stop worrying about psi of boost, worry about power level and quality of tune. Set a power goal, and hit it. 250? 275? 300? All three are doable, and are increasingly more aggressive on a stock B16.