Hey Guys, been roaming the site and searching the web for this info, but unfortunately my decision will indefinitely depend on consensus. This post is the short and sweet version (5x shorter than the original), so forgive me for being blunt.

A15 in 1200 GX Coupe for daily highway driving, drags, drifts, and serious mountain sprints.
*I'm building her for torque* to suite all these conditions better.

She has a dry sump, the block's water and oil ports sandblasted, block bored to 77mm (during last service). Forged 'rods and pistons (Just in case I do eventually supercharge her), copper head gasket, coaxial valve springs, fuel injection, msd coil packs, and finally - before assembly, all moving parts will be weighed and balanced to be identical.

Now for the questions:
1 - I want to increase the stroke to 88mm rather than bore her out mainly because she's being built for torque and so that I can get a longer service life out of the block. Not to mention it should take quite a bit more punishment. This a solid idea?

2 - Knife edge the crank?

3 - If everything from the crank up is balanced, would a harmonic balancer still offer sufficient benefit?

4 - Considering local station's fuel is 93/95 octane and the motor has a longer stroke, what compression ratio should I be aiming for? I was thinking 10-10.5:1.

5 - I understand cams very basically, but I'm uncertain what I should opt for. I've been thinking of longer duration for the longer stroke, plus some duration for overlap (for pulse tuning).

6 - Is it worth enlarging the ports on the head? I understand more air+more fuel=more power, but this is still limited by valve size, and I'm also afraid of sacrificing torque.

7 - That sparks the next question - Correct exhaust diameter. Supercharging is my only form of forced induction if I do eventyally go that route, so branches and full free-flow are a must. Just not sure on the diameter (Also dependent on the former question) and 4-2-1 or 4-1? No cat's necessary in SA!

8 - ITB's or Single throttle manifold with MPFI? Both cases have an equally imbalanced affect on the crank.

9 - Fueling. I have no idea on the ideal air-fuel mix for this engine. Also, high pressure or high flow injectors?

10 - And lastly, would the B140's diff and gearbox handle this kind of hammering? Remember - Drags, Occasional Drifts, Serious Mountain Sprints, and Daily Highway time.

If you took the time to read through this, I'd like to express my gratitude and apologize at the same point. I could not have put these questions separately, or the bigger picture would have been missed. Many MANY thanks.

PS: I work for a living just like you gentlemen, but my living's for my GX!