I was talking to one of the DSM bretheren over here with me and he seems to think that there was a big difference between the 6-bolt short block used in a turbo versus a 6-bolt short block used for N/A....

I can't recall any difference, but have little knowledge of this myself.

can someone let me know if there is any difference at all in the blocks???

Knock sensor hole threaded? Seems to me it is there but not tapped. Not sure, just something I read...

Correct, but there is a hole near it that is already tapped and works just as well.

There you go^

Knock sensor is moved over one hole, no oil squirters, and higher compression pistons. That's it. If you go with a set of forged pistons you can weld the squirters shut for more oil pressure. Their main purpose is to cool the stock brittle pistons so you don't need them when you go to the thicker, more durable forged pistons.

The last thing our engines need is more oil pressure at high RPM (assuming their built correctly that is). Removing the b-shafts and plugging the front b-shaft bearing supply gives all the extra oil pressure you'll ever need. The oil squirters cool forged pistons just as well as the stock pistons which gives extra detonation resistance. Some are of the mind that oil squirters don't help, but I believe every little bit helps. The Mitsu engineers wouldn't have put them there if they didn't have a reason.

They are junk and do noting but create extra windage aound the rotating assymbly. Forged pistons do not need these stoneage band-aids. And removing the balance shafts dosn't create more oil pressure, this is regulated by a pressure pressure regulater found in the oil filter adapter.

isn't the change in oil squirters the main culpret to crank walk in the 7-bolt.

Your opinion on the forged pistons.

I've proven to myself that the oil pressure goes up by measuring output pressure at the head on an engine with and w/o balance shafts. That oil pressure regulator doesn't flow enough to be worth much. As soon as it bottoms out oil pressure is going rise no matter what because its a direct function of engine RPM and the bottomed out regulator cannot bypass enough flow to keep a consistent pressure in proportion to the increase in engine RPM high HP 4g63T's are capable of, esp in excess of 7K RPM.