[johnnyBgood]

The V6 has less cylinder volumetrics than the I4. The V6 has .5L compared to the I4 which has .6L.

The V6 is a much harder platform to work due to the small engine bay. The V6 is shoehorned in there and gives someone not alot to work with.

However the 4G64 does have lots of room to work with, plus it has interchangeable parts with the almighty 4G63 such as valve springs and....TURBO MANIFOLDS. Also the 4G63 DOHC head will bolt up to the 4G64.

All versions of the 4G63 turbo manifold bolts up to the 4G64. However, the 2G eclipse manifold sits the turbo to the left side of the block (looking at the engine from the front of the car), while the EVO manifold sits the turbo to the right.

Using a 2G eclipse manifold, any turbo bigger than a 16G will require the removal of AC due to the size and placement of the turbo, while using the EVO manifold requires the movement of 2 coolant line. I don't know about you, but i would rather move the coolant lines around the turbo intake than lose my AC.

Also the 4G64 takes to boost very well. Running 12 psi with a properly made system can net between 280 and 300 whp on a stock engine.

Install some forged pistons, connecting rods, valve springs, sleeve the block, port/polish the head and you can run upwards towards 20 psi. There is a company in Texas that has boosted a 4G64 upto 35 psi which let them dyno in the 650 whp range with NO nitrous.

Another factor is weight. The base 3G eclipse (RS) with a manual tranny weighs in at a hair over 2900 lbs. The 3G GT weighs in at over 3400.

Basically, the 4G64 is easier to work on than the 6G72.