One of these should satisfy your power needs Ty

 

That was my plan, when i got to the point that the injectors are struggling was going to fit a fpr to get a bit more from them.
Would be interesting to know how much more could be had from them by fitting one tho.

 

Ha, call that a turbo I could go to the shelf in work and pick one up rated to over 600bhp , mind you there would be a tiny bit of modification carried out as they fit onto 12/13/16 litre diesel engines.

 

The modified GT42 above is currentley producing 950bhp Should be enough

 

Is that all

 

Could be one for the turbo conversion Ry May get a bit of lag though

 

I have more or less 'narrowed' the choice down to the following turbochargers :

VF22
VF30
VF34
TD05 20g

I am leaning towards one of the VF series of turbochargers at the minute but does anyone know what modifications to the exhaust/oil & coolant/induction pipework would be required to fit any of the above?

 

I had forgotten to list these

IHI Turbos

VF22
This turbo has the highest output potential of all of the IHI VF series turbos and is the best choice for those who are looking for loads of top end power. The top end power however, does not come without a cost. The VF22 spools significantly slower than the rest of the IHI models due to the larger P20 exhaust housing and is much less suited for daily driving than some of the other models. Although the largest VF series turbo, the VF22 is not quite optimal for stroked engines or those who wish to run more than 20PSI of boost.

VF23
This turbo is considered a great all-around turbo. Like the VF22 it utilizes the largest P20 exhaust housing. This housing is mated with a smaller compressor housing of the of the VF24. This turbo is considered optimal in applications with range from mild to slightly wild. It does not have the same top end power of the VF22, but spools up significantly quicker.

VF24
This turbo shares its compressor housing with the VF23 however, this housing is mated with a smaller (P18) exhaust side. The smaller characteristics of this turbo allow it to provide ample bottom end power and quick spool. This turbo is very popular for Imprezas with automatic transmissions and Group N rally cars.

VF28
This turbo came standard on the STi Version 5. In terms of overall size, it is smaller than the VF22, VF30 and VF34, and about same size as the VF23.

VF29
This Turbo is nearly identical to the VF24, with the same compressor and exhaust housings. However the compressor wheel in the VF29 is has been changed slightly. The changes made to the compressor wheel in this model are generally viewed as improvements, and as such this unit is typically chosen over the VF24.

VF30
The VF30 is commonly considered the best bang for the buck turbo in the IHI VF series line. A relatively new model the VF30 features the same exhaust housing as the VF24 but a larger compressor side similar to the VF22. The combination of these two parts results in increased output potential without the lag associated with the VF22. Although it doesn't offer the top end supremacy of the VF22, the VF30 is a great compromise between these unit and the quicker spooling models.

VF34
The VF34 is nearly identical to the VF30, with the same exhaust housing and compressor. However the VF34 goes back to the ball bearing design, and in doing so achieves full boost approximately 500RPM sooner than the comparable VF30. The VF34 is the most recent IHI design and as such costs slightly more than its counterpart. Top end performance and maximum output are identical to the 30.

VF35
VF35 The VF35 has identical internals as the VF30 and it uses divided thrust bearings. However, the exhaust housing is a P15 which means this turbo will have fantastic spool characteristics. This turbo is standard on the new WRX Type RA. LIMITED SUPPLY.

VF36
Roller bearing version of the twin scroll VF37, also has a titanium turbine and shaft for even quicker spool. Same compressor housing as VF30/34, however twin scroll P25 exhaust housing provides slightly better top end output due to reduced exhaust pulse interference. This turbo is good for 400HP and used on JDM STI Spec C from 2003 onwards.

VF37 (thrust bearing)
Enter the age of twin scroll IHI turbos. Same compressor housing as VF30/34, however has a new twin scroll P25 exhaust housing that provides slightly better top end output due to reduced exhaust pulse interference. Twin scroll also provides better spool up for improved low down response over the VF30/34. This turbo is good for 400HP and used on JDM STI from 2003 onwards.

VF38
Twin scroll turbo with titanium turbine and shaft. Smaller compressor housing than VF36/VF37 provides tremendous spool up capabilities but less top end than VF36/37. The spool capabilities of this turbo are demonstrated on the JDM Legacy GT, which reaches peak torque at 2400RPM.

VF39
Single scroll turbo used on USDM STI and latest 2.5L STIs released internationally. Smaller than VF30/VF34.

VF42
Exclusive turbo to the S203/S204 models, this features a twin scroll design with a slightly larger compressor than the VF36/37 turbos and different turbine design (more blades). The VF42 is a roller-bearing turbo and is likely of similar size to the VF22 turbo, but with twin scroll exhaust housing for faster spool and superior top end performance due to reduced exhaust pulse interference.

 

Sorry forgot to state I am now looking for around 350bhp as I feel that 380bhp would be a little too much of a strain on the drivetrain and clutch.

 

VF34/35 and a remap would get you there Ty

 

The Mitsubishi based TD05-20g is well suited for 2.5 litre and are more robust than most of the IHI turbos, your mapper will reduce the boost level higher up the rev range to avoid stressing the engine too much. Gearbox failures at 400 Ibft are mostly down to how you drive the car, standing start drag style launches are especially hard on the cars drivetrain. Also infrequent oil changes and poor oil quality will effect the longevity of such parts. An uprated clutch would be a modification worth considering depending the condition of your current clutch before remapping.

 

td05 18g will see you at that figure and with not to much lag

 

Always wondered whether I have the V35 or VF36 and now I know

VF36
Roller bearing version of the twin scroll VF37, also has a titanium turbine and shaft for even quicker spool. Same compressor housing as VF30/34, however twin scroll P25 exhaust housing provides slightly better top end output due to reduced exhaust pulse interference. This turbo is good for 400HP and used on JDM STI Spec C from 2003 onwards.

 

TD06 20G Turbocharger Subaru Direct bolt-on WRX / STi ! on eBay, also Engine Tuning Parts, Performance Tuning Parts, Car Tuning Styling, Cars, Parts Vehicles (end time 05-Jun-09 05:45:33 BST)

 

And the daddy.

http://cgi.ebay.co.uk/Subaru-TD05-16...3A1%7C294%3A30

 

Ian just two things would bother me about buying either of these turbos - they are not OE Mitsubishi (not to say they are not as good if not better) and will they accept the existing coolant/oil lines?

If anyone has any experience of these turbos could you let me know if they were a straight swap.

And finally what is the main difference between the 16g & 20g? I know the shaft weights differ but do they have different spooling characteristics and does the 16g produce less boost than the 20g?

 

SUBARU WRX/STI TD05H-20G Turbo IMPREZA on eBay, also Engine Tuning Parts, Performance Tuning Parts, Car Tuning Styling, Cars, Parts Vehicles (end time 02-Jun-09 21:15:03 BST)

SUBARU WRX/STI TD05H-16G Turbo IMPREZA on eBay, also Engine Tuning Parts, Performance Tuning Parts, Car Tuning Styling, Cars, Parts Vehicles (end time 04-Jun-09 20:13:32 BST)

 

The VF series should all bolt straight on without any modification, the VF30/34/35 are all excellent turbos, i had a VF34 on my old car. Personally i wouldn't fit a vf22 by choice as they are known for being fragile and laggy.
The 20G is quite a bit bigger than the VF's, a 16G or 18G would give you the power ur after with less lag.

 

if your going to get a td 05 turbo get it from either andy f or another place like area54 or scooby clinic and so on don't go for the cheap ebay efforts

my andy f 20 g was abit laggy but once on the boil wow

plus dont buy one new from andy as its just short of a grand i paid but the unit is new then

it would be cheaper to get an old tdo5 16 g and do an exchange on a unit as it will do the same as a new one

 

Someone (cannot remember who) did mention to me that he thought you had one for sale a while ago, don't suppose you still have it?

To be honest I had looked at the ebay ones but as they just seem to be generic turbos and with no big name backup behind them I would not consider them unless I could buy one cheap enough and send it away for modification myself, but then I may as well buy one from Andy Forrester etc.

 

Ty, see if Gareth (NWS) is breaking any old import classics like mine, they all came with the TD05-16g. If Gareth can get you one, send it to Andy as a part exchange. He keeps over hauled 20g's on the shelf so you won't have to wait for the one you send to be modified and where as Kytey paid just under a grand, mine cost around the £600 mark. The 20g performs great on the 2.5.

 

Thanks Taylor I will have a chat with Gareth at the next meet.

 

Well I have just order a set of Power Enterprise 650cc flow matched injectors from the USA for £269.00 inc shipping, of course I might have to pay some import duty but it is still cheaper than the £546.00 that I would have to pay in the UK.

One third of the way so far now only the turbocharger to source and the remap after that.

 

Sorry to go over old ground but what are your opinions on a VF35 turbocharger?

I've had more changes of mind than a woman in a shoe shop.

 

I've an old faulty TD05 you can have at a very cheap price.

 

Does anybody know apart from the up-pipe and headers whether either a VF36 or VF37 twin scroll turbochargers require any further modifications to be carried out?

I think I might have read somewhere that the oil sump might also need changing but again I think this might only apply to 2 litre engines.

 

I wouldn't look down the twin scroll route unless your looking towards running a big turbo at high boost pressures, as the 2.5 litre has 25% increase in displacement over a 2 litre. So spool up on a 2.5 litre is significantly quicker than 2.0 litre as the enigine is using 25% more air at any given boost pressure.
So a TD05-16g would have vertual no lag but the compressor wheel wouldn't be big enough to supply the engine with air at high revs without lowering the boost pressure as the turbo will be running outside it's effeiciency curve. This would result in the turbo running hotter without compressing anymore air than in would set at a lower boost pressure. So the engine would produce high amounts of torque but BHP would be efffected as the boost pressure would need to be tampered off by the mapper.
Ballistic bearings, ported shrouds, cut back compressor blades, smaller turbo housings and headers running smaller diameter up pipes can help with spool up rates. All these are better and more cost effective alternatives to spending out setting your car up to run a twin scroll turbo which will make your Subaru sound like an Evo due to the equal length manifold.
A ballistic bearing VF34 running original compressor wheel with larger P20 housing and cut back compressor blades is a good hybrid turbo which can run 370 bhp.
Mitsubishi make excellent turbos and the link provided above are of 20g copies so avoid as they will not perform like the real version.

 

Hi there,just to let you know my mate is selling a vf43 which is off a my06 2.5 sti there is no play in shaft or smoke.this is all the info I know,there is not much info on these turbos like(max boost or max bhp)if interested pm me,hope you find the turbo and bhp you are looking for.also live in cardiff.

 

Thanks for the answer, I had also posted up in the techinical section and given the fact that the up pipe, down pipe, headers and sump would all need to be changed I have decided not to go down the twin scroll route.

I am going to get a TD05 20g which awaiting Mervil's engine change (if the turbo is ok after the engine detontaing) if not then it will either be an Andy Forrest, RCM or similar turbocharger being used.

 

I'll be arranging to get mine picked up early next week hopefully Ty Can't see the turbo being damaged but I'm going for a bigger one anyway, why the devil not