Post by ThatChinskiGuy on Jan 5, 2015 12:20:07 GMT 10
This information has been consolidated from from ozfoz.com, subaruforester.org, nasioc.com, mrtrally.com.au and rexnet.com.au.
09XT turbo options
GTPS02TM - TD05-20G with upturned compressor cover to suit the 09XT
VF52 from 09 WRX - similar to the VF43 but with an upturned compressor cover.
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. Note: VF22s do not like to be overspun. Be careful of running high boost on EJ25s as the weaker 5 blade compressor wheel can throw a blade.
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, 23, VF30 and VF34. They use a P18 exhaust housing.
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. They use a P18 exhaust housing.
(NOTE: The VF24/28/29 are all very very similar in size)
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 size exhaust housing as the VF24 (P18) 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 size 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.
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 plain bearing turbo used on USDM STI and latest 2.5L STIs released internationally. Similar in size to the VF30/VF34.
VF40
Single scroll plain bearing turbo found on the Liberty/Legacy GT. Smaller than a VF30/34 but has the different compressor housing to suit the different intercooler arrangement on the MY08 WRX and MY09 Forester XT. Good upgrade over the TD04L. Note: none of the other turbos listed here will bolt on to the 08 WRX or 09 Forester.
VF41
Single scroll plain bearing turbo used on the JDM SG Forester STI. Similar in size to the VF30/VF34/39
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.
VF43
Turbo fitted on the 2.5L 06-07 STI. Plain bearing core. Virtually identical to the VF39 albeit with a larger wastegate port for improved flow.
VF48
Turbo fitted on the 2.5L 08-09 STI. Plain bearing core. Slightly larger compressor compared to the VF43 (and VF30, 34 and 39). P18 rear housing.
VF52
New turbo as seen on the MY09 WRX. Plain bearing core. Appears to be similar in size to the VF48. Upturned compressor housing which bolts straight onto the new TMICS as found on the 09 XT Foz. Excellent bolt-on upgrade for the 09 XT. 09 WRX tuners in the US are achieving similar results to that of the 08-09 STI.
Approximate lag of VF series turbos over the the TD04 on a 2L engine
+300rpm lag on vf8/10/12
+500rpm lag on VF24/28/35
+600rpm lag on VF29
+650~700rpm lag on VF34
+800rpm lag on VF23
+900rpm lag on VF22
Forced Performance turbos
Forced Performance Standard 16G
(510cfm, 275-330whp, Bolt-On)
This water cooled direct fit TD05H-16G-7cm2 turbocharger has a compressor flow rating of 510cfm and an unheard of compressor efficiency of 77%! This makes it the perfect low-cost easy install option for your 330whp 2.0 Subaru project.
Expect to achieve full boost with the proper mods and a quality tune between 3200-3700rpms.
Forced Performance Big16G
(550cfm, 36 lb/min, 275-360whp, Bolt-On)
Forced Performance Evo3 16G
(575cfm, 275-375whp, Bolt-On)
Forced Performance 18G
(605cfm, 275-390whp, Bolt-On)
Forced Performance 20G
(44 lb/min, 330-440whp, Bolt-On)
In typical Forced Performance fashion, a new breed of high horsepower turbos are now available for the Subaru WRX and STI in bolt on configuration. The FP2006 or FPWRX20G features a 44lb minute compressor and huge TDO6 turbine wheel. The FPWRX20G typically produces 350-380WHP with astounding spool up response and efficiency. Expect to achieve full boost with the proper mods and a quality tune between 3500-4000rpms.
Forced Performance Green
(49 lb/min, 350-490whp, Bolt-On)
In typical Forced Performance, fashion a new breed of high horsepower turbos are now available for the Subaru WRX and STI in bolt on configuration. The “FPGreen” features a 49lb minute compressor and huge TDO6 turbine wheel. The FPGreen typically produces 400-450 WHP with astounding spool up response and efficiency. Expect to achieve full boost with the proper mods and a quality tune between 3800-4300rpms.
Forced Performance Red
(65 lb/min, 400-650whp, May Require Modification)
Expect to achieve full boost with the proper mods and a quality tune between 4500-5000rpms.
Power Enterprise
Power Enterprise 1818
(515cfm at 22psi, 275-350whp, Bolt-On)
The PE 1818 Turbo is a high-performance turbo developed by Power Enterprise. The turbine and compressor housings are used from IHI and uses Power Enterprises custom twin-ball bearing center cartridge. This turbo is able to produce power over 410+ bhp. This turbo has a smaller housing then the PE 1820 which gives it less turbo lag and makes it more streetable. Full boost can be achieved by 4000 rpm.
Power Enterprise 1820
(695cfm, 325-375whp, Bolt-On)
The PE 1820 Turbo is a high-performance turbo developed by Power Enterprise. The turbine and compressor housings are used from IHI and uses Power Enterprises custom twin-ball bearing center cartridge. This turbo is able to produce power over 440+ bhp. This turbo has a larger turbine housing than the PE 1818 which gives it more turbo lag and is more suited for race applications.
APS turbos
APS SR30
(490cfm at 22psi, 275-325whp, Bolt-On)
The APS SR30 turbocharger is an ideal turbocharger for the person who is chasing impeccable drivability as well as significantly improved power and torque - with the capacity to produce up to 340bhp. The SR30 also offers a very broad range of operation at high efficiency values.
APS SR40
(595cfm at 14.7psi, 300-350whp, Bolt-On)
The SR40 turbocharger is a specialist performance turbocharger with performance characteristics to suit modified WRX engines of 2.0 - 2.2 L capacity. The SR40 turbocharger has the capacity to supply air to produce 440 bhp with good turbocharger response characteristics.
APS SR56
(56 lb/min, 400-550whp, Bolt-On)
The SR56 is the choice for the performance enthusiast who wants the ultimate in engine power whilst maintaining stock turbocharger orientation. Ideally suited to a heavily modified Subaru engine of 2.2 - 2.5 L capacity. With flow capacity to produce 500 hp at 14.5 psi and 550 hp at 22 psi, this turbocharger is for the serious street/strip racer.
Addendum: 3” SR56 = SR57.
APS DR65
(65 lb/min, 450-600whp, Turbo Kit)
The APS D/R 65 is the ultimate turbocharger for the ultimate WRX/STI. Intended primarily for the serious 2.5 litre engine, it will deliver 14.5 psi by 4,500 RPM in that application. However the APS D/R 65 can also be utilized on strip only 2.0 litre engines.
APS TSR70
(70 lb/min, 500-700whp, Turbo Kit)
The APS TSR70 system is complete with a 70 lb/min twin scroll turbocharger, a 321 SS twin-scroll uppipe with Tial 44mm EWG, 304 SS downpipe, all connection hoses required to fit the DR 527/725 FMIC, all fluid lines to connect up the oil supply and water cooling, and all of the hardware required for the installation.
AVO turbos
AVO 320
(465cfm at 17.5psi, 275-325whp, Bolt-On)
AVO's 320hp ball bearing turbo, the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions. S-Type is our street turbo, designed for both superior spool-up over stock and additional top-end power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other turbo on the market.
AVO 400L
(580cfm at 17.5psi, 275-325whp, Bolt-On)
AVO's 400L ball bearing turbo is part of the 'Edge Series' family, the ultimate in high-flow/high-response bolt-on solutions. This turbo has been optimized for high-response performance on 2.5-liter motors, and as great solution for 2.2-liter stroker kit motors. It is designed for both superior spool-up over stock and additional top-end power.
AVO 400S
(580cfm at 17.5psi, 275-350whp, Bolt-On)
AVO's 400hp ball bearing turbo, the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions. The S-Type is our dual duty race and street turbo, designed for a blend of high response and devastating power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other turbo on the market.
AVO 450
(630cfm at 20psi, 325-375whp, Bolt-On)
AVO's 450hp ball bearing turbo , the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions for your WRX or STi 2.0-liter and 2.5-liter. Capable of up to 30psi of boost and able to hit peak boost at 3600rpm on a 2.5-liter, it has all the response and overhead that you can dream of. The R-Type is our track and circuit beast, designed for a blend of high response and devastating power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other comparable turbo on the market.
AVO 500
(740cfm at 23psi, 350-400whp, Bolt-On)
AVO's 500hp ball bearing turbo , the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions for your WRX or STi 2.0-liter and 2.5-liter. Capable of up to 30psi of boost and able to hit peak boost at 4400rpm on a 2.5-liter, it has all the response and overhead that you can dream of. The D-Type is our 1/4 mile beast, designed for a blend of high response and devastating power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other comparable turbo on the market.
Turbo Type ----------- Approx flow @ pressure
TD04L ---------- 360 CFM at 14.7 PSI
IHI VF 25 ------------- 370 CFM at 14.7 PSI
IHI VF 26 ------------- 390 CFM at 14.7 PSI
T3 60 trim ----------- 400 CFM at 14.7 PSI
IHI VF 27 ------------- 400 CFM at 14.7 PSI
IHI VF 24/28/29 ----- 410 CFM at 14.7 PSI
========= 422 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
IHI VF 23 ------------- 423 CFM at 14.7 PSI
FP STOCK HYBRID -- 430 CFM at 14.7 PSI
IHI VF-30 ------------- 435 CFM at 14.7 PSI
SR 30 ----------------- 435 CFM at 14.7 PSI
IHI VF-22 ------------ 440 CFM at 14.7 PSI
T04E 40 trim -------- 460 CFM at 14.7 PSI
========= 464 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 rpm =======
PE1818 -------------- 490 CFM at 14.7 PSI
Small 16G ------------ 505 CFM at 14.7 PSI
ION Spec (stg 0) --- 525 CFM at 14.7 PSI
========= 526 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
Large 16G ----------- 550 CFM at 14.7 PSI
SR 40 ----------------- 595 CFM at 14.7 PSI
18G ------------------- 600 CFM at 14.7 PSI
PE 1820 -------------- 630 CFM at 14.7 PSI
20G ------------------ 650 CFM at 14.7 PSI
SR 50 ---------------- 710 CFM at 14.7 PSI
GT-30 ---------------- 725 CFM at 14.7 PSI
60-1 ----------------- 725 CFM at 14.7 PSI
GT-35R -------------- 820 CFM at 14.7 PSI
T72 ------------------ 920 CFM at 14.7 PSI <--- Note you would have to spin a 2.0 L engine at about 14,000 rpm to flow this much air.
IHI VF 25 ----------- 395 CFM at 18 PSI
IHI VF 26 ----------- 400 CFM at 18 PSI
T3 60 trim ---------- 410 CFM at 20 PSI
IHI VF 27 ----------- 420 CFM at 18 PSI
IHI VF 24/28/29 -- 425 CFM at 18 PSI
IHI VF 23 ----------- 430 CFM at 18 PSI
IHI VF-30 ----------- 460 CFM at 18.0 PSI
AVO 320HP -------- 465 CFM at 17.5 PSI
T04E 40 trim ------ 465 CFM at 22 PSI
FP STOCK HYBRID- 490 CFM at 18.0 PSI
IHI VF-22 ---------- 490 CFM at 18.0 PSI
SR 30 --------------- 490 CFM at 22 PSI
Small 16G ---------- 490 CFM at 22 PSI
ION Spec (stg 0) - 500 CFM at 19 PSI
PE1818 ------------ 515 CFM at 22 PSI
Large 16G --------- 520 CFM at 22 PSI
========= 526 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
========= 578 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT2835 ------- 580 CFM at 22 PSI 400 hp
MRT 400 ------------ 580 CFM at 16 PSI
AVO 400HP -------- 580 CFM at 17.5 PSI
MRT 450 ------------ 650 CFM at 19 PSI
AVO 450HP -------- 650 CFM at 20.0 PSI
SR 40 ---------------- 650 CFM at 22 PSI
========= 658 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT3037 ------ 670 CFM at 22 PSI 460 hp
PE 1820 ----------- 680 CFM at 22 PSI
20G ---------------- 695 CFM at 20.0 PSI
HKS GT3040 ----- 710 CFM at 22 PSI 490 hp
AVO 500HP ------ 770 CFM at 22 PSI
SR 50 ------------- 770 CFM at 22 PSI
GT-30 ------------- 790 CFM at 22 PSI
60-1 --------------- 800 CFM at 22 PSI
HKS GT3240 ----- 830 CFM at 22 PSI 570 hp
GT-35R ----------- 880 CFM at 22 PSI
T72 --------------- 1000 CFM at 22 PSI <--- note you would have to run a 2.0 L engine at >40 PSI boost to flow this much air
Conversions used where there was control over conversion factors:
1 HP approx equals 1.45 CFM
1 CFM approx equals 0.0745 lb of air/min
0.108 Lb/min approx equals 1 hp
1 Meter cubed/sec = 35.314 CFS = 2118.867 CFM
1 KG/sec = 132 lbs/min approx equals 1771.812 CFM
power coversions:
1 PS = 0.9859 HP = 75 Kgf m/sec
1.3405 HP = 1 KW
1 HP = 746 watts
MHI turbos (TD04L/TD05 etc)
Mitsubishi Heavy Industries' (MHI) turbocharger nomenclature, such as TD04-13G-6cm2, requires some explanation. "TD04" and "TD05" refer to the turbocharger housing (either turbine housing or compressor housing or both), including the center housing (or CHRA or cartridge section). There are different styles of the basic housings and these have different suffixes appended to the basic designation, such as TD04L, TD04H, TD04HL, TD05, TD05H, and TD05HR.
TD04 housings have part numbers that start with 49177. TD04L housing part numbers start with 49377. Part numbers for TD04H and TD04HL housings start with 49189. The TD04HL compressor housing is easily distinguished from the others because of the integrated by-pass valve (see the pictures of the SL/MK TD04-18T hybrid below). The TD04LR-16Gk-6cm2 turbo (used on the turbocharged 2.4-L I-4 engine in the new PT Cruiser GT and SRT-4 Neon) is unique and not usable on our cars: the turbine housing is cast into the exhaust manifold, the impeller spins counter-clockwise, and the bypass valve is cast into the compressor housing.
All TD05, TD05H, and TD05HR housings start with 49178. The TD05HR turbine housing (found on the Mitsubishi Lancer Evolution IV through VIII) is a twin scroll design. All the other TD04 and TD05 turbine housings have a single volute in the turbine housing. Like the TD04LR, the "R" in the designation refers to the fact that the turbine wheel spins in the reverse direction (counter-clockwise) compared to the standard TD05H turbine.
The MHI part numbering system, and the possible combinations, can be somewhat overwhelming and confusing. For example, the MHI Sport Turbo Upgrade for our cars is usually referred to as the TD04L-13G-6cm2. This turbo clearly has the standard TD04 (49177) housings (at least by external appearances). However, both the stock TD04-09B-6 and the upgrade TD04L-13G-6 use the 49377 cartridge (but note the different complete part numbers) from the TD04L turbos. TD04 turbos used in other cars (even some other TD04-09B turbos) use the 49177 cartridge.
The "13G" in the model name refers to the compressor wheel. The "13" is the size and the "G" is the style. The 13G wheel has an exducer (or base) diameter or 2.000" and an inducer diameter (air intake opening) of 1.580". All MHI wheels I have seen have 12 blades. Blades are always evenly spaced, but the pitch and height of the blades can change between models. "B"- and "C"-style compressor wheels have all blade tips at the same height. "G"-, "Gk"-, and "T"-style wheels have blade tips at two heights, alternating high and low.
Mitsubishi does not seem to use seperate designations for different size turbine wheels, other than the TD04, TD04H, TE04, TD05H, etc., designation. The "6cm2" in the model name is similar to the A/R ratio used by other manufacturers. The "A" in an A/R ratio is the cross-sectional area of the smallest intake passage in the turbine housing before the passage spreads around the circumferential volute that leads to the turbine wheel. The "R" in the ratio is the distance from the center of the "A" to the center of the turbine wheel. The MHI "6cm2" designation is just the "A" in the A/R ratio, that is, it is just the cross-sectional area. Like A/R, the smaller the size of the "cm2" number, the faster the exhaust gases will discharge onto the turbine wheel, and so the faster the spool up will be (less "lag". The size of the "cm2" number or the A/R ratio also determines the amount of exhaust gas backpressure and, thus, reversion into the combustion chamber. A larger "cm2" number (or larger A/R) means less backpressure at high exhaust flow. Extreme Turbo says that the TD05H-7cm2 housing is equivalent to a 0.50 A/R. The Rocky Mountain DSM turbo guide presents the following conversion between Mitsubishi's "cm2" number and the standard A/R. H = Hi flow. Basically it is a larger turbine wheel with a slightly different (more open) design. So the 06H is larger and will flow more than the 06
6 cm2 = 0.41 A/R
7 cm2 = 0.49 A/R
8 cm2 = 0.57 A/R
9 cm2 = 0.65 A/R
10 cm2 = 0.73 A/R
11 cm2 = 0.81 A/R
12 cm2 = 0.89 A/R
Here's a handy PDF web link from MELETT website for MHI Type Turbos.
Tomei ARMS M7760 - based on a MHI TD05-20G
09XT turbo options
GTPS02TM - TD05-20G with upturned compressor cover to suit the 09XT
VF52 from 09 WRX - similar to the VF43 but with an upturned compressor cover.
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. Note: VF22s do not like to be overspun. Be careful of running high boost on EJ25s as the weaker 5 blade compressor wheel can throw a blade.
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, 23, VF30 and VF34. They use a P18 exhaust housing.
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. They use a P18 exhaust housing.
(NOTE: The VF24/28/29 are all very very similar in size)
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 size exhaust housing as the VF24 (P18) 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 size 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.
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 plain bearing turbo used on USDM STI and latest 2.5L STIs released internationally. Similar in size to the VF30/VF34.
VF40
Single scroll plain bearing turbo found on the Liberty/Legacy GT. Smaller than a VF30/34 but has the different compressor housing to suit the different intercooler arrangement on the MY08 WRX and MY09 Forester XT. Good upgrade over the TD04L. Note: none of the other turbos listed here will bolt on to the 08 WRX or 09 Forester.
VF41
Single scroll plain bearing turbo used on the JDM SG Forester STI. Similar in size to the VF30/VF34/39
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.
VF43
Turbo fitted on the 2.5L 06-07 STI. Plain bearing core. Virtually identical to the VF39 albeit with a larger wastegate port for improved flow.
VF48
Turbo fitted on the 2.5L 08-09 STI. Plain bearing core. Slightly larger compressor compared to the VF43 (and VF30, 34 and 39). P18 rear housing.
VF52
New turbo as seen on the MY09 WRX. Plain bearing core. Appears to be similar in size to the VF48. Upturned compressor housing which bolts straight onto the new TMICS as found on the 09 XT Foz. Excellent bolt-on upgrade for the 09 XT. 09 WRX tuners in the US are achieving similar results to that of the 08-09 STI.
Approximate lag of VF series turbos over the the TD04 on a 2L engine
+300rpm lag on vf8/10/12
+500rpm lag on VF24/28/35
+600rpm lag on VF29
+650~700rpm lag on VF34
+800rpm lag on VF23
+900rpm lag on VF22
Forced Performance turbos
Forced Performance Standard 16G
(510cfm, 275-330whp, Bolt-On)
This water cooled direct fit TD05H-16G-7cm2 turbocharger has a compressor flow rating of 510cfm and an unheard of compressor efficiency of 77%! This makes it the perfect low-cost easy install option for your 330whp 2.0 Subaru project.
Expect to achieve full boost with the proper mods and a quality tune between 3200-3700rpms.
Forced Performance Big16G
(550cfm, 36 lb/min, 275-360whp, Bolt-On)
Forced Performance Evo3 16G
(575cfm, 275-375whp, Bolt-On)
Forced Performance 18G
(605cfm, 275-390whp, Bolt-On)
Forced Performance 20G
(44 lb/min, 330-440whp, Bolt-On)
In typical Forced Performance fashion, a new breed of high horsepower turbos are now available for the Subaru WRX and STI in bolt on configuration. The FP2006 or FPWRX20G features a 44lb minute compressor and huge TDO6 turbine wheel. The FPWRX20G typically produces 350-380WHP with astounding spool up response and efficiency. Expect to achieve full boost with the proper mods and a quality tune between 3500-4000rpms.
Forced Performance Green
(49 lb/min, 350-490whp, Bolt-On)
In typical Forced Performance, fashion a new breed of high horsepower turbos are now available for the Subaru WRX and STI in bolt on configuration. The “FPGreen” features a 49lb minute compressor and huge TDO6 turbine wheel. The FPGreen typically produces 400-450 WHP with astounding spool up response and efficiency. Expect to achieve full boost with the proper mods and a quality tune between 3800-4300rpms.
Forced Performance Red
(65 lb/min, 400-650whp, May Require Modification)
Expect to achieve full boost with the proper mods and a quality tune between 4500-5000rpms.
Power Enterprise
Power Enterprise 1818
(515cfm at 22psi, 275-350whp, Bolt-On)
The PE 1818 Turbo is a high-performance turbo developed by Power Enterprise. The turbine and compressor housings are used from IHI and uses Power Enterprises custom twin-ball bearing center cartridge. This turbo is able to produce power over 410+ bhp. This turbo has a smaller housing then the PE 1820 which gives it less turbo lag and makes it more streetable. Full boost can be achieved by 4000 rpm.
Power Enterprise 1820
(695cfm, 325-375whp, Bolt-On)
The PE 1820 Turbo is a high-performance turbo developed by Power Enterprise. The turbine and compressor housings are used from IHI and uses Power Enterprises custom twin-ball bearing center cartridge. This turbo is able to produce power over 440+ bhp. This turbo has a larger turbine housing than the PE 1818 which gives it more turbo lag and is more suited for race applications.
APS turbos
APS SR30
(490cfm at 22psi, 275-325whp, Bolt-On)
The APS SR30 turbocharger is an ideal turbocharger for the person who is chasing impeccable drivability as well as significantly improved power and torque - with the capacity to produce up to 340bhp. The SR30 also offers a very broad range of operation at high efficiency values.
APS SR40
(595cfm at 14.7psi, 300-350whp, Bolt-On)
The SR40 turbocharger is a specialist performance turbocharger with performance characteristics to suit modified WRX engines of 2.0 - 2.2 L capacity. The SR40 turbocharger has the capacity to supply air to produce 440 bhp with good turbocharger response characteristics.
APS SR56
(56 lb/min, 400-550whp, Bolt-On)
The SR56 is the choice for the performance enthusiast who wants the ultimate in engine power whilst maintaining stock turbocharger orientation. Ideally suited to a heavily modified Subaru engine of 2.2 - 2.5 L capacity. With flow capacity to produce 500 hp at 14.5 psi and 550 hp at 22 psi, this turbocharger is for the serious street/strip racer.
Addendum: 3” SR56 = SR57.
APS DR65
(65 lb/min, 450-600whp, Turbo Kit)
The APS D/R 65 is the ultimate turbocharger for the ultimate WRX/STI. Intended primarily for the serious 2.5 litre engine, it will deliver 14.5 psi by 4,500 RPM in that application. However the APS D/R 65 can also be utilized on strip only 2.0 litre engines.
APS TSR70
(70 lb/min, 500-700whp, Turbo Kit)
The APS TSR70 system is complete with a 70 lb/min twin scroll turbocharger, a 321 SS twin-scroll uppipe with Tial 44mm EWG, 304 SS downpipe, all connection hoses required to fit the DR 527/725 FMIC, all fluid lines to connect up the oil supply and water cooling, and all of the hardware required for the installation.
AVO turbos
AVO 320
(465cfm at 17.5psi, 275-325whp, Bolt-On)
AVO's 320hp ball bearing turbo, the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions. S-Type is our street turbo, designed for both superior spool-up over stock and additional top-end power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other turbo on the market.
AVO 400L
(580cfm at 17.5psi, 275-325whp, Bolt-On)
AVO's 400L ball bearing turbo is part of the 'Edge Series' family, the ultimate in high-flow/high-response bolt-on solutions. This turbo has been optimized for high-response performance on 2.5-liter motors, and as great solution for 2.2-liter stroker kit motors. It is designed for both superior spool-up over stock and additional top-end power.
AVO 400S
(580cfm at 17.5psi, 275-350whp, Bolt-On)
AVO's 400hp ball bearing turbo, the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions. The S-Type is our dual duty race and street turbo, designed for a blend of high response and devastating power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other turbo on the market.
AVO 450
(630cfm at 20psi, 325-375whp, Bolt-On)
AVO's 450hp ball bearing turbo , the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions for your WRX or STi 2.0-liter and 2.5-liter. Capable of up to 30psi of boost and able to hit peak boost at 3600rpm on a 2.5-liter, it has all the response and overhead that you can dream of. The R-Type is our track and circuit beast, designed for a blend of high response and devastating power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other comparable turbo on the market.
AVO 500
(740cfm at 23psi, 350-400whp, Bolt-On)
AVO's 500hp ball bearing turbo , the 'Edge Series', is the ultimate in high-flow/high-response bolt-on solutions for your WRX or STi 2.0-liter and 2.5-liter. Capable of up to 30psi of boost and able to hit peak boost at 4400rpm on a 2.5-liter, it has all the response and overhead that you can dream of. The D-Type is our 1/4 mile beast, designed for a blend of high response and devastating power. The absolute best bang for your buck thanks to an enormous research and development program. We would even go so far as suggesting that the Edge range of turbochargers will outperform any other comparable turbo on the market.
Turbo Type ----------- Approx flow @ pressure
TD04L ---------- 360 CFM at 14.7 PSI
IHI VF 25 ------------- 370 CFM at 14.7 PSI
IHI VF 26 ------------- 390 CFM at 14.7 PSI
T3 60 trim ----------- 400 CFM at 14.7 PSI
IHI VF 27 ------------- 400 CFM at 14.7 PSI
IHI VF 24/28/29 ----- 410 CFM at 14.7 PSI
========= 422 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
IHI VF 23 ------------- 423 CFM at 14.7 PSI
FP STOCK HYBRID -- 430 CFM at 14.7 PSI
IHI VF-30 ------------- 435 CFM at 14.7 PSI
SR 30 ----------------- 435 CFM at 14.7 PSI
IHI VF-22 ------------ 440 CFM at 14.7 PSI
T04E 40 trim -------- 460 CFM at 14.7 PSI
========= 464 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 rpm =======
PE1818 -------------- 490 CFM at 14.7 PSI
Small 16G ------------ 505 CFM at 14.7 PSI
ION Spec (stg 0) --- 525 CFM at 14.7 PSI
========= 526 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
Large 16G ----------- 550 CFM at 14.7 PSI
SR 40 ----------------- 595 CFM at 14.7 PSI
18G ------------------- 600 CFM at 14.7 PSI
PE 1820 -------------- 630 CFM at 14.7 PSI
20G ------------------ 650 CFM at 14.7 PSI
SR 50 ---------------- 710 CFM at 14.7 PSI
GT-30 ---------------- 725 CFM at 14.7 PSI
60-1 ----------------- 725 CFM at 14.7 PSI
GT-35R -------------- 820 CFM at 14.7 PSI
T72 ------------------ 920 CFM at 14.7 PSI <--- Note you would have to spin a 2.0 L engine at about 14,000 rpm to flow this much air.
IHI VF 25 ----------- 395 CFM at 18 PSI
IHI VF 26 ----------- 400 CFM at 18 PSI
T3 60 trim ---------- 410 CFM at 20 PSI
IHI VF 27 ----------- 420 CFM at 18 PSI
IHI VF 24/28/29 -- 425 CFM at 18 PSI
IHI VF 23 ----------- 430 CFM at 18 PSI
IHI VF-30 ----------- 460 CFM at 18.0 PSI
AVO 320HP -------- 465 CFM at 17.5 PSI
T04E 40 trim ------ 465 CFM at 22 PSI
FP STOCK HYBRID- 490 CFM at 18.0 PSI
IHI VF-22 ---------- 490 CFM at 18.0 PSI
SR 30 --------------- 490 CFM at 22 PSI
Small 16G ---------- 490 CFM at 22 PSI
ION Spec (stg 0) - 500 CFM at 19 PSI
PE1818 ------------ 515 CFM at 22 PSI
Large 16G --------- 520 CFM at 22 PSI
========= 526 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
========= 578 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT2835 ------- 580 CFM at 22 PSI 400 hp
MRT 400 ------------ 580 CFM at 16 PSI
AVO 400HP -------- 580 CFM at 17.5 PSI
MRT 450 ------------ 650 CFM at 19 PSI
AVO 450HP -------- 650 CFM at 20.0 PSI
SR 40 ---------------- 650 CFM at 22 PSI
========= 658 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT3037 ------ 670 CFM at 22 PSI 460 hp
PE 1820 ----------- 680 CFM at 22 PSI
20G ---------------- 695 CFM at 20.0 PSI
HKS GT3040 ----- 710 CFM at 22 PSI 490 hp
AVO 500HP ------ 770 CFM at 22 PSI
SR 50 ------------- 770 CFM at 22 PSI
GT-30 ------------- 790 CFM at 22 PSI
60-1 --------------- 800 CFM at 22 PSI
HKS GT3240 ----- 830 CFM at 22 PSI 570 hp
GT-35R ----------- 880 CFM at 22 PSI
T72 --------------- 1000 CFM at 22 PSI <--- note you would have to run a 2.0 L engine at >40 PSI boost to flow this much air
Conversions used where there was control over conversion factors:
1 HP approx equals 1.45 CFM
1 CFM approx equals 0.0745 lb of air/min
0.108 Lb/min approx equals 1 hp
1 Meter cubed/sec = 35.314 CFS = 2118.867 CFM
1 KG/sec = 132 lbs/min approx equals 1771.812 CFM
power coversions:
1 PS = 0.9859 HP = 75 Kgf m/sec
1.3405 HP = 1 KW
1 HP = 746 watts
MHI turbos (TD04L/TD05 etc)
Mitsubishi Heavy Industries' (MHI) turbocharger nomenclature, such as TD04-13G-6cm2, requires some explanation. "TD04" and "TD05" refer to the turbocharger housing (either turbine housing or compressor housing or both), including the center housing (or CHRA or cartridge section). There are different styles of the basic housings and these have different suffixes appended to the basic designation, such as TD04L, TD04H, TD04HL, TD05, TD05H, and TD05HR.
TD04 housings have part numbers that start with 49177. TD04L housing part numbers start with 49377. Part numbers for TD04H and TD04HL housings start with 49189. The TD04HL compressor housing is easily distinguished from the others because of the integrated by-pass valve (see the pictures of the SL/MK TD04-18T hybrid below). The TD04LR-16Gk-6cm2 turbo (used on the turbocharged 2.4-L I-4 engine in the new PT Cruiser GT and SRT-4 Neon) is unique and not usable on our cars: the turbine housing is cast into the exhaust manifold, the impeller spins counter-clockwise, and the bypass valve is cast into the compressor housing.
All TD05, TD05H, and TD05HR housings start with 49178. The TD05HR turbine housing (found on the Mitsubishi Lancer Evolution IV through VIII) is a twin scroll design. All the other TD04 and TD05 turbine housings have a single volute in the turbine housing. Like the TD04LR, the "R" in the designation refers to the fact that the turbine wheel spins in the reverse direction (counter-clockwise) compared to the standard TD05H turbine.
The MHI part numbering system, and the possible combinations, can be somewhat overwhelming and confusing. For example, the MHI Sport Turbo Upgrade for our cars is usually referred to as the TD04L-13G-6cm2. This turbo clearly has the standard TD04 (49177) housings (at least by external appearances). However, both the stock TD04-09B-6 and the upgrade TD04L-13G-6 use the 49377 cartridge (but note the different complete part numbers) from the TD04L turbos. TD04 turbos used in other cars (even some other TD04-09B turbos) use the 49177 cartridge.
The "13G" in the model name refers to the compressor wheel. The "13" is the size and the "G" is the style. The 13G wheel has an exducer (or base) diameter or 2.000" and an inducer diameter (air intake opening) of 1.580". All MHI wheels I have seen have 12 blades. Blades are always evenly spaced, but the pitch and height of the blades can change between models. "B"- and "C"-style compressor wheels have all blade tips at the same height. "G"-, "Gk"-, and "T"-style wheels have blade tips at two heights, alternating high and low.
Mitsubishi does not seem to use seperate designations for different size turbine wheels, other than the TD04, TD04H, TE04, TD05H, etc., designation. The "6cm2" in the model name is similar to the A/R ratio used by other manufacturers. The "A" in an A/R ratio is the cross-sectional area of the smallest intake passage in the turbine housing before the passage spreads around the circumferential volute that leads to the turbine wheel. The "R" in the ratio is the distance from the center of the "A" to the center of the turbine wheel. The MHI "6cm2" designation is just the "A" in the A/R ratio, that is, it is just the cross-sectional area. Like A/R, the smaller the size of the "cm2" number, the faster the exhaust gases will discharge onto the turbine wheel, and so the faster the spool up will be (less "lag". The size of the "cm2" number or the A/R ratio also determines the amount of exhaust gas backpressure and, thus, reversion into the combustion chamber. A larger "cm2" number (or larger A/R) means less backpressure at high exhaust flow. Extreme Turbo says that the TD05H-7cm2 housing is equivalent to a 0.50 A/R. The Rocky Mountain DSM turbo guide presents the following conversion between Mitsubishi's "cm2" number and the standard A/R. H = Hi flow. Basically it is a larger turbine wheel with a slightly different (more open) design. So the 06H is larger and will flow more than the 06
6 cm2 = 0.41 A/R
7 cm2 = 0.49 A/R
8 cm2 = 0.57 A/R
9 cm2 = 0.65 A/R
10 cm2 = 0.73 A/R
11 cm2 = 0.81 A/R
12 cm2 = 0.89 A/R
Here's a handy PDF web link from MELETT website for MHI Type Turbos.
Tomei ARMS M7760 - based on a MHI TD05-20G