ginganinja

Cool as. So it likely has a smooth transition from 3 inch to 2.5in in the mid pipe. Think I might look at doing the same and get something made up.

Sweet. Thats what I wanted to hear. I'm not going to be pushing any more than that 230kw mark. Out of interest does your downpipe itself reduce to 63mm? Or do you have the mid pipe just bolting directly to the downpipe. You running stock STI rear muffler too?

Hey Guys Just wanting to know if anyone has had experience switching between 3inch and 2.5inch exhaust systems when tuning a vehicle. Basically I am running a 3inch RCM downpipe and 3inch HKS catback with a VF22 and made 226kw which I am happy with the power etc. However I am considering changing my catback to something different to give the car more of a stock look as the HKS system is quite big but it does sound very nice. I was thinking of possibly pulling my 2.5inch catback system out of the shed that is running a remus rear muffler and making this fit my front pipe. Will changing to the 2.5inch system from the catback cause any restriction and possibly limit my power? I have made a couple of other changes to the car sobit will be going on the dyno again but i am still running the VF22 so ideally would be nice to still make the same sort of power.

You may want to keep a vent to recirc the BOV or just go aftermarket BOV venting to atmosphere and you will be able to just run a straight pipe under there.. Samco do silicone ones without any ports in them. Not cheap but good quality.

Surely I'm not the first person on here to attempt this??!!! Be glad if anyone can confirm if I am on the right track or if there is a better way of doing things.

Hey there, I am going to be replacing my rear wheel bearings on the weekend and I just wanted to know if there were any tips or tricks or things to look out for before I dive into it. R180 hub on a 99 GC8 STI. I am guessing I press out the spindle assembly first then remove the circlip and then press out the wheel bearing. Is it as simple as it sounds? Cheers

I won't be getting stock heat Sheila's around my aftermarket headers any time soon. Will have a look at pro wholesale or that heat shield solution stuff.

Hey guys Just interested to know what heat wrap people are using? Whats the best for exhausts and exhaust manifolds? I have heard DEi titanium wrap is pretty good, but can't find anyone in nz selling it. Cheers

Another random idea.......... is it possible to machine the P20 ball bearing exhaust housing to fit the likes of that journal bearing VF48 high flow turbo. It probably defeats the purpose of what the pros at IHI sort out to achieve with the VF48. But..... if the P20 housing could be made to fit, would that result in a late model technology responsive VF22 equivalent? Stretch the top end out a little bit more. (I know it sounds like I can't get over the VF22😄 but its just interesting throwing ideas around all the same)

Diesel and turbo quoted $2125 incl gst. Which I thought is reasonable for a genuine OEM upgraded item. It is journal bearing, but is there really that much difference in the torque curve between journal and ball bearing turbos this small? To clarify my thoughts would a journal bearing bring torque on more progressively compared to the spike you get with the likes of the VF22? Or is that thinking totally up the whack. But that could mean waiting for some time I've heard. Also does he replace the whole core? Or just the wheels and bearings?. I know I've read differently on another thread in this forum, but both alltech and Diesel and turbo said the ball bearing cores of VF22 can't be rebuilt. However apparently IHI turbo parts are hard to get so this could be why. Since we are on the topic I may as well post this. During my research I have found this company in America which seems legitimate from their eBay listings that sells IHI core assemblies. https://www.ebay.com/itm/NEW-IHI-RHF5HB-Turbo-CHRA-Subaru-Impreza-WRX-STi-EJ20-EJ20G-EJ20E-F52CAD-S0065C/174155135097?pageci=09efe7a1-10de-41da-9304-9489304e2398 Pretty sure my VF22 P20 rear housing would go straight onto this. The VF22 front cover is too big, but would a VF28 compressor slide on with some machining???? No doubt the machining would need to be perfect! End result would be almost a VF34. Dont think I will be going down this track but while I was researching and throwing ideas around last night I thought it was interesting all the same.

I have spoken with Diesel and turbo in wellington and just found out some further information. IHI build a VF48 Performance which has a larger billet compressor wheel compared to the standard VF48. It is similar size to the VF22 possibly bigger. But it is a journal bearing turbo. So that could be another option for a late model factory turbo. https://www.ihi.co.jp/itsj/en/products/high_performance/vf48/ https://www.full-race.com/store/subaru/gr-wrx-sti-lgt-2008-2017/gr-wrx-sti-ej25-recommended-turbos/ihi-performance-vf48-high-flow-turbo-upgrade-for-04-19-sti-and-04-07-wrx/

Yer I am kind of torn between staying with VF22 as i know it is old technology but it is kind of relevant to the era of the old GC8 Ra's. That old school turbo feel. And I should be able to get one at not a bad price. It works for what I want out of the car and I have enjoyed the current VF22 so far. But then I also like the idea of a late model bolt on turbo, but I am not looking to make huge power so that raises the question of staying with a later model VF or going to something like a smaller GCG or blouch. If not the VF22. out of interest what would you recommend for around 230-250kw. Maybe I should just sit on it for a bit and look at it again in a month or so.

Excuse my ignorance but what is ~5353? Appreciate everyone's ideas and inputs so far and I haven't spoken to murch yet, however I am leaning towards a stock subaru replacement and most likely sticking with another VF22 brand new. However, I am considering the idea of a New VF34 and putting the P20 rear housing on it. I know evowrx had some info on this in an old thread and apparently it works well. But has anyone else tried this? Would it be a better option?

Is it a VF49? Cheers will look into it.

@Dairusire good points there and upon this whole discussion i think getting Steve murch to look at the VF22 and modify it is most likely the way to go. Cost vs potential power gains and goals. Not really interested in pulling the motor apart to do head work etc at this point in time. Overall I think its been a great discussion and good to get different feedback and points of view. Regarding prices PBMS do the GCG turbos for about $2600 incl gst. Last question. How do I find Steve Murchs phone number? I can't find it online anywhere.

Well thats another option. Not sure how to get hold of Murch though if I go down that track.

This is all considering that a brand new VF22 or any VF series turbo costs over 2k. So not much more for a GTX based turbo. However if it is a waste of time going to a slightly bigger turbo I will keep my eyes peeled for a tidy second hand VF34 or VF36 and use the P20 rear housing on it. Or I get the VF22 rebuilt but not sure by whom.

@boon yep fair call regarding heat, but lower IAT is always nice. My Vf22 is currently making 226kw at wheels and is super fun but it has started to whine and upon further inspection it has a reasonable amount of shaft play end to end. So it looks like I could be replacing it anyway. And rather than go VF22 again I am considering other options and go a fraction bigger. It's not that I don't want more than 250kw. In fact it would be awesome to have more. Its more that being a V5 open deck block I am wary of pushing it much past that point. And no I don't want it deliberately laggy, in fact i want to have similar if not better response than the VF22 but potentially a bit more top end also. I am interested to know if a later model turbo such as the GTX2867R would achieve this. which is why I have not considered anything as big as a TD06. It seems everyone else thinks I want a gigantic turbo and run it at 30percent of its potential, which is not the case.

Nothing, if the engine is actually a V8. In my experience a 250kw V8 is actually quite boring. A 400kw v8..different story.

Given earlier you were mentioning a big turbo running at low boost is going to make the car feel like a na V8, is the reason I am wary of going to a turbo that big. But thinking something a touch smaller maybe more what I'm after. I understand that but given at 220-230kw and 23psi the VF22 is basically a hairdryer i was thinking something like a GCG GTX2867R at less boost will make a bit more power or similar but be more efficient doing it and keep things a bit colder as @Gripless was referring to. I just don't think there is much point in going too big but I could be wrong. It's just ideas and glad of any feedback. But it seems not many people have used those GCG bolt on turbos.

Realistically my engine isn't capable of 300kw so I'm not considering pushing it that far. Just after something to give more than the VF22 without losing the raw feel. Or maybe I should just stick with the VF22.

V7 STI rods, mahle forged pistons, genuine subaru bearings, V8 STI crank. All those parts should be well capable of 240-250kw which is all I am looking for so need something a little bigger than VF turbo.

@Gripless interesting points there. Good feedback. The engine has forged internals but is an open deck block so i wont be running more than 20-21psi. I certainly don't want it to feel like a non turbo V8 haha. And yes want to keep that raw feeling that kicks you in the back. Hence why i am thinking about the smaller GTX2867R over the GTX3071R.

Its a for a road car and I enjoy how the VF22 performs so ideally would want similar response as that, and I'm guessing the 2867 would do that but also have a little bit more up top.

Ok so not so worried about the O2 sensor port however interested to know if they are the correct length to bolt directly to other aftermarket Cat backs.