TD05H

[Guest S T E Y E]

sorry bout all the posts iv got one here guys haha just trying to get heapsa info

im pretty much 99% keen to get the VF23 as they sound mean and i went for a ride in one and it went mean as...

just woundering how good a td05h would be on my v3 if i choped the 90* snout off and welded a straight one on??

[Guest S T E Y E]

specs say that the td05h flows more CFM than vf23?? but im guessing more lag with td05h more like vf22?

has anyone "retro"fitted a td05h to a v3> ??

id need the proper banjo to go with it too

[slystiguy]

when mine was working it pulled really hard and had the raw boost sound to.. don't know what it'd be compared to a 23 though sti used them over the td05 so assume they are better/cheaper/more reliable ? then again my car has just done 200,000kms an there is not even the slightest bit of shaft play in it

[Guest S T E Y E]

yea well reading the specs it says a td05h flows more than a vf23 and a td05h is way cheaper than a vf..and u can upgrade the housing and wheel too and reabuild a td

[Guest S T E Y E]

http://www.japperformanceparts.co.uk/images/TParts/1008687311.JPG

its been done!!! td05h with weldid on straight snout

[slystiguy]

where theres a will theres a way. I guess it depends on how much you wana spend, I don't imagine that would be cheaper than just buying a different turbo

[Guest S T E Y E]

vf22 = $500+...500cfm at 14.7psi i beleave

vf23 = $400.....420cfm at 14.7psi i beleave

td05h=$250 - $300....500cfm at 14.7psi

and all id need to retrofit is the correct banjo bolt and to alloy weld a snout on whichl be like 20$ if that.

plus vf cannot be rebuilt as the turbo specialist told me...td05 can and can alos upgrade cover to 18g and wheel...

but i still want a vf22 it has a much more staunch presence lol

[Guest]

 S T E Y E said:

specs say that the td05h flows more CFM than vf23?? but im guessing more lag with td05h more like vf22?

has anyone "retro"fitted a td05h to a v3> ??

id need the proper banjo to go with it too

There is more to making power out of a turbo than the size of the compressor or how much it flows.

You have to remember there are two sides to a turbo - the size and restriction of the turbine will determine power.

Also there are many different specifications of the TD05

[hijacka]

After owning acouple td05h and endless searching the web for specs i found that the tdo5h that ended with the part number 90 are standard td05 and the ones that end with the part number 91 or 92 are big tdo5..heres a chart from another forum that might be of use, but its getting old now..

Just a quick side note: i couldnt go back to a tdo5h after a vf22.

The oil banjo bolt and line from a vf8/vf10 fit the tdo5 turbo the waterpipe banjos don't but if you have the water pipe banjo bolts for the tdo5h already then you can mod a vf8 or similar water pipes to fit by seperating them and using a die grinder to open them up afraction on both sides so the tdo05 banjo bolts fit...

[hijacka]

Stock WRX TD04

Mitsubishi TD04L-13T

(390cfm at 14.7psi, 200-275whp, Bolt-On)

This is the standard equipment turbocharger used on the Subaru Impreza WRX. It can be found on all the current model years from 2002-2007.

Expect to achieve full boost with the proper mods and a quality tune between 2500-3000rpms.

IHI VF Series

The numbering on both the VF turbos are for reference purposes and not necessarily indicative of its 'performance'. On GC8/GF8 WRX STi, the VF turbos have gone 'smaller' from VF22 to 23, 24, 28, 29 while the release of the New Age STi GDB saw the introduction of a new breed of VF turbos with a bigger compressor wheel namely, VF30, VF34, VF35 for example. The previous VF turbos (VF22,23,24,28,29) have been ball bearing cored while the later ones (VF30, VF35) are Divided Thrust Bearing type core, with the VF34 being a Ball Bearing.

IHI VF22

(455cfm at 18.0psi, 250-325whp, Bolt-On)

The VF22 has the largest potential for peak horsepower. In other words, in the IHI model range, the VF 22 supports the highest boost levels. With its significantly increased turbine housing, the VF22 turbo is capable of producing upwards of 310 whp* on an EJ20. The downside of this turbo is the older center cartridge design and larger compressor housing, which makes for slower spool up but more top-end than the other VF series turbos. This turbo 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. The VF22's compressor is rated at 35 lbs/minute. The VF22 was designed with the EJ20 in mind but because it has the biggest turbine in the IHI family it can be use on the EJ25 with a slight increase in performance. The VF22 is good for around a realistic 300 to 315 WHP on a 2.0L.

The IHI VF-22 turbo is the largest of the VF-series turbos.

IHI VF34

(440cfm at 18psi, 250-325whp, Bolt-On)

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. The VF34's compressor is rated at 35 lbs/minute but the turbo suffers from the same turbine restrictions found with the VF30. The VF34 was designed with the EJ20 in mind and will not have the same performance on an EJ25. The VF34 is good for around a realistic 290 to 305 WHP on a 2.0L.

IHI VF30

(435cfm at 18psi, 250-325whp, Bolt-On)

The VF30 delivers a very wide increase in torque over the standard TD-series turbos. It is important to note that the VF30 is not a roller bearing turbo. 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, 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. The VF30's compressor wheel is rated at 35 lbs/minute, because the P18 turbine is used to help spool up the VF30's turbine creates a lot of back pressure which hurt top-end performance. The VF30 was designed with the EJ20 in mind and will not have the same performance on an EJ25. The VF30 is good for around a realistic 290 to 305 WHP on a 2.0L. The VF30 is not ball-bearing. It uses much more advanced aerodynamics than the VF22/23/24. It should spool much faster than the VF22/23/24, but flow less than the VF22, closer to a VF23.

IHI VF39

(435cfm, 250-325whp, Bolt-On)

The VF39 is a single scroll turbo used on USDM STI and latest 2.5L STIs released internationally. Smaller in output capacity than VF30, VF34 and VF22, the VF39's compressor is rated at the same 35 lbs/minute but the very small P18 turbine really chokes the 2.5L engine. In stock form the EJ25 with the VF39 has very little lag and that was the goal Subaru was looking for with the base package. The VF39 is good for around a realistic 285 to 300 WHP installed on a 2.0L. I would not recommend a VF series turbo to anyone looking to upgrade their STI but if you plan on keeping the VF39 you can expect to make between 300 to 330 WHP. If you are considering the VF39, we highly suggest checking out the VF43 as it is a better setup in the same class.

IHI VF43

(435cfm, 250-325whp, Bolt-On)

The IHI VF43 comes stock on the 2007 STi. It has almost identical features of the VF39 with a thrust bearing and a P18 exhaust housing, but the wastegate opening is larger to relieve boost creep issues. . It can be found on both base STI's and STI Limited's. The VF43 utilizes a thrust bearing design and the P18 exhaust housing. The difference between the VF43 and the VF39 used previously on STI's is the size of the wastegate. The VF43 has a larger wastegate designed to reduce boost creep issues.

Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles that utilize this turbo aftermarket.

IHI VF36

(430cfm, 250-325whp, Modification Required)

This is the standard equipment turbocharger used on the JDM V8-V9 Subaru Impreza WRX STI Spec-C Type RA. The VF36 is a twin-scroll turbocharger that utilizes a ball bearing design, a P25 exhaust housing, and Titanium (possibly TiAl?) compressor wheel for improved spool. It is essentially a fast spooling VF34.

Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

IHI VF37

(430cfm, 250-325whp, Modification Required)

This is the standard equipment turbocharger used on the JDM V8-V9 Subaru Impreza WRX STI. The VF37 is a twin-scroll turbocharger that utilizes a thrust bearing design and a P25 exhaust housing. It is essentially a fast spooling VF30.

Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

IHI VF35

(425cfm, 250-325whp, Bolt-On)

This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX. The VF35 is similar to the VF34. It utilizes the same compressor housing and the same compressor inducer size. The differences are in the divided thrust-bearing design and the P15 exhaust housing. This allows the VF35 to spool slightly quicker than the VF34 at the cost of less top-end performance.

Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

IHI VF23

(425cfm at 18psi, 250-325whp, Bolt-On)

This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX STi 22b. The VF23 is a ball bearing turbocharger that utilizes the P20 exhaust housing like the VF22. This housing is mated with the smaller compressor housing of the VF24 for fast response and excellent low and mid-range performance. It does not have the same top end power of the VF22, but spools up slightly quicker.

Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

IHI VF24

(410cfm at 18psi, 250-325whp, Bolt-On)

This is the standard equipment turbocharger used on the JDM V4 Subaru Impreza WRX STi. 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 Impreza's with automatic transmissions and Group-N rally cars.

Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

IHI VF29

(410cfm at 18psi, 250-325whp, Bolt-On)

This is the standard equipment turbocharger on the JDM V6 Subaru Impreza WRX STi. The VF29 is nearly identical to the VF24, with the same compressor and exhaust housings. However, the compressor wheel in the VF29 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. Has a different location for the pressure hose on the wastegate actuator.

Expect to achieve full boost with the proper mods and a quality tune between 2900-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

16G TD05H + 18G & 20G

There are several versions of the 16G TD05H. The three that you are most likely to find are the Standard 16G, Big 16G and Super 16G.

The exact specifications are going to vary on the turbo builder (e.g. GTPumps, Deadbolt, Turbochargers.com, Forced Performance, Blouch etc.)

The Standard 16G TD05H

~(520cfm, 33.5 lb/min, 275-330whp, Bolt-On)

The Standard 16G's compressor is rated at 33.5 lbs/minute which is slightly smaller that the VF22 but the Standard 16G comes with 7cm turbine housing which flows better than the VF22's P20. The better flow allows the Standard 16G to produce number close to the VF22. The 16G will produce between 285 and 300 WHP on a 2.0L.

The Big 16G TD05H (GTPumps GTPS01)

~(525cfm, 34 lb/min, 275-340whp, Bolt-On)

The Big 16G's compressor is rated at 34 lbs/minute which is only slightly better than the Standard 16G. The difference is how much faster the flow starts to come on with the Big 16G over the Standard 16G. The ability to move more air sooner makes the Big 16G more responsive during on-boost, off-boost, on-boost transitions. The Standard 16G will spool to full boost quicker but the Big 16G has better recovery once you drop below full boost. The Big 16G will produce between 295 and 315 WHP on a 2.0L.

The Super 16G TD05H

~(585cfm, 37 lb/min, 275-370whp, Bolt-On)

The Super 16G is just what it says, super. It's compressor is rated at 37 lbs/minute and it is still only a 16G. This is the super flyweight contender on the Mitsubishi line. Mitsubishi has made several special versions of this turbo for motorsports applications. It's will spool up slower than any of the other 16G's BUT once the boost hits all is forgiven. The Super 16G will produce between 310 and 325 WHP on a 2.0L.

18G TD05H

~ (590cfm, 39 lb/min, 275-390whp, Bolt-On)

The 18G is a very versitile turbo. It is rated at 39 lbs/minute and has very good spool up. The key to this turbo is the balance between size and response. The 18G TD05H is well suited to a 2.0L engine and has the capacity to max out all of the non-built EJ20's. Stock STI EJ25's love the 18G and I feel that this is the turbo the car should have come with from the factory. On a 2.5L the spool up is amazing! The 18G TD05H will produce between 315 and 330 WHP on a 2.0L. On a 2.5L the 18G TD05H will make between 325 and 350 WHP.

18G TD06H

~ (40 lb/min, 325-400whp, Bolt-On)

The 18G TD06H has the same compressor as the 18G TD05H but a larger turbine wheel. The larger wheel adds some lag but helps hold boost better in the upper part of the RPM range. On a 2.0L the 18G TD06H will be laggy but will have a pretty insane rush up top. I woulds expect to see 320 to 340 WHP on a 2.0L. On a 2.5L the bigger turbine is a blessing. The 2.5L gets maximum benefit from the TDo6H wheel and should be good for between 335 to 360 WHP.

20G TD05H (GTPumps GTPS02)

~(640cfm, 44.5 lb/min, 325-440whp, Bolt-On)

Here is where is starts to get really good. The 20G TD05H is probably the best all around turbo that you will come across for a street car. On a 2.0L this sucker is going to be laggy but once that 44.5 lbs/minute compressor gets going you better be hanging on. 335 to 350 WHP shouldn't be out of the question for this turbo on a 2.0L. The 20G TD05H on a 2.5L is the start of the march to the 400 WHP barrie. On an STI 2.5L the 20G TD05H is good for 345 to 375 WHP.

20G TD06H

~(44 lb/min, 325-440whp, Bolt-On)

The same as with the 18G the 20G family is available with an optional TD06H turbine wheel. This is the wheel that really pushes the performance of the 20G to the next level. On a 2.0L I am almost positive that this turbo would be really laggy. The turbine is just not well suited to the EJ20. expect to make 340 to 370 WHP on a 2.0L but the power will come on really late. I would only put this turbo on a 2.0L is you intent to drag race it. Now the STI 2.5L is a different story. The 20G TD06H is one of my favorite turbos for this car. The added .5L really helps to offset the bigger turbine and takes full advantage of it. The 20G TD06H should be good for 360 to 390 WHP on a 2.5L.

20G TD06H(SL2) (GTPumps GTPS03)

~(44 lb/min, 325-440whp, Bolt-On)

The TD06SL2 is a completely different beast to the regular TD06. It was designed by Mitsubishi for Trust and has a very light wheel so spools up very quickly. This is the second generation one which has clipped wheels and a few other tricky bits. Expect to get similar power levels as with using a normal 20G-TD06 but expect to make the power a little easier and with less lag.

[Guest S T E Y E]

hmm so the specs say the td05 16g is way better than a vf22??

has anyone here had any experience with both turbos on the same engine with same mods?? just to see how different the turbos are to drive?

[Guest]

 hijacka said:

After owning acouple td05h and endless searching the web for specs i found that the tdo5h that ended with the part number 90 are standard td05 and the ones that end with the part number 91 or 92 are big tdo5..heres a chart from another forum that might be of use, but its getting old now..

Just a quick side note: i couldnt go back to a tdo5h after a vf22.

[Guest S T E Y E]

yea so he wouldnt get a td05 after having a vf22??

why is this tho?

does a td05 lag more than a vf22?

[Guest]

 S T E Y E said:

hmm so the specs say the td05 16g is way better than a vf22??

Given your new to subarus - that list of specs is about 10 years old and been copied and pasted quite abit so some of the blurb is not so accurate.

As far as power goes - id rate both turbos pretty similar. No idea about spool

Again just because a turbo has a big compressor wheel does not mean its going to make more power.

[Guest S T E Y E]

im not new to subarus...its ben soo long since ive owned one iv forgotton most things about them lol....

got all this nissan junk stored away in my head lol....needa update it all hahha

[slystiguy]

pretty sure td05 doesn't take long to spool, but depends on which one i guess, mine starts at about 2800 an full boost by like 3300/3500 - struggles abit after 5500 though

[WRXER]

Yeah depends on the setup and supporting modifcations. On my previous v2 wrx, it didn't spool fully til 4500 rpm but had one hell of a kick. However my current v1 wrx with a td05/18g compressor wheel + shiteload of mods has a nice power curve and is at full boost by 3800rpm.