i have a my00 uk turbo standard bar a full decat, looking at getting it ecutek'd but iv seen a new vf35 turbo up for sale for £230 and wondering if changing the little td04 to this would make a difference to performance? what car is this turbo fitted to as standard and is it a good unit? what sort of power can it run after being mapped? would my standard injectors be ok with it? thanks.

 

I think the VF35 are of the bugeyes? I would personally go for VF24 as it will be cheaper & not far off from the 35 performance wise. If you have 440cc in the UK spec then the injectors will max out at about 330ish or maybe more with a FPR. If you have 380cc then it will be less. The VF35 will max out between 330-340ish.

 

vf 35 will be a good upgrade, only real common turbo that will be better is a vf34.

should see 330bhp, wont need injectors and wont need fuel pressure reg. you will need an uprated fuel pump though.

also additional supporting mods will be an advantage, also will def need mapping once its fitted.

vf35 is of blob sti's

 

hmmm....im tempted to go down the route of the andy forrest hybrid td04, like the really early spool up and 300bhp would be more than enough, along with harvey ported headers and uppipe, decisions decisions.

 

Sounds to me 300bhp would not be enough for you if your looking at harveys headers and up pipe, sounds a little overkill.

I personally went down this route to attempt the 350bhp marker without maxing everything out. VF30, STI Pink Injectors, STI TMIC, STI Up pipe, 3" full decat, Walbro with standard headers, I also never finished the project off before I sold the car which inc not fitting Ported headers. The car was making around 320+ without the last map tweak and headers fitted. It all depends what you want to do with the car. I believe headers give you the quicker spool and added torque.

HTH
Rob

 

Be worth buying a 3 port for what they cost

 

what about a vf28?
Ive got a vf34 on my 2 litre classic an its no where near as responsive low down as the Vf28 on my sti5.
Think the Vf34 was originaly fitted to the 2.5 litre cars?

 

vf35 is a good direct upgrade for my99 turbo. ive done this myself and car is running 315/320 make sure you get a low mileage one tho.

 

I,ve had both a Vf 28 and now a Vf 35 on my MY 00 UK Classic ,mapped with supporting mods. The Vf 35 is a good turbo for fast road use with minimal lag.

 

I am lost here there are that many turbos, So what would i go for in my 00 uk turbo WRX

 

My old 99 uk turbo was fitted with a vf28 and i changed to a vf35 i was well pleased with the change, its a great turbo for road use you will be happy with the difference assuming your changeing from a standard td04 to a vf35 with supporting mods etc, go for it!

 

i had the same prblem when i upgraded my wrx blob.
this is what i found..
Hijacked this mate from another thread:
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
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.

PE 1818 The 1818 supposedly comes on boost extremely fast...which make it great for road racing or aggressive driving (remember to be responsible :^). The 1818 maxes out somewhere between 350-375 hp.

PE 1820 The 1820 is larger than the 1818 and is capable of running more boost, but at the expense of more turbo lag. Expect it not attain full boost until you have passed 4000 rpm. However, it can be tuned to 400+ hp.



IHI & Garret Turbo Specs
Model Type Compressor Inlet Diameter Compressor Housing Nominal Turbine Housing Turbine Approx A/R Compressor Wheel Blades Turbine Wheel Blades Waste Gate Actuator Turbine Casting ID & Batch
VF22 Roller Bearing 48.5 A 9.4 PZ20-H 94001 0.71 5 11 C395 H, H4
VF 23 Roller Bearing 46.7 B 9.4 PZ20-H 94001 0.71 6 11 C395 8psi TBA
VF 24 Roller Bearing 46.7 B 9.4 PZ18-H 94001 0.63 6 11 C418 8psi H, S4, 66
VF 30 Bronze Bearing 47.9 C 9.4 PZ18-H 94001 0.63 6 11 C484 H, S4, IC F55
VF 34 Roller Bearing

 

am i right in thinking from the last post here that the inlet on the compressor housing for a VF35 is 47.9mm? and does anyone know the outlet size of the compressor housing? im away from my car and trying to order mikalor clips and some new silicone and cant seem to find the diameters of the inlet and outlet on the compressor

any help would be great guys

 

Thread revival
Does anyone have direct comparison between vf24/vf28/vf29 and vf35? Especially I am interested which of these turbos is the fastest spooling / with better low end? How much difference is there?

 

It's a good question, but on what car with what spec?

 

I am interested in any direct comparison between these turbos (on the same car etc.). But preferably on 01-05 WRX (ej205), daily driven, with all supporting mods.

 

my 04 wrx made 354bhp and 365ftlbs with a vf35 turbo/de-cat/pink injectors/sti top mount and decent pump.

went like **** off a teflon stick

 

365ft-lbs - isn't it above level of ej205 engine, gearbox and clutch?
As I mentioned I am not about max numbers, 300-320bhp would be enough and 300-320lb-ft so any of these turbos should take me there
What I am interested in mostly is low down response of vf24/vf28 compared to vf 35, which of them is fastest spooling?

 

gearbox was fine, i had a version 6 sti box in it that was rebuilt by api impreza.

it spooled like crazy to be honest, i had rcm headers aswell and everything was heat wrapped. never did i think it spooled slowly.

i have a picture of the graph but photobucket is gay these days so cant upload it.

 

You can upload it directly from your local drive. Just click "Insert image" button, the image will be uploaded directly to SN.
Stock ej205 rods can handle 365lbft?

 

MY00 UK turbo with VF28. Ecutek remap, 100 cel sports cat, straight through centre section, 3-port boost solenoid, walbro 255, K&N air filter, WRX intercooler, single coil pack conversion.

 

Nick_cat thanks for the chart, it looks nice. Don't you have chart with your previous setup for comparison?
And how is it to drive on road compared to td04 setup? Especially on low rpm? Didn't you notice increased boost threshold after you have had vf28 fitted?

 

Unfortunately, I don't have a graph of the previous setup (TD04, Ecutek remap, 1.1 bar). At lower rpm it does feel flatter than with the TD04, I think the boost threshold has risen by about 500rpm. It now has max 1.4 bar - mid range more than compensates.

I went for a VF28 because I wanted to keep the car true to its 'classic' origins and it's also a ball-bearing turbo that apparently helps with spool, and sounds nice.

 

Somewhere in the Internet I managed to find 2 dyno charts from the same car (MY99) from the same dyno (Power Engineering, Uxbridge). I will not post them, cause I don't know who is the owner (copyrights, etc.), but here is a comparison between the lb-ft lines of td04 and vf28:
rpm td04 vf28
2000 170 170
2500 210 185
3000 260 240
3500 270 280
4000 270 295
Both charts have different scales so it is not easy to compare them directly, but it seems that both lines match each other at about 3250RPM and about 265lb-ft.
Very interested in how it would look like for a VF35.
Max numbers are: 284BHP/272lbft for TD04 and 309/296 for vf28 (peak boost 1.3bar) - max torque on vf28 does not look too impressive. So it's +9% HP and +9% in max values. I don't know what the supporting mods were and if they differ between these 2 setups.

Comparing that vf28 chart with Nick's one :
rpm Nvf28 vf28
2800 170 215
3000 200 240
3500 270 280
4000 315 295

Seems like 2 different turbos, butmaybe it is pointless between different dynos or possibly different gear..