vf34 vs big 16g
Hope this helps.....
Turbo Type ----------- Approx flow @ pressure
02-04 Stock Turbo ---------- 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
IHI VF-30/34 --------- 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
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
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
Turbo Type ----------- Approx flow @ pressure
02-04 Stock Turbo ---------- 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
IHI VF-30/34 --------- 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
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
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
iClub Silver Vendor
iTrader: (12)
Joined: Mar 2003
Posts: 8,228
From: 631 Railroad Ave. Fairfield, CA
Car Info: A Laptop
One thing to note here is that the rated cfm does not directly dictate the performance you will actually be able to achieve in your particular application.
This cfm rating of the particular compressors used in these hybrid turbos is not enough information to judge the real world performance and power levels that the turbo as a whole can provide.
Also remember that the fuel octane used has a lot to do with how much you can safely get out of some of the larger turbos. Most of the "g" series turbos tend to hit their sweet spots at significantly higher boost levels.
To the OP, my personal preference for upgrading 2.5l WRX's are the VF series turbos for most street driven cars. They tend to make great power with unmatched response at moderate boost levels and still have some good kick left for higher boost and octane. Reliability on the VF turbos is great and although some models are supposedly not rebuildable, they don't tend to fail nearly as much as the hybrid mitsu based turbos. It usually takes one of the bigger 16g or 18g turbos to make the same power as a VF3x on pump gas, but the VF will out spool both.
Thanks
This cfm rating of the particular compressors used in these hybrid turbos is not enough information to judge the real world performance and power levels that the turbo as a whole can provide.
Also remember that the fuel octane used has a lot to do with how much you can safely get out of some of the larger turbos. Most of the "g" series turbos tend to hit their sweet spots at significantly higher boost levels.
To the OP, my personal preference for upgrading 2.5l WRX's are the VF series turbos for most street driven cars. They tend to make great power with unmatched response at moderate boost levels and still have some good kick left for higher boost and octane. Reliability on the VF turbos is great and although some models are supposedly not rebuildable, they don't tend to fail nearly as much as the hybrid mitsu based turbos. It usually takes one of the bigger 16g or 18g turbos to make the same power as a VF3x on pump gas, but the VF will out spool both.
Thanks
Registered User
iTrader: (46)
Joined: Nov 2006
Posts: 8,803
From: "Streets Closed, Pizza Boy"
Car Info: www.pinoymamba.tumblr.com
One thing to note here is that the rated cfm does not directly dictate the performance you will actually be able to achieve in your particular application.
This cfm rating of the particular compressors used in these hybrid turbos is not enough information to judge the real world performance and power levels that the turbo as a whole can provide.
Also remember that the fuel octane used has a lot to do with how much you can safely get out of some of the larger turbos. Most of the "g" series turbos tend to hit their sweet spots at significantly higher boost levels.
To the OP, my personal preference for upgrading 2.5l WRX's are the VF series turbos for most street driven cars. They tend to make great power with unmatched response at moderate boost levels and still have some good kick left for higher boost and octane. Reliability on the VF turbos is great and although some models are supposedly not rebuildable, they don't tend to fail nearly as much as the hybrid mitsu based turbos. It usually takes one of the bigger 16g or 18g turbos to make the same power as a VF3x on pump gas, but the VF will out spool both.
Thanks
This cfm rating of the particular compressors used in these hybrid turbos is not enough information to judge the real world performance and power levels that the turbo as a whole can provide.
Also remember that the fuel octane used has a lot to do with how much you can safely get out of some of the larger turbos. Most of the "g" series turbos tend to hit their sweet spots at significantly higher boost levels.
To the OP, my personal preference for upgrading 2.5l WRX's are the VF series turbos for most street driven cars. They tend to make great power with unmatched response at moderate boost levels and still have some good kick left for higher boost and octane. Reliability on the VF turbos is great and although some models are supposedly not rebuildable, they don't tend to fail nearly as much as the hybrid mitsu based turbos. It usually takes one of the bigger 16g or 18g turbos to make the same power as a VF3x on pump gas, but the VF will out spool both.
Thanks
Registered User
iTrader: (8)
Joined: Aug 2006
Posts: 3,143
From: SF Bay Area
Car Info: '02 WRX wagon
well if you can get a good deal for it, why not just buy it and resell it for the normal price it goes for. the vf34 is a pretty popular turbo upgrade, so i can't imagine it being hard for you to get rid of it. just my $.02
iClub Silver Vendor
iTrader: (12)
Joined: Mar 2003
Posts: 8,228
From: 631 Railroad Ave. Fairfield, CA
Car Info: A Laptop
For the 2.0 on 91 Octane there is absolutely no reason to go with anything but a VF34/39 IMO. If you're running on race gas or meth injection and are all about the top end power, you can get some decent results with a td05-20g.
Thanks
Thanks
Thread Starter
In Russia, Title Choose You.
iTrader: (29)
Joined: Apr 2007
Posts: 5,858
From: Sacramento/Rancho
Car Info: Everywhere
One thing to note here is that the rated cfm does not directly dictate the performance you will actually be able to achieve in your particular application.
This cfm rating of the particular compressors used in these hybrid turbos is not enough information to judge the real world performance and power levels that the turbo as a whole can provide.
Also remember that the fuel octane used has a lot to do with how much you can safely get out of some of the larger turbos. Most of the "g" series turbos tend to hit their sweet spots at significantly higher boost levels.
To the OP, my personal preference for upgrading 2.5l WRX's are the VF series turbos for most street driven cars. They tend to make great power with unmatched response at moderate boost levels and still have some good kick left for higher boost and octane. Reliability on the VF turbos is great and although some models are supposedly not rebuildable, they don't tend to fail nearly as much as the hybrid mitsu based turbos. It usually takes one of the bigger 16g or 18g turbos to make the same power as a VF3x on pump gas, but the VF will out spool both.
Thanks
This cfm rating of the particular compressors used in these hybrid turbos is not enough information to judge the real world performance and power levels that the turbo as a whole can provide.
Also remember that the fuel octane used has a lot to do with how much you can safely get out of some of the larger turbos. Most of the "g" series turbos tend to hit their sweet spots at significantly higher boost levels.
To the OP, my personal preference for upgrading 2.5l WRX's are the VF series turbos for most street driven cars. They tend to make great power with unmatched response at moderate boost levels and still have some good kick left for higher boost and octane. Reliability on the VF turbos is great and although some models are supposedly not rebuildable, they don't tend to fail nearly as much as the hybrid mitsu based turbos. It usually takes one of the bigger 16g or 18g turbos to make the same power as a VF3x on pump gas, but the VF will out spool both.
Thanks
iClub Silver Vendor
iTrader: (12)
Joined: Mar 2003
Posts: 8,228
From: 631 Railroad Ave. Fairfield, CA
Car Info: A Laptop
this is by far the smartest/most informative/best post of the whole thread. i aprecieate it tremendously man, and i think you just helped me make my decision....i have both lying around in my garage right now (vf34 and an evo3 big 16g) and looks like the 16g will be going up for sale as it has more mileage and costs more (what i paid for it as opposed to the vf34) and will not be able to provide a significant power increase over the 34 that would justify the higher cost. once again, thanx again everybody and most of all ED
Thanks
VIP Member
Joined: Mar 2003
Posts: 2,023
From: Phoenix, AZ
Car Info: Subaru Impreza WRX 2002
Examples:
Cracked VF39
Another cracked turbo
Last edited by meilers; Sep 23, 2007 at 05:22 PM.
Registered User
iTrader: (10)
Joined: Mar 2006
Posts: 2,498
From: Dublin, California
Car Info: 09 STi, 10 Cayman S
Dude...so many 39's have cracks its not even funny. Its a community accepted truth. And how are you raining on his parade? Unless I missed the fact that the 34 he got has a crack in it...I don't see the problem?
Thread Starter
In Russia, Title Choose You.
iTrader: (29)
Joined: Apr 2007
Posts: 5,858
From: Sacramento/Rancho
Car Info: Everywhere
the 34 i have does not have a crack in it, and as far as i know the 34's are not known to crack like the 39's...something different about their hotside...correct me if im wrong.....ive only heard of 2 cracked 34's for the whole time i have been researching these turbo's as opposed to 1 out of 4 of the 39's being cracked....
VIP Member
Joined: Mar 2003
Posts: 2,023
From: Phoenix, AZ
Car Info: Subaru Impreza WRX 2002
It puts a little dent in the idea that the IHI turbos are bulletproof, does it not? I'm just wondering why it happens; that seems like an odd fail point to me. I also don't see why the VF34 has become a turbo more expensive than even the APS SR series. $1,100? I could go through three 16gs and still not hit that.
Last edited by meilers; Sep 23, 2007 at 09:20 PM.
iClub Silver Vendor
iTrader: (12)
Joined: Mar 2003
Posts: 8,228
From: 631 Railroad Ave. Fairfield, CA
Car Info: A Laptop
It puts a little dent in the idea that the IHI turbos are bulletproof, does it not? I'm just wondering why it happens; that seems like an odd fail point to me. I also don't see why the VF34 has become a turbo more expensive than even the APS SR series. $1,100? I could go through three 16gs and still not hit that.
As far as pricing, the 34 is certainly the most expensive out of the bunch but you can still find deals on them for around $850-950 if you look hard. You can get VF30's and VF22's significantly cheaper because of the less advanced bearing system. In terms of performance and reliability they're very similar.
Now as far as going through three 16g's, factor in labor for the swaps, time wasted on swapping the turbo's, other potential failures due to oil starvation, etc, and you'll quickly see that its much more advantageous to have one very reliable turbo rather than a turbo you expect to rebuild or swap on a regular basis
.Thanks
Registered User
iTrader: (10)
Joined: Mar 2006
Posts: 2,498
From: Dublin, California
Car Info: 09 STi, 10 Cayman S
It puts a little dent in the idea that the IHI turbos are bulletproof, does it not? I'm just wondering why it happens; that seems like an odd fail point to me. I also don't see why the VF34 has become a turbo more expensive than even the APS SR series. $1,100? I could go through three 16gs and still not hit that.
.