how big is a vf24?
Thread Starter
Big Baller
iTrader: (1)
Joined: Nov 2002
Posts: 1,821
From: Washington
Car Info: 93 BG5, 00&01 GM6, 06LGT, 07STi
how big is a vf24?
WRX guys, I need help. If I'm going to use WRX components to turbo my EJ25, I need to find a good turbo. I'm under the impression that whatever turbo I would use for my RS is what I should use for a 2.5L WRX. So... what IHI turbo do I get? Stock is WAAAY to small.
Sean says the VF22 has old *****.
So which is it?
Help me please.
Sean says the VF22 has old *****.
So which is it?
Help me please.
Registered User
Joined: Nov 2002
Posts: 1,780
From: San Diego
Car Info: Boosted Geo Prizm
A VF22 is old yes, in terms of technology. But it is still one of the largest IHI turbos that puts out lots of power for many folks.
Here is a cut and paste from another thread I found
Here is a cut and paste from another thread I found
VF22
WRX Japanese domestic market
Best turbo for high output engine. Highest capacity of all IHI “STi” turbo’s. OK for high boost or stroker engines. Best fitted with cars that at least have a front mount intercooler. Not recommended for really big boost stroker engines or cars that run over 25 psi boost. Same Turbine housing and wheel as a VF23 (20) with larger Compressor housing. Only fit this turbo if you have at least an exhaust, front mount intercooler and air inlet mods. Its good also if you plan internal engine mods. This turbo has the most lag of all the VF series.
VF23
Sti Ver 3 June 1996
Good all round turbo with straight inlet path Same compressor housing and wheel as a VF24 with larger Turbine housing (20) Great turbo for mildly modified cars and those who are unsure of their plans for the future
VF24
STi ver 4, June 1997
Common for Group N rally cars and has good bottom end. Not recommended for stroker engines or engines with high boost (over 17 psi) as turbo is small and can over speed. Same compressor housing and wheel as a VF23 with smaller Turbine housing (18) Best turbo for Auto’s and cars that want the best bottom end and least lag.
VF28
STi Ver 5, June 1998.
Basically the same as VF24
VF29
WRX Japanese domestic market
Basically the same as VF24 except has a different location for the pressure hose on the waste gate actuator Compressor wheel is slightly different.
VF30
STi ver 7 Oct 2000
• Compressor Seal Material, Synthetic Mica + Teflon
• Waste gate open pressure 78 Kpa
• Max turbine Speed 165000 Rpm
• Compressor Rotor sizes 60 / 46.5 mm
• Turbine Rotor size 53 / 48 mm
• Max target boost 113Kpa 16.4 psi (see notes below)
A totally new design and shape “VF” series turbo Common on Group A rally cars where more capacity is required than is possible with the VF24. Good turbo as compromise between the VF23 and VF22, as it has the same size turbine housing as a VF24 and a compressor housing similar to a VF 22 A relatively new turbo to the market and still being “tried and tested” early indications are it will replace the VF 23, with slightly more capacity. Current tests show this turbo will pump up to 25 PSI, but its designed to do so at low rpm, rally car use with restrictors and such limit this and with a 34 mm restrictor max boost is 22psi
VF34
STi ver 7 Jan 2002
A updated design and shape “VF” series turbo off the STi RA type C spec At time of latest update, information confirms similar specifications to VF30, however the VF34 has further improvements to Compressor seal. Limited info as at this time
Garret 400 HP
Bolts to manifold ok, but requires some modifications to fit due to size of compressor housing. Also requires minor mods to oil drains and supply lines. Should only be fitted with at least a Electronic Boost controller and works best with a whole new ECU Designed for cars that are going to run over 20 psi and produce over 200Kw at the wheels (4WD 4th gear)
Garret 450 – 500HP
Similar spec to 400 hp just bigger! Bolts to manifold ok, but requires some modifications to fit due to size of compressor housing. Also requires minor mods to oil drains and supply lines. Should only be fitted with at least a Electronic Boost controller and best with a whole new ECU For cars that are going to run in excess of 20 psi and over 200Kw at the wheels (4WD 4th gear), IE Stroker’s, big head work and CAMs.
WRX Japanese domestic market
Best turbo for high output engine. Highest capacity of all IHI “STi” turbo’s. OK for high boost or stroker engines. Best fitted with cars that at least have a front mount intercooler. Not recommended for really big boost stroker engines or cars that run over 25 psi boost. Same Turbine housing and wheel as a VF23 (20) with larger Compressor housing. Only fit this turbo if you have at least an exhaust, front mount intercooler and air inlet mods. Its good also if you plan internal engine mods. This turbo has the most lag of all the VF series.
VF23
Sti Ver 3 June 1996
Good all round turbo with straight inlet path Same compressor housing and wheel as a VF24 with larger Turbine housing (20) Great turbo for mildly modified cars and those who are unsure of their plans for the future
VF24
STi ver 4, June 1997
Common for Group N rally cars and has good bottom end. Not recommended for stroker engines or engines with high boost (over 17 psi) as turbo is small and can over speed. Same compressor housing and wheel as a VF23 with smaller Turbine housing (18) Best turbo for Auto’s and cars that want the best bottom end and least lag.
VF28
STi Ver 5, June 1998.
Basically the same as VF24
VF29
WRX Japanese domestic market
Basically the same as VF24 except has a different location for the pressure hose on the waste gate actuator Compressor wheel is slightly different.
VF30
STi ver 7 Oct 2000
• Compressor Seal Material, Synthetic Mica + Teflon
• Waste gate open pressure 78 Kpa
• Max turbine Speed 165000 Rpm
• Compressor Rotor sizes 60 / 46.5 mm
• Turbine Rotor size 53 / 48 mm
• Max target boost 113Kpa 16.4 psi (see notes below)
A totally new design and shape “VF” series turbo Common on Group A rally cars where more capacity is required than is possible with the VF24. Good turbo as compromise between the VF23 and VF22, as it has the same size turbine housing as a VF24 and a compressor housing similar to a VF 22 A relatively new turbo to the market and still being “tried and tested” early indications are it will replace the VF 23, with slightly more capacity. Current tests show this turbo will pump up to 25 PSI, but its designed to do so at low rpm, rally car use with restrictors and such limit this and with a 34 mm restrictor max boost is 22psi
VF34
STi ver 7 Jan 2002
A updated design and shape “VF” series turbo off the STi RA type C spec At time of latest update, information confirms similar specifications to VF30, however the VF34 has further improvements to Compressor seal. Limited info as at this time
Garret 400 HP
Bolts to manifold ok, but requires some modifications to fit due to size of compressor housing. Also requires minor mods to oil drains and supply lines. Should only be fitted with at least a Electronic Boost controller and works best with a whole new ECU Designed for cars that are going to run over 20 psi and produce over 200Kw at the wheels (4WD 4th gear)
Garret 450 – 500HP
Similar spec to 400 hp just bigger! Bolts to manifold ok, but requires some modifications to fit due to size of compressor housing. Also requires minor mods to oil drains and supply lines. Should only be fitted with at least a Electronic Boost controller and best with a whole new ECU For cars that are going to run in excess of 20 psi and over 200Kw at the wheels (4WD 4th gear), IE Stroker’s, big head work and CAMs.
that's from MRT's website.
remember, .... the vf22 may be the biggest of the vf series, but it's still small. I have read about the vf22 failing more often than the other IHI turbos also, I assume b/c of the old design.
Dom, why are you going the route of using WRX components to put on your RS? cost? just curious.
If I were going to turbo a 2.5l (****, if I were going to buy an aftermarket turbo), then I would stay away from the bolt on WRX IHI turbos, .... just too small!! There are plenty others out there, and I think a EJ25 would eliminate some of the 'lag' problems that you might see with an EJ20.
remember, .... the vf22 may be the biggest of the vf series, but it's still small. I have read about the vf22 failing more often than the other IHI turbos also, I assume b/c of the old design.
Dom, why are you going the route of using WRX components to put on your RS? cost? just curious.
If I were going to turbo a 2.5l (****, if I were going to buy an aftermarket turbo), then I would stay away from the bolt on WRX IHI turbos, .... just too small!! There are plenty others out there, and I think a EJ25 would eliminate some of the 'lag' problems that you might see with an EJ20.
Thread Starter
Big Baller
iTrader: (1)
Joined: Nov 2002
Posts: 1,821
From: Washington
Car Info: 93 BG5, 00&01 GM6, 06LGT, 07STi
main reason is options.
If I have all the EJ20 stuff then it's easy to get FMICs, exhaust systems, better ECUs, etc.
Plain fact is the aftermarket for the EJ20 is MUCH larger than anything I could dream of for a EJ25.
Also, the EJ20s DOHC heads will lower my compression so I can put more boost safely... within the limits of my open deck block of course.
FIxing my cam is going to run about 750 dollars(at least). That's 750 I could put somewhere else like headers- which will be good for me with the extra displacement.
Cost is going to be about the same no matter which route I go. I already made 3 lists of my options and the price is within' 600 bucks for all three. I'm droppin' almost 5 grand no matter how I look at it. You know I won't be happy with just plain ol' stock WRX power.
If I have all the EJ20 stuff then it's easy to get FMICs, exhaust systems, better ECUs, etc.
Plain fact is the aftermarket for the EJ20 is MUCH larger than anything I could dream of for a EJ25.
Also, the EJ20s DOHC heads will lower my compression so I can put more boost safely... within the limits of my open deck block of course.
FIxing my cam is going to run about 750 dollars(at least). That's 750 I could put somewhere else like headers- which will be good for me with the extra displacement.
Cost is going to be about the same no matter which route I go. I already made 3 lists of my options and the price is within' 600 bucks for all three. I'm droppin' almost 5 grand no matter how I look at it. You know I won't be happy with just plain ol' stock WRX power.
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