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Old 02-22-2007, 04:42 AM   #126
Jaylyons1
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I'm still interested to see if i can feel any difference with the VF-43 turbo. Getting it installed on my 05 STi since my old one crapped out on me.
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Old 02-22-2007, 03:14 PM   #127
WRXRallyBlue
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You probably won't notice a difference. Let us know.
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Old 02-27-2007, 08:42 PM   #128
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bump, blouch added a new turbo.

http://blouchturbo.com/turbos/Subaru...minator_2.5R_/

Subaru WRX/STi Dominator 2.5R "Polka Pickle"Full Ball Bearing Turbocharger
Application: Subaru WRX / STi
Horsepower: 475 HP
Bolt On: Yes
Yes, the name is a bit of a stretch but the performance of the WRX/STi Dominator 2.5R leaves nothing to the imagination! The turbo experts at Blouch Performance have teamed up with Garrett Performance Turbo to bring you cutting edge Garrett GT efficiency and ball bearing response in a bolt-on package for your WRX/STi complete with stainless steel turbo oil feed line and steel oil drain tube and coolant lines.

The WRX/STi Dominator 2.5R features a state-of-the-art Garrett GT compressor design supporting 47 lb/min maximum combined with a race proven GT turbine design in a custom WRX/STi ported turbine housing with enlarged wastegate port to facilitate boost control via internal gate. Adjustable upgrade actuator is standard issue on the "Polka Pickle" and is pre-calibrated to operate at 15 PSI unless otherwise specified (upgrade actuators are available in incremental pressures from 9 PSI to 19 PSI).

No need to rotate the mount for this bad cucumber-the WRX/STi Dominator 2.5R "Polka Pickle" is a complete bolt-on package that utilizes the stock compressor inlet pipe and requires no modification to oil, coolant, intake and exhaust connections for installation.

When you see this cutting edge Subaru bolt-on appear on our competitors' website, just remember where you saw it first-at the home of performance turbocharger innovation-Blouch Performance Turbo!

Waiting for reviews on this thing.
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Old 03-01-2007, 03:04 AM   #129
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Should be a good green/superzilla competitor.
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Old 03-03-2007, 06:55 AM   #130
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very well post
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Old 03-04-2007, 08:45 PM   #131
JonnyRex04
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Very nicely done! Keep up the good work!
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Old 03-05-2007, 11:12 PM   #132
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thanks, this thread is very helpful
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Old 03-05-2007, 11:34 PM   #133
WRXRallyBlue
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Good to hear
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Old 03-12-2007, 02:07 PM   #134
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Waiting on info for the Dominator 2.5R!!!
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Old 03-14-2007, 12:14 AM   #135
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wow...this will be very helpful later! way to go y'all!
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Old 03-20-2007, 02:42 PM   #136
WRXer 4 Life
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Thank you for this amazing info. I was just wondering, what is the difference between cfm and lb/min? also, Why if the FP 16G is a smaller turbo and is not ball bearing, capable of just as much or more hp than a SBR GT-10? Which is a ball bearing.
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Old 03-20-2007, 05:04 PM   #137
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Quote:
what is the difference between cfm and lb/min?
They are both measures of the turbos mass flow of air per time.
One CF/Min is approximately 0.07 lb of air per minute.
This would be under standard conditions. Many turbo compressor maps specify what the temperature and pressure conditions were for the developement of the map.

Garrett uses an inlet temp of about 85 deg F, and a depression of .5 psi below standard atmospheric pressure on their maps, so 85 deg F, and 14.2 psia at the inlet would be the standard conditions for the Garrett compressor maps.

Mitsubishi uses about 20 deg C if I remember correctly and an inlet pressure of 14.5 psi (some of their maps quote other temperatures).

In most cases the differences are not terribly critical and for practical purposes you can just use .07 lb/min ~= 1 CFM and you will be close enough for comparison purposes. It takes about 1.45 CFM of air flow to make 1 hp or approximately 10 hp can be made for each lb/min of air flow.


There are so many variables in turbo comparisons that any two turbos that are within about 10% of each other are essentially equal for the purposes of power output potential, and you should look at other issues like bolt pattern, inlet diameter, spool characteristics etc. to determine which is best for your need.

To do it right you need to get a full compressor map for the turbo compressor and find out the standard conditions for the compressor map and then determine true operating conditions in use (ie inlet air temp and pressure at the inlet) then use the correction formulas to figure out the "corrected air flow".

Larry
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Old 03-21-2007, 01:04 AM   #138
WRXRallyBlue
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Thanks, Larry.

Rob
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Old 03-24-2007, 04:01 AM   #139
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BTW guys, I occasionally look back through the thread (because I often read my own thread to do research ) and notice that some information is dated or a link is no longer valid, etc. If you notice this, just let me know and I'll fix it.
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Old 03-28-2007, 04:47 PM   #140
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I'm going to build my own out of plumbing parts suckers
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Old 04-02-2007, 09:03 PM   #141
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Quote:
Originally Posted by Sharky NRK View Post
also I may be wrong but I think the VF39 doesn't have the P15 housing, I have heard P17 and I think deadbolt said he has seen them with P18s

Gruppe-S says the same thing:

Quote:
Originally Posted by Gruppe-S View Post
Early 04 STI and some non-OEM production VF39's had the P17 hotside. The majority of VF39's are fitted with the P18 hotside.

Gary
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What gives...
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Old 04-03-2007, 03:04 AM   #142
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Quote:
Originally Posted by sponaugle View Post
Gruppe-S says the same thing:

Quote:
Originally Posted by Gruppe-S
Early 04 STI and some non-OEM production VF39's had the P17 hotside. The majority of VF39's are fitted with the P18 hotside.

Gary
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What gives...
Not a clue.. If you find a conclusive answer, please let me know.
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Old 04-03-2007, 03:06 AM   #143
WRXRallyBlue
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Quote:
Originally Posted by TribecaAussie View Post
Does anyone know if I can turbocharge for Tribeca ? Thanks
Turbocharging a Tribeca is possible, I suppose. The cost and effort to do so would be monumental and, in my mind at least, not worth it.
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Old 04-08-2007, 12:00 AM   #144
nhsilversti
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the 2nd time im posting in this thread and bragging!!!!!! you will need to update the link in the OP.


as of a few hours ago a new tune is in the car and done on a dynodynamics dyno at KTR performance. mods are the same as before but just to clarify as i did not list all items last time.....

fp green internal gate
hyperflow TMIC
aquamist WI (now 50/50 water/meth)
gt-spec header
pe 850's
ecutek
20.5psi
fujitsubo rma-01
daddys CATTED dp
acpt carbon fiber driveshaft
pump gas

my scanner is dead, ill get the plot up soon
pulls started at 2800rpms

2800rpm 135hp 252tq
3k 190hp 300tq
3200 200hp
3500 252hp 385tq (peak)
5k 360tq
5600 356.9hp(peak)



ted

Last edited by nhsilversti; 06-05-2008 at 11:03 PM.
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Old 04-08-2007, 02:09 PM   #145
WRXRallyBlue
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Ok, I fixed it. Stop harassing me
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Old 04-09-2007, 01:35 PM   #146
ami2fst4u
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Damn Ted I ain't got sh%t on you now. I'm catless, running 22lbs and external wastegate making 352whp/365wtq (Nov. 05'). Though, I'm still rocking the old tune that Franz never finished (when my clutch blew while tuning).

Either way rock on like it's 1999....

Rick

Quote:
Originally Posted by nhsilversti View Post
the 2nd time im posting in this thread and bragging!!!!!! you will need to update the link in the OP.

2800rpm 135hp 252tq
3k 190hp 300tq
3200 200hp
3500 252hp 385tq (peak)
5k 360tq
5600 356.9hp(peak)
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Old 04-09-2007, 02:45 PM   #147
WRXRallyBlue
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Quote:
Originally Posted by nhsilversti View Post
as of a few hours ago a new tune is in the car and done on a dynodynamics dyno at KTR performance.
Why did you run less boost on the meth/water map?
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Old 04-20-2007, 03:17 PM   #148
elnino334
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I have a VF34
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Old 04-23-2007, 11:03 PM   #149
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very informative thankyou.
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Old 04-23-2007, 11:06 PM   #150
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Originaly coming from the DSM camp (still own one) and all of my friends have high hp evo's I don't understand why a lot of these turbos seem to make so much less hp on the suby 2.0. Any fairly indepth explanation would be great. Thanks.
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