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Old 05-10-2004, 09:05 PM   #26
Unabomber
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Lots of updating this evening. Other than a few minor tweaks, my only major update left will be compressor maps: where to find, how to read, how to choose what's right for you. Other than internet sources, any experts want to help out?

Again, input is welcome by any and all. I very much appreciate the accolades and I hope this post is a wonderful resource for many users!
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Old 05-13-2004, 12:08 PM   #27
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this thread has shown me the light.
thanks unabomber

do you have a FAQ for tuning?
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Old 05-13-2004, 12:41 PM   #28
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Quote:
Originally posted by STi City
do you have a FAQ for tuning?
He doesn't but it exists.

Basic: http://forums.nasioc.com/forums/show...hreadid=466979

More advanced: http://forums.nasioc.com/forums/show...hreadid=427570

These are both stickies on the Engine Management Forum.
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Old 05-13-2004, 03:32 PM   #29
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Quote:
Originally posted by STi City
do you have a FAQ for tuning?
Yeah, it call it, "pick up the phone and order Cobb Tuning products" tuning. I may seem smart here, but I prefer the "Tuning for Dummies" route that Cobb offers. This isn't a slight on their products by any means, but I am a plug and play kind of guy and their stuff suits me to a T. I am maxing out their stuff, so will probably upgrade to their Tuner version one day. You can add a TMIC, headers, or a port and polished turbo to their Stage 2. By next weekend, I will have all three! Noah at Cobb did this over the phone yesterday:



That being said, it would be NICE if someone would make up a tuning FAQ for those with interest. I also hope to update this post some more tonight as I have been lazy these last couple of days. Gotta pay for my custom title now!
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Old 05-13-2004, 03:42 PM   #30
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Hahaha. Congrats on the unique "FAQ Master" title. Your FAQ's are very good reading material.
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Old 05-13-2004, 03:45 PM   #31
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Quote:
Originally posted by SupaSizeFries
Hahaha. Congrats on the unique "FAQ Master" title. Your FAQ's are very good reading material.
I never noticed that. Conngrats!
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Old 05-13-2004, 03:52 PM   #32
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Great Posts!
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Old 05-13-2004, 11:00 PM   #33
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Well, I copped out and quoted compressor maps and interpretation from another website, but I wanted to finally get this FAQ done and out of the way.

I wish to thank Deadbolt specifically as he was the only Vendor, so far anyway, to contribute. I also want to thank all the "big name" posters here in the tech forums for their posts and PMs. Almost without question, I relied on their input and any omissions are unintentional. I also receive wonderful input from some lurkers too! I called for help, and you folks responded.

As with all my FAQs, if you have more input, post away or drop me a PM and I will update as necessary.
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Old 05-14-2004, 12:38 AM   #34
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Ron....

Saying that your contributions to this board are, and have been, monumental would be a gross understatement.

Many thanks to you for your efforts.

Scott
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Old 05-16-2004, 12:55 PM   #35
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Quote:
Originally posted by DeadBolt Enterprises
Aside from the TD04, the TD05-16G is a truly amazing upgrde turbo for the 2.0L, it spools amazingly quick, has a real "push you back in the seat" midragne pull, and a pretty impressive top end as well. In the midrange it can actually flow more air than a VF34, so it is a great choice for most autocross courses.
To Deadbolt AND Unabomber: You have inspired a few questions that I hope aren't too off topic.

1. Deadbolt, do you have any graphs of these turbos together (TD04 vs TD05 vs VF34)?

2. Deadbolt, what fuel mods would be required of the TD05?

3. Unabomber, the JDM STi injectors appear to be a closer match to the stock wrx (top feed vs side feed). Should we avoid the domestic STI injectors and use JDM?

4. (Anyone) What adjustment in tuning would be required between a VF34(or VF30) and TD05? I'm a Cobb user and they have maps for the 30 and 34 but not the TD05

5. (Anyone) While comparing the stock TD04 to the Ported TD04, I noticed that from about 3750 rpm on up the stock turbo looks better (or at least no worse) than the ported. Considering that I have seen it stated that the ported turbo can hold ~1lb more boost peak, how do you explain this? It appears that the only benefit of P&P is from 2000rpm-3750rpm.

6. (Anyone) What are the dangers of coating the outside of the turbo only? It seems that containing all of the heat within might rapidly fatigue the metal.

Since these are (nearly) all derivatives of the FAQ, I hope you don't mind my grocery list of questions.

Thanks,
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Old 05-16-2004, 07:11 PM   #36
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3. WRX users have to use the JDM versions. The USDM STi injectors won't even fit.

4. Sadly, they probably won't have map support for awhile either. That isn't to say there aren't some Cobb users running around out there with aftermarket turbos though. Your best bet is to wait for their tuner versions for anything other than a stock, ported and polished stock, or VF 30/34.

5. Most P&P gains are in the low end, and those gains are mostly in torque, which is a chief complaint of the 2.0L crowd: lack of low end torque. Deadbolt does offer an additional internal port and polish that he believes will provide a little overall HP gain though. I don't feel he advertises this service as well as he could though. Most people think all he does is P&P of stockers and that's it. If you carefully canvas his website, you can see that his company offers a great range of services to every turbo.

6. The majority of external coatings takes place on the cast iron exhaust housing. The main benefit is rust prevention and aesthetic appeal with the additional benefit of thermal encapsulation. Hotter = better exhaust velocity. Since cast iron has excellent thermal encapsulation abilities due to its nature, coating isnt the big concern that it can be on some other engine parts or other types of metal. Will it reduce the turbo life vs uncoated? I would guess yes, but not enough to worry about during the turbo's lifespan.

For the other questions, PM Deadbolt and I am sure he will respond. He may provide additional (and better) information on what I have said as well.
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Old 05-17-2004, 05:12 PM   #37
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Great post and thanks for taking the time to create it. Its going to save alot of people time.

Clark
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Old 05-17-2004, 06:20 PM   #38
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Quote:
Originally posted by HerculesPeanut
[b]1. Deadbolt, do you have any graphs of these turbos together (TD04 vs TD05 vs VF34)?
I have some dyno plots of the different turbos, however they are all on different level cars on different days and one is on a different dyno than the one we usually use. I am hoping for some more dyno charts to come back on other turbo variants, and hopefully we can get some similar modded cars to compare.

Quote:


2. Deadbolt, what fuel mods would be required of the TD05?
Well, I would recommend the usual, at least 565 injectors and a good fuel pump. We have had a couple of people run the STi pinks to 98% duty cycle at high boost levels though, so be careful.

Quote:
4. (Anyone) What adjustment in tuning would be required between a VF34(or VF30) and TD05? I'm a Cobb user and they have maps for the 30 and 34 but not the TD05
You will need to add a good bit of fuel in the midrange, the 16G is capable of pushing more air through the midrange than the VF34, we have had a couple of customer switch to the TD05-16G from the VF34/VF30 and have to add considerable amounts of fuel in the 3500-4500 RPM range to help keep detonation away.

Quote:
5. (Anyone) While comparing the stock TD04 to the Ported TD04, I noticed that from about 3750 rpm on up the stock turbo looks better (or at least no worse) than the ported. Considering that I have seen it stated that the ported turbo can hold ~1lb more boost peak, how do you explain this? It appears that the only benefit of P&P is from 2000rpm-3750rpm.
I would contribute this to differences either in mods or in tuning, or both. When we did a back to back comparison almost two years ago there was a big difference in the bottom end, and what I would call a "noticeable" difference throughout the rev range.

Quote:
6. (Anyone) What are the dangers of coating the outside of the turbo only? It seems that containing all of the heat within might rapidly fatigue the metal.
Lots of people have brought the possibility of heat fatigue up, however we have never seen any concrete evidence that fatigue will occur faster on an "outside only" coated housing versus a non-coated or "in and out" coated version. It would be understandable on steel or stainless since they are more rigid and brittle, but cast iron is not of the same composition. I suppose it can be thought of the same as header wrap. I have seen wrapped headers crack and leak after only a few hundred miles, however I know several guys running wrapped turbos on Grand Nationals that have at least 20K on them without failure.
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Old 05-22-2004, 07:02 PM   #39
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Simply amazing. printed it out....

Last edited by unkadave; 05-23-2004 at 03:34 PM.
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Old 10-31-2004, 02:42 PM   #40
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May want to add this to the parts list: Oil return line gasket(between the return fitting and turbo) Subaru PN 15196AA070

I don't know how much it cost as a vendor gave it to me for free(so I'd imagine not much), but for the extra little tiny chunk of change it cost it's better than having to pull your turbo to replace a leak.
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Old 10-31-2004, 05:25 PM   #41
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I'd like to add:
replace the studs and nuts with new ones from the factory. After R&Ring my downpipe a few times I've noticed the nuts coming loose and eventually falling off. I picked up some locking nuts (not nylon) at pep boys and all has been well so far.
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Old 11-04-2004, 01:20 PM   #42
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how many cc's injector is best applicable to VF34?
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Old 11-04-2004, 01:23 PM   #43
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Quote:
Originally Posted by hey1
how many cc's injector is best applicable to VF34?
STi pinks are suited very well for most of the vf series turbos. PE650s will give you a little more headroom (lower IDCs), but tuning with these can be an issue sometimes.
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Old 11-05-2004, 03:52 AM   #44
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Quote:
Originally Posted by mbiker97
STi pinks are suited very well for most of the vf series turbos. PE650s will give you a little more headroom (lower IDCs), but tuning with these can be an issue sometimes.
Thanks
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Old 11-05-2004, 06:10 AM   #45
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VF 34 is a roller bearing turbo = cylinderical rollers
ball bearing = sphere shaped balls in a case
plain/floating metal = oil used to support shaft

You might want to add that the VF 34 turbo should IDEALLY be used with a different oil restrictor(as the one supplied with the TD04h) as fitted to the STi RA. It prevents over pressurising the seals.
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Old 11-05-2004, 06:16 AM   #46
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Quote:
Originally Posted by runner19
VF 34 is a roller bearing turbo = cylinderical rollers
ball bearing = sphere shaped balls in a case
plain/floating metal = oil used to support shaft

You might want to add that the VF 34 turbo should IDEALLY be used with a different oil restrictor(as the one supplied with the TD04h) as fitted to the STi RA. It prevents over pressurising the seals.
sorry.. but did you mean.. adding a fuel pump?
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Old 11-05-2004, 09:32 AM   #47
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Quote:
Originally Posted by hey1
sorry.. but did you mean.. adding a fuel pump?
Nope that was covered before.

THE VF34 turbo needs less oil to lube the shaft. So it uses a different bolt on the oil line. This bolt reduces the oil going to the shaft and is available from ralispec.
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Old 11-18-2004, 12:47 PM   #48
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255 walbro or 342 walbro for vf34?
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Old 11-18-2004, 02:45 PM   #49
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342 walbro is plenty for a VF34.

Clark
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Old 11-21-2004, 01:44 AM   #50
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Quote:
Originally Posted by Unabomber
Turbo FAQ
Recommended Reading:
Maximum Boost by Corky Bell is considered by many to be THE publication for turbocharger information.
In addition to Corky Bell's book, Car Hacks & Mods for Dummies:



Lots of good turbo upgrade info and very up to date (the book was released in October).

-- DavidV

Last edited by DavidV; 11-22-2004 at 11:12 PM.
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