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VF30 or VF34

This is a copy of the MRT Forums post - All turbo models (WRX & STI) - VF30 or VF34

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GaZz. 23-05-08 08:57 PM

VF30 or VF34
 
whats the difference in these two turbos? where do they originate from?
which is better on a 99 stardard rex? and why?
please help?
thanks..

The Sentinel 23-05-08 09:45 PM

One turbo is not "better" than the other. What it comes down to is what you are wanting from your car perofrmance wise.

If you are after maximum power on a dyno and the ultimate kick in the pants when the turbo kicks in, the VF30 is for you. It is a turbo which is capable of producing greater boost pressures and sustaining them to higher RPMs where the stock tubo runs out of puff, but produces more lag at low RPM which actually makes the car feel less powerful than standard at lower RPM (up to 3000RPM ish)

The VF34 is a good comprimise and is still capable of holding boost pressures to higher RPM than the standard TD04 turbo, but will spool up quickly. It will still be slightly more laggy than the TD04 but not really all that noticeable.

Essentially, if you are after after a turbo which will give you you maximum power on a dyno or if you always drive at high RPM on boost. Go with the VF30.

If you spend a lot of time in traffic and want something which is msooth to drive, go with the VF34.

GaZz. 23-05-08 09:56 PM

Is it true that the 30 is journal bearing and the 34 is ball bearing ? are bearings more reliable?

The Sentinel 23-05-08 10:03 PM

THis should answer all your questions....



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

Garrett 400 Ball Bearing 53 - - Outlet Dia 51.5 - 7 9 11 psi
Garrett 450-500 Ball Bearing 53 Outlet Dia 46.9 - 7 10 14 psi




Turbo Type ----------- Approx flow @ pressure
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
========= 422 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
IHI VF 23 ------------- 423 CFM at 14.7 PSI
FP STOCK HYBRID -- 430 CFM at 14.7 PSI
IHI VF-30 ------------- 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
========= 464 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 rpm =======
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
========= 526 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
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 <--- Note you would have to spin a 2.0 L engine at about 14,000 rpm to flow this much air.
IHI VF 25 ----------- 395 CFM at 18 PSI
IHI VF 26 ----------- 400 CFM at 18 PSI
T3 60 trim ---------- 410 CFM at 20 PSI
IHI VF 27 ----------- 420 CFM at 18 PSI
IHI VF 24/28/29 -- 425 CFM at 18 PSI
IHI VF 23 ----------- 430 CFM at 18 PSI
IHI VF-30 ----------- 460 CFM at 18.0 PSI
AVO 320HP -------- 465 CFM at 17.5 PSI
T04E 40 trim ------ 465 CFM at 22 PSI
FP STOCK HYBRID- 490 CFM at 18.0 PSI
IHI VF-22 ---------- 490 CFM at 18.0 PSI
SR 30 --------------- 490 CFM at 22 PSI
Small 16G ---------- 490 CFM at 22 PSI
ION Spec (stg 0) - 500 CFM at 19 PSI
PE1818 ------------ 515 CFM at 22 PSI
Large 16G --------- 520 CFM at 22 PSI
========= 526 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
========= 578 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT2835 ------- 580 CFM at 22 PSI 400 hp
MRT 400 ------------ 580 CFM at 16 PSI
AVO 400HP -------- 580 CFM at 17.5 PSI
MRT 450 ------------ 650 CFM at 19 PSI
AVO 450HP -------- 650 CFM at 20.0 PSI
SR 40 ---------------- 650 CFM at 22 PSI
========= 658 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT3037 ------ 670 CFM at 22 PSI 460 hp
PE 1820 ----------- 680 CFM at 22 PSI
20G ---------------- 695 CFM at 20.0 PSI
HKS GT3040 ----- 710 CFM at 22 PSI 490 hp
AVO 500HP ------ 770 CFM at 22 PSI
SR 50 ------------- 770 CFM at 22 PSI
GT-30 ------------- 790 CFM at 22 PSI
60-1 --------------- 800 CFM at 22 PSI
HKS GT3240 ----- 830 CFM at 22 PSI 570 hp
GT-35R ----------- 880 CFM at 22 PSI
T72 --------------- 1000 CFM at 22 PSI <--- note you would have to run a 2.0 L engine at >40 PSI boost to flow this much air
Conversions used where there was control over conversion factors:
1 HP approx equals 1.45 CFM
1 CFM approx equals 0.0745 lb of air/min
0.108 Lb/min approx equals 1 hp
1 Meter cubed/sec = 35.314 CFS = 2118.867 CFM
1 KG/sec = 132 lbs/min approx equals 1771.812 CFM
power coversions:
1 PS = 0.9859 HP = 75 Kgf m/sec
1.3405 HP = 1 KW
1 HP = 746 watts

05-rsx 24-05-08 04:09 PM

"Identical" turbos.

Only difference is the '34 is BB- spool & achieve target boost earlier (500+rpm)

I'd go the 34.

Bolt Ons23 25-05-08 07:47 PM

On a 99 WRX I would reccomend a VF29 I had it on my old 99 WRX, was afantastic car to drive and tracked very well.

pete_mac 19-01-09 09:04 PM

Quote:

Originally Posted by The Sentinel (Post 76875)
One turbo is not "better" than the other. What it comes down to is what you are wanting from your car perofrmance wise.

If you are after maximum power on a dyno and the ultimate kick in the pants when the turbo kicks in, the VF30 is for you. It is a turbo which is capable of producing greater boost pressures and sustaining them to higher RPMs where the stock tubo runs out of puff, but produces more lag at low RPM which actually makes the car feel less powerful than standard at lower RPM (up to 3000RPM ish)

The VF34 is a good comprimise and is still capable of holding boost pressures to higher RPM than the standard TD04 turbo, but will spool up quickly. It will still be slightly more laggy than the TD04 but not really all that noticeable.

Essentially, if you are after after a turbo which will give you you maximum power on a dyno or if you always drive at high RPM on boost. Go with the VF30.

If you spend a lot of time in traffic and want something which is msooth to drive, go with the VF34.

Sorry for the big thread bump from out of nowhere (was searching for something else and stumbled upon this) but the VF30 ist most certainly NOT bigger than the VF34, so the above info is incorrect. The VF34 is a roller bearing version of the VF30 - this is the only difference between the two. Otherwise they perform identically in terms of top-end flow, whilst the VF34 spools up a bit earlier. Accordingly, the VF34 is the better of the two in all circumstances.

The Sentinel 19-01-09 09:09 PM

Cheers for clearing that up. :D

My response wasn't very well written and I did give the impression that the VF30 was suitable for higher boost aplications than the VF34, this is not the case.

Tuned01 01-02-09 06:22 PM

I've got a 34, gives a decent kick in the pants and holds strong up still redline. Comes on boost fairly quickly depending on your tune.

My begins to spool @ 3000, full boost by 3200.

snail 07-05-09 08:49 PM

Great info..
 
Thanks to all who replied.. You guys have been very helpful.
cheers to all.

Scyfer 07-05-09 09:56 PM

Regardless big guy, Ecutek should reduce overall turbo lag.

snail 13-05-09 10:19 PM

Yeah, going with the XC kit and the VF34
would love to see 200 @ the hub, do u think it is possible..?

The Sentinel 14-05-09 07:53 AM

I reckon you'll come close if you get a custom tune done.

bigg_g 02-06-09 08:40 PM

VF34 for sure!
 
VF34s a great turbo. Got 250atw with mine. Could've maybe pushed a little harder with some more mods, but upgraded. Good luck!

snail 02-07-09 10:48 PM

Quote:

Originally Posted by bigg_g (Post 90816)
VF34s a great turbo. Got 250atw with mine. Could've maybe pushed a little harder with some more mods, but upgraded. Good luck!

Wow! 250, what sort of ride do you have BIG G..? Any internal mods...?

krayzee1.2.c 02-09-09 06:28 PM

Quote:

Originally Posted by snail (Post 90452)
Yeah, going with the XC kit and the VF34
would love to see 200 @ the hub, do u think it is possible..?

+1

Trying to save so I can get the XC with VF34, and was thinking the Process West TMIC (have heard they are the largest core you can get for a TMIC?), and possibly a GFB Pulley Kit.

The car has been great, but it needs something...

Bolt Ons23 02-09-09 07:05 PM

Dont waste ya money on GFB Pulley's, We put my car on the Dyno has 3 runs, then changed the 3 Pulleys on the Dyno and did another 3 runs, made absolutly no difference at all.
They are only good for bling, but there are better things to spend ya money on and get better results

05-rsx 02-09-09 07:23 PM

^+1


Have you got a simple exhaust + tune yet?

Does wonders.

steve331 08-12-09 08:49 AM

Hey Bigg g,

I'm running a VF34T as well with 224 KW ATW on 21 PSI, what else have you done to your rexie to get 250KW ATW?

Tuned01 03-04-10 10:25 AM

Quote:

Originally Posted by steve331 (Post 94183)
Hey Bigg g,

I'm running a VF34T as well with 224 KW ATW on 21 PSI, what else have you done to your rexie to get 250KW ATW?

I am running a VF34 on a 2L and @ 20psi and am getting 190awkw on a hub dyno. I fail to see how 220awkw is possible on this turbo. Let alone 250awkw.

Disney dyno much?

xsv4rce 07-04-10 12:57 PM

Yeah 200kw on a standard vf34 seems a bit "lofty"

A vf34/p20 may be able to crack 200kwatw but even then it would be a stretch.
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