Turbo, Intercooler, Wastegate, BOV /турбо, интеркүүлэр, г.м/

[Garidaa]

За ерөнхий доо бол нэг иймэрхүү график байна. VF35 турбоноос хойшоогоо twinscroll болж ирсэн юм байна тийм болхоор суурь өөр юм байна uppipe downpipe зэргийг солиж байж л тавих юм байна. доор VF35 турбоны график харуулав WRX 92 бензинтэй гэнэ ....

[Garidaa]

огцом биш алсдаа 4000 - 5000 өнгөрөөд л хөөжина даа гэдэг шиг кккк ...

[Garidaa]

VF35 турбо нь VF23 турбогоо бодуул агаар шахалтийн хэсэг арай ихтэй ч утаа гаргалтын тал нь арайг жижигхэн байдаг гэнэ VF24,28,29 интэртэй адилхан байдаг гэнэ харин шайрган голтой турбог VF34 Турбон дээр анх гаргаж 2002 оны WRX TYPE RA дээр гаргаж байж VF35 Турбо нь VF30/34 Турботойгоо адилхан ч хойд утааны хэсэг нь арай жижиг гэж байна нэг иймэрхүү л юм оллоо өөрөө хар ухаанаар орчуулмар аядав кккк ... тэгхээр шайрган голтой гэвэл VF34 л зүгэр юм байна даа..... сонголтоо хийчихлээ дээ ...

[zulaa_mc]

vf52 gej bas bgaadaa

[Gantsog]

Vf24 бас л ампасын үеийн эд гэхэд ОК шдээ, gc8 stock хэрнээ, ballbearing гэж ойлгодог би.

[Garidaa]

http://www.wrx.com.au" onclick="window.open(this.href);return false; форумаас хуулж тавилаа орчуулж өгөөд сайхан ойлголцуул ойлголций кккк ерөнхий бол их ойлгомжтой бичсэн байна лээ .....

IHI VF Series
The numbering on both the VF turbos are for reference purposes and not necessarily indicative of its 'performance'. On GC8/GF8 WRX STi, the VF turbos have gone 'smaller' from VF22 to 23, 24, 28, 29 while the release of the New Age STi GDB saw the introduction of a new breed of VF turbos with a bigger compressor wheel namely, VF30, VF34, VF35 for example. The previous VF turbos (VF22,23,24,28,29) have been ball bearing cored while the later ones (VF30, VF35) are Divided Thrust Bearing type core, with the VF34 being a Ball Bearing.

IHI VF22
(455cfm at 18.0psi, 250-325whp, Bolt-On)
The VF22 has the largest potential for peak horsepower. In other words, in the IHI model range, the VF 22 supports the highest boost levels. With its significantly increased turbine housing, the VF22 turbo is capable of producing upwards of 310 whp* on an EJ20. The downside of this turbo is the older center cartridge design and larger compressor housing, which makes for slower spool up but more top-end than the other VF series turbos. This turbo 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. The VF22's compressor is rated at 35 lbs/minute. The VF22 was designed with the EJ20 in mind but because it has the biggest turbine in the IHI family it can be use on the EJ25 with a slight increase in performance. The VF22 is good for around a realistic 300 to 315 WHP on a 2.0L.
The IHI VF-22 turbo is the largest of the VF-series turbos.


IHI VF34
(440cfm at 18psi, 250-325whp, Bolt-On)
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. The VF34's compressor is rated at 35 lbs/minute but the turbo suffers from the same turbine restrictions found with the VF30. The VF34 was designed with the EJ20 in mind and will not have the same performance on an EJ25. The VF34 is good for around a realistic 290 to 305 WHP on a 2.0L.


IHI VF30
(435cfm at 18psi, 250-325whp, Bolt-On)
The VF30 delivers a very wide increase in torque over the standard TD-series turbos. It is important to note that the VF30 is not a roller bearing turbo. 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, P18, 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. The VF30's compressor wheel is rated at 35 lbs/minute, because the P18 turbine is used to help spool up the VF30's turbine creates a lot of back pressure which hurt top-end performance. The VF30 was designed with the EJ20 in mind and will not have the same performance on an EJ25. The VF30 is good for around a realistic 290 to 305 WHP on a 2.0L. The VF30 is not ball-bearing. It uses much more advanced aerodynamics than the VF22/23/24. It should spool much faster than the VF22/23/24, but flow less than the VF22, closer to a VF23.


IHI VF39
(435cfm, 250-325whp, Bolt-On)
The VF39 is a single scroll turbo used on USDM STI and latest 2.5L STIs released internationally. Smaller in output capacity than VF30, VF34 and VF22, the VF39's compressor is rated at the same 35 lbs/minute but the very small P18 turbine really chokes the 2.5L engine. In stock form the EJ25 with the VF39 has very little lag and that was the goal Subaru was looking for with the base package. The VF39 is good for around a realistic 285 to 300 WHP installed on a 2.0L. I would not recommend a VF series turbo to anyone looking to upgrade their STI but if you plan on keeping the VF39 you can expect to make between 300 to 330 WHP. If you are considering the VF39, we highly suggest checking out the VF43 as it is a better setup in the same class.

IHI VF43
(435cfm, 250-325whp, Bolt-On)
The IHI VF43 comes stock on the 2007 STi. It has almost identical features of the VF39 with a thrust bearing and a P18 exhaust housing, but the wastegate opening is larger to relieve boost creep issues. . It can be found on both base STI's and STI Limited's. The VF43 utilizes a thrust bearing design and the P18 exhaust housing. The difference between the VF43 and the VF39 used previously on STI's is the size of the wastegate. The VF43 has a larger wastegate designed to reduce boost creep issues.
Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles that utilize this turbo aftermarket.

IHI VF36
(430cfm, 250-325whp, Modification Required)
This is the standard equipment turbocharger used on the JDM V8-V9 Subaru Impreza WRX STI Spec-C Type RA. The VF36 is a twin-scroll turbocharger that utilizes a ball bearing design, a P25 exhaust housing, and Titanium (possibly TiAl?) compressor wheel for improved spool. It is essentially a fast spooling VF34.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

IHI VF37
(430cfm, 250-325whp, Modification Required)
This is the standard equipment turbocharger used on the JDM V8-V9 Subaru Impreza WRX STI. The VF37 is a twin-scroll turbocharger that utilizes a thrust bearing design and a P25 exhaust housing. It is essentially a fast spooling VF30.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.


IHI VF35
(425cfm, 250-325whp, Bolt-On)
This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX. The VF35 is similar to the VF34. It utilizes the same compressor housing and the same compressor inducer size. The differences are in the divided thrust-bearing design and the P15 exhaust housing. This allows the VF35 to spool slightly quicker than the VF34 at the cost of less top-end performance.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.


IHI VF23
(425cfm at 18psi, 250-325whp, Bolt-On)
This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX STi 22b. The VF23 is a ball bearing turbocharger that utilizes the P20 exhaust housing like the VF22. This housing is mated with the smaller compressor housing of the VF24 for fast response and excellent low and mid-range performance. It does not have the same top end power of the VF22, but spools up slightly quicker.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.


IHI VF24
(410cfm at 18psi, 250-325whp, Bolt-On)
This is the standard equipment turbocharger used on the JDM V4 Subaru Impreza WRX STi. 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 Impreza's with automatic transmissions and Group-N rally cars.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.


IHI VF29
(410cfm at 18psi, 250-325whp, Bolt-On)
This is the standard equipment turbocharger on the JDM V6 Subaru Impreza WRX STi. The VF29 is nearly identical to the VF24, with the same compressor and exhaust housings. However, the compressor wheel in the VF29 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. Has a different location for the pressure hose on the wastegate actuator.
Expect to achieve full boost with the proper mods and a quality tune between 2900-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles.

[Garidaa]

энд их чухал баримт гарсан байгаа... ернө TD маркийн турбо субару ялангуяа 2.0 моторонд жохон тиймхэн алдалт хоцролт өгдөг бөгөөд 2.5 бол асуудалгүй зохицолдолгоо илүү сайн байдаг гэж бичсэн байгаа тийм болхоор манай субаручидаа дандаа л TD маркын хямдхан турбо хайж явдаг тэр чинь жохон асуудалтай байж мэдэх нь байна шүү!!! ...


16G TD05H + 18G & 20G
There are several versions of the 16G TD05H. The three that you are most likely to find are the Standard 16G, Big 16G and Super 16G.
The exact specifications are going to vary on the turbo builder (e.g. GTPumps, Deadbolt, Turbochargers.com, Forced Performance, Blouch etc.)

The Standard 16G TD05H
~(520cfm, 33.5 lb/min, 275-330whp, Bolt-On)
The Standard 16G's compressor is rated at 33.5 lbs/minute which is slightly smaller that the VF22 but the Standard 16G comes with 7cm turbine housing which flows better than the VF22's P20. The better flow allows the Standard 16G to produce number close to the VF22. The 16G will produce between 285 and 300 WHP on a 2.0L.

The Big 16G TD05H (GTPumps GTPS01)
~(525cfm, 34 lb/min, 275-340whp, Bolt-On)
The Big 16G's compressor is rated at 34 lbs/minute which is only slightly better than the Standard 16G. The difference is how much faster the flow starts to come on with the Big 16G over the Standard 16G. The ability to move more air sooner makes the Big 16G more responsive during on-boost, off-boost, on-boost transitions. The Standard 16G will spool to full boost quicker but the Big 16G has better recovery once you drop below full boost. The Big 16G will produce between 295 and 315 WHP on a 2.0L.

The Super 16G TD05H
~(585cfm, 37 lb/min, 275-370whp, Bolt-On)
The Super 16G is just what it says, super. It's compressor is rated at 37 lbs/minute and it is still only a 16G. This is the super flyweight contender on the Mitsubishi line. Mitsubishi has made several special versions of this turbo for motorsports applications. It's will spool up slower than any of the other 16G's BUT once the boost hits all is forgiven. The Super 16G will produce between 310 and 325 WHP on a 2.0L.

18G TD05H
~ (590cfm, 39 lb/min, 275-390whp, Bolt-On)
The 18G is a very versitile turbo. It is rated at 39 lbs/minute and has very good spool up. The key to this turbo is the balance between size and response. The 18G TD05H is well suited to a 2.0L engine and has the capacity to max out all of the non-built EJ20's. Stock STI EJ25's love the 18G and I feel that this is the turbo the car should have come with from the factory. On a 2.5L the spool up is amazing! The 18G TD05H will produce between 315 and 330 WHP on a 2.0L. On a 2.5L the 18G TD05H will make between 325 and 350 WHP.

18G TD06H
~ (40 lb/min, 325-400whp, Bolt-On)
The 18G TD06H has the same compressor as the 18G TD05H but a larger turbine wheel. The larger wheel adds some lag but helps hold boost better in the upper part of the RPM range. On a 2.0L the 18G TD06H will be laggy but will have a pretty insane rush up top. I woulds expect to see 320 to 340 WHP on a 2.0L. On a 2.5L the bigger turbine is a blessing. The 2.5L gets maximum benefit from the TDo6H wheel and should be good for between 335 to 360 WHP.

20G TD05H (GTPumps GTPS02)
~(640cfm, 44.5 lb/min, 325-440whp, Bolt-On)
Here is where is starts to get really good. The 20G TD05H is probably the best all around turbo that you will come across for a street car. On a 2.0L this sucker is going to be laggy but once that 44.5 lbs/minute compressor gets going you better be hanging on. 335 to 350 WHP shouldn't be out of the question for this turbo on a 2.0L. The 20G TD05H on a 2.5L is the start of the march to the 400 WHP barrie. On an STI 2.5L the 20G TD05H is good for 345 to 375 WHP.



20G TD06H
~(44 lb/min, 325-440whp, Bolt-On)
The same as with the 18G the 20G family is available with an optional TD06H turbine wheel. This is the wheel that really pushes the performance of the 20G to the next level. On a 2.0L I am almost positive that this turbo would be really laggy. The turbine is just not well suited to the EJ20. expect to make 340 to 370 WHP on a 2.0L but the power will come on really late. I would only put this turbo on a 2.0L is you intent to drag race it. Now the STI 2.5L is a different story. The 20G TD06H is one of my favorite turbos for this car. The added .5L really helps to offset the bigger turbine and takes full advantage of it. The 20G TD06H should be good for 360 to 390 WHP on a 2.5L.

20G TD06H(SL2) (GTPumps GTPS03)
~(44 lb/min, 325-440whp, Bolt-On)
The TD06SL2 is a completely different beast to the regular TD06. It was designed by Mitsubishi for Trust and has a very light wheel so spools up very quickly. This is the second generation one which has clipped wheels and a few other tricky bits. Expect to get similar power levels as with using a normal 20G-TD06 but expect to make the power a little easier and with less lag.

[Garidaa]

turbog herhen hiideg be?

[mendamar]

Зиа энхээс нь бүгдийг нь уншлаа. Нэг юм асуумаар санагдчлаа. Яг юү болсон процессоос нь бичий.
Өмнө нь унаж байсан айртрек турбо нд бензин насосний асуудал үүсээд нэг цахилгаан чинь онж тодруулах гэж холимогийн хаалтны хойлоог салгасан. тэгээд насос солиод холойг нь хийхгүй асаасан. хар утаа хаяаад мэдээж хааз авахгүй асуудал үүснэ. тэхээр нь буцааж хойлог нь залгаад асаасан чинь нормал нь унаад машин буцаж унтарчаад байсан. Хааз авах нь бол зүгээр. Тэхээр нь мань нөхөр холимогийн хаалтны агаарын хэмжээг нь шууд автиркаар тоочиглож эргүүлсэн. Нормал унах асуудлыг ингээд шийдцэн. Унаж үзхэд боостгүй болцон нэг үгээр энгийн 2.0 унаж байгаа мэт мэдрэмж төрүүлсэн. Тэхээр нь Коллектороо цэвэрлээд нормал баригч цэвэрлээд тавихад нормал нь өндөрсөж өмнөх ирэхээр нь тоочикийнг нь дагуу буцаасан боловч үр дүн иш энгийн машин шиг хэвээрээ. гэхдээ 2000-3000 хавицаа бүүс орж ирэнгээ аядаад цаашаа паг байхгүй болчоод байсан. Энэ юүнаас болсон байхуу

[GaNBaYaR]

турботой машаан засаж үзээгүй нөхөр таарч дээ.

[Ochki]

turbo ni yavsan bj...

[mendamar]

Гэхдээ бензин насос эвдэрхээс өмнө зүгээр байсан. тэгээл унтраагаал машин асахгүй болоол тгээл асаахад боостгүй

[bilgee]

songuulin horoo sain medej baigada.

[Ochki]

iim intercooler engin fmic-s davuu bolon sul tal yu ve.

-davuu tal ehni eeljind shuud haragdaj bgaagaar agaar shuud intakruu orno.

[mendamar]

ene odoo usaar hurguud bgan muu agaariig.