Turbo Specifications.
- Thread starter jinkl
- Start date
Turbo Troubleshooting Guide
Black Smoke:
Possible cause:
Dirty air filter system
Suction and pressure line distorted or leaking
Excessive flow resistance in exhaust system/ leakage upstream of turbine
Fuel system/injection feed system defective or incorrectly adjusted
Valve guide, piston rings, engine or cylinder liners worn/increased blow by
Dirty compressor or charge air cooler
Boost pressure control swing valve/poppet valve does not close
Turbocharger bearing damage
Foreign body damage on compressor or turbine
Engine air collector cracked/missing or loose gaskets
Turbine housing/flap damaged
Insufficient oil supply of turbocharger
Blue Smoke :
Dirty air filter system
Excessive flow resistance in exhaust system/ leakage upstream of turbine
Oil feed and drain lines clogged, leaking or distorted
Crankcase ventilation clogged and distorted
Coke and sludge in turbocharger center housing
Valve guide, piston rings, engine or cylinder liners worn/increased blow by
Dirty compressor or charge air cooler
Piston ring sealing defective
Turbocharger bearing damage
Boost Pressure too high :
Fuel system/injection feed system defective or incorrectly adjusted
Boost pressure control swing valve/poppet valve does not open
Pipe assy. to swing valve/poppet valve defective
Turbo making noise :
Suction and pressure line distorted or leaking
Excessive flow resistance in exhaust system/ leakage upstream of turbine
Dirty compressor or charge air cooler
Turbocharger bearing damage
Foreign body damage on compressor or turbine
Exhaust gas leakage between turbine outlet and exhaust pipe
Engine air collector cracked/missing or loose gaskets
Turbine housing/flap damaged
Insufficient oil supply of turbocharger
Black Smoke:
Possible cause:
Dirty air filter system
Suction and pressure line distorted or leaking
Excessive flow resistance in exhaust system/ leakage upstream of turbine
Fuel system/injection feed system defective or incorrectly adjusted
Valve guide, piston rings, engine or cylinder liners worn/increased blow by
Dirty compressor or charge air cooler
Boost pressure control swing valve/poppet valve does not close
Turbocharger bearing damage
Foreign body damage on compressor or turbine
Engine air collector cracked/missing or loose gaskets
Turbine housing/flap damaged
Insufficient oil supply of turbocharger
Blue Smoke :
Dirty air filter system
Excessive flow resistance in exhaust system/ leakage upstream of turbine
Oil feed and drain lines clogged, leaking or distorted
Crankcase ventilation clogged and distorted
Coke and sludge in turbocharger center housing
Valve guide, piston rings, engine or cylinder liners worn/increased blow by
Dirty compressor or charge air cooler
Piston ring sealing defective
Turbocharger bearing damage
Boost Pressure too high :
Fuel system/injection feed system defective or incorrectly adjusted
Boost pressure control swing valve/poppet valve does not open
Pipe assy. to swing valve/poppet valve defective
Turbo making noise :
Suction and pressure line distorted or leaking
Excessive flow resistance in exhaust system/ leakage upstream of turbine
Dirty compressor or charge air cooler
Turbocharger bearing damage
Foreign body damage on compressor or turbine
Exhaust gas leakage between turbine outlet and exhaust pipe
Engine air collector cracked/missing or loose gaskets
Turbine housing/flap damaged
Insufficient oil supply of turbocharger
jinkl if u want to modderd your turbine ...go to speedspin turbo..there can setup your turbine.. all expect there.. u can contect mr wadi ..lancer green sr20det.Malaysian SuperSeries ..
Danau kota jinkl.. please refer old posting.. i think wadi have posting regarding about speedspin turbo workshop ..jinkl said:
IHI Turbos.
IHI turbos are also a popular line of turbos.
The VF series are the most common direct replacement turbos. All VF-series turbochargers use the same roller bearing, water-cooled core assembly. The differences are in their wheels and housings to achieve different flows.
The VF22 has the largest potential for peak horsepower. In other words, in the IHI model range, the VF 22 supports the highes boost levels. It is capable of running up to 25 psi. Because it is a roller bearing turbo, turbo lag is minimal...the boost comes on around 3300 rpm. Expect to max out the VF22 somewhere in the 400-450 hp range.
The VF23 starts the middle ground. It comes on boost around 3100 rpm and is capable of running 20 psi of boost. Expect to max out the VF23 somewhere in the 300-350 hp range.
The VF 24 starts to come on around 2900 rpm. 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.
The VF23 and VF 24 are a great replacement for those who value drivability higher than maximum power.
The VF28 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.
The VF29 & 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 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 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 GD STIs.
A new high performance modified IHI turbo has made its way to the market recently. They are the Power Enterprises PE 1818 and the 1820. 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.
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 turbos are also a popular line of turbos.
The VF series are the most common direct replacement turbos. All VF-series turbochargers use the same roller bearing, water-cooled core assembly. The differences are in their wheels and housings to achieve different flows.
The VF22 has the largest potential for peak horsepower. In other words, in the IHI model range, the VF 22 supports the highes boost levels. It is capable of running up to 25 psi. Because it is a roller bearing turbo, turbo lag is minimal...the boost comes on around 3300 rpm. Expect to max out the VF22 somewhere in the 400-450 hp range.
The VF23 starts the middle ground. It comes on boost around 3100 rpm and is capable of running 20 psi of boost. Expect to max out the VF23 somewhere in the 300-350 hp range.
The VF 24 starts to come on around 2900 rpm. 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.
The VF23 and VF 24 are a great replacement for those who value drivability higher than maximum power.
The VF28 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.
The VF29 & 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 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 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 GD STIs.
A new high performance modified IHI turbo has made its way to the market recently. They are the Power Enterprises PE 1818 and the 1820. 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.
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.
Last edited:
can u guys help me out here..i bought a good condition 2nd hand turbo (ct26)..but it quite different with other ct26. the compressor wheel smallest cross section measured is 53mm but the other ct26 from a 7mgte measured as 46mm and why it have quite a large gaps between the turbine wheel and the housing while the other ct26 and other turbo that i saw never have gap that much? can u guys clarify this coz i'm about to install this to my little engine..do wan any problem to happen..i'm really new with this turbo thing..thanks all
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