Ash007ks

if you get rid of the lights and they are genuine let me know.

just incase you want to sticky the information. IHI Turbos 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 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. TD04L-13T (390cfm at 14.7psi, 200-275whp, Bolt-On) This is the standard equipment turbocharger used on the USDM Subaru Impreza WRX. It can be found on all the current model years from 2002-2007. Expect to achieve full boost with the proper mods and a quality tune between 2500-3000rpms. IHI VF10 This is the standard equipment turbocharger used on the USDM Legacy 4EAT MY91-94. IHI VF11 This is the standard equipment turbocharger used on the USDM Legacy 5MT MY91-94. IHI VF12 This is the standard equipment turbocharger used on the JDM Legacy RS MY89-93. IHI VF13 This is the standard equipment primary turbocharger used on the JDM Legacy MY93-95. IHI VF14 This is the standard equipment secondary turbocharger used on the JDM Legacy MY93-95. IHI VF18 This is the standard equipment primary turbocharger used on the JDM Legacy MY96. IHI VF19 This is the standard equipment secondary turbocharger used on the JDM Legacy MY96. IHI VF20 This is the standard equipment turbocharger used on the JDM Legacy MY97. IHI VF22 (490cfm at 18.0psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V3 Subaru Impreza WRX and optional on the JDM Subaru Impreza WRX STi 22b. Of all the IHI models, the VF22 has the largest potential for peak horsepower, and is capable of supporting the highest boost levels. It is capable of running up to 25 psi. The VF22 is a roller bearing turbo that utilizes the P20 exhaust housing. Expect to achieve full boost with the proper mods and a quality tune between 3200-3700rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. IHI VF23 (388cfm 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 (425cfm 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 Imprezas 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 VF25 This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a thrust-bearing design and a P12 exhaust housing. IHI VF26 (400cfm at 18psi) This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a divided thrust-bearing design and a B14 exhaust housing. IHI VF27 (420cfm at 18psi) This is the standard equipment secondary turbocharger used on the JDM Legacy. Utilizes a ball-bearing design and a P18 exhaust housing. IHI VF28 (425cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V5 Subaru Impreza WRX STi. 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 (425cfm 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. IHI VF30 (460cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V7 Subaru Impreza WRX STi. The VF30 is a thrust-bearing turbo that utilizes the P18 exhaust housing of a VF24 and the compressor housing sized between a VF23 and a VF22. 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. IHI VF31 Utilizes a P11 exhaust housing. IHI VF32 This is the standard equipment primary turbocharger used on the JDM Legacy. It utilizes a ball-bearing design. IHI VF33 This is the standard equipment primary turbocharger used on the JDM Legacy. It utilizes a P11 exhaust housing and a divided thrust-bearing design. IHI VF34 (460cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V7 Subaru Impreza WRX STi Spec-C. The VF34 is nearly identical to the VF30 but has improved spool up due to its roller bearing design. It also utilizes a P18 exhaust housing. 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. 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 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 VF38 The VF38 is a twin-scroll that utilizes a Titanium turbine and shaft. This turbocharger yields tremendous spool-up but offers less top-end than the VF36/VF37. The spool capabilities of this turbo are demonstrated on the JDM Legacy GT, which reaches peak torque at 2400RPM. IHI VF39 (250-325whp, Bolt-On) This is the standard equipment turbocharger used on the USDM Subaru Impreza WRX STI. It can be found on all model years from 2004-2006. The VF39 utilizes a thrust bearing design and the P18 exhaust housing. 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. Though they are prone to cracking, VF39’s can be had for very cheap if bought used. IHI VF40 This is the standard equipment turbocharger used on the USDM Subaru Legacy GT. It can be found on all the current model years from 2005-2006. Deadbolt Upgrade IHI VF41 This is the standard equipment turbocharger used on the JDM Subaru Forester STI. It utilizes a P18 exhaust housing. IHI VF42 This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX STi S203 and S204. The VF42 features a twin-scroll design with a slightly larger compressor than the VF36/VF37 turbos and different turbine design (more blades). The VF42 is a roller-bearing turbo and is similar in size to the VF22 turbo, but the twin-scroll exhaust housing yields faster spool-up and a superior top-end. IHI VF43 (250-325whp, Bolt-On) This is the standard equipment turbocharger used on the MY07 USDM Subaru Impreza WRX STI. 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 primary difference between the VF43 and the VF39 used previously on STI's seems to be the stiffness of the wastegate. The VF43 has a stiffer wastegate designed to reduce boost creep issues. Info 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.

Im selling a TD05 16g as im going the VF route simply for future proofing. IHI Turbos 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 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. TD04L-13T (390cfm at 14.7psi, 200-275whp, Bolt-On) This is the standard equipment turbocharger used on the USDM Subaru Impreza WRX. It can be found on all the current model years from 2002-2007. Expect to achieve full boost with the proper mods and a quality tune between 2500-3000rpms. IHI VF10 This is the standard equipment turbocharger used on the USDM Legacy 4EAT MY91-94. IHI VF11 This is the standard equipment turbocharger used on the USDM Legacy 5MT MY91-94. IHI VF12 This is the standard equipment turbocharger used on the JDM Legacy RS MY89-93. IHI VF13 This is the standard equipment primary turbocharger used on the JDM Legacy MY93-95. IHI VF14 This is the standard equipment secondary turbocharger used on the JDM Legacy MY93-95. IHI VF18 This is the standard equipment primary turbocharger used on the JDM Legacy MY96. IHI VF19 This is the standard equipment secondary turbocharger used on the JDM Legacy MY96. IHI VF20 This is the standard equipment turbocharger used on the JDM Legacy MY97. IHI VF22 (490cfm at 18.0psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V3 Subaru Impreza WRX and optional on the JDM Subaru Impreza WRX STi 22b. Of all the IHI models, the VF22 has the largest potential for peak horsepower, and is capable of supporting the highest boost levels. It is capable of running up to 25 psi. The VF22 is a roller bearing turbo that utilizes the P20 exhaust housing. Expect to achieve full boost with the proper mods and a quality tune between 3200-3700rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. IHI VF23 (388cfm 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 (425cfm 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 Imprezas 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 VF25 This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a thrust-bearing design and a P12 exhaust housing. IHI VF26 (400cfm at 18psi) This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a divided thrust-bearing design and a B14 exhaust housing. IHI VF27 (420cfm at 18psi) This is the standard equipment secondary turbocharger used on the JDM Legacy. Utilizes a ball-bearing design and a P18 exhaust housing. IHI VF28 (425cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V5 Subaru Impreza WRX STi. 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 (425cfm 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. IHI VF30 (460cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V7 Subaru Impreza WRX STi. The VF30 is a thrust-bearing turbo that utilizes the P18 exhaust housing of a VF24 and the compressor housing sized between a VF23 and a VF22. 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. IHI VF31 Utilizes a P11 exhaust housing. IHI VF32 This is the standard equipment primary turbocharger used on the JDM Legacy. It utilizes a ball-bearing design. IHI VF33 This is the standard equipment primary turbocharger used on the JDM Legacy. It utilizes a P11 exhaust housing and a divided thrust-bearing design. IHI VF34 (460cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V7 Subaru Impreza WRX STi Spec-C. The VF34 is nearly identical to the VF30 but has improved spool up due to its roller bearing design. It also utilizes a P18 exhaust housing. 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. 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 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 VF38 The VF38 is a twin-scroll that utilizes a Titanium turbine and shaft. This turbocharger yields tremendous spool-up but offers less top-end than the VF36/VF37. The spool capabilities of this turbo are demonstrated on the JDM Legacy GT, which reaches peak torque at 2400RPM. IHI VF39 (250-325whp, Bolt-On) This is the standard equipment turbocharger used on the USDM Subaru Impreza WRX STI. It can be found on all model years from 2004-2006. The VF39 utilizes a thrust bearing design and the P18 exhaust housing. 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. Though they are prone to cracking, VF39’s can be had for very cheap if bought used. IHI VF40 This is the standard equipment turbocharger used on the USDM Subaru Legacy GT. It can be found on all the current model years from 2005-2006. Deadbolt Upgrade IHI VF41 This is the standard equipment turbocharger used on the JDM Subaru Forester STI. It utilizes a P18 exhaust housing. IHI VF42 This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX STi S203 and S204. The VF42 features a twin-scroll design with a slightly larger compressor than the VF36/VF37 turbos and different turbine design (more blades). The VF42 is a roller-bearing turbo and is similar in size to the VF22 turbo, but the twin-scroll exhaust housing yields faster spool-up and a superior top-end. IHI VF43 (250-325whp, Bolt-On) This is the standard equipment turbocharger used on the MY07 USDM Subaru Impreza WRX STI. 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 primary difference between the VF43 and the VF39 used previously on STI's seems to be the stiffness of the wastegate. The VF43 has a stiffer wastegate designed to reduce boost creep issues. Info 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.

3600 for quick sale.

defo think you shpuld buy it :) its for a great cause afterall

Long story short ive ended up with a VF35 as its going to suit my engine a little bit better due to the increased bore etc. so i have for sale my TD05, has not been fitted to my car and has been sat in a box since removal from its original car, was running standard boost and had only covered 50k, no smoke and no play. Top entry turbo off the early classics, can be converted to front entry by sleeving (welder will know). Due to its excellent condition im looking around £155 Inc postage.

price ? location pics

price drop 4k quick sale needed, 2 months tax and long mot 65k miles and showing as 95k on clocks but recently converted.

haha i need to as want my scooby back :) looks a nice clean car so cant see you having much trouble shifting it

you make me sad :( GLWTS

time has come as the project scoob requires some expensive parts and is basically ready to be finished. 200 BHP Toyota Starlet Glanza V 800Kg Fully Strutbraced front and back Clifford G5 Alarm with intelistart (brings insurance right down) Insures as a 1.3 non turbo, however its insured as what it is £400 with 6yrs no claims. Rota 15" split rims , slight Laquer Peel. Uprated drilled and groved Discs with EBC green stuff Pads. Every receipt for any work carried out by myself and the previous owners, extensive history all the way up to its import. Subaru Seats. Stripped out rear but will come with the interior in place if required. 40MPG. Coilover suspension. Fully Forged. Alloy Radiator Gulpher. Uprated Blitz Intercooler. Fuel Pressure Regulator. HKS fuel Defender. 15 PSI of boost from hybrid CT09 ( comes on boost around 2.5k) dump valve blanked off. new coil pack. fresh oil change with Shell fully synthetic. Walbro uprated fuel pump. Full Blitz Nur spec R exhaust Tubular Stainless manifold Momo steering wheel plasma dials boost and volt gauge no rust and loads of other parts. I used to hate these cars due to the stigmata that surround them for been young boy racers cars, after swapping my old skyline for it, i have to say what a laugh it is, handles like a !Removed! go kart and acceleration is unbelievable, yet still gets excellent mileage. i went to peterbrough on £35 with spirited driving there and back and still had just under half a tank :). Due to its Spec im looking around the £4.2k mark however im open to offers, but do not insult me please. Only bad bits are chip in the windscreen and stone chips on the front bumper however im getting it resprayed shortly. more pics to follow once its stopped raining. :)

my old bug with fly eye

swap for a high spec Glanza ??

Introduction If you find that one or more of your Sigma M30 alarm remote controls that came with your car are not working then you might need to reset or reprogram them. This article assume that the alarm remotes are working and they are the ones that came with the car/system. If this is the case then you will need to follow the procedure below with both remotes: Reprogramming Procedure Arm and then Disarm the system using the working Radio Key. Within 30 seconds of disarming, type into the keypad- *17856*91*2# where 2 is total number of radio keys to work the system Briefly press both radio keys in turn (the dash board LED will flash each time and the siren will bleep) Any radio keys not programmed here will no-longer operate the system. You should now be able to arm and disarm the system using all the radio keys programmed. When using the keypad always observe the following points: The PIN number should not be enteredtoo quickly or too slowly - when a digit has been pressed the small LED built into the keypad will illuminate briefly as confirmation and only then should the next digit be entered. If an incorrect digit is pressed or the delay between enteringdigits exceeds 10 seconds, then the LED above the keypad will flash rapidly and the PIN attempt should be abborted and started again after 30 seconds. Due to the small size of the keypad some users may find arubber tipped pencil easier to use. DO NOT use the sharp tip of a ball point pen etc, or press excessively hard on the keypad as this will only damage the membrane and cause a digit to remain pressed, causing a continual incorrect PIN. The keypad allows only THREE PIN attempts and then will “LockUp” if an incorrect number is entered a third time. This is a security feature to prevent random PIN attempts disarming the system. If the remote(s) still don’t work then there are 3 possible reasons: The remote battery is flat (the built in LED takes very little current to illuminate it and is not an indication that the battery voltage is healthy). The remote is damaged or faulty. It’s the wrong type of remote for the M30. There have been a number of Sigma remotes over the years that operate on different radio frequencies and use different encryption methods. The correct remote for the M30 is the AC38. This remote is easy to identify as it has a round battery “pod” on the rear of the remote with a screw-off cover. hope this helps.

depends which alarm it is, most likely be sigma, in which case they are still going, ill try searching for the thread that i posted, as mine was caused by the radio antennae at a race track.

you will need vin numbers etc, otherwise they wont give you time of day :) if its your alarm that wont deactivate, its in immobilisor phase, that means the fob is probably knackered, the exact same thing happened to me last year, and i didnt have the code either, a quick battery swap and i was away, i have put a thread up in the help me section regarding changing the codes on the standard alarm.

makes sense given that black keeps the heat in really, watched this on fb, some of there stuff is quality.

ended up importing them mate, as the package was just shy of a grand with the ARP bolts, i paid £610 including Vat and import tax for the full lot :) ive given martin the go ahead to replace everything in the engine as its pointless coming the far for something silly to go :) just want her back on the road now :)

Forged Pistons and Rods freshly imported :0 Engine is getting grinded and honed tomorrow and the build process has been brought forward

:)

again ive heard mixed results and so im very much on the fence with this idea, suppose it depends on the air cooling techniques your car is running as well

fancy selling Apexi seperate ?

http://uk.subaruownersclub.com/forums/topic/7257-june-9th-sheffield-subaru-services-monthly-meet/page-2#entry43989 Needs a new door handle but have one coming :)

if you have a look on my thread in the region section, its a 1996 Glanza V very highly modified and looking 3.5k

3-4k , mine has a few chips on the bumper and a broken door handle, uprated Varis interior but has a slight rip other than that shes fine, had a full rebuild last month as well so thats always a winner :)