Help me prioritize my VF52 build

[Nolmers06LGT]

Hey all, I'm planning to swap my VF40 for a VF52, but I want to be smart about what components go with the turbo so I can feel comfortable I won't see starvation issues, etc.

 

I'm typical stage 2 right now, so catless UP/DP, turbo blanket, clutch and flywheel. I'll have the intercooler BP'ed by the time the turbo rolls around.

 

I'm looking for comments on the following parts to go along with the new turbo:

 

IPT oil supply lines (which kit?)

KillerBee oil pickup

Turbo install kit

 

I know I missed some things; feel free to remind me. Thanks! My goal is not more power, but more efficiency. I'd like to run 17-18psi and conservative timing so I can get as many miles as possible before rebuilding my shortblock or trans.

[HAMMER DOWN]

I know you had to see/read this sticky:spin::spin::lol:

 

From; http://legacygt.com/forums/showthread.php/turboi-wiki-twist-178684.html

 

Scenario 2: Turbo upgraded, stock injectors / TMIC / clutch maxed out

Airflow range: 270 ~ 290g/s (36 ~ 39lb/min) (513 ~ 556cfm)

 

Typical power outputs: 270 ~ 320whp

 

This is the typical range for EJ255s with moderate turbo upgrades such as the following, listed in rough order of potential. There is very little to choose between some of them:

 

VF-39 / VF-43 / VF-48*

VF-52

TD05H-Evo16G (BNR and Kinugawa offer direct bolt-on fitments for '05~'09 LGT models)

 

Limits

 

Shortblock: OK assuming healthy tune.

Clutch: LGT models will most likely have clutch slip at these figures. WRX models should hold.

Intake: Stock intake ok

Intercooler: Stock TMIC may leak at or around 18psi boost and these turbos could produce higher peak torque if run up to higher PRs, even on pump gas. Evidence suggests the stock intercooler will see 2 to 3psi pressure drop over the core at high boost / high rpm states and an aftermarket TMIC or FMIC will be of benefit, if not strictly necessary.

Injectors: Stock injectors should be running at 95 ~ 100% so this could be said to be the critical limiting factor. Some people will want to upgrade injectors just to get that last few whp out of the turbo.

Pump: Stock pump may limit AFR available even if in good condition. Expect stock pump life span to be shortened considerably by being pushed this hard.

EGBP turbine: Good.

EGBP exhaust: High-flow catted or catless downpipe mandatory. Headers may not add very much to this set-up but will certainly slow spool and response. Catback exhaust superfluous at this point.

Other: Some stock BPVs may leak at these pressures. 3-port EBCS will add control authority and help smooth boost response. Stage III tune required at this point, pro-tune, dyno-tune or e-tune, they all cost $ unless you have the chops.

 

Mike

[Nolmers06LGT]

I know you had to see/read this sticky:spin::spin::lol:

 

From; http://legacygt.com/forums/showthread.php/turboi-wiki-twist-178684.html

 

Scenario 2: Turbo upgraded, stock injectors / TMIC / clutch maxed out

Airflow range: 270 ~ 290g/s (36 ~ 39lb/min) (513 ~ 556cfm)

 

Typical power outputs: 270 ~ 320whp

 

This is the typical range for EJ255s with moderate turbo upgrades such as the following, listed in rough order of potential. There is very little to choose between some of them:

 

VF-39 / VF-43 / VF-48*

VF-52

TD05H-Evo16G (BNR and Kinugawa offer direct bolt-on fitments for '05~'09 LGT models)

 

Limits

 

Shortblock: OK assuming healthy tune.

Clutch: LGT models will most likely have clutch slip at these figures. WRX models should hold.

Intake: Stock intake ok

Intercooler: Stock TMIC may leak at or around 18psi boost and these turbos could produce higher peak torque if run up to higher PRs, even on pump gas. Evidence suggests the stock intercooler will see 2 to 3psi pressure drop over the core at high boost / high rpm states and an aftermarket TMIC or FMIC will be of benefit, if not strictly necessary.

Injectors: Stock injectors should be running at 95 ~ 100% so this could be said to be the critical limiting factor. Some people will want to upgrade injectors just to get that last few whp out of the turbo.

Pump: Stock pump may limit AFR available even if in good condition. Expect stock pump life span to be shortened considerably by being pushed this hard.

EGBP turbine: Good.

EGBP exhaust: High-flow catted or catless downpipe mandatory. Headers may not add very much to this set-up but will certainly slow spool and response. Catback exhaust superfluous at this point.

Other: Some stock BPVs may leak at these pressures. 3-port EBCS will add control authority and help smooth boost response. Stage III tune required at this point, pro-tune, dyno-tune or e-tune, they all cost $ unless you have the chops.

 

Mike

 

Yes, I've read it. I will be following that closely, I'm just looking for any extra things, not necessarily performance related as much as reliability, to ensure the safety of my new turbo.

[HAMMER DOWN]

Search "reliability" Came up with this thread:)

 

http://legacygt.com/forums/showthread.php/reliability-modifications-178342.html?t=178342&highlight=reliability

 

Mike

[Nolmers06LGT]

Read it.. lots of great info. Hence, the killer bee pickup tube.

 

It seems like there are many vf52 builds going on.. I was going to develop a "standard vf52 swap parts list" with part #'s, etc.

 

I.e. which IPT oil return line kit, which gaskets, etc.

[Max Capacity]

I still have the stock oil feed line with the filter removed.

 

I used bolts to install the vf52 on the up pipe. I used the same bolts that hold the up pipe to the block. My buddy at the parts counter gave them to me.

 

The bolts made lining up everything much easier.

 

 

Replace the oil return line too.