legacycentral bbs

sure thing... right now I get 300 - 350 km to the tank. This statistic will be updated after the upgrade

It's not happening right away but I am finally planning for it. I can't wait...sucks having to put it all on hold for years just after receiving this sweet VF36 turbo. On the plus side, my '94 is still ready for it!

Just a quick note/question for you regarding the ball bearing turbo....I've heard that you want to use a restrictor pill or something on the oil supply line to the ball bearing turbos so they get properly lubrication. The ball bearing turbos are different since they don't run on a fluid film type bearing.

Like I said, I don't know all the specifics, but it may be something you should check into.

Legacy777 wrote:Just a quick note/question for you regarding the ball bearing turbo....I've heard that you want to use a restrictor pill or something on the oil supply line to the ball bearing turbos so they get properly lubrication. The ball bearing turbos are different since they don't run on a fluid film type bearing.

Like I said, I don't know all the specifics, but it may be something you should check into.

Ooh, that sounds important! Thanks for that Josh, I've put it on my list and will research further along those lines.

Yes, that was good to bring up!

This page has some good detail on the differences in oil requirements between ball / roller-bearing turbos (like the VF36) and standard journal / floating bearing turbos (like our stock VF11). In particular, this sums it up:

...ball bearings really only needs "drops" of oil where journal bearings require oil pressure to allow the bearing to float.

This makes sense now. Ball bearing CHRAs have oil seals that are not meant to hold pressure. They allow air pressure to blow through; too much oil pressure and the seals are useless. So, we need a restrictor (especially with Subaru oil pressures) to ensure that the ball-bearing CHRA never sees too much oil pressure.

In fact, Subaru made a special oil fitting banjo bolt with a smaller oil passage just for this purpose:

Subaru offer a banjo bolt with a smaller orifice to suit the roller-bearing VF series turbos. Sleeve/plain/divided thrust bearing VFs (nor any other plain bearing turbos AFAIK) do not require this.

Looks like Subaru already engineered an appropriate oil restrictor for the VF-series ball-bearing turbos. I tend to trust their engineering. What do you guys think? Will I be fine as long as I utilize this banjo bolt to feed oil to my VF36?

EDIT for posterity in case pic host goes down -- this banjo bolt meant for usage with ball-bearing Subaru turbos has Subaru part # 15194 AA130 (text is better than photos for part #s)

I think as long as you're using the appropriate banjo bolt/feed line for the ball bearing turbos you should be ok.

The ej22t engines tend to run a little higher oil pressure due to the oil squirters, so that would be my only caution. It should be fine, but again, just something to keep in mind.

<thread revival>
All parts for VF36 are now with me; most in storage, with the actual VF36 turbo in a box in my garage. This weekend I will be taking it out to examine after it's sat for so long, check for shaft play, rotational resistance, etc. I'll get photos and post 'em up here. I MEAN IT this time!

I am still looking for actual airflow and HP information on this turbo; a compressor map would be fantastic, as would some estimated statistics for usage with a 2.2 liter engine (i.e. where will it max out airflow and HP wise -- or will I hit other restrictions before the turbo is ever a bottleneck?)

Considering using this for my '91 SS after the engine is rebuilt with forged internals, or if the maximum power wouldn't necessitate forged internals then perhaps it will go on my '94 with the stock internals.

On NASIOC, I read about members running just shy of around 300HP with this turbo, but am unsure if this is where it peters out or if there is room for more supporting mods to allow for more power...? I also understand there are aftermarket upgrades for the VF36 for later, but at the moment I am interested what this stock Subaru turbo is capable of.

'91 SS Engine build thread
'91 SS Built EJ22T - Turbo selection thread

</thread revival>

This should be either td05 or vf39 size with far faster spool up. Don't know the condition of your internals, but stock 22t's can handle the other two turbos fine.

Sadly, 300 is about it. I have a VF-36 in my 05 STI and i am running about 320 WHP. Its not meant to be a high hp turbo, just a good all-around turbo.

Okay thats excellent to know. Probably going on the 94ss with stock internals and robtune550. Still would enjoy reviewing a compressor map.

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Sounds like the perfect turbo for rallycross.

...and I once again understand compressor maps and how to use them. Very handy video:
watch?v=0Lv4yjiuJSU

Still looking for a VF36 map, but at least I understand exactly how much better my T-bird warner-ISHI hybrid VC32(or VJ17)/VF11 is than the stock VF11. (found both those maps, one's in the posted 1992 FSM scan at the very end and the other is at this page, more specifically here is a direct link to the VC32(or VJ17) map image)

beatersubi wrote:Sounds like the perfect turbo for rallycross.

Pretty much the reason I went with it. I have more power at 2500 rpms than the Vf-39 did at max power on the stock tune.

So, here are some photos. The vf36 I have here is in excellent condition as far as I can tell!

Absolutely no shaft play in any axis. If I dont breathe reeeeal gentle-like, this thing begins to spool up lol

Seriously though, it spins so easily and smoothly. There's about zero resistance.

Compressor inlet:


Twin scroll turbine inlet:


Twin wastegate dump:


Vf36 subaru part number: 14411AA492

Measurements I done took (tell me what I missed and how to accurately obtain the measurement and I will add to my list of info.
Inside Diameters in inches:
Compressor inlet 1 + (15/16)
Compressor outlet 1 + (9/16)
Turbine inlets (twinscroll) 2x 1 + (5/8)
Turbine outlet 2 + (1/4)

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