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I need help on a JDM WRX VF47 Turbo

10166 Views 13 Replies 4 Participants Last post by  traveller78, 
T
9
JDM WRX VF47 Turbo on a FXT completed!!!

Guys my setup is complete.
Previous setup was as below
My current setup on my MY03 FXT
TD04
WRX TMIC
aftermarket upipe
stock downpipe

Curent:
JDM VF47 Twinscroll
JDM up and down pipe
WRX TMIC

My previous problem
Hi, I wanted lowend drivability of the fxt. I got a VF47 twinscroll turbo from a JDM WRX (known as SGT in Singapore). I know that the fitment is different to a single scroll setup. Hence, I managed to get all the necessary uppipe, DP, oil sump, dipstick and extractor.

The problem I face now is fitting the 47's intake portion to my wrx tmic as the inlet of the 47 is pointing upwards while the normal single scroll TD04 is facing a 90 degree to fit the wrx tmic.

Anyone has any experience in this or any idea how I can go about doing it? Thanks in advance.


After much discussion completed.
Okie guys, here are the installation pics of the VF47, I was at the workshop for 12hrs today! Finally got it done up, need to tune it to make it better.

The old TD04 setup


The rotated VF47 turbo with HKS actuator








The JDM twinscroll up-pipe, downpipe and extractor manifold


JDM oil sump pan


VF47 installed




That's all for the moment, I'll take another pic of the engine bay on the weekend and put it up. =)

The amount of work required is tremendous! I need to fabricate a new flange for the compressor housing to TMIC. I had to change the water cooler as the USDM water cooler is slanted which was blocking the JDM extractor. I had to change to a 2nd hand WRX waster cooler which is straight and does not block the extractor.

The USDM oil filter valve was too long and was blocking the JDM oil sump. So i had to get a new LGT oil filter valve which is slightly shorter.

The most critical piece of work was to fit the HKS actuator. The original actuator cannot be rotated. The mech fabricated a new bracket for the actuator. Then he realised that upon fitting the actuator was seated too close to the TGV, he later spent another 1 hours plus to solve this problem. After solving this problem the rest seemed easy.

My feel, the car revs very smoothly, better than the TD04, my last tune was for a TD04, I hope it'll be better after the tune for a twinscroll. I felt that the gear change seems to be smoother than before. There is no more boxer sound due to the equal length extractor manifold. Overall, I recommend this setup for a street car. Not for highpower though cos the VF47 tapers off around 4500rpm.

James.
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thefoos
Picture?

Some turbos you can easily re-clock the compressor cover without messing up the IWG. Many you can't though.

If you can't simply re-clock the compressor, you have a few options. All require fabrication though.

1) Go EWG. This would allow you to drop the WGA for the IWG. You would need to install two, one for each scroll. I personally don't know how much I like that idea because of the cost/complexity.
2) Talk to a turbo shop and find a compressor cover that works the way you want it. What are the dimensions of the compressor wheel? Perhaps a cover from a VF39 or something like that will bolt on and have the IWG WGA mounting in the proper spot.
3) Fab up a IC tube to go from the IC y-pipe to the compressor outlet.
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T
Hi, I stole the picture from the LGT forum. Refer to this link thread #28
http://legacygt.com/forums/showthread.php/anyone-know-thisi-51207p2.html

Apologies, what is EWG (is it external wastegate?), IWG (internal wastegate?) and the terms you used?

I was thinking of re-clocking the compressor (rotate), but I'm not sure if this can be done, or the complexity involved.
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thefoos
traveller78 said:
Hi, I stole the picture from the LGT forum. Refer to this link thread #28
http://legacygt.com/forums/showthread.php/anyone-know-thisi-51207p2.html

Apologies, what is EWG (is it external wastegate?), IWG (internal wastegate?) and the terms you used?

I was thinking of re-clocking the compressor (rotate), but I'm not sure if this can be done, or the complexity involved.
Click to expand...
Oh, one of those turbos. The easiest way to deal with that is get the proper fitment IC. Using your WRX IC, any route you go is going to require fabrication.

Sorry for the shorthand...

EWG = external wastegate
IWG = internal wastegate
WGA = wastegate actuator
IC = intercooler
BOV = Blow off Valve

As far as the turbo to manifold connections, absolutely find a MY05-08 LGT IC. MY09+ FXT's and MY08 WRX's have the same style IC. I can't speak to the IC mounting though. I don't know if the brackets are the same or if there are other clearance issues. BOV and BOV tube I think are different. You are going to have to reseach those points...

Something else I just thought of. I don't know your location. I'm guessing you are not in the US. Everything I'm speaking to is USDM.
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T
Hi, thanks for your prompt replies, appreciate it. I'm from Singapore.
My FXT is a USDM. 2009+ FXT are DBW? My 2003 FXT is not DBW.
I done some research on the 2009+ FXT. If I were to use the IC from a 2009+ FXT, I may also need the DBW plastic manifold. I was told that I'm opening up a can of worms if I were to touch my original manifold and try to fit the DBW manifold. Do you know what are the implications if I were to use the DBW manifold with the 2009+ style IC on my FXT?
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thefoos
traveller78 said:
Hi, thanks for your prompt replies, appreciate it. I'm from Singapore.
My FXT is a USDM. 2009+ FXT are DBW? My 2003 FXT is not DBW.
I done some research on the 2009+ FXT. If I were to use the IC from a 2009+ FXT, I may also need the DBW plastic manifold. I was told that I'm opening up a can of worms if I were to touch my original manifold and try to fit the DBW manifold. Do you know what are the implications if I were to use the DBW manifold with the 2009+ style IC on my FXT?
Click to expand...
I don't think you are going to want to mess with the intake manifold. If I were in your shoes, the easiest/simplest method to get to a bolt on situation is taking the turbo to a turbo shop and locating a compressor cover that will make it bolt on with a standard WRX IC, like you have in your FXT. I know the VF36/37 turbo came with the right cover, but the VF38's didn't. It doesn't even need to be a cover off of a twin scroll. I'd pop the cover off and take some measurements of the compressor wheel, and find a cover that would bolt on or take minimal boring...
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T
My mech had taken a look at the VF47, he is confident of rotating the compressor. He will fabricate a connector for the flange. However, he is not sure whether he can find a long silicon pipe to connect to the TMIC. The other question is whether the TMIC or turbo is blocking jutting out causing any rubbing better the TMIC and connector.
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thefoos
traveller78 said:
My mech had taken a look at the VF47, he is confident of rotating the compressor. He will fabricate a connector for the flange. However, he is not sure whether he can find a long silicon pipe to connect to the TMIC. The other question is whether the TMIC or turbo is blocking jutting out causing any rubbing better the TMIC and connector.
Click to expand...
fabrication...got to love it:)
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The Rookie
I assume you have the correct manifolding etc to connect the up-pipe to?

Rotating the compressor housing is as easy as it gets!, remove circlip, remove housing, remove dowl, refit at required angle!

I can't see how if you have the carry over parts from cylinder head to turbo why the compressor housing outlet would point the wrong way!

Simon
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T
Hi, the VF 47 is from the 2009 JDM WRX which is a twinscroll. The newer versions TMIC and turbo setup is similar to the Legacy GT. The TMIC is squarish not rectangle. I have all the necessary pipings, oil sump and dipstick. My problem is not so much abt rotating the turbo compressor, but after rotation, I may need to fabricate a flange to connect to my existing 2004+ WRX TMIC.
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don1952
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The Rookie said:
I can't see how if you have the carry over parts from cylinder head to turbo why the compressor housing outlet would point the wrong way!

Simon
Click to expand...
Because its a VF47..........


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T
Hi Don1952, u got it spot on. This is the inherit problem of converting from single scroll to twinscroll. I live in the city, so daily driving and streetabliltyis important to me. I access the low rpms most of the time, between 1500-3500rpms. Hardly pass the 4000rpm mark unless i drive on the highways with occasional spirited driving. =)
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The Rookie
OK I assumed it was like the older twin scroll which are aligned as single scroll.

Dead easy to clock the compressor housing as I described anyway, but obviously a hose won't just push on!

Simon
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T
Refer to top post for setup
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