Pavel’s Racing Engine’s, Inc. is proud to offer cast stainless steel turbine housings with Vband in/Vband out configuration for Garrett GT28, GT30, and GT35 turbochargers. We have used these housings on shop test vehicles as well as customer cars across the United States. This is a very popular item for Subaru owners using a rotated turbo kit. Vband flanges allow for very easy installation and orientation adjustment.
We offer Vband turbine housings for the following turbocharger:
GT28 (0.64 and 0.86AR); turbine size: 47mm/54mm, 76 trim
IHI is the main supplier of OEM turbocharger to Subaru auto company. Although there are abundance of different turbo models across Subaru, they are mostly same turbochargers with slight variations. Today we will look at similarities and difference of the IHI RHF5H VF40 and IHI RHF5H VF46 turbochargers.
IHI VF40 is a turbocharger most commonly found in a Subaru Legacy GT, Forester 2.5XT, and Outback for the 2005-2007 model years.
IHI VF46 is a direct replacement for the VF40 on the 2008-2009 model year vehicles.
All internal components are the same. Both turbocharger use the same RHF5H rebuild kit: (journal bearings, clips, oil seals, retainers, fasteners, and thrust components)
Turbine housings are the same
Bearing housings are the same
Compressor housings are different– Subaru claims to use a “new” 5 arc design which greatly improves flow and turbo response. Upon measurement of both housing the A/R ratio and internal volume seems to be very similar, thus this claim by Subaru seems to be more of an advertising gimmick than an actual engineering improvement.
Compressor wheels are different– inducer and exducer diameters are the same, total blade height and count is the same as well. Difference is in the height of the exducer blade tips. VF46 blades are slightly shorter, about 2mm. This prevent purchase of a VF40 CHRA and mating it with a VF46 compressor housing.
Wastegate actuator mounting is different– VF40 uses 3 of the 6 retaining bolts to clamp the actuator, while the VF46 uses only 2 of the 5 bolts to perform the same task. There is no advantage or disadvantage to either design. just noting a change.
Compressor seal plate is different– VF40 utilizes a smaller compressor seal plate than the VF46. VF40=119.36mm, VF46=130.07mm
Below you will find pictures of components compared:
This is another typical turbo project at shop. Customer sent in a TD04HL-16T turbocharger off a Volvo 850R. The turbo was in fairly good shape. Customer was in need for a standard rebuild service and upgrade of the compressor wheel from the 16T to 19T.
This type of rebuild and upgrade service costs $500. This includes cost of parts and labor. Please call or email with questions and inquiries.
Upgrade to 19T compressor wheel
Disassembly, cleaning, and inspection of all components
Replacement of all consumables (journal bearings, oil rings, gaskets, retainers, fasteners, thrust bearing components)
Media blasting of the bearing housing, turbine rotor blades, turbine housing, and compressor housing
Micropolishing turbine shaft, check runout, and inspect for microfractures at the blades
Machine bearing housing to accept larger exducer of the compressor wheel
Machine compressor housing to accept larger inducer of the compressor wheel
Rebalance rotating assembly
Inspect blow-off valve and wastegate for proper operation.
Below are the pictures of the work. Click the picture for description.
This is a Mitsubishi Heavy Industries(MHI) TD06-17C turbocharger off a GMC Typhoon. This turbo was sent in by a customer for our “Basic Rebuild Service”. This turbo just started showing signs of bearing wear and oil consumption. Turbocharger completely disassembled, all components cleaned, and inspected. Bearings, housings, rotors, and turbine shaft measured with precision micrometers and bore gauges. All clearances verified and turbo rotating assembly rebalanced. Turbine housing media blasted by hand and compressor housing polished. Turbocharger reassembled using all new component and Clevite assembly lubricant. This prevents dry starts and premature turbo failure.
This is another custom project we did for a local customer. We modified an Eaton MP90 supercharger designed to fit a Toyota Tundra and machined it to fit a Lexus LS430 3UZ-FE V8 engine. The supercharger snout was too long for proper alignment of the belt drive system. The original TRD pulley was 2.3 inch diameter and too small for the boost pressure desired by customer. Customer wanted a boost threshold of 6psi. Using factory LS430 crankshaft pulley dimensions it was calculated that a 2.9 inch supercharger pulley will provide 5.9psi boost pressure. We chose to install a quick change supercharger pulley. This eliminated the need for custom pulley puller and allows for fast changes in boost pressure with a simple pulley replacement.
Supercharger was disassembled and all components inspected for wear and evaluated for replacement. Supercharger snout was welded to fill in an indent in the casting. This casting indent/dimple is not present on most Eaton M90 or MP90 superchargers. Great care was taken to ensure proper welding penetration as well as heat dissipation to ensure minimal component warping. Coaxial alignment of the bearing seating area is critical for supercharger performance. All component machining operations were performed using a lathe. Special fixture was made to ensure snout alignment during machining. Input shaft was shortened in the lathe ensuring all critical bearing and pulley seating areas remained accurate size and coaxial.
Shorten supercharger snout
Determine proper pulley size requirement for 6psi boost pressure threshold
Supercharger disassembly, component cleaning, and inspection. Bearings, seals, input shaft, and drive coupler inspected for wear and component replacement determined
Supercharger snout and input shaft precisely measured and blueprints compiled
Supercharger snout welded to remove casting indent
Machining fixture made to mount snout
Supercharger shout shortened as per instruction
Supercharger input shaft shorted
Dimensions verified after machining
New, low drag, supercharger seal installed
Quick change pulley hub pressed onto the input shaft
Supercharger reassembled and filled with fluid
Compilation of pictures before, during, and after machining modifications:
We have been extremely busy with turbo rebuilds and finally have pictures of a turbo rebuild we did for a customer in Anchorage, Alaska. This is an IHI VF40 turbocharger that came off a 2005 Subaru Forester. The turbo was in very bad shape when we received it for the overhaul. Customer complained of major oil consumption and smoking from the exhaust pipe. Inspection revealed a broken turbine rotor shaft and major damage to all components. . Complete rebuild was chosen as a solution. After final cost analysis we decided a whole new cartridge, CHRA, was the most cost effective solution for the customer. We replaced the CHRA to make this turbo 100% new. We disassembled the turbo, cleaned compressor housing and media blasted the turbine housing.
Pavel’s Racing Engines is proud to offer turbine housing porting and blending services for your turbochargers. This is a purposeful modification and not just another thing to add to your “modifications list”. Main purpose of turbine housing porting is to reshape the inlet and remove airflow restriction to the internal wastegate. Restrictive wastegate castings can lead to boost creep and boost spike conditions at different engine operating conditions. We blend and reshape the turbine housing to increase flow to the wastegate valve and improve boost pressure control. Porting of the turbine housing, as typically done by tuner shops, can actually be detrimental to performance and durability of the turbocharger. OEM manufacturers spend millions of dollars on research and development of the optimal housing size and shape. Porting and removing of material will increase housing inner dimensions and can lead to premature cracking. We blend casting marks of the turbine housing and polish it. Only material removal we do benefits wastegate exhaust gas flow characteristics.
Pictures of a blended and modified wastegate opening on a Subaru Impreza WRX IHI VF39 turbo:
This yet another type of Subaru turbo we rebuild at PRE. This unit came in poor condition. A lot of shaft play, smoking and burning oil, and visibly damaged compressor wheel. Upon disassembly, cleaning, and inspection we decided this turbo still qualifies for our Basic Turbo Rebuilt Service with the only additional cost being new compressor wheel. Ne standard size journal bearings were measured with a micrometer and bearing housing clearance checked using a bore gauge. Luckily journal bearing clearance was within factory specification. This means we did not need to hone the housing and install oversized journal bearings. Compressor wheel showed visible wear which was confirmed with a digital caliper measurement. It was replaced with a brand new unit. Compressor housing clearance was checked and found to be acceptable. Compressor wheel wear did not leave grooved marking of the housing. Turbine rotor shaft was measured to be within factory specifications on all dimensions and was saved. We micropolished the shaft and removed any small imperfections. Rotor assembly was balanced with new compressor wheel and turbocharger assembled.
This is a custom turbo we built for a customer in Pennsylvania. This project started with a damaged ball bearing Garrett T28 turbocharger. Since the turbo cannot be serviced or rebuilt we converted it to journal bearing system. We build these turbos usually with a more popular 0.64A/R turbine housing. This time the customer requested a bigger turbine rotor shaft and turbine housing to better suit his performance-oriented needs. All machining was performed like a standard Journal Bearing Conversion with the exception of additional machining of the wastegate mount on the compressor housing.
Pictures of the finished unit and individual components for comparison:
This was a Volvo turbo rebuild for a customer in Hawaii. He complained of light smoking under heavy load. Prior to complete disassembly and inspection we could not offer a 100% quote, but we had a feeling it was the turbine shaft seal started to wear out. The customer sent us the turbo for a complete overhaul. After complete disassembly and component inspection we diagnosed a worn turbine shaft seal as the culprit of the oil burning, just like we diagnosed over the phone. Luckily our customer maintained his vehicle well and caught the problem before it became an expensive and time consuming ordeal. This turbo needed just the Basic Rebuild Service. All components were cleaned and inspected, while replacing all bearings, seals, 0-rings, and hardware, followed by balancing of the rotor assembly, of course.
1997-2000 V70 AWD, V70 XC (Cross Country), S70 AWD, V70 GLT, S70 GLT
Will fit in ANY 1994-2000 FWD or AWD Volvo based on the 850/P80/X70 platform (ie. excluding S80, S40, V40 cars).
This turbo is interchangeable with 13G, 15G, 16T, 18T, and 19T turbos, it’s just that this 13T is slightly smaller.
Pictures of the rebuilt turbo:
Welcome to PRE Tuning, the home of Pavel's Racing Engines, Inc.
We specialize in engine and turbocharger repair and upgrade services. We invite you to look through the engine and turbo service sections. Don't hesitate to contact us with questions and quote requests.