Subaru turbo rebuild

Complete in-house rebuild service for every turbocharged Subaru. WRX TD04L, STI VF series, Legacy GT, Forester XT, and FA20DIT. AVCS banjo bolt screen inspection and report included on every EJ rebuild. In-house VSR balancing since 2008.

Start a rebuild Call 813-443-0531

WRX 2002-2007: TD04L Mitsubishi EJ205
STI all years: VF IHI Series VF39-VF48
WRX 2008-2014: VF52 IHI EJ255
WRX 2015+: VF57 IHI FA20DIT
Legacy / Forester: VF40 VF41 VF45 VF54
AVCS screens: TSB recommends removal

The AVCS screen problem

The AVCS (Active Valve Control System) is Subaru's variable camshaft timing system on EJ205, EJ207, EJ255, and EJ257 engines. Subaru installed small mesh screens inside the banjo bolts that supply oil to the AVCS system. These screens accumulate varnish deposits from degraded oil and eventually restrict or fully block oil flow, not just to the AVCS, but to the turbocharger and cam journals that share the same oil supply passages.

The most critical screen is the banjo bolt on the passenger side cylinder head that feeds both the turbo oil supply and the AVCS intake solenoid. When that one clogs, the turbo is starved simultaneously with the AVCS system. The first sign is often a P0011 or P0021 AVCS code before the turbo noise starts, but the turbo was already running lean on oil by the time the code appeared.

Subaru acknowledged the problem directly. TSB 02-97-05 covers the AVCS screens. TSB 02-103-07 covers the separate turbo oil feed screen. Both TSBs recommend removal. The Subaru performance community agrees without exception: remove the screens. Because these screens are on the car and not on the turbo, we cannot inspect them during a rebuild. What we can tell you is what we found inside the CHRA.

DTC Reference: P0011 = Intake cam bank 1 advanced. P0021 = Intake cam bank 2 advanced. P0024 = Exhaust cam bank 2 advanced. Any of these codes on an EJ turbo warrants AVCS screen inspection before turbo work proceeds.

Passenger side head banjo bolt

Below turbo inlet, feeds turbo AND AVCS intake solenoid. Most critical screen. A fully clogged screen here starves the turbo of oil pressure at startup. The first symptom is often P0011 but turbo bearing damage is already occurring.
Driver side head banjo bolt

Feeds driver side AVCS intake solenoid and cam journals. Does not directly feed the turbo but a clogged screen causes P0021 codes. Access is harder, near the timing belt cover.
OCV solenoid internal screens

Inside each AVCS Oil Control Valve solenoid. Clogged OCV screens produce symptoms identical to a failed solenoid. Inspect when AVCS codes are present.
Exhaust AVCS supply passages

Internal head drillings on EJ207 / EJ257 with exhaust AVCS. Restriction produces P0024 codes. Exhaust OCV solenoids are on the underside of the heads at the front corners.

Every turbocharged Subaru we rebuild

Every turbocharged Subaru from the first USDM WRX through current production is supported. The turbo varies by engine code, model year, and market.

WRX 2002-2007 EJ205 2.0L, Mitsubishi TD04L

The 2002-2007 USDM WRX uses a Mitsubishi TD04L turbocharger on the EJ205 2.0L engine. See our MHI turbo page for TD04L rebuild detail. AVCS screen inspection applies to all EJ-powered WRX models.

Applications: 2002-2007 Subaru WRX (USDM), EJ205

TD04L

WRX 2009-2014 EJ255 2.5L, IHI VF52

The most common WRX rebuild unit. Journal bearing single scroll. 14411AA800. Oil starvation from the banjo bolt screen restriction is the number one failure cause.

Applications: 2009-2014 Subaru WRX (USDM), EJ255

14411AA800
VF52

WRX 2015-2021 FA20DIT 2.0L, IHI VF57

The FA20DIT replaced the EJ series with direct injection. Journal bearing single scroll. 14411AA830. The FA20DIT eliminated the AVCS banjo bolt screen problem of the EJ generation but has its own PCV and intake carbon buildup considerations.

Applications: 2015-2021 Subaru WRX (USDM), FA20DIT

14411AA830
VF57

STI 2004-2021 EJ257 2.5L, IHI VF39 / VF43 / VF48

The USDM STI runs IHI VF series through its entire US production life. VF39 on 2004-2006, VF43 on 2007 (enlarged wastegate), VF48 on 2008-2021. All journal bearing single scroll on the RHF55 frame. VF48 is our most common STI rebuild unit.

Applications: 2004-2021 Subaru STI (USDM), EJ257

14411AA700
VF48

Legacy GT / Forester XT EJ255 2.5L, IHI VF40 / VF41 / VF45 / VF54

Dedicated VF variants tuned for Legacy GT and Forester XT power targets. VF40 on 2005-2007 Legacy GT, VF54 on 2008-2012 Legacy GT. The Legacy GT applications frequently come in with oil contamination and coking from the longer oil passages on the horizontally-opposed engine in a sedan application.

Applications: 2005-2012 Legacy GT / 2004-2008 Forester XT

VF40
VF54

JDM VF Series EJ20 / EJ207 2.0L, VF22-VF60

The JDM VF lineup covers EJ20 and EJ207 performance variants. Ball bearing units (VF22, VF23, VF24, VF28, VF29, VF34, VF36, VF38) deliver faster spool than USDM journal bearing counterparts. VF36 and VF38 introduced titanium turbine shafts. These units are increasingly imported and we rebuild all configurations.

Applications: JDM WRX / STI / Legacy GT / Forester STI, all VF variants

Find your part number

Search by Subaru OEM part number, IHI VF model, engine code, or model year. Subaru uses the 14411-XXXXXX format for all OEM turbocharger part numbers.

Showing all 24 part numbers

Subaru OEM Part #	IHI Model	Engine	Application	Notes
USDM WRX
14411AA800	VF52	EJ255 2.5L	2009-2014 Subaru WRX (USDM)	Journal / Single Scroll P18
14411AA800D	VF52	EJ255 2.5L	2009-2014 Subaru WRX (USDM)	Journal / Single Scroll P18
14411AA830	VF57	FA20DIT 2.0L	2015-2021 Subaru WRX (USDM)	Journal / FA20DIT direct injection
USDM STI
14411AA572	VF39	EJ257 2.5L	2004-2006 Subaru WRX STI (USDM)	Journal / Single Scroll P18
14411AA620	VF43	EJ257 2.5L	2007 Subaru WRX STI (USDM)	Journal / Enlarged wastegate
14411AA700	VF48	EJ257 / EJ257B 2.5L	2008-2021 Subaru WRX STI (USDM)	Journal / Single Scroll P18
VA440057	VF48	EJ257 2.5L	2008-2021 STI (USDM), IHI internal code	IHI Internal Code
USDM Legacy GT / Forester XT
14411AA530	VF40	EJ255 2.5L	2005-2007 Subaru Legacy GT (USDM)	Journal / Single Scroll P18
14411AA760	VF54	EJ255 2.5L	2008-2012 Subaru Legacy GT (USDM)	Journal / Single Scroll P18
JDM VF Series
14411AA650	VF45	EJ20 / EJ255 2.0L	JDM WRX / Legacy EJ20 2004+ / Forester XT	Journal / Single Scroll P18
14411AA070	VF22	EJ20 2.0L	JDM WRX / STI EJ20 early, largest VF	Ball Bearing / P20 single scroll
14411AA130	VF23	EJ20 2.0L	JDM WRX EJ20	Ball Bearing / P20 single scroll
14411AA150	VF24	EJ20 2.0L	JDM WRX EJ20 / Rally / auto	Ball Bearing / P18 single scroll
14411AA200	VF28	EJ207 2.0L	JDM STI Version 5 EJ207	Ball Bearing / P20 single scroll
14411AA220	VF29	EJ20 2.0L	JDM WRX EJ20 improved compressor	Ball Bearing / P18 single scroll
14411AA443	VF35	EJ20 2.0L	JDM WRX Type RA fast spool	Journal / P15 small housing
14411AA373	VF30	EJ207 2.0L	JDM STI EJ207 V7-V9	Journal / Single Scroll P18
14411AA340	VF34	EJ207 2.0L	JDM STI EJ207 V7-V9 ball bearing version	Ball Bearing / Single Scroll P18
14411AA490	VF36	EJ207 2.0L	JDM STI Spec C 2003+, Ti shaft twin scroll	Ball Bearing / Twin Scroll P25
14411AA542	VF37	EJ207 2.0L	JDM STI V8/V9 Spec C	Journal / Twin Scroll P25
14411AA690	VF49	EJ207 2.0L	JDM STI 2008-2014	Journal / Twin Scroll
14411AA560	VF38	EJ20 2.0L	JDM Legacy GT Ti shaft twin scroll	Ball Bearing / Twin Scroll P18
14411AA610	VF41	EJ207 2.0L	JDM Forester STI	Journal / Single Scroll P18
14411AA900	VF60	Various	Subaru Levorg / JDM applications	Journal Bearing

No results? Contact us at sales@theboostlab.com with your year, model, and engine code.

Why Subaru turbos fail

AVCS screen oil starvation

The AVCS screens accumulate varnish from degraded oil and restrict or fully block oil flow to the turbo and cam journals. The passenger side screen is the most critical because it feeds both the turbo and the AVCS intake solenoid. The first symptom is typically a P0011 AVCS code. By the time the code appears, the turbo has already been running starved. Subaru issued TSBs (02-97-05 and 02-103-07) recommending removal. The entire Subaru specialist community agrees universally: the screens do not belong on any turbocharged EJ.

Oil consumption and turbo seal failure

The EJ255 and EJ257 are known for oil consumption, some engines consuming a quart every 1,000 miles. Low oil level starves the turbo bearing system at high RPM and under sustained boost. The flat boxer configuration means the engine holds oil differently than an inline engine, and the turbo drain lines sit at unique angles that can cause pooling.

EJ257 / EJ255 ringland failure debris

The EJ255 and EJ257 use cast pistons with thin upper ring lands. Under detonation from pump gas, aggressive timing, or lean conditions, the ring land cracks. Debris circulates through the oiling system and arrives at the turbo CHRA. A ringland failure that has not been fully addressed will damage the new bearings immediately.

Cold boost on journal bearing VF units

The USDM VF39, VF43, VF48, VF52, and VF54 are all journal bearing turbos. On a cold EJ engine, oil is thick and slow to reach full pressure through the narrow AVCS passages. Hard acceleration or full boost demand on a cold EJ is the fastest way to score a journal bearing. Even five minutes of easy warmup makes a meaningful difference.

FA20DIT oil feed path issues

The VF57 on the FA20DIT is a journal bearing single scroll unit with its own oil feed path characteristics different from the EJ. Direct injection engines are known for increased intake valve carbon buildup that can restrict crankcase ventilation, affecting PCV function and oil pressure stability. The good news is the FA20DIT eliminated the AVCS banjo bolt screen problem.

Head gasket coolant contamination

Head gasket failure on EJ engines pushes coolant into the oil system. Coolant-contaminated oil loses its film strength immediately, causing bearing failure throughout the engine including the turbo. A turbo rebuild on an engine with a compromised head gasket is a short-term fix.

Frequently asked questions

What exactly are the AVCS screens and where are they?

The AVCS screens are small mesh filters installed inside the banjo bolts that supply oil to the AVCS Oil Control Valve solenoids on the cylinder heads. There are multiple screens: one at the passenger side head (which also feeds the turbo oil supply), one at the driver side head, and internal screens inside each OCV solenoid body. They accumulate varnish deposits from degraded oil and can restrict or fully block oil flow to the turbo and cam journals. Because the screens are on the engine and not on the turbo, we do not inspect them during a rebuild. What we assess at teardown is the CHRA condition for evidence of oil starvation, which tells us whether restricted oil flow was likely the cause.

Should I remove the AVCS screens?

Yes. Subaru issued TSB 02-97-05 specifically for the AVCS screens and TSB 02-103-07 for the turbo oil feed screen. Both TSBs recommend removal. NASIOC, IWSTI, and every major Subaru specialist forum agrees: pull them out. A clogged screen on a well-maintained engine is a worse outcome than no screen at all. If your car still has the screens in, removing them is one of the most important preventive maintenance items on a turbocharged EJ.

Is the 2002-2007 WRX turbo different from the STI turbo?

Yes, significantly. The 2002-2007 USDM WRX uses a Mitsubishi TD04L on the EJ205 2.0L engine. The STI from 2004 onward uses IHI VF series turbos on the EJ257 2.5L. The WRX moved to IHI in 2009 with the EJ255 and VF52. So the turbo manufacturer changed between WRX and STI, and again when the WRX moved to 2.5L. When in doubt, send us the year, model, and trim and we will confirm.

My EJ has P0011 and the turbo is noisy. Which do I fix first?

They are connected: fix the root cause first, then the turbo. P0011 means the passenger side intake AVCS is not responding correctly. The passenger side AVCS banjo bolt also feeds the turbo. If that screen is clogged, replacing the turbo without addressing the screen means the new turbo starves from day one. Ship the turbo to us first: we inspect the CHRA and include a screen status note in the report so you know exactly what needs to happen on the engine side before the rebuilt turbo goes back on.

How do I ship my Subaru turbo?

Submit the rebuild form at repair.theboostlab.com first. Drain residual oil, plug all ports, and double-box with foam padding. Ship via UPS or FedEx to 37833 Pineapple Ave, Unit A, Dade City, FL 33523. Include the year, model (WRX or STI), engine code if known, and any symptoms or codes present before removal. For JDM imports include the version number if known. We will send a receiving confirmation.

Do you work with Subaru shops and dealers?

Yes. We work with Subaru performance shops and dealers nationwide. VF48 and VF52 are our two highest-volume IHI units and we stock components for fast turnaround on both. If you are a shop sending multiple Subaru turbos regularly, contact us about wholesale pricing and shop accounts. Turnaround on stocked units is typically 3-5 business days after receiving.

Related service pages

Ready to rebuild?

Start your rebuild request in our repair system. VF48 and VF52 parts stocked for fast turnaround. Every EJ teardown report includes oil starvation assessment and AVCS screen removal recommendation. In-house VSR balancing since 2008.