Verified the timing: It was correct.
Now i am going to reinstall everything and do more test.
Unfortunately i cannot find the compressor maps for TD04L-13T, only the TD04H are.
The customer choosed this turbo because in Europe It seems to be widely used. It seems like everybody gets their 240 bhp. Unlucky us i guess, back to tests.

 

I've read that the H, L, and HL all refer to the turbine side. The compressor map for a 13T compressor wheel should be for all 13T equipped turbos.

 

The google machine finds a compressor map for a 13T, looks like a smaller trim gt2554 to me, which means it will probably hit sooner and run out of gas earlier.

The dyno above seems right in the ball-park. This turbo is also clearly targeted for higher boost applications.

 

I know this is an old thread. But, were you using a "stock" wastegate actuator? Or and upgraded one?
You say that you went up with the boost pressure-how did you do this? Do you have a boost controller?

 

No, we're using "stock" wastegate.
We're using upgraded actuator which has the threaded rod so you can offset the whole wastegate mevement.

However, the car was resolved and finished. Nice results tho, with a impressive fast spooling, impressive response and almost no lag. Very hooligan-car feeling.

Recap TLDR;
TD04-L-13T subaru is too small for 1.8 VVT. Chocking around 5000-5500 rpm.
TD04-HL-16T subaru (larger exhaust turbine, larger intake turbo) is small and adequate for mid power levels and very fast response, will pull up to 6500-7000.
The TD04HL16T will start to build up pressure as low as 2000 rpm (checked on dyno, 2000 rpm WOT = 0.05 bar).
Our target boost was 0.7 bar, fully reached wot 3100 rpm.
This turbo is so small that it will build up EGT very fast. To keep egt under reasonable levels, we had to redo the whole downpipe and mid pipe. A 2.5" itself is not enought. It can be enought only if well made and absolutely not restricted. (our max bend angle was 35 degrees. Anything near 90° will cause skyrocketing egt and turbo chocking at high rpm.

 

FWIW, I had a STi for 6 years. The turbo was the second thing to go. The turbo couldn’t hold boost even with ebc to redline. It would hit hard early, 20psi and by redline you’d lose 2-3psi. Switched it out for a gtx3076 and make 100whp and held 21psi to redline… the Mitsubishi turbo was a common upgrade 16g, that turbo was strong in the low end as well but didn’t die up top.

 

Understandeable, just for reference our target boost is 10-11 psi