Looking for 6265 and 6765 owners feedback

[marleyskater420]

come over and you and jerry can wrench mine on!

deal!!

 

[Mr.Spool]

i have a 62/65 on my car now and it makes the car really move.more than res ponsive for the street and pulls real strong up top.i don't have dyno #s and no track time yet but the gmeter and the good old stopwatch says the car is moving out.i really don't see how you could go wrong with this turbo unless the ex housing is to big affecting the spoolup or you want to run 10.0s

 

[toomanymodz]

Sorry to hi-jack the thread... I'm running a TE-51 turbo and I have about the same setup and similar goals. The previous owner ran 11.30's-11.40's at 25# on C16 fuel. Since I'm only running 110 octane, I lowered my boost to 22# to be safe. I'm thinking about switching to the 62/65 to try and get back some of the HP that I lost when I lowered the boost. If I can get the same power at 22# with the new turbo I'd be thrilled. Does this sound achievable?

 

[Quik Six]

PTE charts show 6265 will support 680 HP and the 51 supports 575 HP. I had a PTE52 and there is no comparison between the two; 6265 flows a whole lot more air.

You don't say what is in your combo but you should probably post it here and get some feedback if you will need to make additional changes if you go to a bigger turbo. For example, the 6265 may require that you go to an external wastegate which would require a new DP and wastegate which can cost up to $1,000 and you lose the stock appearance of an internal wastegate.

BTW, a good alky system would allow you get the 3#'s back all the time using 93 octane gas and you can go to 101 when you go to the track for peace of mind.

 

[toomanymodz]

"the 6265 may require that you go to an external wastegate..."
I'm running a TH 3" downpipe and I'd rather not switch to an external wastegate, so perhaps I'd need a step smaller than the 6265?

Some of my combo: Vigilante 3200 lockup converter, custom-made (huge) front-mount intercooler, 009 (42.5#) injectors (i know i'll need to swap those out for sure), ported factory heads, stock short block, stock cam, RJC powerplate, stock throttle body and plenum.

 

[blackmonte]

"the 6265 may require that you go to an external wastegate..."
I'm running a TH 3" downpipe and I'd rather not switch to an external wastegate, so perhaps I'd need a step smaller than the 6265?

Some of my combo: Vigilante 3200 lockup converter, custom-made (huge) front-mount intercooler, 009 (42.5#) injectors (i know i'll need to swap those out for sure), ported factory heads, stock short block, stock cam, RJC powerplate, stock throttle body and plenum.

http://www.turbobuick.com/forums/ge.../309163-billet-wheel-turbo-boost-control.html

 

[ta88gta]

I'm a big fan of the 6265 and I've gotten great results so far. The numbers John mentioned were 724 #'s of torque and 560 HP at 4000 RPM's. My first concern was that theoretically I had exceeded the output power of the turbo. Patrick was pleased to hear the numbers and assured me that I had not run out of turbo yet. I was also so excited over those numbers that it didn't dawn on me that the numbers dropped like a rock from 4000 RPM's. At 4900+ RPM's, power was down to 501#'s of torque and 466 HP. Got some input from some knowedgable people and determined that the culprit was probably floating valves caused by worn out valve springs. Tom with Champion helped me select the springs and they are being installed this week. Will find out if our diagnosis was correct or not.

I had a 9.5" 3500 stall LU convertor from Chris at CK and it lets the journal bearing turbo spool almost immediately. I wish I had known about the ported shroud housing when I orderd the turbo but I'll get one the next go round.

As mentioned above, the billet turbos do flow some air and boost control can be a problem. I'll also find out soon whether I will be buying a new DP with an external wastegate or if I can keep my 3.5 THDP with internal gate. I guess constantly upgrading parts is the side effect of the "greed for speed".

I plan on re-dynoing the car next month to see if new valve springs cured the problem and will post the results.

Can't wait to make a few passes at the track.

how much boost were you running on those pulls?

 

[Quik Six]

Creeped up to 29#'s of boost on the last run which more than I wanted. TT kept the A/F at preset amount of 10.8 with no knock, audible or Scanmaster fed by PowerLogger.

Runs were 511, 525 and 560. First was closed exhaust, second was open exhaust and 3rd was open exhaust and locked convertor. All peaked at or near 4000 RPMS.

On the second run, I have dyno data that shows HP dropped to about 430HP at 5200 RPM's.

Only changes made were those noted and my laptop acted up and I got no decent recorded data from PowerLogger.

 

[marleyskater420]

Creeped up to 29#'s of boost on the last run which more than I wanted. TT kept the A/F at preset amount of 10.8 with no knock, audible or Scanmaster fed by PowerLogger.

Runs were 511, 525 and 560. First was closed exhaust, second was open exhaust and 3rd was open exhaust and locked convertor. All peaked at or near 4000 RPMS.

On the second run, I have dyno data that shows HP dropped to about 430HP at 5200 RPM's.

Only changes made were those noted and my laptop acted up and I got no decent recorded data from PowerLogger.

can you please give the timing/boost for each run and HP/tq numbers?

Thanks!

 

[Quik Six]

Timing is kind of an embarrassment to tell but it was 20/18, the default setting for the SD TT chip. I had set it at 23/21 in the chip and unplugged the MAF but not the Translator so the ECM utilized the default setting of the TT chip.

Torque/HP was 658/511, 682/525 and 724/560. All were achieved at 4000 RPM area and dropped approximately 100 HP by 5000 RPM"S. Hopefully, new valve springs will allow it to continue to make power.

First run boost was 26-27#'s, jumped nearly 2#'s when we opened the dump cap and the last run was 29#'s and trying to creep.

 

[marleyskater420]

Timing is kind of an embarrassment to tell but it was 20/18, the default setting for the SD TT chip. I had set it at 23/21 in the chip and unplugged the MAF but not the Translator so the ECM utilized the default setting of the TT chip.

Torque/HP was 658/511, 682/525 and 724/560. All were achieved at 4000 RPM area and dropped approximately 100 HP by 5000 RPM"S. Hopefully, new valve springs will allow it to continue to make power.

First run boost was 26-27#'s, jumped nearly 2#'s when we opened the dump cap and the last run was 29#'s and trying to creep.

whoa. Cool.

can you list your engine setup? stock block,etc?

Thanks man! I am pretty sure this is the turbo for me after seeing this. Especially because this is my street car, and I will have to take it to and from work everyday.

 

[Quik Six]

Sent you a PM.

Phil Engle

 

[Quik Six]

Thanks man! I am pretty sure this is the turbo for me after seeing this. Especially because this is my street car, and I will have to take it to and from work everyday.

Great choice.

Be sure to get the ported shroud. It's a No Cost option and looks WAAAAAY too cool not to have one.

 

[asrnj77]

I really like hearing about how the 6265 worked for you. I'm debating on switching mine out. I currently have a 6152 (journal) with .85 a/r and an Art Carr 9" non-lock converter (2800 rpm "P" stall). I also have 208/208 cam with ported champion heads and intake, alky, and 50lb injectors. The car has done a best of 121mph (24lbs) and no dyno time. I also have a wb controlled TT chip

I am looking at the 6265 billet dbb S cover and was thinking that maybe the .63 exhaust would work out better for my 2800 stall (that I want to keep). Currently the streetability on the journal bearing with the 2800 is nice and I would hope it stays the same or better with the 6265dbb while giving me a nice performance boost.

I would like to hear what you guys think before I make the investment into the new turbo.

 

[Quik Six]

You didn't post your times but I believe you still have quite a bit left in the 6152.

Not trying to discourage you but you should consider several things before you jump into a 6265:

1) Condition and work done on your block.

2) Your injectors may need to be upgraded.

3) You may have to go to an external wastegate.

4) You may have to get another cam.

5) S cover will require 4" MAF pipe for best results.

This is not an all inclusive list but should be considered before you invest $1,700 in a new turbo and then have to add nearly twice that much to get it to work effectively. I've been through this drill and you may end up regretting making the change.


A good buddy of mine has a 6152 and I believe we'll get him into the high
10's this summer.

Let us know what you decide.

Phil Engle

 

[crusacargen]

Quik Six i'm doing a whole rebuild so it's hammer time. Can I have a list of your combo too? I'm going to be using the 212/212 comp cam and was debating on 6265 or 6567. I've tried 206/206 and 218/218 so the 212/212 might something more of taste and we'll see how I do with the 6265 hopefully..

 

[Quik Six]

You didn't post your combo so that is a tough question to answer. You probably want to do that and see what responses you get.

Suggest you reread post 35 and see what you need to consider if you chose the 6265. The list would be much longer for a 6765 since it is a much bigger turbo.

Regardless of which you choose, suggest you get the ported shroud.

Best of luck.

Phil Engle