TE60 Questions

[Quick6'n'-K.C.]

pt61 with small housing, its a turbonetics 600.00

http://www.turbobuick.com/forums/parts-sale/307459-sale-te44-pt61-injectors-sale.html


BW

 

[vacuum 6]

I've used a TE60 with both housings: zero differance in spool-up or HP.

If you want a garrett housing check with gbodyparts. I thought Brian had a few.

 

[TURBOPOWERED68]

I've used a TE60 with both housings: zero differance in spool-up or HP.

If you want a garrett housing check with gbodyparts. I thought Brian had a few.

Stock or modded engine?

On my stock set up, With the precision housing I couldn't even break the tires loose.

May be my over all HP didn’t change but my lag time was cut in half or better.

 

[gusszgs]

I've used a TE60 with both housings: zero differance in spool-up or HP.

If you want a garrett housing check with gbodyparts. I thought Brian had a few.

Now that's interesting........in both housings do you mean .63 Garrett and .63 Precision? Or, .63-.85 Precision? Also, were you running the stock D5 converter with these housings?
From what I've read, I thought the Garrett was quicker spooling As TP68 indicates.
I'll check with Brian, thanks.

 

[vacuum 6]

Stock or modded engine?

On my stock set up, With the precision housing I couldn't even break the tires loose.

May be my over all HP didn’t change but my lag time was cut in half or better.

Modded engine both ran 119.

Garrett housing spooled fine on stock engine with a 12" 2800.

 

[vacuum 6]

Now that's interesting........in both housings do you mean .63 Garrett and .63 Precision? Or, .63-.85 Precision? Also, were you running the stock D5 converter with these housings?
From what I've read, I thought the Garrett was quicker spooling As TP68 indicates.
I'll check with Brian, thanks.

Both .63 and 12" 2800 stall.

I cant prove this next statement but here goes… IMO - back in the day the new housing was introduced to PLS parts.

 

[TURBOPOWERED68]

Both .63 and 12" 2800 stall.

I cant prove this next statement but here goes… IMO - back in the day the new housing was introduced to PLS parts.

thats the the deference right there

PLS parts??

 

[RUQWKNF]

In the beginning...

all we had were the Garrett t-housings that were re-machined to match a larger turbine wheel. That is until Precision released the new Buick 3-bolt turbine housing. From day one, the official stance was, it would need a higher stall converter, because it will move more exhaust than a standard .63 Garrett housing. Some had no spool up issues, some did. It really depended on the condition of their stock D5 torque converter. As with age and mileage, a stock D5 converter tends to loosen up a little bit. In this case, just enough to give decent spool up on our Precision turbine housing.

There are still companies that will machine a stock Garrett .63 A/R turbine housing to match many different turbine wheels. One thing to remember is, if you plan on modifying your combo past a turbo and injectors, it is always best to run the best flowing turbine housing available from the start. With the right torque converter upgrade, you won't have any issues spooling up a Precision turbine housing equipped turbo.

Here's my experience with the TE-60 turbo. In journal bearing form, it really loves a 2800-3000 stall converter. A PTC 2800 converter should spool it up very nicely.

But as far as capability is concerned, here is what I did on my last car.
93k mile stocker with valve springs and a timing chain. 60# Mototron injectors with TT chip, TE-60R turbo with Precision .63 A/R turbine housing, PTE Stock Location IC, 3" Terry Houston downpipe with 2.5" dual cat back exhaust. Walbro 255 pump, hot wire kit and adj regulator. 4" Big Mouth cold air kit, stock intake and t-body, RJC power plate and boost controller. 10" L/U 3000 stall converter and 27x10.5-15 ET Streets on stock T wheels. This combination with a 12psi e-brake launch, running 27psi, straight C-16 with 26* timing in all gears, netted me a best pass of 11.72 @ 115 with a 1.65 60ft. In my opinion, this was pushing the turbo hard on a stock motor. Full weight '87 T. Not setting the world on fire by any means, but a very fun street car.

A regular journal bearing TE-60 with a Precision .63 A/R housing really likes to work best with an upgraded torque converter on a stock motor. 2800 stall would be the minimum I would put with one for decent spool up though. The RJC boost valve will help, but is not the cure all for this combo.

Others are right, there is better technology on the market, but if budget is a concern I understand.
I would really love to see back to back testing of a TE-60 against one of our new CEA billet wheel equipped 5857 turbos. If low 11's is your ultimate goal, I would suggest either a CEA billet wheel equipped 6262 or 6265 turbo.
Anywho, sorry to be so long winded.
Hope this helps a little.

Patrick

 

[gusszgs]

Thank you Patrick, that answers some questions I had. Good info on the housings as well......interesting stuff.
That 11.72 combo you had sounds almost identical to what my combo will be.
Question's for you about the 6265 billett......would that turbo spool good with say a 2800 coverter? What does the CEA mean? And is this turbo BB only? Do you think that's over kill for a stock block and head car?
Thanks, Jim

 

[RUQWKNF]

We are getting more and more excellent results with the 6265. Basically, if you can spool a 6262, you can spool a 6265 no problem. It's not too large a turbo for a stock motor combo, especially if you have the supporting mods. It's my personal opinion that anything larger than a 6765 turbo is a waste for a stock motor. But everyone has their own opinions. As Bison has so very well said in the past, 95% of all Buick owners never fully max out their turbo. I agree with this. This is proven by the guys who keep pushing turbos to their limits like a TA-49 or TE-44. I like to have a quick spooling turbo that will give decent performance on pump gas boost levels and maximum performance on race gas boost levels. Also a turbo that doesn't have extreme charge temps at race gas boost levels. This is why I like the 6765 so much.

We recently gave the 6265 turbo a new hp rating, based on recent results at the end of 2009. It's new rating is 700 flywheel hp. A PTC 2800 stall converter would be about the limit as far as what can spool a journal bearing version. Air Cooled Hybrid Ceramic dual ball bearing would be no problems. But if it were me, I'd want 3000 stall PTC 9.5" non lock up on my car with either one of them. I'd much rather have traction issues than slow spool up issues.

Honestly, if you are building a mid to low 11 second street car and want a lot of reserve power, the 6265 would be a nice choice. It is available in both ball bearing and journal bearing. 60# injectors would be minimum, as well as the other standard fuel system components. This turbo is a serious upgrade over stock. With 3 compressor cover options to fit your combo. E cover, S cover and S Ported shroud cover.

CEA is our acronym for Competition Engineered Aerodynamics.

Precision Turbos’s new lineup of compressor wheels featuring Competition Engineered Aerodynamics, (CEA) will provide higher efficiency, faster transient response, higher boost pressures (with less heat) and awesome power when compared to a cast compressor wheel of the same size. With regards to these new wheel designs, we're not seeing gains because of the billet material, but rather due to the aerodynamic shape and design that we incorporate into them. Our new CEA wheels have proven time and time again to out perform our competitors compressor wheels. When you want the best, don't settle for less. Go Precision.

Patrick

 

[bison]

thats the the deference right there

PLS parts??

The Precision housing is more like .70 a/r even though it is sold as a .63

 

[gusszgs]

Air Cooled Hybrid Ceramic dual ball bearing would be no problems

So are there two versions of the BB 6265? Or is this the water cooled one as well?
Sorry, but I can't seem to find this turbo on Precision's site.
Thanks for the info Patrick,Bison.
TP68......thanks for those housing pics. Good clear shots to show the differences.

 

[1986TR]

"As Bison has so very well said in the past, 95% of all Buick owners never fully max out their turbo. I agree with this. This is proven by the guys who keep pushing turbos to their limits like a TA-49 or TE-44"



.. bison i your opinion what kind of horse power can a te 44 be pushed to with a stock long block...with usual bolt ons incl. alky?:biggrin:

 

[RUQWKNF]

Air Cooled Hybrid Ceramic dual ball bearing would be no problems.
So are there two versions of the BB 6265? Or is this the water cooled one as well?
Sorry, but I can't seem to find this turbo on Precision's site.
Thanks for the info Patrick,Bison.
TP68......thanks for those housing pics. Good clear shots to show the differences.

Sorry about our website. That is something that is on the "to-do-list" this year. At this time, the 6265 dbb turbo is only available with the air cooled hybrid ceramic dual ball bearing cartridge.

1986TR,
Not to step on bison's toes, but the fastest I have ever seen a TE-44 run in a full weight Buick, is in the 10.90 range. The problem you run into is, you reach a level where you approach an over speed condition at that power level. Not too mention super heated charge temps at the 29-32psi range. At that level, the TE-44 is way out of it's efficiency range. I'd call it a day at around 28psi with a TE-44 if it was me. Technically it's rated to support 565 flywheel hp maxed out at around 30psi. And doing the math, a 3600# full weight Turbo Buick would need roughly 536 - 540 rear wheel hp to run 10.90's reliably. If you figure in 18% drivetrain loss, this comes out to 637 flywheel hp to run those times and mph. It's not impossible to run those numbers with a TE-44, especially if you throw in alky injection and seriously crank the boost past 30psi, it's just not good for the rotating assembly. And don't forget about those guys who have mixed a little bit of laughing gas together with a TE-44 either. These figures are just math on paper. Hopefully more guys who have really pushed a TE-44 hard will post their results. There are a lot of them out there.

Patrick

 

[bison]

"As Bison has so very well said in the past, 95% of all Buick owners never fully max out their turbo. I agree with this. This is proven by the guys who keep pushing turbos to their limits like a TA-49 or TE-44"



.. bison i your opinion what kind of horse power can a te 44 be pushed to with a stock long block...with usual bolt ons incl. alky?:biggrin:

What boost/timing? What other parts? Its been 10.80's on an unopened some time ago. Boost was around 30psi if i recall properly. I have one on my blue car. Ill dyno with it and make some passes. Car has heads/cam and the usual bolt ons:biggrin:. 10 sec power at 25psi no doubt. Ive oversped them plenty of times running 28-30psi with heads/cam up to 5700rpm and i could never break one. Alky will reduce charge air temp significantly

 

[bison]

Sorry about our website. That is something that is on the "to-do-list" this year. At this time, the 6265 dbb turbo is only available with the air cooled hybrid ceramic dual ball bearing cartridge.

1986TR,
Not to step on bison's toes, but the fastest I have ever seen a TE-44 run in a full weight Buick, is in the 10.90 range. The problem you run into is, you reach a level where you approach an over speed condition at that power level. Not too mention super heated charge temps at the 29-32psi range. At that level, the TE-44 is way out of it's efficiency range. I'd call it a day at around 28psi with a TE-44 if it was me. Technically it's rated to support 565 flywheel hp maxed out at around 30psi. And doing the math, a 3600# full weight Turbo Buick would need roughly 536 - 540 rear wheel hp to run 10.90's reliably. If you figure in 18% drivetrain loss, this comes out to 637 flywheel hp to run those times and mph. It's not impossible to run those numbers with a TE-44, especially if you throw in alky injection and seriously crank the boost past 30psi, it's just not good for the rotating assembly. And don't forget about those guys who have mixed a little bit of laughing gas together with a TE-44 either. These figures are just math on paper. Hopefully more guys who have really pushed a TE-44 hard will post their results. There are a lot of them out there.

Patrick

Patrick i think you used the formula for flywheel hp. It takes about 520 to run 10's with a decent 60'. Id say its about impossible to get over 600hp in a Buick with a TE44. Backpressure would be crazy

 

[V6UnderPressure]

gusszgs- Have you already purchased the turbo?

Why not get the 6152, in my opinion, makes more power than the te60.

BW

TE60 is $600, 6152 is $850. That may be his reason.:biggrin: And if you are going to spend $850 on the 6152, you might as well spend the $899 and get the new Precision billet 6262.

 

[V6UnderPressure]

We are getting more and more excellent results with the 6265. Basically, if you can spool a 6262, you can spool a 6265 no problem. It's not too large a turbo for a stock motor combo, especially if you have the supporting mods. It's my personal opinion that anything larger than a 6765 turbo is a waste for a stock motor. But everyone has their own opinions. As Bison has so very well said in the past, 95% of all Buick owners never fully max out their turbo. I agree with this. This is proven by the guys who keep pushing turbos to their limits like a TA-49 or TE-44. I like to have a quick spooling turbo that will give decent performance on pump gas boost levels and maximum performance on race gas boost levels. Also a turbo that doesn't have extreme charge temps at race gas boost levels. This is why I like the 6765 so much.

We recently gave the 6265 turbo a new hp rating, based on recent results at the end of 2009. It's new rating is 700 flywheel hp. A PTC 2800 stall converter would be about the limit as far as what can spool a journal bearing version. Air Cooled Hybrid Ceramic dual ball bearing would be no problems. But if it were me, I'd want 3000 stall PTC 9.5" non lock up on my car with either one of them. I'd much rather have traction issues than slow spool up issues.

Honestly, if you are building a mid to low 11 second street car and want a lot of reserve power, the 6265 would be a nice choice. It is available in both ball bearing and journal bearing. 60# injectors would be minimum, as well as the other standard fuel system components. This turbo is a serious upgrade over stock. With 3 compressor cover options to fit your combo. E cover, S cover and S Ported shroud cover.

CEA is our acronym for Competition Engineered Aerodynamics.

Precision Turbos’s new lineup of compressor wheels featuring Competition Engineered Aerodynamics, (CEA) will provide higher efficiency, faster transient response, higher boost pressures (with less heat) and awesome power when compared to a cast compressor wheel of the same size. With regards to these new wheel designs, we're not seeing gains because of the billet material, but rather due to the aerodynamic shape and design that we incorporate into them. Our new CEA wheels have proven time and time again to out perform our competitors compressor wheels. When you want the best, don't settle for less. Go Precision.

Patrick

Patrick, could you get into more detail what the difference is between the S cover, and S cover with ported shroud??? Is the ported shroud available on the 6265??? And what sort of benefits could one expect?

 

[Quick6'n'-K.C.]

TE60 is $600, 6152 is $850. That may be his reason.:biggrin: And if you are going to spend $850 on the 6152, you might as well spend the $899 and get the new Precision billet 6262.

Those might be list prices, and there is nothing wrong buying a used turbo.

I believe i sold at 6152 here in town to a friend for 500? 550? It was newer and i put a te45a with .85 on the car. te60 and 44s for what 400?

Also scored a 64 for 350.00 shipped.

You can spend alot for new stuff and spend alot less for used.

Might as well go bigger if you buy the right convertor :biggrin:

 

[V6UnderPressure]

Those might be list prices, and there is nothing wrong buying a used turbo.

I believe i sold at 6152 here in town to a friend for 500? 550? It was newer and i put a te45a with .85 on the car. te60 and 44s for what 400?

Also scored a 64 for 350.00 shipped.

You can spend alot for new stuff and spend alot less for used.

Might as well go bigger if you buy the right convertor :biggrin:

Problem is, you gotta find someone selling them too.:biggrin: