Turbo Guru's T63E with a .69 A/R ?

[1qkgn]

Hi All turbo Gurus,

I am in the research stage of ressurection and was trying to ID the Turbo.

Its been a long time since I was last under the hood of my GN (12 years to be exact) . I installed what I thought was a T63E back in 97 (from PTE). The turbo is a 4 bolt with an external WG and a 4 bolt down pipe. The turbine housing is stamped .69

During my reseach I came across this chart at:

Precision Turbo Products - Buick Turbochargers

The chart states the .69 A/R housing came on the TA63, not the T63E.
Did PTE put these on the T63E's also

It seems it would be fruitless to take it apart to measure because the compressor specs and turbine specs are exactly the same

I thought I remembered the TA63 used the stock type WG.
Am I wrong

Thanks for any & all help,
Paul

 

[RUQWKNF]

Yes, way back when, we used to machine T4 On Center turbine housings for the P-trim turbine wheel. In both .69 A/R and .85 A/R. This style housing has been discontinued for many reasons. #1 being how restrictive the design is in relation to how much better flowing a standard T4 Tangential style housing is when compared to the On Center style. There are still a couple of T4 On Center housings floating around for the old P-trim wheel, but once they are gone they will be discontinued.

FWIW, T63E used a P-trim turbine wheel. And in other applications was called 6376E. Meaning, for small V8 twin turbo applications that mandated On Center style turbine housings be used, two of these turbos would typically work ok.

Also just to clarify, the Buick 3-bolt turbine housings were available in .63 and .85 A/R only. And were the only style turbine housings that will bolt up to an internal wastegate downpipe. You can purchase a THB3-76 turbine housing (we still have them) and install it onto that turbo and it would work on a Buick 3-bolt setup just fine.
One last clarification, TA-63 used a stock appearing compressor cover. The T63E uses one of our TO4E non stock appearing compressor covers.

Hope this helps.

Patrick

 

[1qkgn]

Patrick,
Thanks for the info. Very informative.

This turbo has about 3 runs on it since put on in 98. It's literally brand new.

In regards to the other housings you spoke of. In your opinion will it be worth trying to find one to increase the efficiency/reducing the restriction of this turbo?
What about Going up to a .85?

Thanks, Paul

 

[bison]

Patrick,
Thanks for the info. Very informative.

This turbo has about 3 runs on it since put on in 98. It's literally brand new.

In regards to the other housings you spoke of. In your opinion will it be worth trying to find one to increase the efficiency/reducing the restriction of this turbo?
What about Going up to a .85?

Thanks, Paul

Go to a tangential and just weld a v band flange on your downpipe. You should have enough room to play with. I have a .96 tangential housing that has never been used if your interested.

 

[1qkgn]

Go to a tangential and just weld a v band flange on your downpipe. You should have enough room to play with. I have a .96 tangential housing that has never been used if your interested.

Bison,
Thanks for your reply.

What can I expect with putting the .96 housing on my turbo?

How much $ ?

Where do I get the V band flange?

Thanks for your time

Paul

 

[bison]

Bison,
Thanks for your reply.

What can I expect with putting the .96 housing on my turbo?

How much $ ?

Where do I get the V band flange?

Thanks for your time

Paul

Precision has them as well as some of the other vendors. You will need a good converter and have it turned up. Its the largest ex housing id use on a 3.8.

 

[RUQWKNF]

I 100% concur with changing over to a Tangential style housing and modifying the downpipe for a v-band flange. Even stepping up to a .85 A/R On Center T4 housing would not be as beneficial as converting to a Tangential style housing.

We sell the stainless steel v-band weld flange that will work with either a 3" OD or a 3.5" OD pipe. PTP074-3036 is the official part number. The v-band clamp you need is PTP071-1029.

Like Bison said, you will need to go up on the converter if you go with a .96 A/R housing, however, there is another option. We still have all three A/R, T4 tangential turbine housings available for the P-trim turbine wheel. .68, .81, and .96. If you didn't want to change your converter, then the .68 A/R would be better suited. The .81 would also work, but you would need to change your converter depending on your likes and dislikes for spool up. The .68 would be more suited for a street/strip application where as the .81 and the .96 housings would be better suited for track only applications if the CI is 235 or below. On a stroker motor, I'd be looking to spec an .81 or .96 depending on goals.
Official part numbers for the turbine housings are:

TH6876A = .68 A/R for P-trim turbine wheel
TH8176A = .81 A/R for P-trim turbine wheel
TH9676A = .96 A/R for P-trim turbine wheel

Hope some of this helps.

Patrick

 

[1qkgn]

Patrick & Bison You Guys rock!

Thanks for the info.

I am going to step up to the Tangential style housing and the V band flange & clamp. Sounds like its definitly the way to go.

Gonna be the .68 or the .81, still undecided.

I thought my converter was either 3000 or 3200. I am going to pull the #s and call Precision Industries and have them tell me exactly what they built.

What stall are you recommending to go up to for the .81?

Thanks, Paul

 

[1qkgn]

Hi guys,

I finally got under the car and got the numbers off the PI converter(239615). I was told it's a single disc lock-up 3200 to 3600 stall depending on the motor combo.
The motor is a 109, ARP studded with ported steel heads, ported intake, KB -TB & Plenum, 218/218 cam, front mount I/C. I plan on using 60lb injectors with an alky inj. Any thoughts or advice would be appreciated.

Do you still believe I should go higher on the stall to use the .81 housing?

Thanks, Paul