Precision Turbos New Turbo Listing for Buicks !!!!!!!

[RUQWKNF]

I'm sure a lot of you are familiar with the older turbo comparison chart.
I've wanted to redo the turbo listing for awhile now as Precision's technology has changed dramatically over the years. Welp, it was one of my first projects when I came back to Precision. So, without further delay, here is the latest turbo comparison chart.














As you can see, I broke it up into two charts.

The first chart shows the Old School nomenclature / turbo models and what they have been displaced by. Their basic specs and hp ratings.

The second chart shows the New Precision Turbo part numbers, their new specs, flywheel hp ratings and suggested stall requirements. Given, with todays new torque converter technology ever changing, the older rules for stall recommendations have dramatically changed. Dusty and the guys at PTC have really rewritten the books when it comes to this area.

Also, in the Stall recommendations column, you will see "J" and "DBB". J = journal bearing cartridge and DBB = dual ball bearing cartridge. With regards to turbine housing options, the 57mm turbine wheel equipped turbos, are only available with our THB3-57 (.63 A/R) turbine housing. All of the rest of the 3-bolt turbine housing turbos, are available with either the Precision .63 or .85 A/R turbine housings.
(IE: 62mm, 65mm and 68mm turbine wheels.) As always, the compressor cover options are designated as E, S or H.

E = TO4E style compressor cover. 3" inlet, 2" discharge, .60 A/R.
S = Precision's new 2nd Gen cover with logo. 4" inlet, 2.5" discharge .70 A/R.
SP = Precision's new 2nd Gen cover with logo and Ported shroud. 4" inlet, 2.5" outlet, .70 A/R.
H = Precision's new 2nd Gen H cover with logo. 4" inlet, 3" discharge .75 A/R.
HP = Precision's new 2nd Gen H cover with logo and Ported shroud. 4" inlet, 3" outlet .75 A/R.

We will be working on updating our website soon.
If you guys have any further questions about these new Buick turbos, by all means post them up on here, or you can PM me or even call us. In most cases, we are 5-7 working days on all new turbo orders, if all the parts are on the shelf. As you can imagine, demand is very high with our new Billet technology turbos and we greatly appreciate every ones patience with these matters. These turbos are currently available through all of our Dealers and Distributors. Including and in no certain order, Big Wood Racing, Full Throttle, Hartline Performance, Cotton's Performance, etc etc. These vendors are also supporting members on this site, so show'em some love guys and gals.
Let us know if we can help you.


Patrick

Precision Turbo
219-996-7832
patrick@precisionturbo.net

[Squid4life]

VERY NICE!!! Thank you!

[Boost231]

Thanks patrick. Turbos now adays are remind me of computers. By the newest one today and its old school in a year or 2

[sugarandopium]

AWESOME AWESOME AWESOME

been waiting for this, many thanx patrick!!!!!!!

[mzunino]

This is excellent! Thanks for making it easy to compare

[yangiant51]

Sweet!

Thanks!

Hopefully, Jay or Shane will put this post at the top as a sticky.

[RUQWKNF]

I'll make it a sticky in a few days, just wanted to let everyone see it first under the normal posts.



Patrick

[Raymond Bunch]

Tango Yanky For Posting

I Love My 6265E

[V6POWER]

Great charts. Thank you.

What is the TE-61 replaced with?

[GNBRETT]

Awesome. About time someone updated that. Thanx.

[Turbo6Smackdown]

Good work. 1st off, the stall requirements. Is this comparison using the old school, or new school stall technology?
Would it be possible to show the comparisons between the new technologies? I mean like, for example, the TE60 put out this much hp, and required this much stall. Its replacement, the 5957, has the same diameter wheels, but has X amount of hp outpout, and requires this much stall speed now, due to so and so technology?
Or maybe a chart showing that a dbb billet 5857, can replace a TE60, due to an increase in so and so... Would that be possible? For guys that are wanting to replace their aging units? (that didn't sound right)
I would like to be able to see the jump in capabilities on one chart, due to this new tech. It would be interesting. This new stuff is really exciting.

And, would asking to show how the requirements have changed for new torque converters be applicable here? Or does that belong in the trans section.

[John Wilde]

Thanks Patrick, I have been hoping for this for months!
I have a 6265S DBB that I really need to get on the car....

[2QUICK2B6]

Ive been waiting on this info too.

looks like my lil 6768 billet dbb isnt so bad after all

Im changing out the trans / turbo / inj now

[Pronto]

Very helpful. I would like to see an ET list of what guys are running with each turbo and their mods so we could have some comparison data. I find it very interesting to see what people have for ETs in comparison to mods and turbos. Seems like some of the more popular billets are showing up in signitures but not alot of times for comparison's sake.

[Louie L.]

Pat,
Awseome list. Great work. I see that you have the 60-57 listed on the bottom chart, but not on the top. Just an observation.

[La8agn]

I, like Pronto, would like to see some et's with these new turbo's. I will be in the market for a new turbo (DBB) shortly.

[RUQWKNF]

Originally Posted by Louie L.

Pat,
Awseome list. I see that you have the 60-57 listed on the bottom chart, but not on the top. Just an observation.

Yep, that's because the 6057 is a new model turbo that features a billet compressor wheel. Sorta falls between the TE60 and a PT6131E.



Turbo6Smackdown

The New School charts' suggested stall ratings have been derived from customer feed back and utilizing the latest torque converter technology from PTC. As far as hp differences, they have mainly been attributed to the aerodynamic design of the billet compressor wheels. And speaking of billet wheels, where as one wheel in the past was considered a High efficiency wheel, (IE: it liked to be run at very high boost levels) these new Billet wheels are very comfortable being run at lower boost levels. All of these models listed on the New School chart have useable boost levels of 12psi all the way up to 35psi. Most street cars don't live very long at 35+psi tho. That's not to say that they won't make anymore power past 35psi, on the contrary, they make power up top as well. Exactly what those levels are, have yet to be determined.

The biggest thing we are seeing, or should I say, have customers telling us, is that they can actually turn their boost levels down and run the same times with these new Billet series turbos. This has been the case with both the new 6262 and the 6765 turbos, which have displaced the 6152 and 6776 turbos of the past. And of course if they turn the boost level back to what they were originally running, are making quiet a bit more power.
With these models being very new to the Buick market, it will take some time to read about more results as more of these make it onto peoples cars. Another thing, not many Buick owners out there are all about dyno testing. Most Buick owners that I know personally either play on the streets, or take it straight to the track. Which, in my opinion, track testing is the best method.


I would love to see these tests performed on some real world Buicks. Take 4 cars.

One being a bone stock with fuel system mods of course, make 3 runs. Let it cool completely, remove the stock turbo and install an out of the box Billet 5857E journal bearing turbo and make 3 more runs.

Second car would be a slightly more modified car with basic bolt ons, you know, 3" downpipe, aftermarket intercooler, fuel system mods, a good torque converter, etc etc, and either a PT6131E turbo or a PT6152E turbo. Make 3 runs, remove the turbo and install a new Billet 6262E journal bearing turbo with the wastegate hole ported to match whatever downpipe setup. Then make 3 more passes at the same boost level.

The third car would be a typical full bolt on car with stock bottom end, heads, intake, t-body, plenum, cam, fuel system, good converter, built trans and a PT6776 turbo. Make 3 runs, swap the turbo for a Billet 6765S journal bearing turbo. Then make 3 more passes at the same boost level.

Fourth car would be a TSM combo. We're all familiar with one of those right?
Take the PT70GTQ or PT71GTQ off and install a new Billet 71HPQH turbo and hold on.

These would be 4 really good comparisons, as the main changes are to the compressor and turbine wheel. Not necessarily going from journal bearing to dual ball bearing. But I can say that going from journal bearing to dual ball bearing makes a significant difference in spool up.

I hope everyone gets some good use out of these new charts. I know that my next turbo Buick will be a mid mileage (40-80k mile) stocker with bolt ons, running a Billet 6262S turbo, with ported shroud and dual ball bearing on it with a PTC converter, some 65# Mototrons and a Turbo Tweak chip.

Kinda like this one.

Billet 6262S Ported shroud.




And now, some eye candy...

Billet 6262 with E cover.






Billet 6765S




Drool, Drool.....
Sorry this was so long.
Hope this helps.

Patrick

[stagemonster]

good work they realy needed an update for a while

[2QUICK2B6]

still loving the 6768

[Pronto]

To me, dynos don't tell the story. First of all they all don't measure hp and tq the same. Next I see lots of cars the have good dyno sheets and then are slow at the track. For example, there's a guy at a local cruise with a Mustang thats got a dyno sheet saying he's got almost 600hp but he stinks at the track. I would much rather see track times of cars with similar mods to see what the average is.
Can you explain what the ported shroud does?

[Warp6]

Very nice chart.

Where would the old-school STEALTH turbo be on your chart? Just wondering what to compare it to.

[mr go fast]

Originally Posted by John Wilde

Thanks Patrick, I have been hoping for this for months!
I have a 6265S DBB that I really need to get on the car....

"we" need to get that on your car.

[bison]

Patrick it would also be nice to have the comparisons done on cars with data logging capabilities and Electronic boost controllers so boost can be controlled and accurate data provided. Too hard to get repeatability just changing turbos and running cars at the strip. Boost will be all over the place switching turbos and air temps will effect the data. If the car is running the same tune and all they changed was the turbo then we should be looking at ambient air temp, coolant temp, injector duty cycle, and quarter mph. If we switch turbos and have everything else constant or very close to constant and the dc increases at the same a/f/rpm we are making more power. Also the test should be done without alky to see what the turbo is doing to the air charge temp without the extra alky. Alky will cover up a lot of sins if the a/f is good. You can run well beyond the usual spec'd range when dumping in a lot of alky. Measuring turbo outlet temps/pressures is good data too.

[melrob94]

Great info! Thanks.

[GNVYUS 1]

Great, the old charts were in major need of an updating.

Isn't the flywheel power #'s a bit low on the billets considering many of your Import vendors have proven they make more power than the older counterparts?
EX PT67/76S = 750hp vs 62/65S = 685hp.

[bison]

Originally Posted by GNVYUS 1

Great, the old charts were in major need of an updating.

Isn't the flywheel power #'s a bit low on the billets considering many of your Import vendors have proven they make more power than the older counterparts?
EX PT67/76S = 750hp vs 62/65S = 685hp.

Thats ok our torque is much higher than those high revving imports. We have the choker housing when 3 bolted too. Probably low numbers but 98% of those on this board wont come within 90% of the advertised hp. Probably 90% wont even get to 80%. Just being honest

[RUQWKNF]

Originally Posted by GNVYUS 1

Isn't the flywheel power #'s a bit low on the billets considering many of your Import vendors have proven they make more power than the older counterparts?
EX PT67/76S = 750hp vs 62/65S = 685hp.

In almost every case, with regards to hp ratings, we know that it will in fact make that hp level. Whether it be flywheel hp or rear wheel hp. If it makes more than the flywheel rating? That's a win win deal.

Pretty much all of these new billet wheel turbos can make enough power to break a production motor. Selection just comes down to your idea of streetability and what boost level you are comfortable running. 95% of today's Buick community would be perfectly happy with the Billet 6262.

Yes, it's true, most of the import tuners have made more power, but in almost every case, they have been running the more efficient T4 Tangential turbine housing. The 3-bolt design does limit overall maximum hp that can be achieved and bison is right. Very few Buick owners will ever come close to honestly maxing out their turbos. I would love to be able to do some real world testing with some good datalogging capabilities. Charge temps both pre & post intercooler on both turbos at same boost levels. A/F ratios, inj DC, all of it. And I agree, all would need to be done without alky injection, just pump gas or straight race gas. But to keep the results accurate, ambient conditions would need to be as identical as possible.


Warp6

If I remember correctly, the older Stealth turbo had a 68mm inducer compressor wheel, and a P-trim turbine wheel. With an E compressor cover. It was rated in the neighborhood of 735-750 flywheel hp. The E cover choked it down slightly, but it was a screamer of a turbo. Had to have some stall behind it tho. It has been trumped by the Billet 6765 turbo.


Patrick

[SS_Sean]

I always look at the HP rating as the 'potential' the turbo has. In other words, it has the 'potential' to move 670 HP worth of air (for example). They really are works of art if you have never seen one in person....

[GDNF2ET]

Is a TA-49 the only choice for a stock appearing upgrade ? It seems like there would be a good market for that crowd..

[Darkcyde]

hey pat great to see you back, could you tell me more about the 67HPQH Model, that guy looks insane, and has a 68mm exducer! How would this compare to a non billet t66dbb, 3 bolt, S cover, .85 ar exhaust housing? It is great to see your back with a turbo family. Thanks for your time in advance.

DS

[V6UnderPressure]

Patrick, to those who will still be running one of precisions "older" turbos, when it comes time for a rebuild, will you be offering the ability to upgrade the older turbos or will we have to completely purchase new?

[Mike Licht]

Since the housings will need to be remachined (if possible) and the backplate is different in most cases a Conversion/upgrade will have about the same cost as a New unit, may be most cost effictive to sell the old and buy new.
Mike

[RUQWKNF]

Originally Posted by Darkcyde

hey pat great to see you back, could you tell me more about the 67HPQH Model, that guy looks insane, and has a 68mm exducer! How would this compare to a non billet t66dbb, 3 bolt, S cover, .85 ar exhaust housing? It is great to see your back with a turbo family. Thanks for your time in advance.
DS

It features the same Billet 67mm inducer compressor wheel that is found on the billet 6765 turbo. The turbine wheel is the new HPQ turbine wheel, which displaces the older GTQ turbine wheel. The turbine wheel has a 68mm exducer. By saying t66dbb, do you mean a CPT66bb or are you referring to the 6776dbb?

If you mean 6776dbb vs the new 67HPQ dbb, then the spool up honestly would be just a bit slower due to the larger turbine wheel. Exactly how much, has yet to be determined. This difference could definitely be handled with a converter restall or possibly a retune.
But the hp difference would be significant.
In my honest opinion, if a customer has a 6776 and is maxed out at 10.60 - 10.30's, but wants high 9's without having to max out the turbo, then the Billet 67HPQ would the next step. Anything faster than this, and we'd be talking about a 70HPQ or Billet 71HPQ.

Hope this helps.

Patrick

[SNKSKNR]

Originally Posted by RUQWKNF

Yep, that's because the 6057 is a new model turbo that features a billet compressor wheel. Sorta falls between the TE60 and a PT6131E.



Turbo6Smackdown

The New School charts' suggested stall ratings have been derived from customer feed back and utilizing the latest torque converter technology from PTC. As far as hp differences, they have mainly been attributed to the aerodynamic design of the billet compressor wheels. And speaking of billet wheels, where as one wheel in the past was considered a High efficiency wheel, (IE: it liked to be run at very high boost levels) these new Billet wheels are very comfortable being run at lower boost levels. All of these models listed on the New School chart have useable boost levels of 12psi all the way up to 35psi. Most street cars don't live very long at 35+psi tho. That's not to say that they won't make anymore power past 35psi, on the contrary, they make power up top as well. Exactly what those levels are, have yet to be determined.

The biggest thing we are seeing, or should I say, have customers telling us, is that they can actually turn their boost levels down and run the same times with these new Billet series turbos. This has been the case with both the new 6262 and the 6765 turbos, which have displaced the 6152 and 6776 turbos of the past. And of course if they turn the boost level back to what they were originally running, are making quiet a bit more power.
With these models being very new to the Buick market, it will take some time to read about more results as more of these make it onto peoples cars. Another thing, not many Buick owners out there are all about dyno testing. Most Buick owners that I know personally either play on the streets, or take it straight to the track. Which, in my opinion, track testing is the best method.


I would love to see these tests performed on some real world Buicks. Take 4 cars.

One being a bone stock with fuel system mods of course, make 3 runs. Let it cool completely, remove the stock turbo and install an out of the box Billet 5857E journal bearing turbo and make 3 more runs.

Second car would be a slightly more modified car with basic bolt ons, you know, 3" downpipe, aftermarket intercooler, fuel system mods, a good torque converter, etc etc, and either a PT6131E turbo or a PT6152E turbo. Make 3 runs, remove the turbo and install a new Billet 6262E journal bearing turbo with the wastegate hole ported to match whatever downpipe setup. Then make 3 more passes at the same boost level.

The third car would be a typical full bolt on car with stock bottom end, heads, intake, t-body, plenum, cam, fuel system, good converter, built trans and a PT6776 turbo. Make 3 runs, swap the turbo for a Billet 6765S journal bearing turbo. Then make 3 more passes at the same boost level.

Fourth car would be a TSM combo. We're all familiar with one of those right?
Take the PT70GTQ or PT71GTQ off and install a new Billet 71HPQH turbo and hold on.

These would be 4 really good comparisons, as the main changes are to the compressor and turbine wheel. Not necessarily going from journal bearing to dual ball bearing. But I can say that going from journal bearing to dual ball bearing makes a significant difference in spool up.

I hope everyone gets some good use out of these new charts. I know that my next turbo Buick will be a mid mileage (40-80k mile) stocker with bolt ons, running a Billet 6262S turbo, with ported shroud and dual ball bearing on it with a PTC converter, some 65# Mototrons and a Turbo Tweak chip.

Kinda like this one.

Billet 6262S Ported shroud.




And now, some eye candy...

Billet 6262 with E cover.






Billet 6765S




Drool, Drool.....
Sorry this was so long.
Hope this helps.

Patrick

I just put the 6057 turbo on a customers car I built and all I have to say so far is wow. At 3 psi the tires go up in smoke when rolling instantly. No lag at all. I will keep you posted when we get some more break in miles on it.

[TurboBob]

so where does the cast 67 wheel fall relative to the billet 62 and billet 67?

Bob