PTE 6765 Billet Wheel Turbo Has Landed!

[Bent6]

:biggrin:

I am goign with the t4 becasue i know i will want something bigger down the line, that and i just spent the $1100 for TA headers, so it is finalized.

Bent6, you said a t4 with the small A/R will not do much good? will it hurt performance? Should i just step it up right away to a 0.81.

The reason i am not going with a 6768, is it is alot more money for only 35 ish HP.

My old turbo was a T66 BB with a 0.63, and it did mid 10's. i am afraind that this turbo will preform similarly to my old one, which would be a total waste of money in my eyes.

One last thing guys, i am at 3500', so i need more turbo to hit my 9 second goal. If this turbo can only do 9's when the stars align, then it is not for me. That is why i have been leaning toward the 70mm, with its proven 9 second ability.

Thoughts, comments...

Most T-4s have much higher A/Rs. A T4 @ .63 A/R shouldn't hurt performance but you won't realize the full potential of the housing. Are you certain PTE will configure this turbo with a T4 housing?

This turbo should easily beat the snot out of a T66BB - end of story.

There are plenty of 70s out there configured with T4s - either turbo will run 9's. I expect the 6765s and 6768s to run in the mid 9s with properly sorted out combos - maybe faster - but not in my car. My goal has been easy mid to low 10s without having to lean on it real hard. I know my setup COULD run in the 9s but I don't intend to push it that hard - remember - it's a STREET car! If I want to go faster I've got another car a little better suited for all out 1/4 mile assaults.

I know it's hard with all the choices but try to stop over thinking and just go and buy one!:biggrin:

Good luck!

 

[ScorpionT]

PTE does make this turbo in a T4 frame, Ive sold a couple already. Yes, this turbo will demolish a standard T66, capable of 100+whp more.

Karolko, go with the .81 for sure. If you really want to squeeze the extra bit of power, get the .96 housing.

 

[karolko]

Will,

This turbo is offered in a t4 flange in 0.58, 0.68, 0.81, and 0.96 A/R as previously mentioned.

You say mid to low 10's without working the turbo too hard. So how many PSI do you think you'll meet those goals at?

Okay last question, since i am going with a t4 flange, would it be wiser for me to go to a 0.81 A/R or stick with the 0.68?? I am running a 3200 stall converter and i will be buying the journal version becauce i cannot wait 8 weeks for one. i have a 3200 l/u.

 

[ScorpionT]

I would go with the .81, but its personal preference. I would think 30-35psi would be a good estimate to make low 10's high 9's.

 

[bison]

:biggrin:
I expect the 6765s and 6768s to run in the mid 9s with properly sorted out combos - maybe faster - but not in my car.

I doubt running 9's with 6765 will be an easy chore. Nevermind mid 9's if thats even possible in 3 bolt config at 3600lbs. The 6776 and its replacement the 6765 are very solid mid 10 sec turbos (with a good tune of course) in 3 bolt trim with cast wheels at around 25 psi. Mid 9's would be 150hp more out of nothing but a comp wheel design change. Not going to happen. Well not very easy in a 3600 lb car anyway. The HPQ version could go mid 9's with the 67 compressor wheel but probably only in a heads up class where the racers have to beat the balls off it to run those times. In those cases its possible but not anywhere near practical for someone to try and duplicate it if they wanted similar performance out of a combo.

 

[Bent6]

Will,

This turbo is offered in a t4 flange in 0.58, 0.68, 0.81, and 0.96 A/R as previously mentioned.

You say mid to low 10's without working the turbo too hard. So how many PSI do you think you'll meet those goals at?

Okay last question, since i am going with a t4 flange, would it be wiser for me to go to a 0.81 A/R or stick with the 0.68?? I am running a 3200 stall converter and i will be buying the journal version becauce i cannot wait 8 weeks for one. i have a 3200 l/u.

I expect mid to low 10s with around 25-28#s with the proper setup - 9s will probably take 30# plus. I agree on the .81 A/R with a T4 flange. It may be a little laggy with a non BB and a 3200 l/u - try it and see what you get. I prefer n/l converters as they spool a little quicker due to less weight.

I doubt running 9's with 6765 will be an easy chore. Nevermind mid 9's if thats even possible in 3 bolt config at 3600lbs. The 6776 and its replacement the 6765 are very solid mid 10 sec turbos (with a good tune of course) in 3 bolt trim with cast wheels at around 25 psi. Mid 9's would be 150hp more out of nothing but a comp wheel design change. Not going to happen. Well not very easy in a 3600 lb car anyway. The HPQ version could go mid 9's with the 67 compressor wheel but probably only in a heads up class where the racers have to beat the balls off it to run those times. In those cases its possible but not anywhere near practical for someone to try and duplicate it if they wanted similar performance out of a combo.

I said with a properly sorted out combo. I think that it's more realistically going to be a solid mid to low 10sec turbo for most folks but with the proper combo in the hands of a good tuner, mid 9s should be attainable.

The billet wheel 6765 is rated at a "conservative" 850hp which is the same as the cast wheel 70HPQ which has been 9s on plenty of cars. There have been 6776s in the 9s - granted they were whipped to get there but they ran the number nontheless.

 

[bison]

I expect mid to low 10s with around 25-28#s with the proper setup - 9s will probably take 30# plus. I agree on the .81 A/R with a T4 flange. It may be a little laggy with a non BB and a 3200 l/u - try it and see what you get. I prefer n/l converters as they spool a little quicker due to less weight.



I said with a properly sorted out combo. I think that it's more realistically going to be a solid mid to low 10sec turbo for most folks but with the proper combo in the hands of a good tuner, mid 9s should be attainable.

The billet wheel 6765 is rated at a "conservative" 850hp which is the same as the cast wheel 70HPQ which has been 9s on plenty of cars. There have been 6776s in the 9s - granted they were whipped to get there but they ran the number nontheless.

A properly sorted out combo and whipped hard. Conservative is a loose term at best and those "ratings" dont mean much. Look at the heads up TSM racers running 150mph with a tiny turbo at well over its "rated" power level and then read the sigs on this board where guys cant even break 10's with a 6776 and you will see what im saying. With the term conservative 850 then 800 hp should be a piece of cake. That would 142mph at 3600lbs. On a conservative 850 you would be looking a 145mph. Guess we should be seeing a lot of 9 sec cars with 65 trim turbines this year. In the hands of a heads up racer, 4 bolted and run really hard mid 9's. Maybe but not likely. Especially since there is no class requiring a 65 trim. Only 3 bolt which could have any turbine that will fit.

 

[Bent6]

A properly sorted out combo and whipped hard. Conservative is a loose term at best and those "ratings" dont mean much. Look at the heads up TSM racers running 150mph with a tiny turbo at well over its "rated" power level and then read the sigs on this board where guys cant even break 10's with a 6776 and you will see what im saying. With the term conservative 850 then 800 hp should be a piece of cake. That would 142mph at 3600lbs. On a conservative 850 you would be looking a 145mph. Guess we should be seeing a lot of 9 sec cars with 65 trim turbines this year. In the hands of a heads up racer, 4 bolted and run really hard mid 9's. Maybe but not likely. Especially since there is no class requiring a 65 trim. Only 3 bolt which could have any turbine that will fit.

Easy there man - I never said mid 9s would be easy with this turbo - there are certainly better choices if consistent mid 9s are the goal. You are very correct about the "ratings" - I just like to throw those out there as a sort of reference. As you know, you can't rate a turbo's HP output due to varying engines, setups, tunes, etc. Maybe they should be referred to as "potentials". 700 hp will get a 3600# car into the 9s - drop that weight to 3400#s and your looking at 9.60s - I feel certain this turbo can make 150hp LESS than its "rating" - I mean potential.

I know exactly what you're saying about the sigs on this board - there are a lot of 10sec cars on paper - folks that think they can just "bolt on" the same parts as a TSM car and duplicate the results. Looking at your sig you say you've been 10.29 @ 133 with a T66 - are you saying that you couldn't get in the 9s with this turbo? What I am talking about here is this turbo on a good engine with a good tuner and in a car with good suspension. I'm sure there will be plenty of these turbos on cars that will never break out of the 11s in the real world. I'm not some rookie building one of those 10sec "paper" cars. I'm just playing around with this street stuff out of boredom waiting on my motor man to finish some stuff on my "other" car which is a heckuva lot faster than this one.

Bottom line and the whole point of this thread to begin with is that this is IN MY OPINION going to be one of the hottest street-strip turbos available - not the fastest thing availabe but a good COMPROMISE for a street car wanting a HOT turbo capable of mid to low 10s in capable hands and 9s in experienced hands.

Peace. :biggrin:

 

[GNBRETT]

Bottom line and the whole point of this thread to begin with is that this is IN MY OPINION going to be one of the hottest street-strip turbos available - not the fastest thing availabe but a good COMPROMISE for a street car wanting a HOT turbo capable of mid to low 10s in capable hands and 9s in experienced hands.

Peace. :biggrin:

That's kinda where I wanna be with the creature comforts of a nice riding car.

 

[Sweet6]

I will be curious to see what this new billet wheel runs. My buddy has the cast wheel 6765 DBB and I outran him with my old 63E. Both cars are set up the same. Both turbos were run at 28-29lbs. These were on stock motored cars though. Cars have he same bolts ons. Just different brands of parts.

 

[bison]

Easy there man - I never said mid 9s would be easy with this turbo - there are certainly better choices if consistent mid 9s are the goal. You are very correct about the "ratings" - I just like to throw those out there as a sort of reference. As you know, you can't rate a turbo's HP output due to varying engines, setups, tunes, etc. Maybe they should be referred to as "potentials". 700 hp will get a 3600# car into the 9s - drop that weight to 3400#s and your looking at 9.60s - I feel certain this turbo can make 150hp LESS than its "rating" - I mean potential.

I know exactly what you're saying about the sigs on this board - there are a lot of 10sec cars on paper - folks that think they can just "bolt on" the same parts as a TSM car and duplicate the results. Looking at your sig you say you've been 10.29 @ 133 with a T66 - are you saying that you couldn't get in the 9s with this turbo? What I am talking about here is this turbo on a good engine with a good tuner and in a car with good suspension. I'm sure there will be plenty of these turbos on cars that will never break out of the 11s in the real world. I'm not some rookie building one of those 10sec "paper" cars. I'm just playing around with this street stuff out of boredom waiting on my motor man to finish some stuff on my "other" car which is a heckuva lot faster than this one.

Bottom line and the whole point of this thread to begin with is that this is IN MY OPINION going to be one of the hottest street-strip turbos available - not the fastest thing availabe but a good COMPROMISE for a street car wanting a HOT turbo capable of mid to low 10s in capable hands and 9s in experienced hands.

Peace. :biggrin:

I agree with most of that. Except the dropping 200 lbs and dropping .3 or more e.t. Maybe if it was all unsprung and came of the wheels, tire, and rotors/drums. 200 over the springs is worth about .15 in a high 9 car. The 66 i have is an S-trim. Not a smaller P trim or F1 like the 76 trim, or 65 trim. It greatly reduces back pressure and will make a lot more power than a 66 p trim or a 6776 if the engine speed/boost is raised and tuned properly. At 25psi or less and under 5400 rpm i doubt there is any benefit to the larger S-trim wheel at all. Imo the s-trim is worth 60hp in my application the way i ran it that night over a p-trim. So about 4mph. Do i think it would go 9's on that car? Of course if i wanted to keep pushing the stock bottom but wasnt going to gamble that night. 3lb foot brake launch and lousy 1.59 60' at 1100 altitude netted 133.4mph. 2-3 degrees more timing (timing was 22 in 3rd) and a 1.48 60' would have been high 9's. I totally agree with the hot street setup too. Especially with a BB cartridge and PTC 9.5" converter. A 2800-3000 would make it an animal. I will run the 66 with the combo i have going in the car till i 4 bolt it. Its going to be strong with the GN1 race ported heads and larger cam, more compression and other goodies but wont be ideal because the cam has to much overlap for a 3 bolt application with a lot of backpressure. 9.80's under 30 psi shouldnt be too hard. Car could be a really good contender in the new heads up street class if i could go to the latest 67 turbo with the HPQ wheel. Should be a 9.50 class. I posted about it a while back.

 

[HighPSI]

..also if you dont mind my askin who did you order your turbo from and how much did it end up costing you?

Both he and karolko bought their turbos from us. Feel free to call for pricing.

Scorpion T: just curious who you are and the name of your company?

 

[Louie L.]

.96 housing on a 231+ in. motor ???

BTW a regular PT67 non billet ,.63 qtim exhaust will go 9.90's@ 138 on a 235 109 motor with iron heads. 3550+ lbs. 26-27 PSI.

New billet unit should flow more, be faster and use less boost.

 

[Bent6]

.96 housing on a 231+ in. motor ???.

I didn't get that one either ????

BTW a regular PT67 non billet ,.63 qtim exhaust will go 9.90's@ 138 on a 235 109 motor with iron heads. 3550+ lbs. 26-27 PSI.

New billet unit should flow more, be faster and use less boost.

Finally someone who gets it to back me up here!:biggrin:

 

[Bent6]

One more note.

I originally tried to get away with running an ATR 3" DP with the external gate setup off of the turbine housing. I ported the turbine housing out to the MAX before I even installed the turbo knowing this was risky from the start. Using a Tial 38mm with a 4# spring along with AMS-500 I was getting about 12-14#s from a roll on spring alone with the AMS disconnected. Anything from a standstill would result in the boost overpowering the gate and 25# plus before I could lift. This dude flows some air!

Bottom line is a 38mm external gate off the housing doesn't work and if that has issues I would imagine anyone trying to run a stock style internal/puck gate will have issues as well. A 44mm external gate off the turbine MAY work but I just decided to gate it off the header and be done with it. This thing needed a 3.5" DP anyway. FWIW

 

[Sweet6]

.96 housing on a 231+ in. motor ???

BTW a regular PT67 non billet ,.63 qtim exhaust will go 9.90's@ 138 on a 235 109 motor with iron heads. 3550+ lbs. 26-27 PSI.

New billet unit should flow more, be faster and use less boost.

I have heard that too with the Q-trim. How about the P-trim? Or are all the new billet 6765s Q-trim?

 

[3.8vsix]

Will, I am not sure how the AMS controller works, does it use both ports on the ext wastegate? I may be in the same boat you are in. I have the same 3" atr dp with there wastegate with a 70bbhpq. I have not hammered on my new motor yet as I am not sure if my set up will control the boost. I have my wastegate setup the "Ken Mosher" style.

 

[karolko]

One more note.

Bottom line is a 38mm external gate off the housing doesn't work and if that has issues I would imagine anyone trying to run a stock style internal/puck gate will have issues as well. A 44mm external gate off the turbine MAY work but I just decided to gate it off the header and be done with it. This thing needed a 3.5" DP anyway. FWIW

well i am glad to here that becasue this is exactly my game plan. Tial 44 off the Ta headers, and dumping into the atmosphere. I am also running a 3.5" downpipe too. I better not have and overpowering problems


I ended up going with the 6765 billet journal with a h housing and 0.81 A/R. Now i hope that my 3200 stall converter will still be okay for this application.

Will you said that the 3200 stall you were running may be a little too loose. Do you think you could have gotten away with a 3000 or 2800 and still bring up the boost really fast? What do you think my 0.81 A/R and journal might need?

What type of boost are you planning on running daily on the street with your combo, and what do you think is a safe boost pressure?


Oh by the way, go and do us all a HUGE favor and go to the track already and lay down some awesome numbers. I am loosing sleep over this turbo, and i still do not know if it will meet my expectations.

 

[Bent6]

Will, I am not sure how the AMS controller works, does it use both ports on the ext wastegate? I may be in the same boat you are in. I have the same 3" atr dp with there wastegate with a 70bbhpq. I have not hammered on my new motor yet as I am not sure if my set up will control the boost. I have my wastegate setup the "Ken Mosher" style.

The AMS applies pressure to the top port of the gate via manifold pressure or CO2/nitrogen. So theoretically if you have a 10# spring in the gate and have the AMS apply another 8#s of pressure to the top side you would get 18# - in the real world you have to experiment with springs to see what you actually get on just the spring pressure and then go from there.

I'm not sure what you mean by "Ken Mosher" style but if you mean you have an ATR wastegate I can tell you don't even bother - they are marginal at best on small turbos.

well i am glad to here that becasue this is exactly my game plan. Tial 44 off the Ta headers, and dumping into the atmosphere. I am also running a 3.5" downpipe too. I better not have and overpowering problems


I ended up going with the 6765 billet journal with a h housing and 0.81 A/R. Now i hope that my 3200 stall converter will still be okay for this application.

Will you said that the 3200 stall you were running may be a little too loose. Do you think you could have gotten away with a 3000 or 2800 and still bring up the boost really fast? What do you think my 0.81 A/R and journal might need?

What type of boost are you planning on running daily on the street with your combo, and what do you think is a safe boost pressure?


Oh by the way, go and do us all a HUGE favor and go to the track already and lay down some awesome numbers. I am loosing sleep over this turbo, and i still do not know if it will meet my expectations.

I think you made a good choice - you'll just have to try it with that converter and see what happens.

I didn't say it was too loose - just that you MIGHT be able to run it a little tighter - say 3000-3100 - for someone who wanted slightly better street manners. In your case with a .81 A/R T4 and non-BB you may need more stall than your 3200. Bear in mind, I am running a 3 bolt .63A/R with a BB center section and a non-lockup converter so we're not comparing apples to apples.

So far I've been able to run about 17-18#s without detonation on 92 octane. I mixed up a batch of "special" gas (50/50 mix of 92 and 116) just to be safe knowing I had this wastegate issue and went as high as 27#s with zero knock. This turbo doesn't start running until about 21#s! I plan to run it around 28# at the track on good fuel.

I can't go to the track until I get wastegate situation corrrected. Hopefully next weekend.

 

[bison]

I have heard that too with the Q-trim. How about the P-trim? Or are all the new billet 6765s Q-trim?

Should say GTQ trim. P trim is 76 trim and a dinosaur. 65 trim replaces the 76 trim and makes more power under the right conditions and is still often called a p trim. 65 trim is not a Q trim. 6780 would be a 67 compressor and a GTQ exhaust. 6765 is completely different exhaust wheel.