PTE 6766 vs. FP 3794 - 5 different boost levels - Boostin Performance
Jan 13, 2013, 06:22 PM
#1
PTE 6766 vs. FP 3794 - 5 different boost levels - Boostin Performance
Test vehicle: 96 Eagle Talon TSI "Red Demon"
Precision BB 6766
PTE "Ported S" compressor cover which has a 4" inlet/2.5" outlet
PTE T3 .82 A/R Turbine housing with a 3" V-band outlet
PTE compressor is 67mm Inducer , 87mm Exducer - Turbine Inducer 74mm, Exducer 66mm
Forced Performance 3794 HTA
Garrett Ported T4S compressor cover which has a 4" inlet/2.5" outlet
Garrett T3 .82 A/R Turbine housing with a 4 bolt 3" outlet
FP compressor is 67.5mm Inducer , 94mm Exducer - Turbine Inducer 72mm, Exducer 65mm
The FP3794 basically has a bigger compressor wheel but a smaller turbine wheel when compared to the Precision 6766. The FP 3794 also has a 7+7 blade compressor wheel compared to the 6+6 blade on the 6766 compressor wheel.
After running both turbos on my car the results were so close that I had to do back to back testing on the dyno to know for sure which turbo had the edge.
Dyno:
I went to the Mustang Dyno with an open mind and both turbos ended up surprising me. Pulls on both turbos were done @ 37, 42, 47, 52, and 55 psi. Timing was untouched for the duration of the testing and fueling was only adjusted to match airflow from each turbocharger. Target AFR was the same for all the testing. Each pull was done once the coolant temp hit 150 degrees - looking back at the logs every pull was done between 150-155 deg. coolant temp. Tire pressure was kept @ 25 psi and was checked numerous times during the test to ensure an accurate comparison between pulls.
After the pulls were done on the PTE 6766, the car cooled for about 1/2 hour while we ate dinner. The FP 3794 was swapped on without the car ever coming off the dyno.
I usually run an AEM BCS tuned with the AEM EMS so I can run boost by gear. For this test I installed a Hallman Pro RX MBC to make boost adjustments quick and easy. I have always used the dyno as a tool to help get my tune close, and then I finish the final adjustments at the track, but not this time. I pushed the car harder than I ever have and ended up burying the MBC on both turbos. With the MBC maxed out, the PTE 6766 saw 55 psi and the FP 3794 maxed out @ 53-54 psi.
Conclusion:
Both T3 turbos are unbelievably potent for their size. Turbocharger technology has sure come a long way in the past 5 years. Both turbos have trapped 170+ mph and gone mid 8’s in my 96 Talon.
In my testing, the Precision turbos power band came in sooner but didn’t have the top end of the FP. This is seen at every power level, but is very evident on the 42 psi and 47 psi dyno sheets. In the higher boost levels (50’s) the Precision turbo seems to make up the ground on the FP. I believe this is because of turbine backpressure, but it's impossible to be sure without a backpressure sensor being logged. Both turbos are great and I'm not sure which one I would consider the winner. Each turbo is better in different ways, so you can use this information to make the call for yourself.
37 psi dyno sheet
5800 - FP 30 psi - PTE 34 psi
6500 - FP 35 psi - PTE 37 psi
7200 - FP 37 psi - PTE 37 psi
8000 - FP 38 psi - PTE 37 psi
8700 - FP 37 psi - PTE 37 psi
9400 - FP 35 psi - PTE 35 psi
42 psi dyno sheet
5800 - FP 33 psi - PTE 36 psi
6500 - FP 41 psi - PTE 41 psi
7200 - FP 42 psi - PTE 42 psi
8000 - FP 42 psi - PTE 42 psi
8700 - FP 41 psi - PTE 40 psi
9400 - FP 39 psi - PTE 39 psi
47 psi dyno sheet
5800 - FP 33 psi - PTE 39 psi
6500 - FP 46 psi - PTE 47 psi
7200 - FP 47 psi - PTE 47 psi
8000 - FP 47 psi - PTE 47 psi
8700 - FP 45 psi - PTE 45 psi
9400 - FP 42 psi - PTE 41 psi
52 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 51 psi
7200 - FP 52 psi - PTE 52 psi
8000 - FP 52 psi - PTE 51 psi
8700 - FP 49 psi - PTE 48 psi
9400 - FP 47 psi - PTE 46 psi
55 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 52 psi
7200 - FP 53 psi - PTE 55 psi
8000 - FP 53 psi - PTE 53 psi
8700 - FP 49 psi - PTE 50 psi
9400 - FP 48 psi - PTE 48 psi
- Boostin Performance Built 2.0L 4G63, 10:1 comp
- Boostin Performance Built 6 bolt Head, Kelford 280's, Magnus Cast Intake Manifold, T3 Punishment Exhaust Header
- ID 2000's, Dual Bosch 044 Fuel pumps, KB boost-a-pump, E70 race fuel
- AMS Evo 8 Race core IC, Full 3" intercooler piping
- AEM EMS S1, SparkTech C.O.P.
Precision BB 6766
PTE "Ported S" compressor cover which has a 4" inlet/2.5" outlet
PTE T3 .82 A/R Turbine housing with a 3" V-band outlet
PTE compressor is 67mm Inducer , 87mm Exducer - Turbine Inducer 74mm, Exducer 66mm
Forced Performance 3794 HTA
Garrett Ported T4S compressor cover which has a 4" inlet/2.5" outlet
Garrett T3 .82 A/R Turbine housing with a 4 bolt 3" outlet
FP compressor is 67.5mm Inducer , 94mm Exducer - Turbine Inducer 72mm, Exducer 65mm
The FP3794 basically has a bigger compressor wheel but a smaller turbine wheel when compared to the Precision 6766. The FP 3794 also has a 7+7 blade compressor wheel compared to the 6+6 blade on the 6766 compressor wheel.
After running both turbos on my car the results were so close that I had to do back to back testing on the dyno to know for sure which turbo had the edge.
Dyno:
I went to the Mustang Dyno with an open mind and both turbos ended up surprising me. Pulls on both turbos were done @ 37, 42, 47, 52, and 55 psi. Timing was untouched for the duration of the testing and fueling was only adjusted to match airflow from each turbocharger. Target AFR was the same for all the testing. Each pull was done once the coolant temp hit 150 degrees - looking back at the logs every pull was done between 150-155 deg. coolant temp. Tire pressure was kept @ 25 psi and was checked numerous times during the test to ensure an accurate comparison between pulls.
After the pulls were done on the PTE 6766, the car cooled for about 1/2 hour while we ate dinner. The FP 3794 was swapped on without the car ever coming off the dyno.
I usually run an AEM BCS tuned with the AEM EMS so I can run boost by gear. For this test I installed a Hallman Pro RX MBC to make boost adjustments quick and easy. I have always used the dyno as a tool to help get my tune close, and then I finish the final adjustments at the track, but not this time. I pushed the car harder than I ever have and ended up burying the MBC on both turbos. With the MBC maxed out, the PTE 6766 saw 55 psi and the FP 3794 maxed out @ 53-54 psi.
Conclusion:
Both T3 turbos are unbelievably potent for their size. Turbocharger technology has sure come a long way in the past 5 years. Both turbos have trapped 170+ mph and gone mid 8’s in my 96 Talon.
In my testing, the Precision turbos power band came in sooner but didn’t have the top end of the FP. This is seen at every power level, but is very evident on the 42 psi and 47 psi dyno sheets. In the higher boost levels (50’s) the Precision turbo seems to make up the ground on the FP. I believe this is because of turbine backpressure, but it's impossible to be sure without a backpressure sensor being logged. Both turbos are great and I'm not sure which one I would consider the winner. Each turbo is better in different ways, so you can use this information to make the call for yourself.
37 psi dyno sheet
5800 - FP 30 psi - PTE 34 psi
6500 - FP 35 psi - PTE 37 psi
7200 - FP 37 psi - PTE 37 psi
8000 - FP 38 psi - PTE 37 psi
8700 - FP 37 psi - PTE 37 psi
9400 - FP 35 psi - PTE 35 psi
42 psi dyno sheet
5800 - FP 33 psi - PTE 36 psi
6500 - FP 41 psi - PTE 41 psi
7200 - FP 42 psi - PTE 42 psi
8000 - FP 42 psi - PTE 42 psi
8700 - FP 41 psi - PTE 40 psi
9400 - FP 39 psi - PTE 39 psi
47 psi dyno sheet
5800 - FP 33 psi - PTE 39 psi
6500 - FP 46 psi - PTE 47 psi
7200 - FP 47 psi - PTE 47 psi
8000 - FP 47 psi - PTE 47 psi
8700 - FP 45 psi - PTE 45 psi
9400 - FP 42 psi - PTE 41 psi
52 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 51 psi
7200 - FP 52 psi - PTE 52 psi
8000 - FP 52 psi - PTE 51 psi
8700 - FP 49 psi - PTE 48 psi
9400 - FP 47 psi - PTE 46 psi
55 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 52 psi
7200 - FP 53 psi - PTE 55 psi
8000 - FP 53 psi - PTE 53 psi
8700 - FP 49 psi - PTE 50 psi
9400 - FP 48 psi - PTE 48 psi
Jan 13, 2013, 06:38 PM
#3
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Test vehicle: 96 Eagle Talon TSI "Red Demon"
Precision BB 6766
PTE "Ported S" compressor cover which has a 4" inlet/2.5" outlet
PTE T3 .82 A/R Turbine housing with a 3" V-band outlet
PTE compressor is 67mm Inducer , 87mm Exducer - Turbine Inducer 74mm, Exducer 66mm
Forced Performance 3794 HTA
Garrett Ported T4S compressor cover which has a 4" inlet/2.5" outlet
Garrett T3 .82 A/R Turbine housing with a 4 bolt 3" outlet
FP compressor is 67.5mm Inducer , 94mm Exducer - Turbine Inducer 72mm, Exducer 65mm
The FP3794 basically has a bigger compressor wheel but a smaller turbine wheel when compared to the Precision 6766. The FP 3794 also has a 7+7 blade compressor wheel compared to the 6+6 blade on the 6766 compressor wheel.
After running both turbos on my car the results were so close that I had to do back to back testing on the dyno to know for sure which turbo had the edge.
Dyno:
I went to the Mustang Dyno with an open mind and both turbos ended up surprising me. Pulls on both turbos were done @ 37, 42, 47, 52, and 55 psi. Timing was untouched for the duration of the testing and fueling was only adjusted to match airflow from each turbocharger. Target AFR was the same for all the testing. Each pull was done once the coolant temp hit 150 degrees - looking back at the logs every pull was done between 150-155 deg. coolant temp. Tire pressure was kept @ 25 psi and was checked numerous times during the test to ensure an accurate comparison between pulls.
After the pulls were done on the PTE 6766, the car cooled for about 1/2 hour while we ate dinner. The FP 3794 was swapped on without the car ever coming off the dyno.
I usually run an AEM BCS tuned with the AEM EMS so I can run boost by gear. For this test I installed a Hallman Pro RX MBC to make boost adjustments quick and easy. I have always used the dyno as a tool to help get my tune close, and then I finish the final adjustments at the track, but not this time. I pushed the car harder than I ever have and ended up burying the MBC on both turbos. With the MBC maxed out, the PTE 6766 saw 55 psi and the FP 3794 maxed out @ 53-54 psi.
Conclusion:
Both T3 turbos are unbelievably potent for their size. Turbocharger technology has sure come a long way in the past 5 years. Both turbos have trapped 170+ mph and gone mid 8’s in my 96 Talon.
In my testing, the Precision turbos power band came in sooner but didn’t have the top end of the FP. This is seen at every power level, but is very evident on the 42 psi and 47 psi dyno sheets. In the higher boost levels (50’s) the Precision turbo seems to make up the ground on the FP. I believe this is because of turbine backpressure, but it's impossible to be sure without a backpressure sensor being logged. Both turbos are great and I'm not sure which one I would consider the winner. Each turbo is better in different ways, so you can use this information to make the call for yourself.
37 psi dyno sheet
5800 - FP 30 psi - PTE 34 psi
6500 - FP 35 psi - PTE 37 psi
7200 - FP 37 psi - PTE 37 psi
8000 - FP 38 psi - PTE 37 psi
8700 - FP 37 psi - PTE 37 psi
9400 - FP 35 psi - PTE 35 psi
42 psi dyno sheet
5800 - FP 33 psi - PTE 36 psi
6500 - FP 41 psi - PTE 41 psi
7200 - FP 42 psi - PTE 42 psi
8000 - FP 42 psi - PTE 42 psi
8700 - FP 41 psi - PTE 40 psi
9400 - FP 39 psi - PTE 39 psi
47 psi dyno sheet
5800 - FP 33 psi - PTE 39 psi
6500 - FP 46 psi - PTE 47 psi
7200 - FP 47 psi - PTE 47 psi
8000 - FP 47 psi - PTE 47 psi
8700 - FP 45 psi - PTE 45 psi
9400 - FP 42 psi - PTE 41 psi
52 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 51 psi
7200 - FP 52 psi - PTE 52 psi
8000 - FP 52 psi - PTE 51 psi
8700 - FP 49 psi - PTE 48 psi
9400 - FP 47 psi - PTE 46 psi
55 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 52 psi
7200 - FP 53 psi - PTE 55 psi
8000 - FP 53 psi - PTE 53 psi
8700 - FP 49 psi - PTE 50 psi
9400 - FP 48 psi - PTE 48 psi
- Boostin Performance Built 2.0L 4G63, 10:1 comp
- Boostin Performance Built 6 bolt Head, Kelford 280's, Magnus Cast Intake Manifold, T3 Punishment Exhaust Header
- ID 2000's, Dual Bosch 044 Fuel pumps, KB boost-a-pump, E70 race fuel
- AMS Evo 8 Race core IC, Full 3" intercooler piping
- AEM EMS S1, SparkTech C.O.P.
Precision BB 6766
PTE "Ported S" compressor cover which has a 4" inlet/2.5" outlet
PTE T3 .82 A/R Turbine housing with a 3" V-band outlet
PTE compressor is 67mm Inducer , 87mm Exducer - Turbine Inducer 74mm, Exducer 66mm
Forced Performance 3794 HTA
Garrett Ported T4S compressor cover which has a 4" inlet/2.5" outlet
Garrett T3 .82 A/R Turbine housing with a 4 bolt 3" outlet
FP compressor is 67.5mm Inducer , 94mm Exducer - Turbine Inducer 72mm, Exducer 65mm
The FP3794 basically has a bigger compressor wheel but a smaller turbine wheel when compared to the Precision 6766. The FP 3794 also has a 7+7 blade compressor wheel compared to the 6+6 blade on the 6766 compressor wheel.
After running both turbos on my car the results were so close that I had to do back to back testing on the dyno to know for sure which turbo had the edge.
Dyno:
I went to the Mustang Dyno with an open mind and both turbos ended up surprising me. Pulls on both turbos were done @ 37, 42, 47, 52, and 55 psi. Timing was untouched for the duration of the testing and fueling was only adjusted to match airflow from each turbocharger. Target AFR was the same for all the testing. Each pull was done once the coolant temp hit 150 degrees - looking back at the logs every pull was done between 150-155 deg. coolant temp. Tire pressure was kept @ 25 psi and was checked numerous times during the test to ensure an accurate comparison between pulls.
After the pulls were done on the PTE 6766, the car cooled for about 1/2 hour while we ate dinner. The FP 3794 was swapped on without the car ever coming off the dyno.
I usually run an AEM BCS tuned with the AEM EMS so I can run boost by gear. For this test I installed a Hallman Pro RX MBC to make boost adjustments quick and easy. I have always used the dyno as a tool to help get my tune close, and then I finish the final adjustments at the track, but not this time. I pushed the car harder than I ever have and ended up burying the MBC on both turbos. With the MBC maxed out, the PTE 6766 saw 55 psi and the FP 3794 maxed out @ 53-54 psi.
Conclusion:
Both T3 turbos are unbelievably potent for their size. Turbocharger technology has sure come a long way in the past 5 years. Both turbos have trapped 170+ mph and gone mid 8’s in my 96 Talon.
In my testing, the Precision turbos power band came in sooner but didn’t have the top end of the FP. This is seen at every power level, but is very evident on the 42 psi and 47 psi dyno sheets. In the higher boost levels (50’s) the Precision turbo seems to make up the ground on the FP. I believe this is because of turbine backpressure, but it's impossible to be sure without a backpressure sensor being logged. Both turbos are great and I'm not sure which one I would consider the winner. Each turbo is better in different ways, so you can use this information to make the call for yourself.
37 psi dyno sheet
5800 - FP 30 psi - PTE 34 psi
6500 - FP 35 psi - PTE 37 psi
7200 - FP 37 psi - PTE 37 psi
8000 - FP 38 psi - PTE 37 psi
8700 - FP 37 psi - PTE 37 psi
9400 - FP 35 psi - PTE 35 psi
42 psi dyno sheet
5800 - FP 33 psi - PTE 36 psi
6500 - FP 41 psi - PTE 41 psi
7200 - FP 42 psi - PTE 42 psi
8000 - FP 42 psi - PTE 42 psi
8700 - FP 41 psi - PTE 40 psi
9400 - FP 39 psi - PTE 39 psi
47 psi dyno sheet
5800 - FP 33 psi - PTE 39 psi
6500 - FP 46 psi - PTE 47 psi
7200 - FP 47 psi - PTE 47 psi
8000 - FP 47 psi - PTE 47 psi
8700 - FP 45 psi - PTE 45 psi
9400 - FP 42 psi - PTE 41 psi
52 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 51 psi
7200 - FP 52 psi - PTE 52 psi
8000 - FP 52 psi - PTE 51 psi
8700 - FP 49 psi - PTE 48 psi
9400 - FP 47 psi - PTE 46 psi
55 psi dyno sheet
5800 - FP 33 psi - PTE 40 psi
6500 - FP 46 psi - PTE 52 psi
7200 - FP 53 psi - PTE 55 psi
8000 - FP 53 psi - PTE 53 psi
8700 - FP 49 psi - PTE 50 psi
9400 - FP 48 psi - PTE 48 psi
..i am between both turbo's
Jan 13, 2013, 06:40 PM
#4
wow they are really similar turbos. if the boost was 1:1 uptop on most graphs it would be almost identical. based on how you're using a mbc though and the boost is holding more on the one turbo vs the other id say thats backpressure related as you said and therefore i think id have to say the 3794 would be the best choice for a drag turbo here.
spool wise the 6766 is kicking its *** though. thanks for sharing Devin.
55psi got interesting. pte almost KO'ed the 3794 that round altogether spool and top end.
spool wise the 6766 is kicking its *** though. thanks for sharing Devin.
55psi got interesting. pte almost KO'ed the 3794 that round altogether spool and top end.
Last edited by tscompusa; Jan 13, 2013 at 06:45 PM.
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Jan 13, 2013, 07:45 PM
#8
Evolved Member
Very cool! Its a bit hard to know what to make of the high boost runs - whether it was the exhaust side maxing out or the compressor side being suited to a different result. I guess if the exhaust side is the main restriction then going to a larger a/r housing could make the GT3794R a little more potent (at yet again a bit more lag vs the PT6766) if they are trying to get every last bit of hp out of that frame.
Would have been interesting if they responded differently to timing adjustments too - I am assuming the GT3794R required fuel to be added at every boost level, did the amount that needed to be added at >50psi boost dive compared to the lower pressure ratios?
Thanks heaps for sharing that, these are a couple of the most interesting turbos on the market at the moment - your 170+mph trap speeds etc with both turbos make a mockery of what people were using to achieve similar only a few years ago on 4cylinders... ie, 76+mm turbos, methanol/expensive petrol based cocktails etc. Speaks volumes for both your ability to put something together, and advances in turbo technology etc in recent years - not least your generosity in sharing these findings!!
PS. On your Facebook page you posted results of these turbos making >1000hp - here they are only just over 900... what am I missing here?
Would have been interesting if they responded differently to timing adjustments too - I am assuming the GT3794R required fuel to be added at every boost level, did the amount that needed to be added at >50psi boost dive compared to the lower pressure ratios?
Thanks heaps for sharing that, these are a couple of the most interesting turbos on the market at the moment - your 170+mph trap speeds etc with both turbos make a mockery of what people were using to achieve similar only a few years ago on 4cylinders... ie, 76+mm turbos, methanol/expensive petrol based cocktails etc. Speaks volumes for both your ability to put something together, and advances in turbo technology etc in recent years - not least your generosity in sharing these findings!!
PS. On your Facebook page you posted results of these turbos making >1000hp - here they are only just over 900... what am I missing here?
Last edited by MrLith; Jan 13, 2013 at 07:52 PM.
