Tu116: NVIDIA TU116 GPU Specs | TechPowerUp GPU Database

NVIDIA GeForce GTX 1650 ‘GDDR6’ TU116-150 GPU pictured

It appears that NVIDIA has yet another variant of the GeForce GTX 1650 GDDR6. To give you some recap, NVIDIA originally released GeForce GTX 1650 based on TU117 GPU with GDDR5 memory. This model was later refreshed with SUPER variant featuring TU116 GPU and more cores. A bit later, NVIDIA released an updated original 1650 model with GDDR6 memory. This graphics card featured TU117-300 GPU so just as the original one (it was only a memory upgrade).

A bit later NVIDIA released a TU106-125-based variant of this graphics card for the Chinese market. This card had similar specs, but since it had a bigger GPU, it consumed more power (90W vs 75W).

Today we learn about a third GTX 1650 GDDR6 variant with TU116-150 GPU. This is a cut-down GPU, which was originally used for the GTX 1660 series and later GTX 1650 SUPER. The -150 postfix implies that the GPU is using much fewer cores than the full silicon (the GPU has -41. 7% disabled cores).

On Twitter, @momomo_us revealed a photograph of the TU116-150 GPU from a Gigabyte model (GV-N1656OC-4GD R2.0). The R2.0 means it a second revision of the existing model, but for us, it’s a completely new SKU since it features a different GPU.

NVIDIA GeForce GTX 1650 GDDR6 TU116-150 GPU, Source: @momomo_us

NVIDIA GeForce GTX 1650 Series
VideoCardz.com GTX 1650
GTX 1650
GTX 1650
GTX 1650
GTX 1650
GPU TU116-250 TU106-125 TU116-150 TU117-300 TU117-300
CUDA Cores
Base Clock


1530 MHz









Boost Clock











Memory Clock


12 Gbps


12 Gbps


12 Gbps


12 Gbps


8 Gbps












Memory Bus













Specs provided by VideoCardz. NET Database
GPU : TU117-300 Base Clock : 1410 MHz
Cores : 896 Boost Clock : 1635 MHz (+2.8%)
TMUs : 56 Memory Clock : 12 Gbps
ROPs : 32 Memory : 4 GB GDDR6 128b

Source: @momomo_us

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NVIDIA GeForce GTX 1650 Graphics Card With TU116 GPU Pictured

NVIDIA’s partners are all set to introduce a new variant of the GeForce GTX 1650 graphics card. The new variant will be making use of the Turing TU116 GPU, the same GPU that powers the higher-end GeForce 16 series cards.

NVIDIA GeForce GTX 1650 With TU116 GPU Pictured — Turing NVENC & GDDR6 Onboard

The NVIDIA GeForce GTX 1650 graphics card has the most variants in the Turing family. There were already three variants making this the fourth entry in the GeForce GTX 1650 family (excluding GTX 1650 SUPER). The latest of the three variants was introduced at the end of last month, the GeForce GTX 1650 Ultra, which is an AIB specific part featuring the TU106 GPU core & GDDR6 memory. Now a new variant has been confirmed which will make use of the TU116 GPU core while two other GPU variants based on the TU117 core already exist in the market.

This specific NVIDIA GeForce GTX 1650 graphics card makes use of the Turing TU116-150 SKU. The specifications include 896 CUDA Cores, 56 TMUs, and 32 ROPs. The card features a 1410 MHz base clock and a 1635 MHz boost clock. These clocks could be specific to the Gigabyte variant that was spotted by Momomo_Us (Via Videocardz).

2 of 9

The 4 GB memory comes in GDDR6 flavor and is featured along a 128-bit bus interface at 12 Gbps. So that’s a total bandwidth of 192 GB/s which should be enough to keep the card running with further room for memory overclock as the GDDR6 chips tend to overclock to around 14 Gbps with relative ease.

NVIDIA GeForce GTX «Turing» Family:

Graphics Card Name NVIDIA GeForce GTX 1650 NVIDIA GeForce GTX 1650 D6 NVIDIA GeForce GTX 1650 Rev 2.0 NVIDIA GeForce GTX 1650 Ultra NVIDIA GeForce GTX 1650 SUPER NVIDIA GeForce GTX 1660 NVIDIA GeForce GTX 1660 SUPER NVIDIA GeForce GTX 1660 Ti
GPU Architecture Turing GPU (TU117) Turing GPU (TU117) Turing GPU (TU116) Turing GPU (TU106) Turing GPU (TU116) Turing GPU (TU116) Turing GPU (TU116) Turing GPU (TU116)
Process 12nm FNN 12nm FNN 12nm FNN 12nm FNN 12nm FNN 12nm FNN 12nm FNN 12nm FNN
Die Size 200mm2 200mm2 284mm2 445mm2 284mm2 284mm2 284mm2 284mm2
Transistors 4. 7 Billion 4.7 Billion 6.6 Billion 10.8 Billion 6.6 Billion 6.6 Billion 6.6 Billion 6.6 Billion
CUDA Cores 896 Cores 896 Cores 896 Cores 896 Cores 1280 Cores 1408 Cores 1408 Cores 1536 Cores
TMUs/ROPs 56/32 56/32 56/32 56/32 80/32 88/48 88/48 96/48
GigaRays N/A N/A N/A N/A N/A N/A N/A N/A
Cache 1.0 MB L2 Cache 1.0 MB L2 Cache 1.0 MB L2 Cache 1.0 MB L2 Cache 1.0 MB L2 Cache 1.5 MB L2 Cache 1.5 MB L2 Cache 1.5 MB L2 Cache
Base Clock 1485 MHz 1410 MHz 1410 MHz 1410 MHz 1530 MHz 1530 MHz 1530 MHz 1500 MHz
Boost Clock 1665 MHz 1590 MHz 1590 MHz
1635 MHz (OC)
1590 MHz 1725 MHz 1785 MHz 1785 MHz 1770 MHz
Compute 3. 0 TFLOPs 3.0 TFLOPs 3.0 TFLOPs 3.0 TFLOPs 4.4 TFLOPs 5.0 TFLOPs 5.0 TFLOPs 5.5 TFLOPs
Memory Up To 4 GB GDDR5 Up To 4 GB GDDR6 Up To 4 GB GDDR6 Up To 4 GB GDDR6 Up To 4 GB GDDR6 Up To 6 GB GDDR5 Up To 6 GB GDDR6 Up To 6 GB GDDR6
Memory Speed 8.00 Gbps 12.00 Gbps 12.00 Gbps 12.00 Gbps 12.00 Gbps 8.00 Gbps 14.00 Gbps 12.00 Gbps
Memory Interface 128-bit 128-bit 128-bit 128-bit 128-bit 192-bit 192-bit 192-bit
Memory Bandwidth 128 GB/s 192 GB/s 192 GB/s 192 GB/s 192 GB/s 192 GB/s 336 GB/s 288 GB/s
Power Connectors N/A N/A N/A N/A 6 Pin 8 Pin 8 Pin 8 Pin
TDP 75W 75W 75W 75W 100W 120W 125W 120W
Starting Price $149 US $149 US $149 US $149 US? $159 US $219 US $229 US $279 US
Price (Founders Edition) $149 US $149 US $149 US $149 US? $159 US $219 US $229 US $279 US
Launch April 2019 April 2020 July 2020 June 2020 November 2019 March 2019 October 2019 February 2019

Gigabyte has named this card the GeForce GTX 1650 OC (Rev 2. 0). This means that users buying the GeForce GTX 1650 should check in the labels and codename on the box which is ‘GV-N1656OC-4GD R2.0’. Specifically, the Rev 2.0 tag since one of the big features that the updated GeForce GTX 1650 is going to offer would be support for the Turing NVENC video encoder and decoder which is much better than the Volta NVENC featured on the TU117 based GPUs.

Since the card is a revision of an existing graphics card, the GeForce GTX 1650 Rev 2.0 will stick with the existing prices which are set around $149 US. The card is also a factory overclocked variant and makes use of a single 6-pin connector suggesting a slightly higher TDP of 90W. Gigabyte’s GeForce GTX 1650 OC Rev 2.0 will come with a single fan cooler in a dual-slot design and will feature three display outputs (HDMI, DVI, Display Port).

Recent reports have suggested that NVIDIA has halted the production of its higher-end GeForce RTX GPU lineup to prepare for the Ampere GeForce RTX launch. Only small quantities of the said GPUs are left in the retail channel and AIBs are now preparing to do the same with the lower-end lineup too. This is also one reason why we are seeing so many GeForce GTX 1650 variants as AIBs ship as much lower-end GPUs as they can prior to the launch of the next-gen entry-level parts.

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Tu-116 (Tu-114D)

With the advent of the Tu-95 strategic bomber
it became possible to create an intercontinental passenger aircraft.
On August 12, 1955, a resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 1496-835 was issued, instructing
OKB A.N. Tupolev creation of the aircraft «116» for transportation
top government delegations. The draft design was presented in April
1956. In October, its layout was approved. All major units were taken
from Tu-95. The differences were in the middle part of the fuselage, where instead of bomb
compartments housed two passenger cabins. The feed was also improved
part of the fuselage. Tu-116 was built in two copies (one for N.S. Khrushchev,
another for Bulganin) at factory #18 in Kuibyshev. April 23, 1957 the first
of them (board. No. 7801) took to the skies for the first time.

During the tests on both Tu-116s, the pilots of the GK Research Institute of the Air Force carried out a number of
long-distance non-stop flights. Meanwhile, on November 15, 1957, for flight
tests came out passenger aircraft Tu-114. Tu-116
was in the shadows. Only a year later it was presented to the public as
Tu-114D (diplomatic).

Tu-116 built according to the aerodynamic configuration of a cantilever monoplane
swept (35° along the line of a quarter of the chords) wing of high elongation.
Tricycle landing gear with nose strut. The power plant consisted of 4 TVD
NK-12. In the central part of the fuselage are 2
passenger cabins for 18 passengers with a total volume of 70.5 m 3 , toilet,
wardrobe and office. In addition to passengers in the cabin could be
navigator-informant, flight attendant and cook. The cockpit was provided
additional place for the navigator-pilot. Passengers got in and out
along the ladder lowered by the pneumatic system and through the door in the rear part of the passenger compartment.
The composition of the equipment was basically the same as the Tu-95 (was saved even
radar sight RBP-4). In the passenger compartment there was a radiogram «Mir»
and pneumatic mail for communication with the crew. In the event of an emergency landing on the water, there were
inflatable boats LAS-5 and 2 rafts SP-12. In the tail section of the fuselage was located
a compartment with landing lighting bombs and an emergency descent parachute.

At the end of state tests, aircraft No. 7801 was transferred to the Far
Aviation and operated at the airfield in Uzin (Ukraine) until the early 90s
years. Aircraft No. 7802 (USSR-76463) was transferred to the training ground near Semipolatinsk,
where it was operated until April 1991 years as a passenger for delivery
specialists. It is currently in the Civil Aviation Museum
in Ulyanovsk.

Flight performance

Engines NK-12
Takeoff power, e.p.s. 4×12500
Dimensions, m:






Wing area, m 2 283.7
Mass, t:


takeoff normal

takeoff maximum



Fuel capacity, l. 83320
Number of passengers, pers. 18
Speed, km/h:

maximum near the ground

maximum at 6300 m




Maximum flight range, km 11900
Practical ceiling, m 11800
Takeoff run, m

mileage, m


Crew, pers. 8


  1. Duffy P., Kandalov A. A. N. Tupolev: Man and his planes. — M.: «Moscow worker», 1999. — S. 152.
  2. Moroz S. Tupolev Tu-95. — Kyiv: «Archive-Press», 1999. — S. 16.
  3. Rigmant V.G. Under the signs «ANT» and «Tu». // Aviation and astronautics. — 1999. — No. 1. — S. 43-48.
  4. Rigmant V.G. Originally from Long-Range Aviation: Passenger aircraft of the Design Bureau of A.N. Tupolev. // Wings of the Motherland. — 2000. — No. 10. — S. 8-11.
  5. Rigmant V.G. Tu-95. // Aviation and astronautics. — 2001. — No. 1. — S. 22-24.
  6. Yakubovich N.V. Aircraft for special passengers. // Wings of the Motherland. — 1994. — No. 11. — S. 26.
  7. Yakubovich N.V. Intercontinental bomber: Once again about the Tu-95 and its modifications. // Wings of the Motherland. — 1999. — No. 11. — S. 1-6.

Tu-116, Tu-114, Tu-104, Tu-154, Ant-4 of the Ulyanovsk Aviation Museum

I will upload photos of the rest of the aircraft in groups. In order not to invent too much about specific aircraft, I took information from http://www .aviahistory.ucoz.ruLet’s start with Tupolev and Tu-116

Tu-116 USSR-76462 machines The operator was the USSR Air Force. Converted from Tu-95 (s / n 6800402). First flight 23 April 1957 years old. Adopted May 31, 1957. Operated by 1023 heavy bomber regiment in Semipalatinsk. Had an Aeroflot color scheme. Factory tests took place from April 23 to October 4, 1957. A non-stop flight was made along the route Chkalovskoye-Irkutsk-Chkalovskoye with a length of 8600 km (the remaining fuel in the tanks after landing made it possible to fly about 3000 km more). The average speed in flight was 800 km/h. Subsequent flights were performed on the following routes: Chkalovskoye — Vozdvizhenka (Vladivostok) — Chkalovskoye; Chkalovskoye -Dikson -Taigonos Cape -Ukrainka; Chkalovskoye — Petropavlovsk — Kamchatsky — Tashkent; Tashkent — Dushanbe — Frunze — Dikson — Velikiye Luki — Chkalovskoye; Chkalovskoye — Leningrad — Tallinn — Riga — Vilnius — Minsk — Kiev — Tbilisi — Yerevan — Baku — Ashgabat — Rostov-on-Don — Chkalovskoye. In one of the flights, which began on June 28, 1958 and carried out with three intermediate landings, the total route distance was 34,000 km. Re-registered in 1958 as USSR-76462. Operated by 1023 heavy bomber regiment in Semipalatinsk. Observed at Gross Deln Airport on 16 November 1972. Withdrawn from service in 1989. Transferred to the Museum of the History of Civil Aviation in Ulyanovsk in 1989. First seen in the museum on August 31, 1993. Currently, it is in the main exposition of the Museum of the History of Civil Aviation in the city of Ulyanovsk. According to some reports, it was built specifically for Khrushchev.

Unfortunately, there is no direct access inside. I think it is possible, but not just to get into the salon: you need to lower a ladder similar to those of the Yak-42, and this is not just a stepladder, so the photo is only from the outside.

Only 2 of these aircraft were made; they were created in case of an unforeseen delay in the creation of the Tu-114, since relations with an overseas partner began to improve and the status of a superpower did not allow flying there on the IL-14

Further information from the website http://www. airwar.ru navigator-informant, who informed the members of the delegation about the flight, and, if necessary, 10-12 armed guards. Structurally, the new aircraft did not differ much from the Tu-95. All defensive and bomber weapons were removed, and the space behind the center section was occupied by two passenger compartments, a toilet room, a wardrobe and a service room with a total volume of 70.5 m3. Portholes were made on the sides of the fuselage. The first passenger compartment was designed for 6-8 people, the second, intended for the «main passenger», for three people. Salons were equipped with sofas and sofa beds. Especially for the aircraft, an interior was created that corresponded to the tastes of the leaders of the state. The pressurized cabin ended with an entrance door, then there was a vestibule with an entrance ladder, which descended through a hatch in the lower part of the fuselage. In an emergency, the hatch was used to rescue passengers. In the KhChF there was a compartment with landing lighting bombs and an emergency descent parachute.

9000 9000 9 veneration was practically not inferior to the Tu-95. But there were also a number of shortcomings, the most significant of which was the lack of an automatic propeller feathering system. Subsequently, modified power plants were installed on the aircraft, but at first very high requirements were placed on the qualifications of the pilots and only high-class test crews were allowed to fly the Tu-116. As a result, the cars were never accepted into the government detachment. In addition, on November 1957, tests of the Tu-114 began, which was much better suited for government transportation.

Well, now let’s move on to the Tu-114

Tu-114 USSR-76490 (64M471) The operator was Aeroflot TUMVL. Produced in 1964. The first flight was made in 1964. Registered June 25, 1965. Jointly operated with Japan Airlines (JAL) for flights between Japan and Western Europe since 1967, bearing the Japan Airlines (JAL) logo and seating for 105 passengers. Last seen with Japan Airlines on September 1967 years at Haneda Airfield in Tokyo, Japan. Transferred to the Moscow Territorial Administration of Aeroflot at Domodedovo Airport in 1969. When transferred, it was converted to a standard scheme with a cabin for 220 passenger seats. January 19, 1973 transferred to the USSR Air Force. Operated by the 1009th Heavy Bomber Aviation Regiment at Uzin. Observed in East Germany in 1974-1975. Operated until May 1983. Decommissioned in May 1983, after which he flew to Ulyanovsk. Transferred to the Museum of the History of Civil Aviation in the city of Ulyanovsk at 1983 year. By the end of the 80s, it was installed in the main exposition of the museum (before that it was located on the territory of the ATB ShVLP). For some unknown reason, it was transferred to the museum without a cabin, dismantled during service in the Air Force. Currently, it is in the main exposition of the Museum of the History of Civil Aviation in the city of Ulyanovsk. Tu-114 was made very quickly — in just two years. Its leading designer was N.I. Bazenkov. On November 15, 1957, test pilot A.P. Yakimov took the Tu-114 into the air for the first time, and flight tests began. A.Ter-Hakopyan was the leading test engineer from the Design Bureau, A.B. Ivanov, V.G. Delovery and others. State flight tests were also carried out by test pilots I.K. Vedernikov and I.M. Sukhomlin.

Indeed, the design of the Tu-114 contains many unique features. Let us clarify that the two-deck scheme (fuselage layout: at the bottom — kitchen, cargo and luggage, at the top — crew and passengers), which became the main one in the design of modern airbuses, was introduced on the Tu-114. It is curious that the kitchen was connected to the buffet by an elevator, as on the IL-86. Until the first half of the 60s, the staff list of the aircraft crew, as well as on the Tu-104, included a cook.

It was an aircraft with three layout classes: economy class (regular seats 3 + 3), first class (seat rows separated by tables with a table lamp), and, finally, with four compartments — real compartments, like on a train, but on 3 beds, with two transverse and one longitudinal shelves.

In total, in Kuibyshev (Samara) at the plant ©18 in 1957-1964, in batches of three to six aircraft per year, 31 serial Tu-114 aircraft were built (the prototype was built in 1957 at the plant ©156 in Moscow), including the Tu-114D.

I ask you not to beat the texts from the sites of these above. I recommend them very much for more detailed testing with the history of these aircraft. Now let’s move on to the Tu-104

Tu-104 USSR-42322 (6350103) Issued on November 6, 1956. Registered November 16, 1956 as USSR-L5416. The operator was the Moscow Department of Civil Aviation of Aeroflot (Vnukovo). July 13 1959 years transferred to the Uzbek Territorial Administration of Aeroflot. Registered July 4, 1959 as USSR-42322. Decommissioned 25 March 1961. On December 13, 1961, it was transferred to the aviation of the Navy in the Northern Fleet in military unit 20216. It was converted into a VIP configuration. Laid up in August 1981 and was stored on the Kola Peninsula at the Olenya a/b in the village of Vysokiy, behind Permusozero Lake east of the city of Olenegorsk. Refurbished to flying condition in 20 days in October 1986. Last flight 31 October 1986 years old (transfer from Sheremetyevo-2 to Ulyanovsk to the Museum of the History of Civil Aviation). November 1, 1986 is the official date of the last flight of the Tu-104 aircraft. November 1, 1986 installed in the Museum of the History of Civil Aviation. By the end of the 80s, it was installed in the main exposition of the museum (before that it was located on the territory of the ATB ShVLP). In 2006, the salon was restored and is open to the public. Repainted in August 2008.

A lot has been written about this aircraft and its creation, I think it makes no sense to repeat it here.

Remarkably, unlike monino, here they let you directly to the plane.

Next we have the Tu-154B aircraft

Tu-154B RA-85061 (74A061) The operator was the USSR Air Force. Had an Aeroflot color scheme. Produced April 24, 1974. Initially, it was the Tu-154A. Registered May 20, 1974 as USSR-85061. First seen in Syria at the Damascus airfield on August 30, 1974. February 14 1980 years transferred to the Ulyanovsk ShVLP. Until September 9, 1992, it was converted into Tu-154B. Registered RA-85061 March 30, 1993. January 1, 1994 transferred to UVAUGA as the owner. Operated in Ulyanovsk until August 15, 2001. In 2002, it was handed over to the Museum of the History of Civil Aviation in Ulyanovsk and exhibited in the main exhibition. The logos are shaded. Currently, it is in the main exposition of the Museum of the History of Civil Aviation in Ulyanovsk.

And finally Ant-4 (TB-1)

ANT-4 USSR-N317 G-1 The operator was Aeroflot GVF. Registered as SSSR-L2954. In 1942, it was transferred to the Yenisei Air Group of the UPA. Registered as USSR-N317. On January 12, 1944, during a flight from Turukhansk to Igarka with 11 passengers (commander Grigory Naumenko), he made an emergency rough landing in the Igarka area (the plane fell into low clouds and deviated from the course. In the break of the clouds, the pilots saw an unfamiliar snowy area below them. Determine their the location of the crew failed, in addition, the aircraft began to icing. The commander decided to make an emergency landing. The most suitable place for this seemed to be a frozen lake. We landed successfully, but at the very end of the run the car crashed into a steep bank. As a result, the nose of the cabin crashed «, the ski racks broke, the radio station failed. Fortunately, the crew and passengers were not injured, but with such serious damage, the H-317 could no longer take off, and the lack of communication did not allow reporting the incident. The search for the missing aircraft began two days later. In three ANT-4s took off.The search operation did not last long — a day later the broken H-317 was marked by the crew of the H-315 aircraft. All people were saved, according to some reports, they were evacuated to Igarka). Summer 19For 83 years, the Air Transport newspaper organized an expedition to search for ANT-4. On August 27, 1983, the ANT-4 was lifted into the air on the external sling of the Mi-6 helicopter of the Norilsk United Air Squad and delivered to Igarka. In Igarka, he was reloaded into a transport IL-76 and sent on a special flight to Vyborg. Rebuilt in the summer of 1985 at the Vyborg Aviation Technical School of Civil Aviation, using engines and cockpit from the found ANT-4 USSR-N227. Delivered by barge to Ulyanovsk to the Museum of the History of Civil Aviation. Under 1990 is installed in the main exposition. In the autumn-spring of 2007-2008, it was repainted in a new color scheme. Installed screws from the Yak-18T.

Modification ANT-4
Wingline, m 28.70
length, m 18.00
Height, m ​​
Ring area, m2 120.00
Mass, kg
Empty plane 4630
Maximum take-off 7928
Fuel 2 2350
PD BMW type 2 -VI
Power, h.p. 2 x 680
Maximum speed, km/h 207
cruising speed, km/h 186
Practical range, km 1425
The speed rival, m/min 143
Practical ceiling, m 3600
Crew 4

Rifles from the Yak-18


9000 9000 9000 9000 9000

9001 the design for all ANT aircraft — with corrugated skin — all-metal made of duralumin (originally chain-aluminum) and steel in the wing assemblies, landing gear.