my full bridge build t2 n/a
04-23-11, 04:53 PM
#33
car wont be doing high rpms 8grand maybe 81/2 if i miss a shift running her hard thats it. i built the car for fun and a little bit of some track time. and if i get tired of my hard suspension and roll cage and racing seat and want a full interior and a radio again. ill just pick up a clean 1990 s5 model and drop my motor right in and have comfy car again with some kick.
05-23-11, 05:20 PM
#35
Junior Member
I am not sure if i am seeing right but was the rotor housings notched to match the bridges ? From the looks of it the eyebrow port dont go under the housing ? humm lol why not ? lol
Last edited by gready123456; 05-23-11 at 05:46 PM.
05-23-11, 10:45 PM
#36
car wont be doing high rpms 8grand maybe 81/2 if i miss a shift running her hard thats it. i built the car for fun and a little bit of some track time. and if i get tired of my hard suspension and roll cage and racing seat and want a full interior and a radio again. ill just pick up a clean 1990 s5 model and drop my motor right in and have comfy car again with some kick.
05-24-11, 12:31 AM
#37
Old [Sch|F]ool
Peak power nearly 1000rpm lower than when the engine was a street port. Peak torque may be at 6200 but there is more there at 3400rpm than the street port did at peak, which was also about 5500-6000rpm or so. (I lost the dyno sheet)
Latest half bridge is in the back of my wagon, hopefully going into the car tomorrow. You get most of the torque of a full bridge with most of the driveability of a stock port.
05-25-11, 06:24 PM
#38
Peak power nearly 1000rpm lower than when the engine was a street port. Peak torque may be at 6200 but there is more there at 3400rpm than the street port did at peak, which was also about 5500-6000rpm or so. (I lost the dyno sheet)
Latest half bridge is in the back of my wagon, hopefully going into the car tomorrow. You get most of the torque of a full bridge with most of the driveability of a stock port.
05-26-11, 04:46 AM
#40
Junior Member
i have some stock 12a seals i want to go full brigde but i need to know is the stock seals can handle it ??
05-26-11, 05:43 AM
#41
Old [Sch|F]ool
My point: Bridge ports make more power everywhere and are an advantage even if you keep revs under 8000. Like anything else, the porting needs to be optimized.
I guess the 787 Lemans car should have been a street port too, then, since it never revved over 8000rpm while racing...
05-26-11, 05:45 AM
#42
Old [Sch|F]ool
I have been running Atkins 2mm seals to 9500-10000 and noticed some rapid wear on the backside, where the springs ride, but they don't chatter and break like iron 3mm seals do.
If you want to run high RPM with 3mm seals, get carbon-aluminum. Or do what I did, and start playing with 2mm seal 13Bs.
05-26-11, 12:19 PM
#43
LIke I said above, if you plan on reving past 8k rpm's then the stock seals will chatter and cause housing wear. Carbon apex seals are dirt cheap, light, and they seal very well at high rpm's.
05-26-11, 04:54 PM
#45
Old [Sch|F]ool
That will entirely depend on average RPM.
The Atkins lasted me about 40-50k before they were worn out. That's 1-2x as long as 3mm carbons would last.
The Atkins lasted me about 40-50k before they were worn out. That's 1-2x as long as 3mm carbons would last.
05-29-11, 08:03 PM
#46
i agree with peejay, even on the old tune the car is a totaly different animal, also logan at defined autoworks is almost done with my new exhaust system and he has al the specs to my build, once his system is on the car and enzo tunes it we should hit 240 possibly 250 to the wheels. but logan said i might have to play with my intake mainifold for higher power, i had the motor built to last and jim has done that, the oem seals are perfect for what i wanted.
05-30-11, 11:29 PM
#47
i agree with peejay, even on the old tune the car is a totaly different animal, also logan at defined autoworks is almost done with my new exhaust system and he has al the specs to my build, once his system is on the car and enzo tunes it we should hit 240 possibly 250 to the wheels. but logan said i might have to play with my intake mainifold for higher power, i had the motor built to last and jim has done that, the oem seals are perfect for what i wanted.
06-06-11, 02:54 PM
#49
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First of all nice build! Looks good, going to be a lot of fun, but to avoid disappointment I think you should probably be a bit more tentative about what power you are likely to make. Firstly you are using steel seals which is limiting you to about 8000 rpm, maybe 8500rpm if u pushing it, my bridgeport and the other bridgeports ive seen reach peak power at about 8500 - 8750 rpm and continue with usable power at almost peak power till about 9500rpm - 10000rpm, maybe more but revving past that is pretty risky. They were however all using IDA carbs or in my case IDA style throttle bodies, which all have shorter length intakes than your setup, so your longer intake will help bring your power band down in the rpm range and more into the range that you are using, which is good 
it will also unfortunately bring your peak power down 
. Another problem is that the duration used in the intake timing of a bridgeport is designed to increase volumetric efficiencies at higher rpms by taking advantage of ram effect, therefore increasing torque/power, an effect you will be losing to some extent when running at lower rpm. And to get truly large power figures it is important to match your intake 'tuning' which is based on the length of your intake manifold ( pressure wave propogations in the intake become advantageous at certain engine speed ranges based on the speed of sound and so on, also occurs with exhaust scavenging in 'tuned' exhausts, wont go into detail as this is probably getting a bit long winded already) with your intake ports timing range of effective ram effect, as the two can compound to get even larger gains, having them at different engine speed ranges isn't entirely disadvantageous as it can serve to smooth out a power band, making it wider and less 'peaky', but at the loss of peak power. Unfortunately you are also lacking the flow of IDA style intakes, be it carburetted or fuel injected, shouldn't have too large of an effect as you aren't revving that far above stock, but still everything counts.
Now don't get me wrong, will be a fun car to drive, a lot of mid range power, wide power band, a lot of torque and 'grunt'. But I don't see it making 250whp, even on bridgeports designed for high rpm, peak power, this is a fairly tall order, and requires close attention to the intake and exhaust tuning and intake and exhaust timings for higher rpm ranges. When all of these are optimum, very large power figures can be achieved with bridgeports, such as the the Australians who are racing with some of the most powerful bridges out there, using very short intake manifolds, incredible attention to all of these factors and revving to 10000rpm or more, and they are making about 250 - 260 wHp on very advanced engines.
So I'm sorry but it seems like your engine builder has been lieing to you somewhat, I would expect something more in the 180 - 200 wHp range at best as your setup is less than optimal. But with the wide powerband and so on it will still accelerate great, should be exciting, im interested in seeing the results, good luck!
it will also unfortunately bring your peak power down . Another problem is that the duration used in the intake timing of a bridgeport is designed to increase volumetric efficiencies at higher rpms by taking advantage of ram effect, therefore increasing torque/power, an effect you will be losing to some extent when running at lower rpm. And to get truly large power figures it is important to match your intake 'tuning' which is based on the length of your intake manifold ( pressure wave propogations in the intake become advantageous at certain engine speed ranges based on the speed of sound and so on, also occurs with exhaust scavenging in 'tuned' exhausts, wont go into detail as this is probably getting a bit long winded already) with your intake ports timing range of effective ram effect, as the two can compound to get even larger gains, having them at different engine speed ranges isn't entirely disadvantageous as it can serve to smooth out a power band, making it wider and less 'peaky', but at the loss of peak power. Unfortunately you are also lacking the flow of IDA style intakes, be it carburetted or fuel injected, shouldn't have too large of an effect as you aren't revving that far above stock, but still everything counts.Now don't get me wrong, will be a fun car to drive, a lot of mid range power, wide power band, a lot of torque and 'grunt'. But I don't see it making 250whp, even on bridgeports designed for high rpm, peak power, this is a fairly tall order, and requires close attention to the intake and exhaust tuning and intake and exhaust timings for higher rpm ranges. When all of these are optimum, very large power figures can be achieved with bridgeports, such as the the Australians who are racing with some of the most powerful bridges out there, using very short intake manifolds, incredible attention to all of these factors and revving to 10000rpm or more, and they are making about 250 - 260 wHp on very advanced engines.
So I'm sorry but it seems like your engine builder has been lieing to you somewhat, I would expect something more in the 180 - 200 wHp range at best as your setup is less than optimal. But with the wide powerband and so on it will still accelerate great, should be exciting, im interested in seeing the results, good luck!
06-07-11, 07:12 PM
#50
First of all nice build! Looks good, going to be a lot of fun, but to avoid disappointment I think you should probably be a bit more tentative about what power you are likely to make. Firstly you are using steel seals which is limiting you to about 8000 rpm, maybe 8500rpm if u pushing it, my bridgeport and the other bridgeports ive seen reach peak power at about 8500 - 8750 rpm and continue with usable power at almost peak power till about 9500rpm - 10000rpm, maybe more but revving past that is pretty risky. They were however all using IDA carbs or in my case IDA style throttle bodies, which all have shorter length intakes than your setup, so your longer intake will help bring your power band down in the rpm range and more into the range that you are using, which is good it will also unfortunately bring your peak power down . Another problem is that the duration used in the intake timing of a bridgeport is designed to increase volumetric efficiencies at higher rpms by taking advantage of ram effect, therefore increasing torque/power, an effect you will be losing to some extent when running at lower rpm. And to get truly large power figures it is important to match your intake 'tuning' which is based on the length of your intake manifold ( pressure wave propogations in the intake become advantageous at certain engine speed ranges based on the speed of sound and so on, also occurs with exhaust scavenging in 'tuned' exhausts, wont go into detail as this is probably getting a bit long winded already) with your intake ports timing range of effective ram effect, as the two can compound to get even larger gains, having them at different engine speed ranges isn't entirely disadvantageous as it can serve to smooth out a power band, making it wider and less 'peaky', but at the loss of peak power. Unfortunately you are also lacking the flow of IDA style intakes, be it carburetted or fuel injected, shouldn't have too large of an effect as you aren't revving that far above stock, but still everything counts.
Now don't get me wrong, will be a fun car to drive, a lot of mid range power, wide power band, a lot of torque and 'grunt'. But I don't see it making 250whp, even on bridgeports designed for high rpm, peak power, this is a fairly tall order, and requires close attention to the intake and exhaust tuning and intake and exhaust timings for higher rpm ranges. When all of these are optimum, very large power figures can be achieved with bridgeports, such as the the Australians who are racing with some of the most powerful bridges out there, using very short intake manifolds, incredible attention to all of these factors and revving to 10000rpm or more, and they are making about 250 - 260 wHp on very advanced engines.
So I'm sorry but it seems like your engine builder has been lieing to you somewhat, I would expect something more in the 180 - 200 wHp range at best as your setup is less than optimal. But with the wide powerband and so on it will still accelerate great, should be exciting, im interested in seeing the results, good luck!
it will also unfortunately bring your peak power down . Another problem is that the duration used in the intake timing of a bridgeport is designed to increase volumetric efficiencies at higher rpms by taking advantage of ram effect, therefore increasing torque/power, an effect you will be losing to some extent when running at lower rpm. And to get truly large power figures it is important to match your intake 'tuning' which is based on the length of your intake manifold ( pressure wave propogations in the intake become advantageous at certain engine speed ranges based on the speed of sound and so on, also occurs with exhaust scavenging in 'tuned' exhausts, wont go into detail as this is probably getting a bit long winded already) with your intake ports timing range of effective ram effect, as the two can compound to get even larger gains, having them at different engine speed ranges isn't entirely disadvantageous as it can serve to smooth out a power band, making it wider and less 'peaky', but at the loss of peak power. Unfortunately you are also lacking the flow of IDA style intakes, be it carburetted or fuel injected, shouldn't have too large of an effect as you aren't revving that far above stock, but still everything counts.Now don't get me wrong, will be a fun car to drive, a lot of mid range power, wide power band, a lot of torque and 'grunt'. But I don't see it making 250whp, even on bridgeports designed for high rpm, peak power, this is a fairly tall order, and requires close attention to the intake and exhaust tuning and intake and exhaust timings for higher rpm ranges. When all of these are optimum, very large power figures can be achieved with bridgeports, such as the the Australians who are racing with some of the most powerful bridges out there, using very short intake manifolds, incredible attention to all of these factors and revving to 10000rpm or more, and they are making about 250 - 260 wHp on very advanced engines.
So I'm sorry but it seems like your engine builder has been lieing to you somewhat, I would expect something more in the 180 - 200 wHp range at best as your setup is less than optimal. But with the wide powerband and so on it will still accelerate great, should be exciting, im interested in seeing the results, good luck!