I know all about carbon seals since I have a set in my 12a bridgeport. How long do you think it would last with 5psi boost with higher then premium octane fuel(E85->ethanal 85% 15%gasoline) which is 105octane? Spare me Mazdatrix and Racing Beats recommendation on why not to use carbon with boost, has anyone every done it.

I know they are softer then steel seals and are more fragile then steel when it comes to detonation, but also do no damage to rotor housings when they break(as I found out once) . Anyway I am getting anixious/tempted to at least try it lately since I have a bridgeport sitting in my basement and a blow through setup with my mildport that I'm a little bored with the power level, even though its pretty dange fast. Does anyone sell one peice 12a apex seals meant for boost and high rpm?... and same price range->no ceramic or other super high priced ones.

Thanks,
WACKY

 

Carbons will crumble... and if they dont damage your housings on the way out, they'll **** your turbo for sure.

 

carbon seals will work , the only downfall with them is they are very brittle so your tuning better be right on or they will come apart really quick!

 

I am in the process of doing this now!(turbo'ing the bridgeport) I'm keeping the boost at 5psi as the ceiling. I'm thinking of making another bridgeport with 1piece seals if any one makes ones that can both handle boost and bridgeport rpm levels.

Anyway, I've spoken to a couple people that say its do-able but isn't recommended obviously. The key is octane+correct timing+low boost and it should work fine. For how long is another question.

 

So I take it, you have done this and broke your turbo?

 

Well I just came back from the maiden voyage of a turbo bridgeport and it held together. I started very rich and leaned it out till it ran best. 5psi is all I'll push. It gets to 8500rpm pretty fast.

 

I have a friend who put a T3 on his 12A J-port with carbons and it went very hard for a week...after that

 

Well, I ran on the race course today turbo bridgeported with carbon seals and managed some 70 track miles. About 7mpg. I expected poor mpg though with sustained 4500-7000rpm mainly.

I had intermittent hesisation related to something that wasn't a problem with the mildport blow through, the hesisation problem developed while the bridgeport is in now. The first day, it ran insane fast. But I think a wire is having a intermittent open or short on the ignition side or the fuel delievery is having a problem, but i suspect ignition by how I haven't detonated the carbon seals yet. Otherwise, turbo bridgeport running reveals a much wider power band the bridgeport setup in n/a form. It actually builds a wide powerband from around 3500rpm through to 8500rpm if the hesisation problem was resolved.

 

Couple of questions:

1) Is your bridgeport an N/A cut or was it designed for forced induction?

2) Does it erupt gigantic flames out the back? My J-port shoots huge flames all the time - id expect with a turbo it would be even more spectacular...

 

I cut the ports with n/a in mind. My long tube headers are collecting dust in the basement now.

I just threw the turbo on it for fun and I was bored of the bridgeport taking up space and wondering "what if" I turbo'd the bridgeport?

Flames, not really. I guess a few guys on the track mentioned they saw a few short flashes, probably when the hesistation occured and when letting off the gas at really high rpm without disengaging the gear.

 

Just a update.

I figured out my hesisation problem is related to my locked distrubuter being used on the bridgeport. I tried a bone stock one, and the hesisation went away, but also the lowend power obviously. So I need to find out why the locked dizzy is giving me intermediate problems. Very annoying. Not the ignitors, I tried several spares and were all the same.

Does anyone know why a locked one would have a issue with a turbo bridgeport? Really weird problem.