Best single turbo for bridgeport
01-31-14, 07:58 PM
#26
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go big you will wish you did later. BTW I consider my 700rwhp streetable!
I have 2 smaller turbos for sale. A gt4094r and a s475 67mm. Both would make the power you are looking for and once you get tired of 400-500hp you can turn the boost up and not have to buy another turbo to make 600.
I have 2 smaller turbos for sale. A gt4094r and a s475 67mm. Both would make the power you are looking for and once you get tired of 400-500hp you can turn the boost up and not have to buy another turbo to make 600.
02-03-14, 08:37 PM
#27
go big you will wish you did later. BTW I consider my 700rwhp streetable!
I have 2 smaller turbos for sale. A gt4094r and a s475 67mm. Both would make the power you are looking for and once you get tired of 400-500hp you can turn the boost up and not have to buy another turbo to make 600.
I have 2 smaller turbos for sale. A gt4094r and a s475 67mm. Both would make the power you are looking for and once you get tired of 400-500hp you can turn the boost up and not have to buy another turbo to make 600.
Listen to what Montego is trying to say.
By streetable I like to characterize the ability to enjoy the power and responsiveness without having to wring the cars neck.
Of course everyone's idea of what's streetable and enjoyable to drive is different.
I've owned single turbo rotaries as well. Also with large street ports.
I've also had my share of other high performance street cars and I think it's a mistake building something like that for driving on the street.
It's everything he won't use and nothing he can use.
OP- go look at dyno sheets of big turbo Bridgeport motors and look at the curve. Look at the laçk of power down low through the midrange. See how much fun that will be around town.
Make up your own mind.
02-04-14, 07:38 AM
#31
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He said here don't sell the BP motor.so if I decided to sell the motor.how much is it gonna go for?
02-04-14, 09:01 AM
#32
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As for engine cost... I suppose it really depends on how much they have sold for historically, and if you can find a buyer/racer that is willing to pay your asking price. I've only ever paid for rebuilds and/or bought engines new directly from Mazda, so I'm not sure what the price on a bridgeported engine should be.
02-06-14, 05:49 PM
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How often do you drive your fd? And what is your setup?How many psi?
02-07-14, 08:08 PM
#36
wahhh wahh wahh....
I have a 67mm on a which everyone says is pushing the limit of enjoyable on this car. I worried it would suck, but honestly I love it and I could care less about the spool. If spool and low end bother you, drop a gear and cruise around at 4500+ rpms when you want power. I love the turbo lag, it builds anticipation for an awesome climax. If I could do it over again I'd go BP over SP. I say, Bridgeport and huge turbo for the win. If you want drivability for comfortable around town cruising buy a camry.
I have a 67mm on a which everyone says is pushing the limit of enjoyable on this car. I worried it would suck, but honestly I love it and I could care less about the spool. If spool and low end bother you, drop a gear and cruise around at 4500+ rpms when you want power. I love the turbo lag, it builds anticipation for an awesome climax. If I could do it over again I'd go BP over SP. I say, Bridgeport and huge turbo for the win. If you want drivability for comfortable around town cruising buy a camry.
02-08-14, 07:06 PM
#37
Monster box is right, except 67mm isn't considered big turbo. I really don't understand the lag part people speak off. It may spool a tad slower but when it hits it more than makes up for it. I would think anyone building a car for the street is trying to keep up with the vette's , gtr's, etc.. Step your game up boys!
02-09-14, 01:23 AM
#38
Monster box is right, except 67mm isn't considered big turbo. I really don't understand the lag part people speak off. It may spool a tad slower but when it hits it more than makes up for it. I would think anyone building a car for the street is trying to keep up with the vette's , gtr's, etc.. Step your game up boys!
02-12-14, 12:54 PM
#39
wahhh wahh wahh....
If spool and low end bother you, drop a gear and cruise around at 4500+ rpms when you want power. I love the turbo lag, it builds anticipation for an awesome climax. If I could do it over again I'd go BP over SP. I say, Bridgeport and huge turbo for the win. If you want drivability for comfortable around town cruising buy a camry.
If spool and low end bother you, drop a gear and cruise around at 4500+ rpms when you want power. I love the turbo lag, it builds anticipation for an awesome climax. If I could do it over again I'd go BP over SP. I say, Bridgeport and huge turbo for the win. If you want drivability for comfortable around town cruising buy a camry.
Last edited by Montego; 02-12-14 at 12:58 PM.
02-22-14, 08:59 PM
#41
Okay, big but not monster full bridgeport on my REW (thanks to RPM)... will this turbo compliment my ports for track/HPDE applications? Won't see the street ever.
Garrett GT4088R
Compressor:
-Housing A/R: .72
-4" inlet
Turbine:
-Housing A/R: .95
-T4 w/ 3" v-band
Garrett GT4088R
Compressor:
-Housing A/R: .72
-4" inlet
Turbine:
-Housing A/R: .95
-T4 w/ 3" v-band
03-02-14, 04:17 PM
#42
Amen. Not to mention, rotaries spool a big turbo wayyyyy sooner and much more predictable then most 4 and 6 cyl motors. Friends rb26 with a 67mm is so laggy compared to same size on 13b.
Always love the rotaries spool big turbo's sooner argument, they also make less on said turbo. They need a 67mm turbo to do what most piston cars use 62mm turbo's for so the argument is a wash. If you have a BP engine I would run nothing smaller than a 64mm compressor or a 66mm turbine on a 1.0 A/r or higher. This should be a reasonably responsive setup on a well sorted car and make excellent power depending on boost level. The newer billet wheels like Precisions Gen2 wheels on the new 62mm and 64mm are capable of some good airflow and would go well in having a responsive BP engine. Heck we've even hit over 1kawhp on the gen1 67/66 billets.
~S~
Last edited by Zero R; 03-02-14 at 04:21 PM.
07-16-14, 11:09 PM
#43
It really depends on the boost level you will be running. If you running low boost (19 psi), it use a moderate size turbo (T66 a/r .96) minimum.
On the other had, if your running high boost (30psi), I would run a T78 a/r 1.15.
It's really your call... Either a GTK 850 or GTK1000 you can't go wrong.
On the other had, if your running high boost (30psi), I would run a T78 a/r 1.15.
It's really your call... Either a GTK 850 or GTK1000 you can't go wrong.
09-18-14, 05:36 PM
#45
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A friend ran a Precision 6766 on a half bridge (only the front and rear bridge ported) and it made great power. He's using the same turbo on an FD street port and he has stated it comes on about the same as his previous GT35R, but with way more grunt. I think the 6766 might be a brilliant BP turbo. I'm a big Garret fan, but the GTX4294 just seems a might too large for decent spool and the GTX40 doesn't come with a Tial V-band turbine housing, which is a requirement for me.
-Trent
-Trent
12-01-17, 08:16 AM
#47
THREAD REVIVAL:
I have been doing a lot of NA research lately (for a different car, not my FD) and it got me thinking about bridgeporting my engine when its due for a rebuild, whenever that may be. I had read a few people state that a bridgeport introduces so much overlap that it helps spool your turbo faster because both ports being open, it increases the velocity of the exhaust gases by a noticeable amount.
Then, I come into this thread and others where people state that a bridgeport’s powerband is narrow and peaky. It doesn’t add up. Using my wonderful mind, I can picture the overlap created by the bridge, allowing a lot more air to be pulled in during that intake stroke and the vacuum created by the rotor spinning pulling that air in sooner and forcing the exhaust stroke to sort of accelerate, increasing exhaust gas velocity and thereby spinning the turbine wheel faster, which of course connects to the compressor wheel, thereby spoiling the turbo faster.
That all makes sense to me, but people state the opposite. So, why are some NA guys saying it would help spool in a turbo build and some turbo guys saying the opposite?
Nick
I have been doing a lot of NA research lately (for a different car, not my FD) and it got me thinking about bridgeporting my engine when its due for a rebuild, whenever that may be. I had read a few people state that a bridgeport introduces so much overlap that it helps spool your turbo faster because both ports being open, it increases the velocity of the exhaust gases by a noticeable amount.
Then, I come into this thread and others where people state that a bridgeport’s powerband is narrow and peaky. It doesn’t add up. Using my wonderful mind, I can picture the overlap created by the bridge, allowing a lot more air to be pulled in during that intake stroke and the vacuum created by the rotor spinning pulling that air in sooner and forcing the exhaust stroke to sort of accelerate, increasing exhaust gas velocity and thereby spinning the turbine wheel faster, which of course connects to the compressor wheel, thereby spoiling the turbo faster.
That all makes sense to me, but people state the opposite. So, why are some NA guys saying it would help spool in a turbo build and some turbo guys saying the opposite?
Nick
Last edited by Brilliant7-LFC; 12-01-17 at 08:25 AM.
12-01-17, 10:00 AM
#48
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Flow Volume vs. Flow Velocity.
For NA applications you'll want that additional volume to make power.
For turbo applications you'll want that velocity to get the turbo going and make your power that way. The biggest allure (in my mind) to running a BP on a turbo motor is simply to have that "brap" at idle...
But I'm not an engineer, and it's been a while
For NA applications you'll want that additional volume to make power.
For turbo applications you'll want that velocity to get the turbo going and make your power that way. The biggest allure (in my mind) to running a BP on a turbo motor is simply to have that "brap" at idle...
But I'm not an engineer, and it's been a while
12-01-17, 11:53 AM
#49
In Japan the go-to single turbo for a RX-7 is HKS T04Z because it comes in a kit and the alternative is Greddy turbo kits which (up to just recently) only came with Mitsubishi turbos which suck on the rotary.
So, we have street port, bridge port and semi-peripheral port 13B-REWs all on HKS T04Z turbo kit to compare on Japanese cars, but the dyno sheets are sparse on Japanese shop tuner cars- mostly we get to observe the turbo operation in Hot Version "touge" and track videos.
From what I have seen-
The street port has the best driveability.
Boost/power comes on more progressively as you add in throttle and peak power is late in the rpm range. This is why Feed/Fujitsu uses streetport and T04Z on the touge monster (until Garrett got a Japanese distributor finally ~2015 and Feed went to a GTW turbo).
The bridge port and semi-peripheral port engines act very similar to each other.
Driveability suffers partially because the engine runs with a miss fire (brap) at low load.
Driveability also suffers because the powerband becomes more unpredictable.
As you add in throttle the boost/power output responds more with turbo shaft speed than throttle plate angle.
The more engine miss fires there are the faster the turbo spools- so you often have situations where you go from very low engine power output (miss firing) to full boost/power output like a light switch as the engine firing clears up and both the engine rpm and the turbo shaft rpm are already in the sweet spot for power.
When that happens the car goes from low low torque to full torque so fast the steering wheel bends in your hands as you are pushed back in the seat. You let off the gas slowly and it feels like the throttle return spring is broken as full boost stays on and the power doesn't drop much (if any with the effect of the engine rising rpms). You let off the gas fast and boost drops out right away and you start the process all over again from miss firing to sling shot (it helps driveability to not run a BOV and let the compressor surge on part throttle).
Powerband at wide open throttle (on the same T04Z turbo) is broader on the bridge port or peripheral port engine- that is the T04Z will both spool the turbo a bit faster with the overlap engine dumping the air and gas into the exhaust and also max out the T04Z turbo compressor flow at a lower rpm than a street port as the overlap engine flows more air.
In fact I recall one semi-p port FD on the track had a nice arrow on the tach around 6,500 or 7,000rpm to let the Hot Version drivers know to shift early to get back into the mid-range power band.
Street port, bridge port and semi-p port are all going to be ~450-600rwhp with the T04Z turbo. Its what the compressor flows, street port is just going to need more boost and rpm to make the same power.
I have been comparing the engines output with the same "small" T04Z turbo. Watch the Options/Hot Version videos and make your own assessment.
------------
The affect of the overlap engine spooling the turbo faster becomes more complicated when you start putting on a larger turbo "more suited to the port".
As you increase turbo size on the rotary the turbo's compressor surge line becomes more of a limiting factor on how much boost you can make at x rpm than whether the engine exhaust can spin the turbo rpm up enough. Meaning, turbo response might still be good but power just won't be there in the low rpm.
So, we have street port, bridge port and semi-peripheral port 13B-REWs all on HKS T04Z turbo kit to compare on Japanese cars, but the dyno sheets are sparse on Japanese shop tuner cars- mostly we get to observe the turbo operation in Hot Version "touge" and track videos.
From what I have seen-
The street port has the best driveability.
Boost/power comes on more progressively as you add in throttle and peak power is late in the rpm range. This is why Feed/Fujitsu uses streetport and T04Z on the touge monster (until Garrett got a Japanese distributor finally ~2015 and Feed went to a GTW turbo).
The bridge port and semi-peripheral port engines act very similar to each other.
Driveability suffers partially because the engine runs with a miss fire (brap) at low load.
Driveability also suffers because the powerband becomes more unpredictable.
As you add in throttle the boost/power output responds more with turbo shaft speed than throttle plate angle.
The more engine miss fires there are the faster the turbo spools- so you often have situations where you go from very low engine power output (miss firing) to full boost/power output like a light switch as the engine firing clears up and both the engine rpm and the turbo shaft rpm are already in the sweet spot for power.
When that happens the car goes from low low torque to full torque so fast the steering wheel bends in your hands as you are pushed back in the seat. You let off the gas slowly and it feels like the throttle return spring is broken as full boost stays on and the power doesn't drop much (if any with the effect of the engine rising rpms). You let off the gas fast and boost drops out right away and you start the process all over again from miss firing to sling shot (it helps driveability to not run a BOV and let the compressor surge on part throttle).
Powerband at wide open throttle (on the same T04Z turbo) is broader on the bridge port or peripheral port engine- that is the T04Z will both spool the turbo a bit faster with the overlap engine dumping the air and gas into the exhaust and also max out the T04Z turbo compressor flow at a lower rpm than a street port as the overlap engine flows more air.
In fact I recall one semi-p port FD on the track had a nice arrow on the tach around 6,500 or 7,000rpm to let the Hot Version drivers know to shift early to get back into the mid-range power band.
Street port, bridge port and semi-p port are all going to be ~450-600rwhp with the T04Z turbo. Its what the compressor flows, street port is just going to need more boost and rpm to make the same power.
I have been comparing the engines output with the same "small" T04Z turbo. Watch the Options/Hot Version videos and make your own assessment.
------------
The affect of the overlap engine spooling the turbo faster becomes more complicated when you start putting on a larger turbo "more suited to the port".
As you increase turbo size on the rotary the turbo's compressor surge line becomes more of a limiting factor on how much boost you can make at x rpm than whether the engine exhaust can spin the turbo rpm up enough. Meaning, turbo response might still be good but power just won't be there in the low rpm.
12-01-17, 12:21 PM
#50
So, it sounds as though you agree in principle that a bridgeport will get the turbo spinning faster and will provide torque and power earlier in the rev range, if the turbo is properly sized.
However, the manners of the engine are drastically changed and as a result, this porting becomes less user friendly and less usable on the street.
Thanks Blue.
Nick
However, the manners of the engine are drastically changed and as a result, this porting becomes less user friendly and less usable on the street.
Thanks Blue.
Nick