I was reading up on this turbo i got from turbonetics it is the hurricane 7667 it is a 76mm stuffed into a 67mm housing so that it can "spool quicker" it has a .97 a/r also. I read some reviews from some guys with v8s saying the turbo was too small and choked up around 20 psi on their builds. Im going to be running a fuel injected blow through setup with a full bridgeport and was curious if anybody knows if this turbo will choke up on me?

 

Do you have all of the compressor and turbine minor and major diameters? There are too many mix and match naming conventions with different suppliers to know what you are actually talking about.

 

here is a link to the turbo information
https://turboneticsinc.com/store/ind...&product_id=83

 

https://turboneticsinc.com/store/ind...&product_id=83

 

This is the closest turbo that matches your description that I found-

Hurricane | Turbonetics Performance

That HP76 compressor looks to flow 96 Lbs/Min air which should be good for ~600rwhp rotary. Might flow 10% less or so if its in a smaller compressor housing as the description seems to indicate (like 60-1 does in the smaller HiFi housing).

That F1-68 exhaust wheel is 68mm minor diameter and 79mm major diameter for a 74 trim
Common Turbo Exhaust Wheel Dimensions | Stinger Performance Engineering

Sounds like it would be a decent sized turbo for a 500-550rwhp rotary and not something that would choke up a bridge port.

Its Turbonetics- so probably not going to last, but fine for drag racing like Precision, Comp and other off brand turbos.

 

What are the goals for the vehicle ? What is the intended use case? Do you already have a running vehicle with a bridgeport turbo?

 

just an all around street car to have fun in and beat on occasionally. I dont have a running bridgport turbo just an n/a 6 port bridgeport. If you would like to see my build follow me on instagram @notoriousfc

 

So are you running 9.7:1 or 9.4:1 compression rotors? This, combined with bridgeport, means high combustion temps and far from ideal setup for a turbo. Yes you can turbo a NA 6 port, but you will be limited in the amount of boost you can safely run due to knock. I would therefore be looking at a much bigger old school diesel truck turbo designed to flow lots of air at lower boost, like one of the larger T04E or the TA45.

Personally, for an all around fun turbo street car , you are better off starting with a stock or streeported 4 port turbo engine and sticking on a modern turbo. Will be faster, more responsive, quieter, easier to drive and easier to live with all around.

IMO bridgeport turbos are a waste on anything under 500+rwhp

 

Where do you pull this garbage from?
Bridgeport and higher compressions leads to higher combustion temps?

You have no idea what your talking about.

 

High overlap bridge port or p-port will have exhaust gas contamination of intake under certain operating conditions which can actually lower combustion temperatures and pressures just like an EGR valve does.

At the same time, the overlap can raise exhaust gas temperatures (EGT) because overlap works both ways and intake air and fuel also contaminate the exhaust under certain operating conditions and further react (burn)- but exhaust gas temperature isn't combustion temperature.

Now on an NA application where a stock port might make 150rwhp and a bridge or p-port 250rwhp it is true combustion pressure and temperature would be increased with the higher power engine since more air and fuel= bigger boom.

Likewise, higher compression engine with no other factors changed will create higher combustion temperatures and pressures. You are squeezing the air & fuel into a tighter space before igniting for a more violent expansion. You are adding heat through higher compression before you even ignite the mixture which is why you have to make sure that added heat alone doesn't ignite the mixture prematurely.

 

What BLUE TII said.

All it boils down to is will a turbocharged bridgeported 6 port with 9.7:1 rotors have a higher tendency to knock and would it be safer to run at a lower intake manifold pressure than a standard 4 port 13B-REW with 9.0:1 rotors running the same turbo and same fuel? I would say so.

 

Engines with large amounts of overlap are more sensitive to high back pressures which small turbos can cause. High back pressure CAN lead to higher egt's.
It just means he needs to run a lower boost pressure to make sure it works efficiently.
God there is some horrible advice given in this place.

 

Higher exhaust back pressure directs more of the existing Exhaust Gas Temperature back into the engine where it has damaging effects.

 

So your non-horrible advice would be to run a bigger turbo with lower boost pressure to make sure it runs efficiently? Interesting. Because that's exactly the same as the advice I gave which was apparently so "horrible" and meant I had "no idea".....

Really, the aggression and personal attacks were completely unprovoked and unnecessary.

 

Let's see. What real world testing have you actually done?

Did I say anywhere to run a bigger turbo?
If you have a small restrictive turbo you need to run less boost pressure to maintain desirable back pressure levels. This is a fact.