my friend did my non-sequential setup today and it's great. i just noticed one thing, i get 10 psi all the way to red line and i've read somewhere that the boost should drop when it gets to red line with the non-seq. and how come i only get 10 psi?i have a dp, ex., pettit ECU, and an intake ?
BTW, i did the poor man's non-sequential mod from this web site.
http://www.rx7turboturbo.com/robrobi...%20Turbo%20Mod
tell me what you guys think

 

To get more than 10 psi your going to need some type of boost control. Mine pulls all the way to the red+ you don't want the boost to drop. I really enjoyed my non-squential switch, good luck with yours.

 

thanks. what is the max boost that i can run at the track with race gas? BTW, the pettit ECU is set with a richer fuel map. and whats the highest/safest boost for daily driving?

 

12.5 for daily driving

 

Yeah, I wouldn't go much over 12-12.5 lbs for anything with your mods. If you plan on doing any more mods, you'll love non-seq. even more. If upgrading to a hi-flo cat or mp you may need to get a boost controller or Power FC since you'll have some trouble with boost creep - especially with a mp. Even with race gas I wouldn't really play with boost much since you don't have a ic or fuel mods.

 

can i turn the boost up to 14 psi at the track, if i'm using an intercooler spray kit and a super AFC? because my friend is buying a wide band O2 sensor, so i'll be abel to tune the car.

 

I am not sure as far as tuning the car with your mods.... I know on my Power FC I have two settings. One for 10 psi and one for 14 psi. If you do run 14 only use it at the track or for a race. The stock turbos can't handle too much.

 

Will a Power Fc control boost after this mod???and how does this actually work it seems way to easy to get the Non- Seq. ????

 

i wouldent turn it up to 14 psi with your mods even for the track. untill you get better fuel mods keep it at 12.5 personally i would just keep it at 12 though

 

Does anyone have any before/after dyno graphs of non-seq v/s sequential. I'd really like to see the curves...

If there aren't any graphs anyone can show, how about some feedback from the butt-dyno?

K

 

Boost creep has nothing to do with your choice of boost controller or ECU.
Boost creep is cuased by not having a big enough wastegate to bleed the extra exhuast after max boost has been reached. The only cure for boost creep is a ported or external wastegate.

 

About how much more power can you expect going from seq to non? And how hard of a conversion is it? Is it an all day thing?
Thanks,

 

You really won't gain any horsepower from going non-sequential. If you do it fully then maybe a few HP at the most. Now, the poor man's way is easy to to and should take about an hour or two. The full way involves removing the turbos and doing some welding and will obviously take much longer.

 

I believe Brian Goble or Micromanx??? has some comparisons of seq vs. non-seq. It's a tradeoff of power. Sequential will provide more low-end response (below 3.5K) but non-seq provides more mid-range power (4-6K) Top end is about the same. The power curve is more stable and linear rather than inconsistent and the big power loss at transition with sequential. This topic will always be debated. I think if your car is having boost problems then doing the parallel conversion is great. I get full boost by 3200 rpms and even with a busted primary i could pull the 40-70 3rd gear test in 3.5 seconds consistently at 12 psi. When I was I had cb, dp, intake and flywheel my times were 4.5 (with working sequential turbos)

 

Really the amount of boost you run depends on what Pettit programmed your ECU for. I'm sure you know the Pettit ECU has been programmed pretty much, but you should call Pettit up and ask them exatly HOW rich. Don't play the guessing game.

 

Flybye
i have a wide band O2 sensor. i'm going to use it and see how rich i'm running.