Non-sequential write-up
 

A while back I came across a post by FD3BOOST and he had a great "how to" write-up of the "poor man's" non-sequential on his website. Link doesn't seem to work anymore. Anyone save the pics and write-up?

nooooo whyy!!

dont do it bro :mad:

Check out this thread:

http://www.nopistons.com/forums/inde...howtopic=35289

There's a simple write up and someone posted some good pics too.

whats wrong with him?

Converting to non-seq and removing emissions controls is a damn no-brainer:


http://www.anodized.com/~clayne/fd3s/simple.02.jpg


That has got to be atleast 40 lb's worth of CRAP. No bullshit, I'll weigh it when I have a chance.

http://www.anodized.com/~clayne/fd3s/simple.01.jpg

Excuse the inverted catch can and BOV rag mount, it's not normally that way. :hah:

Seriously. Sequential is for a time long past.

There's no such thing as a free lunch and while you may get more immediate turbo spooling with sequential configuration you WILL pay for it in the mid-range during transition. You cannot spool up the second turbo without directing exhaust away from the primary and towards the secondary turbine side. If you could it would be FREE energy.

Might as well move the inevitable power dip to the beginning of the curve rather than the middle of it. More predictable, more simple, and for the people using a typically sized single turbo, the same or LESS lag than sequential.

I'm just counting the months until a GT-series goes in here.

Man - what are your intake temps? you might want to look into some sort of heat sheild(s)...I see two hot spots under your hood.

1. up front near radiator, right where the front turbo filter is...
2. Leftside of the UIM, where the cast iron exhaust manifold is (OH and two turbochargers), also where your rear turbo filter is located...

(relocated AIT sensor to stock IC...nice)

dubulup,

Honestly about the same as before. 20-40C depending on conditions.

Shields would help, but it's really not that significant when the car is moving. I was well aware of the heat possibilities when I set them up that way. The front has a vent to open air via an opening near the foam ducting.

I went with this setup to allow more air to flow under the hood and also to minimize inlet lengths.

I'd have the primary filter right on the compressor housing if the elbow didn't have the required OMP nipple.

I think Jason(artguy) is the only TRUE pre-NONSequential user I know of(went non-seq then back to seq). Everybody else I know went from seq to Non and stayed.

I liked it. It was fun while it lasted.

I'm not debating on whether or not I want to go non-sequential (I already know I am), I'm just looking for this guy's excellent "how to" page. I have crazy boost spike from my mods. I have already ported the wastegate, and I'm not willing to get rid of my MP and put on a high flow cat in order to solve the prob. Supposedly, going non-sequential will fix the boost prob. Lag, no lag, I don't really care either way...I just wanna be able to control the boost! However, I need to pass emissions every other year, so I want this to be reversible (in other words, "poor man's" non-sequential). So, anyone have FD3BOOST's write-up???

Thanks for the link jpandes.

<-----non-seq. and loving it....

nonseq is much easier and you dont have as much to worry about...

im using 14psi on my nonseq twins... once they are shot i will go to 3540 or 40r... if only there was twins that could give me 450-500hp.

Here is a very helpfull link
Before I did mine, I read it like a million times :D, it has lots of info you need.

I should respond, I am the self appointed ambassador to non-seq. Do it and don't look back!

non-seq rocks the lag isnt as bad as people make it out to be.

Sorry man, If I had known that people were waiting to use that how to I would have made a back up file of it before I got rid of the website..
Anyway. Until someone wants to be a guinea pig and let me do the mod for them and get the pix again this will have to do...


The poor mans non sequential.

Step 1.
Remove the turbo control actuator (TCA) and plug the lines with some bolts and zip ties.
Step 2.
Wire the TCA flapper door open (towards the front of the car)
Step3.
"T" the blow off and charge relief valve lvacum lines together, plug the remaining vacum line that runs from the charge relief valve to the lower intake manifold
Step4.
Remove the two vacum lines to the charge control valve and plug the remaining vacum lines.
(one from the y pipe to the charge control valve & one from the LIM to the charge control valve)
Step5.
Remove the black plastic pressure tank & plug the remaining vacum lines to the precontrol solinoid.
You should have a total of seven vacum lines plugged
Two off the LIM, one off the "Y" pipe, two off the hardpipe and two from the TCA (turbo control actuator)


-Dave

I to have a couple of boxes that look like that.