Zer0 Cylinder

would anyone be nice enough to make a "noobs guide" to the differences, advantages, disadvantages, and processes of switching from full seq, to partial or non-seq.

seems like non-seq is the way to go for power and simplicity.

however, what are the disadvantages....

and is there a good step by step write up on this?

will it everything work with my current mods?

thanks!

RX7 RAGE

iTrader: (22)

yea..all the fucken newbs need to read it

CANRX7GX

iTrader: (1)

https://www.rx7club.com/forum/showthread.php?t=353996

haha no offence or anything. I was after the same thing and the search function helped alot
Edwin

jimlab

If you had clicked on the sticky at the top of the 3rd Generation Specific page titled Newbies/Others Please use search / Useful Links, you would have found a link to Steve Cirian's web site (2nd link in the first post)...

http://www.scuderiaciriani.com/rx7/index.html

If you had clicked on that link, you might have found the following by clicking on the How-To Procedures menu item...

http://www.scuderiaciriani.com/rx7/non-sequential.html

DaleClark

iTrader: (55)

IMHO, there are really only 2 reasons to go non-sequential - simplicity and losing the transition.

For a FULL RACE car, I can see going non-sequential for the track - you gain a great deal of simplicity under the hood, you lose the transition spike which, on very modded cars, can be a real problem. I've seen some cars jump around 100hp on the dyno when the second turbo hit!

For a street car, I don't recommend non-sequential. You just lose so much low-end grunt. My buddy Carlos, who was one of the pioneers of non-sequential many moons ago, always said whenever he drives a near-stock FD that he realizes how much he misses that low-end power. But, he built his car as a track car, and wanted the simplicity and to lose the spike.

Non-sequential was originally pioneered by serious track guys, and also by guys who were going to aftermarket EFI systems that couldn't run the stock setup (before the PowerFC, and before large turbos were a more tried-and-true mod). Lately, I think more people are doing it to be "cool" - it's a near-free mod to do, and you're the man for removing all that "stock crap". Personally, I have no intention of removing the sequential system - I LOVE having a rotary with so much low-end grunt from the first turbo.

I think a lot of people have also gone non-sequential because they couldn't figure out their turbo problem. Yes, the system is quite complicated, but it's been documented to death, and with a little work it isn't that tricky to understand. But, many people simply aren't sharp enough to figure it out, or aren't dedicated enough to do the work to fix the problem.

Hope that helps you with some of the history behind it and the rationale.

Dale

Zer0 Cylinder

so, you choose not to go non-seq b/c of the loss of low end torque?


seems to me all the benefits of the non-seq would outweigh that....

Mahjik

iTrader: (1)

Try asking "ebb" here on the forum. He was non-seq for over a year running the BNR Stage 3's. He recently just put the turbos back to sequential. When I asked him how he liked it, he had a smile from ear to ear on his face.

If your sequential system is working properly, just leave it alone.

DaleClark

iTrader: (55)

Not just a loss of low-end torque, a SUBSTANTIAL loss.

What benefits do you see that outweigh the loss of power? Really, if the sequential system is working, it will stay working for quite some time, save for the failure of a check valve or a boost leak or the like.

More modern boost controllers can also dial out a sharp transition spike, but I'm not planning on running enough mods/boost that a harsh spike would be a problem.

What other benefits of non-sequential do you see? I really don't think there's that much of a power advantage, if at all. If you're pushing the horsepower limits of the sequential system, you're at the practical limits of the stock turbos. If seeking ultimate power is the goal, a single turbo is a far better route. But, a single turbo goes along with all the headaches of a high-power system - you can't simply double the horsepower output of a motor and expect 100,000 trouble-free miles from it.

I've been down the big turbo/big mods/big power route with my old 10th Anniversary, and I'm not going that route again. I ended up with a rickety, problem-prone car that I had no joy in driving, or even in working on. My goal is to build the car Mazda should have built if they didn't have the bean counters and the EPA around - solid, reliable, fun to drive daily driver. Heck, I'm more than happy with the power from just a downpipe and cat-back!

Dale

Zer0 Cylinder

what about the simplified sequential...what's that about?

sorry, i really cant find simple answers to my questions...all i find are pages of arguing about exhaust loudness....

d0 Luck

you have a lot of posts and you can't search for the seq to non seq. conversion???

DaleClark

iTrader: (55)

Simplified sequential is basically ditching all the emissions-related solenoids, but keeping the couple of solenoids for controlling the sequential system.

Of course, you'd have to be full exhaust/no air pump to do this.

Dale

Zer0 Cylinder

full exhaust is already done.....dont need the airpump....

that's what ill probably end up doing, just wanna get rid of some of the BS under there.

id like to drive a full non-seq car to see how it differs before i decide =\

DaleClark

iTrader: (55)

Yeah, you can totally make a custom rack for the solenoids you need to keep and ditch all the emissions-related stuff. I'd also get the ACV blocked off and the like - the ACV takes up a lot of real estate under the intake manifold.

Dale