I'm highly enjoying my rich mans non-sequential conversion and advise it to everyone. Car drives amazing with it.

 

Apart from smog techs and alignment shop techs, no one has touched my car in the six years since I bought it. You can look at my battery relocation write-up in the FAQ to get a sense of the ridiculous amount of time I spend working on my car.

Yes, it has common failure points - and 10 years ago going non-sequential made a lot of sense because there was limited knowledge on how to deal with these failures. Now, with the huge amount of detailed write-ups available, there is no excuse not to fix a broken sequential system.

As is well understood by now, there are three main points of failure in the stock system: the solenoids, the hoses, and the check valves. All failures are heat related. The actuators, electrical control system, and valves (CRV, CCV) almost never fail.

A weekend, $100 worth of silicone hose, $15 for three Viton check valves, and testing of the solenoids as per the numerous write-ups will address these failures. (And, every owner should get in to the rat's nest to replace the FPD and fuel lines if they are original, in any case. I also have a sneaking suspicion from reading the many problem threads that 80%+ of failures are check valve related.)

This isn't even an argument. 1k+ rpm of low end torque loss is huge on any car no matter how much power it has, and will be perceptible to the most clueless of drivers. 10hp at 6k rpm will not be perceptible to anyone.

I though people stopped claiming 30hp years ago? As mentioned, with equivalent amounts of work on both system, 10hp is more realistic.

 

I'm definitely a clueless 'sequential hugger'.

So can someone explain how, given two identical cars, with the exception of one being sequential and the other non-sequential, there could be a 30 hp difference?

Wouldn't both cars behave identically past 4500rpm?

Thanks.

 

The difference is you can open up the stock manifold passageways (via porting) more aggressively when the sequential system is deleted. Unfortunately, David Garfinkle is no longer a member here, and I don't have before and after pics of the manifold, but it's a significant difference. There is also considerable welding to beef up the manifold in several areas, allowing the plenum to the rear turbo to be enlarged. That's why it's called the "rich man's" non-seqential, and most of the naysayers don't have any experience with it....

Btw, cast iron (esp ceramic coated) is less prone to warping, compared to stainless steel single turbo manifolds.

 

I just paged David on the "other" forum, so I'll see if I can link/post some pictures. David also offers this mod for sequential lovers out there
http://rotarycarclub.com/rotary_foru...ead.php?t=7729

Also
http://rotarycarclub.com/rotary_foru...?t=6848&page=2

 

Sounds interesting. Does he still perform the "rich mans" non sequential service for people?

 

I couldnt imagine how unbearable an auto fd would be with non-sequential, the car is near unbearable with a proper working sequential system with the stock AUTO trans. DONT DO IT! But what is my opinion worth really?

 

Who cares.


5 vac lines>50 vac lines

That's why i ripped all the rats nest **** out of my fc. I didn't care if i lost bottom end or had to premix two stroke in during fill ups. Simplicity and **** doing it's job is all i gave a **** about.


Do non sequential. **** vac lines.

 

lol

+1

 

Yes. David does quality work.