Hi, would like to go non-seq, and have been searching and reading all day!

Is this the "ultimate" way of doing it; https://www.rx7club.com/showthread.p...ht=seq+diagram ?

Thank`s!

-Jimmy

 

Looks like a good setup. Basically identical to what I did. Personally I used the walkthrough in the Tech section of the Rotary Resurrection website. You'll be blown away at how much stuff you get to toss.

Word to the wise: do NOT just use caps from advance or autozone. Those things don't hold up worth a damn in my experience. They cooked, cracked, and led to leaks in a matter of months. Either get nice high temp silicone caps from McMaster or have them welded shut (I did the latter).

 

You can delete the red vacuum line in the diagram, the purge control, the PCV valve(factory did this in 95), no need for the vacuum lines on the OMP injectors(yellow lines), and you only need to keep the CRV for a BOV. Delete the other one.

You can delete a lot more stuff that is deleted in that diagram. I have dont this on countless fds over the years to simplify them for customers.

 

I also deleted the PCV valve. I kept the purge control due to some people complaining about a fuel smell with its deletion. I also kept the lines to the OMP injectors and converted the CRV to a secondary BOV (with the ABV) and vented them both to atmo.

 

be sure to have a boost gauge if you don't already to make sure you're not getting into the 14psi area without tuning.. If you don't already have an EBC, id get that too because thats about the easiest way of controlling boost with a non-sequential setup i think. I went with the greddy profec b spec II.. was relatively easy to tune it and install was easy (got some help here) =D

 

Why?

Unless your sequential operation is way too messed up... or you are admitting the unwillingness to fix it.... there is not a whole lot of point to non sequential...

This is just my opinion. But I am curious as to other people's opinions that are the opposite of mine. It would give me some insight to the thought process.

 

I went nonsequential for the desire to have more simplicity. Bye bye rats nest. You lost some of that low end but it easily gets forgotten as you adjust your driving.

Its a good precursor to the single turbo.

 

thats the diagram i used when going non-seq. works great for me.

 

The conversion was easy as long as you follow the diagram and the Rotary Resurrection website step by step. You shouldn't have any problems if you're mechanically inclined and have a dremel.

 

My sequential system was working perfectly when I converted to non-sequential and I couldn't be happier. With the straight through exhaust I've basically got instantaneous boost at anything over 3500 rpm with no hiccups for secondary transition - very smooth delivery. On top of that, maintenance is an absolute breeze. If I got another FD, I'd do it in a heartbeat.

 

no transition between turbo's... no rats nest.... i think this has been discussed but i like having a smoother transition as opposed to the 10-8-10... as "cool" as the 10-8-10 is im a little scared about that happening on a hard turn... hmm.. anyways, to each his own... or her.

 

+ 1, take out all that garbage under there! I've been non seq for more than a year and I love it. Smooth boost curve.

 

At that point, get a single and keep the boost like stock.

non-sequential is still the equivalent of an inefficient single.

 

Singles cost alot of money that not everyone has right now.

 

Yeah if singles were free everybody would be doing it. The whole point is that non-seq is basically free.

 

Ok... so im new to the fd. i own an fc now... but soon i will be purchasing my dream lol. anyway.. this thread is exactly what i was lookin for. Correct me if im wrong... IN GENERAL the point of going non sequential is to eliminate problems with the turbos kickin in at the right time and an added benefit is simplicity, i.e. elimition of the 50ft of vac hose? By doin the non sequential conversion that basically results in both turbos operating simultaneously? lol not tryin to be such a newb. just doin my homework. thanks guys

 

the exhaust feeds both turbos at the same time, instead of feeding one turbo and then feeding both after a bunch of solenoids and actuators engage.

 

the only advantage to non-seq is running higher than 15psi without having actuator problems.

If you are running below 15psi, non-sequential is retarded in my opinion....unless you have non-funtial sequential system and don't want to spend alot to fix it. But, if you have functional sequential system, leave it alone. Get a greddy profec B spec II run it on your sequential sytem. Sequential is the whole point of the twin setup otherwise mazda would have made a single. And no, switching to non-seq is NOT like a single turbo....its like an inefficient single with lots of heat, so get your money's worth out of your car by at least utilizing the expensive sequential system that it was designed for.

I made 328rwhp at 15.5psi on stock turbos/stock ports/sequential. You might make 10-15hp more on non-sequential, but the car lags like hell.

 

Ok.. so i guess the stock turbos are good for 15psi with no problem then? all your advice is awesome

 

11.5psi is the breaking point on a sequential system if you want to know why read through your FSM

 

which is perfectly fine. that s a good amount of boost. i dont have a fsm for the fd yet but ill do some more research. ... so the lag is really that bad from the non sequential set up huh?

 

Non-seq is worth it in a every way, I recently finished mine and heavily ported the wastegate while I was in there. I'm completely happy with the outcome. Once I install the straight through mid-pipe and have the car tuned I'll come back with an idea of when boost comes on. Right now I have no clue the cat is still in. Its a decent sized streetport though so this should be fun.

 

No its not, people who have never driven a NS car say it is because they "heard" that usually. With all the breathing mods and a resonated midpipe lag is not very noticeable at all for me. BUT I will admit that when I had the stock cat installed the lag was alot more noticeable, it took until ~3500 rpm to reach full boost. But even thats not very laggy if you adjust your driving habits.

 

Lag is about 500 rpm if you're running a straight through exhaust with a decent intake setup even on stock ports. I'm interested to see what it'll be with my new streetport. Boost is nearly instantaneous over 3500 rpms and who really dips below that point during spirited driving? What I don't miss is the "primary boost. . .SECONDARY BOOST [shift] primary boost. . .SECONDARY BOOST [shift]" transition crap.

 

and thats kind of what makes me think i wouldnt mind the non seq. As of now im still drivin my na FC and im not gettin power untill 3500-4000 anyway (good power that is) anywhere above that my car really hauls *** for what it is. It seems like from everthing posted in this thread so far NS is good... doesnt sound like any power is being lost and its simplifying the set up.