non sequential turbo questions

[Tintin]

When I eventually get round to getting my engine out I\'m going to start my non sequential turbo conversion , I\'ve done loads of research on different sites but I\'m left with a few questions

Firstly , vac hoses , I have found 3 different vac hose diagrams and want to know which is the right/best version

Secondly , vac hose caps , where do you get them from ?? or is it better to cut the nipples off and weld up the holes ??

Thirdly , boost controller , the one I\'m after using is the turbosmart eboost2 purely because of the features , question is how do you connect it ?? all the vac diagrams show the boost controller in line fine the wastegate actuator i.e. in and out , I\'m guessing this is how you\'d connect a manual boost controller , the diagrams in the eboost instructions show differnt connections for the boost solenoid , I asume you connect it as a single turbo as there will be only 1 wastgate , you can download the instuctions here

Think thats it for now , I\'m sure I\'ll think of more once the I start ripping the turbos apart

Ooh one last one , can anyone recommend somewhere near sheffield to that can check the turbos over , make sure they\'re in good nick and all that , I\'ve read about getting the wheels clipped , is this wotrh looking at

[Tintin]

Forgot to mention , I\'m doing the full convertion not the poor mans and I\'ll be using a PFC so I wont need resistors

[kev-yorks]

AET turbo\'s at Normanton is probably your best bet for getting them checked over. As regards the nipples i\'ll be inclined to leave them where they are and just put a loop of pipe nipple to nipple. Then when you fit something in the future you\'ve still got take off points.
Kevin

[Tintin]

Probably a good idea that kev but I\'de prefer to use caps rather than looping the nipples together , think it would look alot neater , anyone any idea where i can get them from ?

[John Yorke]

Be very interested in your results, when I ran non-sequential I must say I was quite dissapointed, very little difference and it was more laggy than my single setup as it is now.

[Tintin]

The lag is the only downside as far as I can see it , I was considering getting the the turbos clipped but this will increase the lag even more won\'t it

The only experience of non sequential I have is seeing Donatos car on the rollers and strip and he was getting good times and good power figures , must say though I don\'t know what the rest of his setup is like , what set up were you running at the time

Hopefully mine will be be a street ported motor , possibly uprated injectors and pump ( will take advise on this ) already got HKS induction and straight through decatted exhaust syatem , hopefully a dragon v mount , possibly lightened flywheel , eboost2 boost controller , water injection and the non sequential turbos

[nikp]

If you\'re going for the Dragon V-mount, i would recommend a bonnet with a vent in of some description, to let out the hot air come out of the intercooler - this will allow more efficient cooling for said intercooler (I have the same v-mount setup as provided by dragon) It\'s very good - nice and simple to fit!

[Wav]

The stealth is non-seq. It drives very well indeed and produces the goods, 325.5bhp at the hubs @1bar. However John is right, money no object you can buy a single kit that will produce more power per lb of boost with less lag, obviously this will depend on what turbo you choose. From a cost point of view I cannot fault the simplified nature of the non-seq set up and on a std seq twin turbo car the first turbo just hides the lag imo, it\'s not really up to much until the 2nd turbo comes on anyway

Pics of our conversion is HERE

Good luck,

Paul

[Wav]

P.S. our set up uses pic A, with the fuel pressure reg. set up of pic B.

[John Yorke]

My set up............ this was 3 years ago so might be a bit sketchey :3Confused
Carl Hayward street port, FMIC, 1300 secondaries, uprated fuel pump + a few other bits, after extensive testing [on rollers AND on the road] convinced me to go \'propper\' single I could not improve numbers [on the rollers] with the non-seq. V\'s Seq. And it was a lot more laggy, yes when the non seq. came on line [circ. 4.5k] it was a real hit :yes  but, for me a lot less controllable in \'real\' driving - picture approaching {on your private track :Thumbs-up } a 90\' corner in 4th close to flat out, down shift, brake HARD, and boot out of the corner - hit boost on apex [\'cause of the lag] and it makes for an interesting exit.
Maybe I did not give it a chance and was a bit impatient, but I was so much more happier with a \'propper\' single.
PS:- At the time I was running 1bar and making 317ish ATW sequential, running non-squential might have made 320ish.
HTH

[Tintin]

P.S. our set up uses pic A, with the fuel pressure reg. set up of pic B.

Cheers Paul , Didn\'t really want to use pic 3 as it only seems to get rid of half the rats nest , one question regarding pics 1 and 2 , on pic 1 there is no pipe going from the UIM to the wastegate actuator and on pic 2 there is , is it needed or has it just been missed on pic 1 and if it is needed can it just be T\'ed off the one that does the BOV ??

[Tintin]

Cheers John , We\'ll just have to see how it turns out , a single is my prefered option but as the rebuild came out of no-where I haven\'t built the piggy bank as much as I wanted , unless someones got one going cheap

Nik - Bonnet vent is under control , will deffinatley be ready by the time the engine is run in

[John Yorke]

I do know what you mean and as a compromise it aint bad! Just be aware of the pitfalls, if your turbo\'s and controlls are working it does make for a better car.... - from my experience only :guinness

[Wav]

Cheers Paul , Didn\'t really want to use pic 3 as it only seems to get rid of half the rats nest , one question regarding pics 1 and 2 , on pic 1 there is no pipe going from the UIM to the wastegate actuator and on pic 2 there is , is it needed or has it just been missed on pic 1 and if it is needed can it just be T\'ed off the one that does the BOV ??

Pic 1 is correct, the pipe on side of the actuator is blocked off when using an electronic boost controller, the boost controller solenoid gets boost from the 1st turbos compressor housing then it goes goes back to the now single ported actuator.

Our car doesn\'t really have too much lag, i\'m not sure of the main differences between john\'s and our set ups, but looking at the dyno graph our engine is on full boost by 3800rpm and starts to build from 2500rpm, which I wouldn\'t call exactly laggy :burnout

Paul

[John Yorke]

Pic 1 is correct, the pipe on side of the actuator is blocked off when using an electronic boost controller, the boost controller solenoid gets boost from the 1st turbos compressor housing then it goes goes back to the now single ported actuator.

Our car doesn\'t really have too much lag, i\'m not sure of the main differences between john\'s and our set ups, but looking at the dyno graph our engine is on full boost by 3800rpm and starts to build from 2500rpm, which I wouldn\'t call exactly laggy :burnout

Paul

Can only say how it felt on the road :3Confused Interesting you say full boost @ 3800 mine felt more like 4.5 - 5K, saw postive pressure from 1800 but realy started to haul from 4+k :mmmm