Rx7 twin turbo setup
10-14-2009, 11:57 AM
#26
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I think it's great but I told you I've tried I didn't really find anything and you guys are saying no but the 2nd post said that renesis se3p has the same setup on his car so I'm getting 2 different answers
10-14-2009, 12:07 PM
#31
so it's a V twin?
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https://www.rx8club.com/series-i-major-horsepower-upgrades-93/rx-7-fd3s-rew-13b-rx-8-a-184531/ here this guy just changed the whole motor out not just parts.
10-14-2009, 05:38 PM
#36
If you can fit the assembly in there (and that's a big IF) and fabricate a custom manifold with custom machined flanges they could definitely be made to work, either sequentially or non sequentially.
You can see that the factory twin turbos have three inlets. The leftmost is the main passageway to feed the primary turbo under low rpm. The middle passageway controls the rate at which the secondary turbo spools up before coming fully online, and is controlled by a wastegate style actuator called the precontrol valve. The rightmost port opens once its time for both turbos to be online at the same time. This is called the turbo control valve/port. Normally during a nonsequential conversion the precontrol and turbo control doors (which are inside the middle and rightmost port) are forced open all time. You could run them sequentially as well. You need two manual boost controllers (could get away with one EBC as well), and four 3 port solenoid valves. You need the charge control solenoid for the compressor outlet Y pipe butterflies, charge relief solenoid for the presool blowoff valve, and two solenoids for the turbo control actuator. Then you could use either use two MSD rpm window switches (one for charge relief, one for turbo/charge control solenoids) or possible get away with one MSD switch by using the normally open contacts on a 5 pin relay to switch the turbo/charge control solenoids. It could be done even more simply if you ditched the pressure solenoid for the turbo control valve and only used vacuum for it.
I'm not saying it's worth it, I'm saying though it's not THAT complicated if you know how everything works. Fitment is the only real issue if you had access to a welder and could get a machine shop to make the flanges.
flow diagram
And yes, it's possible to feed two turbos with three exhaust ports. The 20B did it from the factory.
20B HT15/HT10 twin turbo assembly above, 13B-REW HT12 twin turbo assembly below
another pic of the 20B turbo assembly
I've never seen a picture of the 20B factory exhaust manifold though.
You can see that the factory twin turbos have three inlets. The leftmost is the main passageway to feed the primary turbo under low rpm. The middle passageway controls the rate at which the secondary turbo spools up before coming fully online, and is controlled by a wastegate style actuator called the precontrol valve. The rightmost port opens once its time for both turbos to be online at the same time. This is called the turbo control valve/port. Normally during a nonsequential conversion the precontrol and turbo control doors (which are inside the middle and rightmost port) are forced open all time. You could run them sequentially as well. You need two manual boost controllers (could get away with one EBC as well), and four 3 port solenoid valves. You need the charge control solenoid for the compressor outlet Y pipe butterflies, charge relief solenoid for the presool blowoff valve, and two solenoids for the turbo control actuator. Then you could use either use two MSD rpm window switches (one for charge relief, one for turbo/charge control solenoids) or possible get away with one MSD switch by using the normally open contacts on a 5 pin relay to switch the turbo/charge control solenoids. It could be done even more simply if you ditched the pressure solenoid for the turbo control valve and only used vacuum for it.
I'm not saying it's worth it, I'm saying though it's not THAT complicated if you know how everything works. Fitment is the only real issue if you had access to a welder and could get a machine shop to make the flanges.
flow diagram
And yes, it's possible to feed two turbos with three exhaust ports. The 20B did it from the factory.
20B HT15/HT10 twin turbo assembly above, 13B-REW HT12 twin turbo assembly below
another pic of the 20B turbo assembly
I've never seen a picture of the 20B factory exhaust manifold though.
Last edited by arghx7; 10-14-2009 at 06:09 PM.
10-14-2009, 06:03 PM
#37
if anybody cares... here is the basic vacuum routing diagram for the sequential setup:
and here is the solenoid control logic from the factory. you would want to use lower RPM values than that if you don't have throttle position based control, usually around 4000rpm is good.
original article here: http://www.rx7club.com/showthread.php?t=841821
although you can see why people just go nonsequential.
and here is the solenoid control logic from the factory. you would want to use lower RPM values than that if you don't have throttle position based control, usually around 4000rpm is good.
original article here: http://www.rx7club.com/showthread.php?t=841821
although you can see why people just go nonsequential.
10-14-2009, 08:14 PM
#38
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If you can fit the assembly in there (and that's a big IF) and fabricate a custom manifold with custom machined flanges they could definitely be made to work, either sequentially or non sequentially.
You can see that the factory twin turbos have three inlets. The leftmost is the main passageway to feed the primary turbo under low rpm. The middle passageway controls the rate at which the secondary turbo spools up before coming fully online, and is controlled by a wastegate style actuator called the precontrol valve. The rightmost port opens once its time for both turbos to be online at the same time. This is called the turbo control valve/port. Normally during a nonsequential conversion the precontrol and turbo control doors (which are inside the middle and rightmost port) are forced open all time. You could run them sequentially as well. You need two manual boost controllers (could get away with one EBC as well), and four 3 port solenoid valves. You need the charge control solenoid for the compressor outlet Y pipe butterflies, charge relief solenoid for the presool blowoff valve, and two solenoids for the turbo control actuator. Then you could use either use two MSD rpm window switches (one for charge relief, one for turbo/charge control solenoids) or possible get away with one MSD switch by using the normally open contacts on a 5 pin relay to switch the turbo/charge control solenoids. It could be done even more simply if you ditched the pressure solenoid for the turbo control valve and only used vacuum for it.
I'm not saying it's worth it, I'm saying though it's not THAT complicated if you know how everything works. Fitment is the only real issue if you had access to a welder and could get a machine shop to make the flanges.
And yes, it's possible to feed two turbos with three exhaust ports. The 20B did it from the factory.
20B HT15/HT10 twin turbo assembly above, 13B-REW HT12 twin turbo assembly below
another pic of the 20B turbo assembly
I've never seen a picture of the 20B factory exhaust manifold though.
You can see that the factory twin turbos have three inlets. The leftmost is the main passageway to feed the primary turbo under low rpm. The middle passageway controls the rate at which the secondary turbo spools up before coming fully online, and is controlled by a wastegate style actuator called the precontrol valve. The rightmost port opens once its time for both turbos to be online at the same time. This is called the turbo control valve/port. Normally during a nonsequential conversion the precontrol and turbo control doors (which are inside the middle and rightmost port) are forced open all time. You could run them sequentially as well. You need two manual boost controllers (could get away with one EBC as well), and four 3 port solenoid valves. You need the charge control solenoid for the compressor outlet Y pipe butterflies, charge relief solenoid for the presool blowoff valve, and two solenoids for the turbo control actuator. Then you could use either use two MSD rpm window switches (one for charge relief, one for turbo/charge control solenoids) or possible get away with one MSD switch by using the normally open contacts on a 5 pin relay to switch the turbo/charge control solenoids. It could be done even more simply if you ditched the pressure solenoid for the turbo control valve and only used vacuum for it.
I'm not saying it's worth it, I'm saying though it's not THAT complicated if you know how everything works. Fitment is the only real issue if you had access to a welder and could get a machine shop to make the flanges.
And yes, it's possible to feed two turbos with three exhaust ports. The 20B did it from the factory.
20B HT15/HT10 twin turbo assembly above, 13B-REW HT12 twin turbo assembly below
another pic of the 20B turbo assembly
I've never seen a picture of the 20B factory exhaust manifold though.
10-14-2009, 08:38 PM
#39
you think that's terrifying... try viewing the "real" vacuum routing diagram with full emissions equipment 
all the extra stuff in this diagram (compared to the first one which is just for the turbos) is for emissions or driveability. Mazda eliminated pretty much all of it in the Rx-8 by switching to drive-by-wire, a returnless fuel system, and side exhaust ports. A lot of those solenoids and hoses are for the air pump (which was very complicated to control but still not as bad as the 2nd gen airpump), EGR, a return fuel system, or the idle speed control valve and 80s/90s two stage mechanical throttlebody.
all the extra stuff in this diagram (compared to the first one which is just for the turbos) is for emissions or driveability. Mazda eliminated pretty much all of it in the Rx-8 by switching to drive-by-wire, a returnless fuel system, and side exhaust ports. A lot of those solenoids and hoses are for the air pump (which was very complicated to control but still not as bad as the 2nd gen airpump), EGR, a return fuel system, or the idle speed control valve and 80s/90s two stage mechanical throttlebody.
Last edited by arghx7; 10-14-2009 at 08:40 PM.
10-14-2009, 08:41 PM
#40
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^^^ thanks man you def helped me out alot but it seems more trouble than it's worth but I thankyou for helping me out you def know your stuff...but it would probably easier just to swap out engines (and tranny) lol
10-15-2009, 07:37 AM
#42
Yo the rx8 fourms is quikly turning into the SUPRA furms. Its like you cant ask noob questions because people FLAME you with FAILS etc. like its there job. In my book no question is a stupid question, and if your not going to contribute positivily to a post then dont post. **** gets me soooooooo Pissed.
10-15-2009, 11:41 AM
#43
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Yo the rx8 fourms is quikly turning into the SUPRA furms. Its like you cant ask noob questions because people FLAME you with FAILS etc. like its there job. In my book no question is a stupid question, and if your not going to contribute positivily to a post then dont post. **** gets me soooooooo Pissed.
10-15-2009, 04:33 PM
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So what your saying is it won't Work. Why not??? j/k
No seriously though yoink the turbo's atleast if its a good price. Also any other pieces you can grab. Might as well. Anything can be fabbed.
No seriously though yoink the turbo's atleast if its a good price. Also any other pieces you can grab. Might as well. Anything can be fabbed.
10-15-2009, 04:38 PM
#45
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can it be done, sure.
is it feasible or cost effective, no.
unless you just have a REW motor laying around, and are capable of doing all the work yourself, you'll almost certainly spend much more getting it done than to just properly increase the Renny's power to the levels you're after
is it feasible or cost effective, no.
unless you just have a REW motor laying around, and are capable of doing all the work yourself, you'll almost certainly spend much more getting it done than to just properly increase the Renny's power to the levels you're after
10-15-2009, 05:03 PM
#47
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Serious answer: don't do it.
oh, and forget about the swap, that too would look very similar to my list above.
- no one here has done it
- would be VERY expensive
- would require lots of custom fabrication
- keep in mind: lots of 3rd gen owners TOOK OUT the Twin Turbo setup to go for a more efficient single turbo layout.
oh, and forget about the swap, that too would look very similar to my list above.
10-15-2009, 10:02 PM
#48
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maybe you looking for one like this would be better
http://cgi.ebay.com/ebaymotors/JDM-E...Q5fAccessories
http://cgi.ebay.com/ebaymotors/JDM-1...Q5fAccessories
http://cgi.ebay.com/ebaymotors/JDM-E...Q5fAccessories
http://cgi.ebay.com/ebaymotors/JDM-1...Q5fAccessories
10-16-2009, 12:44 PM
#49
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Serious answer: don't do it.
oh, and forget about the swap, that too would look very similar to my list above.
- no one here has done it
- would be VERY expensive
- would require lots of custom fabrication
- keep in mind: lots of 3rd gen owners TOOK OUT the Twin Turbo setup to go for a more efficient single turbo layout.
oh, and forget about the swap, that too would look very similar to my list above.
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