Well my car *USED* to be like a rolling advertisement for Peter Farrell Supercars but the times have changed. The shortcomings of the PFS system became more and more apparent the more time I spent on the track pushing the power limits of the car. This in the addition to the fact that PFS is turning his attention to the Lexus line of automobiles makes my decision to move away from the PFS products perhaps a wise choice. At the time (c.1996) I was looking for performance upgrades I decided that PFS made the best overall package for the level of performance I was seeking. Granted it wasn't the largest intercooler but its fit and finish was head and shoulders above the rest. Today I think the M2 and CWR setups are the next generation of performance packages that equal if not exceed the quality of the PFS components and offer a step up in the level of performance. Of particular note, of not only the PFS package, but the SR Motorsports and M2 packages as well, is that these "types" of cold air intake takes air from the nose of the car and not the engine bay. Most of the competitors open filter intake systems do are simply open filters drawing warm/hot underhood air. Cooler intake air means better power and increased reliability.

The Original Setup - 306RWHP @12psi

THE FIRST STEP: A'PEXi POWER FC In the beginning I chose the PFS PMS due to its user programmability and because it covered all the adjustable parameters - fuel, boost, and timing in one package. The programmability proved it's worth as dyno tuning yielded an additional 10RWHP. The others, that are drop in replacement chips, although cheaper in the short term, require upgrading anytime a modification is made to the powertrain. Not something I would wish to do as my modification path has been gradual, requiring frequent adjustment to the computer. However as with all good things there are downsides. From what I understand the EFI PMS is a variant of an ECU developed in it's early days for the Ford Mustang 5.0. EFI and PFS adapted this piggyback ECU for use in the RX-7. I have tried both the purple box and the Pink generation box and found them to work as advertised (see dyno results below) with one exception, a problem with the Pink box *in my car* at 6k rpm. So I decided to switch to the standalone ECU replacement, vs the EFI piggyback, and try the Power FC. I have no regrets over the switch.

Me with Peter Farrell @ Summit Point in the early days - 1998

Halleluya! At last the 300 HP threshold has been surpassed! I think that the car is capable of even more as the 305.6 RWHP number was attained after 9 back to back pulls and the whole car was pretty well heat soaked. Also at speed the ram air effect in the PFS intake should be good for another 10 or so RWHP.
Notably, the numbers I generated earlier(bracketed above) with the G-Tech Pro G-Tech Pro were pretty accurate and definitely good enough to give you an idea of where you stand.
However, even though these numbers are good I believe I am getting very close to the limits of what is attainable with the stock fuel system and with stock turbos and an unported motor. Injector duty cycles are hovering around 85%. About the limits of reliable power. I'm too chicken to run at 14psi for the above reason. But I estimate at 14 Psi this engine should be good for over 320RWHP on a stock motor and turbos if more fuel is added. Hmmmm let me add some items to my list of things to do :-)
FWIW, these numbers are fairly consistent with the PFS claims of 300Hp, 330HP, and 360Hp at the flywheel at 10psi, 12psi, and 14 psi respectively.

I should also like to mention that I have no internal engine modifications, like porting or such, and am running on the stock turbos operating sequentially as originally designed, and with all factory smog equipment in place and functional.

Removal of the Crane "Fireball" Hi6 Ignition Amplifier w/coil
Since testing I have removed the Crane Ignition amplifier and coil in an effort to eliminate the 6000rpm hesitation I have been experiencing at the track and recently on the dyno. In the interest of simplicity and with words of wisdom from those more experienced than I who say the stock ignition system is perfectly adequate I decided to pull the Crane ignition mods. Additionally, at the same time I replaced the OE coil wiring harness (Go here for a picture) that not only is prone to degradation of the insulation due to engine heat, leading to high resistance and subsequent signal failure to the coil, but that it also eliminated the splice where the Crane ignition box was wired into the OE harness. I have run the car at the track and found that without the box there was no (subjective) degradation of power. 

If you would like to contact me and converse about my experiences with my 7: please feel free to send an e-mail to crispyrx7@yahoo.com