The response of an STS system will be a couple hundred rpm worse at most. Saying it won't work well is ignorance to the obvious.
In a normal single V setup, you merge the pipes, which is going to be 180* flow change for both banks & 4-5' of pipe just to get moving in the right direction. Then you've got whatever piping to get the turbo where it's going to sit. Another 4-5' of pipe, and more bending.
What people normally wind up with is 8-10' of bendy pipe.
VS
10' of straight pipe through a resonator, & cat. Less you have a plugged, or old cat - it's not going to matter.
It winds up being very close to the same thing as a V bank setup, if not equal to some.
Is there a difference between cold & hot turbo's? No. All that is required is the proper choice of turbo - like any other install. You size the turbocharger too large and it's going to respond slowly. Size one small and you'll have great response, and the boost will fall off once you're on the back side of the efficiency range.
"Oh oh but what about the heat loss". Get over it. Every turbocharger that isn't mounted on the manifold is dealing with massive heat loss, and it simply isn't a problem.
In importance, heat loss ranks right in there with an air filter. Sure, you can make a miniscule difference with it, but to actually tell someone it's an object that matters performance wise is generally laffable.
In practice, once you've gone some six inches from the exhaust valve to the manifold, you've already gone from peak temps of 2500*F down to 1200*F. It's practically halved. The same thing happens by the time you're at the normal point on a y-pipe before a cat.
Ya. Heat makes a big difference. There is so much more energy in that 600-800*F peak exhaust temp on a non-manifold mount (typical) than there is at 200-400*F maximum after the cat.
My oil return was inspired by theirs. The trick is to get in incoming flow correct as much as it is use a pump.
Mine smoked like a mother on a 4AN size line. Going to a 3AN line with a restrictor cut the smoking almost fully under boost with NO pump - AT OIL PAN LEVEL. (Fully solved using a spare, small fuel pump a few inches from the return).
In short, most people run 4AN lines when the trueth is that is more than needed in the first place. A 3AN, and even a restricted one is more in-line with what most turbo's actually need flowing through them.
1ulover - your argument not only lacks a first hand personal experience with the system, and similar types of systems, but what you are trying to pass off as "common knowledge" is a complete cover-up for a lack of "practical experience, application, and understanding" of what you're talking about.
I'm not bashing, but the point is if you actually had a clue about what you're talking about (instead of reading the same tired free paragraphs from Maximum Boost people try to theorize from - then think they know boatloads about the entire encompassing subject); you would know better.
I am not a genius, but I do know better than that.
Not to argue, but dis-information isn't going to help you guys. Sorry to rant but sheesh what a mostly useless thread LoL!
