Right... I don't think I explained it clearly, but I do believe that is what he said and I agree. There are some good and bad attributes with this system, but there is a lot of room for improvements (thermal insulating the exhaust, cam, programming, etc)... I would like to see how this performs when someone really puts some time into it. It is a bit pricey as it isn't exactly 'turn-key'. It will operate but it isn't optimized.

 

I'd have to imagine that thermal coating the entire exhaust up to the turbocharger would help quite a bit, as would a relatively smaller tube.

There's no denying that you lose a significant amount of energy as the gasses cool, meaning you have to rely more on absolute pressure, so keeping in as much heat as possible and giving the exhaust system between the heads and the turbocharger as small a volume as practical would SEEM to be an excellent idea.

 

so its possible the system would work better with the stock 2 3/4 pipe as opposed to an aftermarket 3"? Interesting...

 

Will the STS kit work with headers? That's really my only ? that I can think of about the kit right now. Cause I am not going to switch back to manifolds just to use it.

 

The headers wouldn't make any difference versus manifolds other than heat dissipation. Flow/scavenging is negated due to backpressure in the system inherant to the turbo configuration.l

 

to use aftermarket headers, according to STS, a Y pipe would need to be fabricated, or if the Y pipe you have is in the same location then yes, it would work.

the smaller I.D. theory is also correct, to an extent. when i was going to do this kit, i was going to use the stock sized piping. increasing to 3" MAY cause extra lag since its more area that has to be pressurized. just remember though, smaller piping means more back pressure.

 

and also SmoknZ i stand corrected, the equation you posted seems alot more correct then the one that was given to me before by a friend. it came up with like 250cfm when i put in 5500RPM and i just plotted that to .5 Bar, so thats why i said 76% efficiency. my appologies.

 

Since they usually help low end power, I would think they also slightly increase exhaust volume at low rpm. Is it possible that they would make it spool just a little bit more quickly? Assuming they are wrapped or jet-hot coated so they don't lose enough heat to offset the difference.

 

If your exhaust side has 18 psi of backpressure due to the turbo... the exhaust has a difficult time scavenging against pressure.

 

18 psi when it's under boost. I'm talking about the time before it spools. It's not like that, then.

 

The LS1 kit being tested now will also work on 93+ header fbodys. The piping is set up different. I have done one of the LS1 installs, and it allows for better intercooling too.

 

How does it allow for better intercooling?

 

The LS1 piping runs up along under the drivers side, and bolts on as a SFC. More open to airflow. The LT1 kit runs up the drive shaft tunnel.

 

Even when not under boost, the turbine housing itself is a restriction which disrupts scavenging. The idea of tubes in a header-style format to the header has more to do with exhaust pulses 'assisting' the turbine wheel where each pulse helps spin the turbine wheel... the tubes are not used for scavenging.

 

Hmm.... Learn something new every day. Then again, that's why I spend so much time on this site. Thanks.