Mike

I am not saying for a custom racing application that the lag issue can not be ovecome

But I really would like you to understand I tune and race Drag bikes and SCCA ralley cars a LOT and have been tinkering with turo charging Vtwins, 4cyl inline V6, V8, and pancake 4s for over 30 years now......Turbo lag is a very demonstratable and predictable phenonemon... re read my scenario above and think about a 2 to 5 second lag in any condition where you need MAX power RIGHT NOW!

You also might do some reading of the different race motor builders (and their friends at Garret or Air Research) and their experimentatios with turbos on very high HP fast RPM F1 type motors.... they spent a lot of time in R&D determining the thermal effeciency of various vane configurations and locations of the unit relative to fastest exhaust flow rates and the power in the gasses to propell the compressor.... you might be supprise at how much drag is created by the cold air compression side and how much energy it takes to move a compressed colum of cold air into the plenum....

For our trucks to have a remote mounted turbo there are several dynamics working against the usfulness of the system.... (think LENGTH)

First...The exhaust gasses loose more then 75% of the energy by the time it exits the catylitic converter and the piping has enlarged so much that the flow rate is also much slower then it was at the end of the exhaust log..... What I am saying is most of the energy to properly spool up a turbin vane and compressor set is lost after 4 or 5 feet of plumbing

With a 1 foot long pipe on the exit of one bank's exhaust log, I can NOT restrict the exhaust with my (gloved) hand at all.... way back at the end of my truck righ now, I can cover the tail pipe with my hand and it will take a few seconds before there is enough pressure to blow my hand off...

Second, being remote, you must place the air intake and filter in a hostile location and once the cold air charge is sucked through the filter it must be compressed in a long tube with at least 4 bends turning it 180 degrees....This is a significant engineering consideration because we know that air or water flowing in a tube has a known amount of drag from the interior volume of the tube. Each bend induces additional drag.... (I am not going to get out my engineering books and calcualte theroritical drag losses, it is enough for me to know they exist and can be significant in this application)

A near perfect designed twin turbo system (I own at least three that are near perfect) places the turbo directly in the path of the exhaust where there is the highest thermal expansion and flow. They also duct the cold air inlet charge via the most direct, restriction free route into the plenum possible....On these "near perfect" system there is STILL TURBO LAG except in drag racing launch conditions

Some of you probably will be jelous (perhaps not) that I owned a couple of high performance twin turboed Porshes and I still have my 300ZX twin turbo twin intercooled Nissan... In a road race, with a lot of thought and gear shifting, it is possible to keep the turbo spun up enough so the LAG is just barely perceptable...BUT in day to day normal stop n go driving, even with premier systems, the LAG is a very noticable issue.... Hell just ask most Diesel truck guys...all of mine had pretty terrible lag

Sorry...I have a hard time thinking a remote turbo is anything but a novelty on a pickup truck....For all out drag racing...there probably is a way to cobble in a universal kit and gain some HP but I doubt it would be impressive.... a large shot of Nitrous would be cheaper and more effective IMO

 

Fred, apparently I didn't edit out my comments to you before you got to read it. I withdrew all the good I said about STS. Sorry for the confusion. I was really hoping that the gold pot was at the end of the rainbow. It turned out to be a "honey-dipper" bucket, instead. (If you were ever stationed in Asia (Korea), you know what a honey-dipper is.)

My son wised me up in a hurry!

 

Mike

Only confusion will come from those reading this and not able to see your original comment...but so be it...you and I have had many chances to share our ideas and knowledge in this forum and it only serves to help the others think about things and make better informed decisions

This is a good discussion and hopefully sparks enough interest that someone will tackle the hard job of fabing up a system that works well for the V10...I think this motor will respond well to a twin turbo set up

The hard part is getting someone to cast (or weld up tubing for) a "real" turbo friendly exhaust manifold set...from there the rest is real easy... hell most of the Ford inter-cooler and plumbing from the diesels can be adapted with very little modification...

 

With this set up you can try to get a custom tune from Deoblo, But you will most likly have to get a pigie back installed and custom tuned on the dyno by a tunner, for my truck they said it would be about 1100 dollers, the other thing that sts dosnt include in the kit is the fuel part. They tell you that you have to buy an FMU, but they dont realy work wel( trust me i had one on my keene bell)
So the only other chose is bigger injectors and new fuel pump, I would tell the person who will tune your setup and see what they recomend for injector sizes injectors are about 450 for a v10, and for the fuel pump i would get the keene bell Boost A Pump with a vacume/boost switch so you can use your stock fuel pump.