If you opt for a set of metal core cats, I can't see why it wouldn't pass a sniffer or a readiness test. We'll work on that option for sure.
Its not possible for it to be any worse than a rear mount setup. I've driven a rearmount and its barely noticeable.
It will not be like a PD S/C, but once you learn the boost timing on any kit, then you know where to keep RPM at the most optimal place that can you instant boost to the engine. For example, I might e in 3rd gear at 3K RMP, at this point I'm not really running the car at boost yet, however, the turbos are spinning at optimum speed and plenty of air flowing through the pipes. As soon as I punch it, the car will respond just like a PD S/C.
The biggest determining factor in terms of transient response is turbine efficiency. The shortest path from the heat source (the engine), teamed with a properly sized turbine wheel, exhaust A/R, and compressor wheel all matter the most when trying to determine just how efficient you're going to be. Next would be Intercooler core pressure drop and piping length.
We outsource our flanges and materials from companies here in the states. But we build our kits in-house for now. As we grow, another shop that we've partnered with will share some of the load.
Travis, did you get my PM?
length matters most on distance ftom exhaust valve to turbine blade. The peak of the exhaust pulse allows for highest energy transfer to turbine blade. Higher the differential in compression wave speed to blade speed gets highest energy transfer. Minimizing bends (and thus reflections and dispersion) in collectors may be just as important. Clean collector routing to a straight run on a rear mount could outperform some convoluted exhaust routing.
