After seeing only a few people succesfully pull off true dual on both sides of the driveshaft i wanted to know if anyone has done a true dual setup from the dual cats on just the passanger side? Would their be any significant power gains to doing that. Lets say 2.25 or 2.5 all the way back, with the driver side header pipe dumping on the pasenger side and the pasenger side header pipe dumping on the drivers side (to try to get the two pipes about equal distance). Or is it better to have both pipes meet into one 3 inch pipe and them be seperated back into two through a single inlet dual outlet muffler.

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She is not the fastest thing in a straight line but she sure will stick in the turns.
Hawian Orchid X-SCCA showroom stock racer 1LE 92 Z-28

-suspension parts include koni reds, eibach racing springs, weight-jacks, relocated control arms, and the list goes on for suspension; Port & polished TPI system sitting on top a fully blueprinted, balanced and matched race built 305; centerforce II clutch; custom 3.4 auburn rear, custom dual cat exhuast with hooker aerochamber muffler; 1LE fuel pump and gas tank; 12” baer braking system; griffin aluminum radiator; 6 point bolted roll cage with 5 point harnesses; pioneer speaker system; sparco seats, just about as light as you can get a weekly driven 3rdgen.

 

i just got true duals put on my car while i got my headers put on. they run down the car with a 18 inch glasspack on each side and exits before each rear tire. nice deep rumble and looks good too. also i have no cats.

 

I'd say go the dual route as you described - the problem I see with routing both cylinder banks through one pipe is that - neither bank is going to have equal lengths to the y-pipe (although Fourth Gen LS1 do) resulting is slightly different TQ/Hp curves for each bank and single doesn't take advantage of scavenging your engine will be working to push that flow at high rpms.
just my 0.02 not trying to argue which is better been there done that dont like it