TT cars will in general be more reliable at a given power level than their SC counterparts, so long as the systems are built with high quality parts. The efficiency of a Twin Turbo setup is much higher than a Supercharged setup, and as a result, the same power output at the wheels can be achieved using less boost, and at a substantially lower total power output of a given engine design. The engine itself in a Supercharged configuration is making a lot more horsepower than a Twin Turbo configuration even if the output to the wheels is the same. This stems from the fact that a Supercharger requires a percentage of the total power produced to drive it, while Twin Turbos do not. Also, Twin Turbo cars do not have wear components like belts, gear drives for the Supercharger, and do not attach to the snout of the crankshaft.
I think the real reason that people tend to sell Twin Turbo cars is that since they are cost prohibitive to build in small packages, people tend to overshoot on their builds, and end up with a monster of a car, with no way to adequately control it... especially when factoring in that many people do not know what "turbo lag" is like. If you put your foot to the floor, and the boost comes on unexpectedly after the initial lag [for someone who doesn't know that is how they are supposed to act] it can be hard to control, while Superchagers are very linear in their power delivery. The newer engine management systems that are surfacing do take care of this problem with traction and launch controls at the flip of a switch however, but talking someone into extra thousands of dollars to do it RIGHT, can sometimes be difficult.
__________________
This is generally correct, but is also very subjective to how the system is put together. Most Viper Twin Turbo systems take the same/similar general location as Catalytic converters, which generate FAR more heat than a Turbocharger, as they are intended to induce internal combustion by function. The extra heat is not from one single "super-hot source", but rather from a larger number of hot sources. If you use the correct shielding to protect items nearby, it is not an issue. However, this is a responsive approach, rather than a presolution which would be to keep the heat where it is supposed to be in the first place: IN THE EXHAUST. By using insulated components, ceramic barriers, coatings, and the like, blackbody radiation is cut down to a minimum, and the heat is generally contained to even less of a concern than the OEM converters. Your Maserati was likely the victim of a design flaw such as putting low temps plastics in an updraft area, or poor material selection- nothing more.
