| Z1's or anyone's turbos specifically, but that's not what bothers me. The person that wrote that document is obviously just regirgitating a bunch of information that he has heard and doesn't appear to have any clue on turbo design. FWIW, to my knowledge there is no such thing as a 65-trim T3 wheel. 62-trim is the biggest there is in that class of wheel. We have stuffed a 62-trim compressor wheel into a stock housing and produced 540RWHP with stock turbos without detonation. It also doesn't consume the entire diffuser section as this writer leaves one to believe - there is still plenty of diffuser left, albeit, not as much as with a puny stock wheel, but there is still an apparent and significant diffuser section left - 540RWHP worth of diffuser too, LOL. As far as the comment about turbine wheel to housing geometry, I couldn't disagree more. The hot side of a turbo is where all the business takes place. This side is what primarily predicates the response of the turbo as well as the backpressure on the engine. And leading to my final point, this writer suggests that backpressure is bad for your engine, when that couldn't be farther from the truth. Just look at the GT28RS. Those turbos lack in torque production with that big .86 housing and 76-trim 9-blade turbine wheel. But then you look at a .63 housing with a 76-trim 10-blade wheel and voila, you get another 100RWTQ because of the additional backpressure. Backpressure, up to a certain point, will allow an engine to make significantly more mid-range torque with small sacrifice on the topside of the RPM band; i.e., funfactor = weeee! Too little backpressure will allow you to make high horsepower up top, but you gotta wait for the engine to get spinning really hard before you can do any work with it. I.e., fun factor = booo. I wont even get into his grammar.
[ ashleypowers.com ]
[ agpowers@bellsouth.net ] Enthusiasts soon understand each other. --W. Irving.
Are you an enthusiast? If you are out to describe the truth, leave elegance to the tailor.
Albert Einstein
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