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from a very respectable turbo builder that has been in the performance industry for over 20 years, at least in the automotive application of turbochargers - my turbo-jet experiences have supported what he has conveyed to me in several lengthy conversations. His experience has mostly been with the Turbo Porsche vehicles over the years, but this technique isn't solely limited to just that vehicle. Clipping a turbine is another step in the direction of optimizing a turbocharger for a given application. It really can only be determined by trial and error as to which amount of degree that will work the best in the automotive application - similar in my jet engine R&D I trimmed the wheel first by 5 degrees, then to 10, and then added the last two; I may even be able to go more but I left it at that after seeing a healthy improvement in thrust output. FWIW, the spoolup of my jet engine has no notable difference in throttle than it was prior with the unclipped OEM wheel. Throttle on this kind of engine is primarily related to shaft speed (while maintaining equal EGT). It may not seem like it is possible to improve top end power without detrimenting spoolup, but when you involved processes like this, or going to a BB CHRA, or using lighter materials for the turbine (as in the ceramic turbines used in some turbochargers), you can further improve its characteristics across the board.
[ ashspecz.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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