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weekend! No offense taken, Ash. It is clear you are trying to be helpful, as noted by your post and the responses to it. This has been a good exercise, if you will, to read through the responses. My bottom line? I understand both sides of the argument, and still no real resolve. Like I've said 1000 times over, experts in the same field can disagree with each other, and that's ok. Now, let's talk about that .86 housing with the compressor-fed nozzle assembly to get the turbine spinning. I've thought about this a lot, and it doesn't appear far-fetched. It started with hanging an external rotating assembly out the side of the car to catch directed-wind and get the shaft spinning. From there it turned into a staged turbo set-up, like a single-yet-quad turbo (still 2 for our engines). Better yet, how about a silicon nitride exhaust wheel instead of cast iron? What would the spool effects be on a wheel that is 2.5x lighter than cast iron? Reality is that the ceramic technology might allow this to occur on a low-RPM diesel engine, not a 120kRPM street car. The theoretical strength is there, but so is K(1c) and critical flaw size. One day you'll see this product from me. Maybe I can convince Allied Signal to hire me back into their ceramic processing group, otherwise I'll have to do it on my own. ;-) SS
____________________________________________________ 2-19... always remember 2-19... 
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