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Message: [QUOTE="kdogg85, post: 497405, member: 3977"] It does flow less, but makes up for in the low rpm range. The turbine side acts as the cam profile would for a N/A engine. Small means low-mid, big means, high-rpm. And the comp is acting as the intake manifold side, same results as the turbine side, we all know that tunnel-rams are almost useless on the street unless you have big double pumpers or dominators. Then of course runner size, etc... As far as the manufacturers trying something out, it would be a double sided experiment, the single's would need the most R&D I would think as this is the lone source of air. The 10 works, but tuning is exponentially critical, one little flaw si the difference between a runner and a smoke blowing turd. I would like to see some leeway built in somehow. Not saying re-invent the wheel, but there ahs to be some improvement somewhere. The compound's could probably get by with a standard 13 blade design and see very good if not dream result feedback, due to the lp taking over fairly early in the rpm range, my truck the lp is coming in around 2200rpms wot, not really the tip end of the hp's efficiency range, but it works, and damn good at that. Now another idea is slightly oversizing the compressor over the turbine to overcome its weight and free area(area around turbine and between blades) with a big azz explosion in the cylinders. I mean more than 5%, take a leap. I would guess this would result in constant overspeed, but could the materials be changed to meet this condition. They found a way for something to spin 100k+ rpms somehow or another and not fly apart. There are so many scenarios to this question that it would boggle the mind, we all go for the most part what has been tried and true. Why not look at all parts of the combustion process, it wasn't too long ago that headers were considered a waste, and now look, they are a rave. [/QUOTE]