I knew a guy who spent $100K to install twin superchargers on his V12 XJS. Took a couple three years before they got everything right. Did make lots of power, but what a waste of money. The guy couldn't let go and he just went deeper down the rabbit hole.

Deja vu.

 

I've def seen this and been in those shoes myself. My 50k dollar modifications turned into another 50k dollars worth of fixing the parts the first 50k broke. It is a rabbit hole, but we need to pick the red pill or the blue pill.

 

The heat management can be handled with ceramics, and good shielding. In the turbo systems, you want the heat energy in the exhaust as the energy drives the turbines. Mylar shields and ceramics will keep temperatures at bay.

The fuel pumps are not an issue, they can be boosted with a voltage controller, or you can plumb in a second pump with a secondary fuel line..

Best Regards,

 

Hi Anton,

I was bored in one of my meetings today, so I made a quick sketch with a Vanquish S manifold as a base. You can also probably use a DBS manifold, but I would have to clearance the compressor piping to see how much space there is in the nose by the airbox/MAF junction to be sure.

My handwriting is terrible since I mostly type nowadays, and the only other penmanship is to sign my name on all sorts of stuff, so I hope you can read what my intent is with this sketch piece.

In the Isometric view, the manifold is cut on the long side to split the plenum.

In the side face view below that, the AWIC assembly is viewed so you can have an idea of the components.

The AWIC Assembly is sandwiched by the cut open manifolds, and with a case/frame surround welded to it, it is screwed together to form a clamshell.
Also not that the water lines run in the middle and exit at the ends. This is to improve the cooling efficiency in the core with a shorter path after picking up the heat in the manifolds.

The tolerances of the manifold are to be air tight, and the AWIC assembly must be water tight, so it all works easy peasy.

Regards,

 

I thought I should post some design parameters with the system I am describing for a V12TT AM engine. (I can update other parameters as the thread progreses if needed.)

For a street driven car's system

1. It must all fit and look stock in the engine compartment
2. It must not require special fuels such as E85 etc., It should run on 91 octane crappy gas such as you get in California
3. The body and or frame must not be structurally compromised and or modified
4. It must be engineered to run on a proper road such as the Autobahn in Germany without failing. (1/4 mile drag motor will not cut it there.)
5. No special liquids or consumable items such as methanol, CO2 sprays, propane, ICE chillers etc...

For a race / DE car.
1. No rules apply here, so it can be whatever it needs to be based on the track/race series.

 

Would having the water run into one side of the core and out the other cause the cooling to drop at the exit-side of the manifold? So the rear cylinders (or front) would be getting hotter (or cooler) intake air?

It'd be more complicated, but if that could be an issue, what about having one going in each direction? So you'd have water going in and out of each side. Side view, to mimic your lower pic:

..water in -> |==========| -> water out
water out <- |==========| <- water in

 

Ok,

It appears that there are many opinions of what can be done by amateurs, and the factory, who can afford what, etc., etc..

I will refrain from commenting on these types of opinions, as in the beginning, I said I will try to keep it factual and scientific,

Case in point:

Only the factory can do an AMTT engine properly.

That's not true. The factory NEVER made a TT Virage, but such a car exists. It made 720HP/1100TQ from the twin turbo 7Liter V8 and the transmission was replaced with a TH400 from a motorhome. It looks very stock on the outside, and you cannot tell that it has twin turbos with 720 HP until it has already left you wondering what just happened.

I wanted to buy this car a few years ago when it was for sale in the UK, but it is RHD, and I live in the USA, and it would be extremely difficult to get DOT/EPA to approve it for road use. Anyway, the car is long sold, and such is life.

It was built by Lynx Engineering in the UK as a one off for a private customer, and you can verify for yourself that the car is real.

See here, it was written up by several magazines. http://www.lynxmotors.co.uk/index.ph...d=24&Itemid=20


So, you are saying, well, I was only talking about a V12TT, not a V8TT. Well, in all fact, there is no difference in the engine other than it has more cylinders and a different Electronics etc.. The engine does not matter if you are building it properly, you still need to understand all the facts and parameters of the engine as a system. (Bore, stroke, cam, compression, blah blah blah..) I digress..

On another note, the supercharged pictures of the CAD assembly I posted here is a one off, being built by me. I designed it, paid for all the drawing in Solidworks by an engineer to my exacting specifications, and am in process of building it as we speak. The age of additive manufacturing and low volume quality parts means that a small time guy in his garage can do things that even astonish the factory. The pictures posted are an actual scale plastic printed part of the CAD of one of the runners with two injectors test fitted before it goes off for casting. And yes, it has never been done this way before, and the Porsche factory never made a supercharged V8.

The key is to know what you are getting into before, and to have reasonable expectations. For many, this is not a question of money, it is a question of time, passion, and enjoyment of doing something nobody else has done. I'm in NO WAY trying to toot my own horn here, just saying that unless the facts are clear, opinions are certainly like orifices, everyone has one. That does not mean they are right, or wrong for that matter. What does the science and capability of the person getting it done say...?

Then again, I'm a 1 of 1 kind of guy, and like having cars that are 1/1. If time permits, maybe I will just build one of these AMV12 TT things. Time will tell.

Just a thought/ $0.02


Best Regards,

 

Yes, that is the reason.

You can do it the way you suggest as well.

However, the connector portion of the cores will be impossible to assemble, as they are secured by bolts in the center assembley. As such, you will have to make the same connection fixture to connect the cores that I have drawn, as Laminova will not make you a core that length of the manifold unless you order an extremely large amount of cores. It would be a custom production run. For a one off run, that would not be a good idea when you can buy the standard cores for much less.

Don't mind spending $$, just don't like wasting it..

But, it may be able to be done with in/out or a circular/loop in equal halves.. I'd have to sit down and jig a few things. Actually, I would need to measure the AM manifold first, and then see what exactly is possible from the measurements.

 

I love proving guys like you wrong

 

Now I got it! Richard Im in touch with a local turbo builder. He is reviewing this entire thread as we speak. After our long conversation and we are going to get this project off the ground. I know a few naysayers are skeptical about this project but speaking from experience, my 30k budget will get this job done.

The hardest part about this build it the ECU. Everything else is a piece of cake, nothing but fab work, and off the shelf parts.

 

$30K? No chance in hell.

 

Let me know if I can help. We could do a cars and coffee one weekend and I could download some thoughts to your builder if they are open to it.

Best Regards

 

Let's do it! They will definelty be open to all input.

 

grumpy fella

 

No, realistic...