Custom-built engine/gearbox unit for Testarossa

Hi Team,

Since many years, I have designed a very particular internal combustion engine - I am a professional rocket engine designer but also do internal combustion engines in my spare time. I have a prototype for a new kind of internal combustion engine that I would like to turn into something real.

The engine is nothing like a typical internal combustion engine - I use basically all my experience from constructing rocket engines - the heads and cylinders are 3D-printed (Inconel and other exotic materials), the engine does not have oscillating valves. The valve train moves continuously without any oscillations just like a turbopump. I have recently asked a Patent attorney to hand-in a patent on the design after he insisted to try it since it has a few features that are quite disruptive. I will not describe the disruptive features but will give all the insight I can here. He thinks chances are good that it will work - but let us wait and see.

The first prototype will not be trimmed for fuel efficiency or emissions - and the design target is 1000kW. I would like to package it up to fit into a Testarossa - I love the subframe and there is enough space in my view.

Question:
Does anyone have drawings/dimensions/CAD data of that subframe? I do virtually everything in CAD (computer aided design) at this point. I

Thanks!

PS: The engine is a 180-degree V-design. I have a V14 design for a friend who wanted to put it into a LeMans car but this has stopped since he got really sick. The engine is modular, which means that a single 2-cylinder unit will be built and tested first to confirm reliability and power. The design then simply uses many of these units to make up an engine. There is no long crankshaft - only individual crankshafts. Sort of the idea of the Porsche 916 on the "next level". That V12 had two crankshafts. Fundamentally, it makes no sense to transmit torque through a crankshaft, and therefore, this design features a "top shaft" onto which all 2-cylinder units drive. That top shaft is a hollow tube for maximum stiffness and strength at the lowest weight. The issue with long crankshafts is that the entire block twists - in some cases more than 1 degree. This, in some cases, is why dragster engines often have run-in crankshaft bearings after just a few passes. It is not the load of the combustion cycle, but the distortion of the block and the crank that "fight each other" because they do not run true to each other after a block distortion of 1 degree in rotation. Unfortunately, the "center line" around which the block distorts under torque is not in the centerline of the crank bearings. The solution is very expensive but actually rather simple: divide the crank up into individual units and use a driveshaft that has no individual crank throws.

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(the Testarossa layout would be different, gearbox would be mounted below engine and I would use 6x units for 12x cylinders)

Last but not least I am not trying to earn money here - just want to cover the expenses at this point. This might change if it really takes-off and investors join. I had investors interested but the investment details were not interesting and I refused.

Would really appreciate support to move this ahead!

 

Wow - lots of negativity here! Come on guys, give me some love! Thought you guys had some decency - sounds like a Dodge forum!

Yes of course I can produce an isometric view - CAD is very early at this point. This is the LeMans car - I will try to build it no matter what but unfortunately doing this as a 1-man show at this point.

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The reason for this topic is that I need help - does somebody have the dimensions of the Testarossa sub-frame? That is really the first thing I need and the reason for this post!

Thanks team and hope to get ahead with this!

 

Here some images of the motorcycle engine I have designed and built - not yet completed.

CAD:

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Prototype:

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I wish I had more time!!!!

 

Bernoulli`s theorem is very simple to explain: it basically means that total pressure along a streamline (if the boundary condition is inviscid, i.e. if there is no friction) is constant, and you either have static or dynamic pressure. If you measure both (with a Pitot tube or simply a tube sticking into the flow) you measure both and hence, you measure the same everywhere along the streamline no matter what the local cross-section is. You cannot really use it in rocketry much - as the systems are tuned to the last percentages of performance and hence, viscosity needs to be considered. You can use it for low-velocity air flows like heating air flows in the cabin...

https://en.wikipedia.org/wiki/Bernoulli's_principle

Anyway, thanks for your post. I do strongly disagree with what you have written though!

 

So the dimensions of this thing basically:

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Found this one on ebay:

https://www.ebay.de/itm/401656849757

Its in Sacramento, California, USA. Anyone there who is also in this forum? I will probably get it. Are they all the same for all Testarossa models? Where can I read up more on the frame and the assembly, integration work, etc. What "does the car need" from this sub-frame to function?

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There is no long crank in this engine which is why the engine can be so long. This engine only works with a turbo or compressor - but let me go step by step here.

 

Thanks - the patent is not on the valve train, also the engine can use a cylindrical rolling drum as the valve which I want to consider. Thanks for the link! Let me see where this will go. Patent attorney was positive and I hope I have a chance here! Lots of applications these days so I agree chances are small .... but I am trying!!!

 

Inconel prints can feature wall thicknesses of 1mm without too much issues. The cooling channels are finned and it all cannot be machined or cast. The engine concept has significantly higher thermal loads in the head and valves, so aluminium is not an option from our analyses.

OK - does anyone have any input on that Testarossa sub-frame? Is the 1990 frame the same as the 1991 frame?

 

Awesome - really appreciated. I was told that there were changes from Testarossa to TR - does anyone know the specifics concerning the subframe?

I am somewhat surprised that the GT40 kitcar scene is so huge (many manufacturers like https://race-car-replicas.com/rcr-40-mki-mkii) but I havent found any Testarossa kitcars. You could "revamp" them through a kitcar with basically all the lastest tech...

Anyway, thanks for the post!

 

Interesting - any insight into why and what changed?