LMAO !!!

CAn you actually recycle NOS through a sleave and then spray into the intake when you actually need NOS shots ? That be a bad *** sick idea if it can be done that way..

True, the Peltier junctions consume power. At maximum power, each device'* total heat dissipation would be in the neighborhood of 130W. If, however, that heat could be effectively transferred away from the device, such as with a liquid cooling system or very large heat sink, then the cold side of the device would become and remain sufficiently cold to provide a performance boost.

The problem with ducting the AC to the intake is that there is no way to force the air into the intake without some out side force. Most of the air would just be pushed back into the cab. I think if you set up a whole different AC unit with an electric motor. You probably could make this work. You would set up the AC system almost exactly the way the existing AC is set up but instead of putting the cooling radiator in the dash you would put it in the air box so the air was force through the radiator. If you placed it before the filter it would probably help with the condensation also. The main problem is it would probably take a pretty big unit to keep the cooling radiator cold enough to make a difference because there would be a lot more warm air being force over it than there is inside the car.

Parallelcircuits

Actually, the cooling system would consist of a freon core (just like a tranny/oil cooler) inserted into an enlarged airbox. Air would flow over/through this unit into the TB. The same process is used in the cabin and in your home. The problem is that the compressor is on the driveline. It has to be removed and be made a stand alone, larger electric unit to be really effective.

Fascinating topic,.........with valid potential performance gains. I must agree with the use of a "stand alone" system, if possible. Any realized gains from the engine-based compressor would be at least partially negated by parasitic drag issues. The demands on such a system would be substantial. Performance gain/loss values would have to be balanced with cost/time requirements. There is another side of this equation that has not been addressed in this thread thus far....fuel temp. We used to make our own "cool cans" & pack them with dry ice. It was successful at keeping fuel temps low during long July days at the track......and on the street as well. A denser charge is the key here. A combination of these principles could make the difference in a close race.

All the little things do add up.........

Well after about an hour of searching I haven't been able to find the company I'm going to refer to. It was one of those "I swear I saw it" stories but maybe you guys know what I'm talking about. I think the company (or product) was something like Kryogenix or a variation there of but they make a fuel rail cooler that I believe used nitrogen to cool it. It had a tank much like nitrous but you would fill it and cool your fuel rail with the parts it comes with. It was for hardcore racers (yeah I checked my summitracing catalogs too). I have no idea where the hell I saw it but I know I saw it because it really caught my attention. Anyway an idea like this connected to that intake sleeve might be fun. I wouldn't suggest using nitrous, its expensive (relatively) and would be nearly useless by the time it made it into your engine. If something like this is actually made and it works maybe it could replace the intercooler. If I was to get my hands on a bottle of nitrogen I'd try to route it through aluminum rails zig zaging barely over the supercharger then into the sleeve on the intake. I'd also add a fan on top of the rails that cross the supercharger for the extra heat sink effect. 2 birds with one stone

Here they are!
http://www.designengineering.com/cry...ir_intake.html
& BTW, I will be selling their complete product line too.

I like the simplicity of that thing, but it seems too small to make much difference at anything other than city speeds.