LincolnMarkVII, here is some food for thought:
An intercooler on a normally aspirated engine is going to do zip. If anything it will actually be a heat soak that raises the incoming air. As much as I detest the term, a "cold air intake" (CAI) is going to be the most efficient method of lowering the supply air temperature...., but be very much aware that increasing the length of the induction pipe can have a marked adverse effect on power delivery. Invariably the CAI will have a pod filter attached to it which will allow noise breakout, giving the impression of increased performance.
For every kW of engine power you will be pushing about 1 l/s of air. For every degree drop you want to get using refrigeration you will need 1.213 watts heat rejection per kW engine power. For instance if you have 50kW engine power and you want to drop the incoming air 5°C you will need 303 watts. A thermoelectric cooler (peltier) typically has a COP of about 0.7, so you input power would be about 212 watts (17.6 amps).
Unfortunately this only applies to sensible heat and does not factor in latent heat. So all that mositure in the air must also have an energy loss, without reaching dewpoint. So if you were to say the sensible heat ratio was something like 0.6, the peltier would increase in size to 303/0.6 = 505 watts.
You have to then ask yourself what benefit, say a 5°C drop provides in terms of density. With a turbo charger the intercooler is dropping in the vicinity of 50°C. The increase in the number of oxygen mols per degree at atmospheric pressure is very minor and the deleterious effect of higher ambient temperatures on combustion within normal ambient conditions is minor too, unless you live in a very hot environment (in which case you will probably be more concerned with how hot the cabin temperature is and no desire to be sprinting on the street)
You undoubtedly will be trolling the net for the guff on the ram air systems, some members have recommended. These are a nonsense and can easily be refuted, if not in practice, then theoretically simply by working out the upstream stagnation air pressure of the car travelling at speed.
An intercooler on a normally aspirated engine is going to do zip. If anything it will actually be a heat soak that raises the incoming air. As much as I detest the term, a "cold air intake" (CAI) is going to be the most efficient method of lowering the supply air temperature...., but be very much aware that increasing the length of the induction pipe can have a marked adverse effect on power delivery. Invariably the CAI will have a pod filter attached to it which will allow noise breakout, giving the impression of increased performance.
For every kW of engine power you will be pushing about 1 l/s of air. For every degree drop you want to get using refrigeration you will need 1.213 watts heat rejection per kW engine power. For instance if you have 50kW engine power and you want to drop the incoming air 5°C you will need 303 watts. A thermoelectric cooler (peltier) typically has a COP of about 0.7, so you input power would be about 212 watts (17.6 amps).
Unfortunately this only applies to sensible heat and does not factor in latent heat. So all that mositure in the air must also have an energy loss, without reaching dewpoint. So if you were to say the sensible heat ratio was something like 0.6, the peltier would increase in size to 303/0.6 = 505 watts.
You have to then ask yourself what benefit, say a 5°C drop provides in terms of density. With a turbo charger the intercooler is dropping in the vicinity of 50°C. The increase in the number of oxygen mols per degree at atmospheric pressure is very minor and the deleterious effect of higher ambient temperatures on combustion within normal ambient conditions is minor too, unless you live in a very hot environment (in which case you will probably be more concerned with how hot the cabin temperature is and no desire to be sprinting on the street)
You undoubtedly will be trolling the net for the guff on the ram air systems, some members have recommended. These are a nonsense and can easily be refuted, if not in practice, then theoretically simply by working out the upstream stagnation air pressure of the car travelling at speed.