CRAZIEST TWIN TURBO FERRARI F12 ALMOST COMPLETE! *Built by Aaron Kaufman*

so i don't do these so i hope it turns out well but i had a lot of what i thought were funny ideas one of which was hey what's up everybody welcome to joe's exotics but it's not that funny but we are talking about an exotic and that's damon's f12 and so i think the last time you all saw it we were preparing to build headers it's come quite a long way and i know it's been a long time but life happens and this is a complicated car for a lot of reasons we'll talk about a few of them but in case you haven't seen it or don't know what we're talking about this is it maybe if i can figure out how to turn this thing around i don't know how to run anything there she is pretty much the same way it came in but we've added a couple things to it so if this is your first time checking it out or seeing it all put together or maybe haven't seen some of the stills i'm gonna walk you through some of what's been done with it we've of course had the whole face off the headlights are out and our fenders we had to get a lot of access to a lot of things one of the first things that was incredibly difficult to kind of get around was the complete total lack of space and if you can see how the headers are arranged in here and exactly is how little space we have to get you know six cylinders up and into the turbocharger it's tight and we'll go to the bottom and you'll see that a little closer but on both sides there's still a battery tons of electronics there's a lot of things missing right now so it's even tighter than what than what you're currently seeing so obviously there's still going to be some more heat shielding here for the waste gates there'll be heat shielding lower inside of it we're even missing some of the factory stuff at the moment one of the first things you might see on the upper plenum is that the whole sides have been removed and capped well that was kind of a developing situation and i'll show you what i mean see originally if you'll remember this thing used to have the throttle bodies mounted out here on the side of the motor and they breathed through the air filter houses right here on the left and right side of the car there was a hat over it and then up here it would go into the throttle body suck bang boom out the back and all kinds of cool noises would happen we've just added more noises but the complications come up since the turbocharger had to go through the hood and wanted to live up high and up forward on it there was no possible way for us to be able to get you know the air like we couldn't get the exhaust out of the same place the third the throttle body was so that all had to go away well what's unique about this car is i don't know from a stack of junk over there it's not anymore but the um there were these tubes on the front of them i'd explain them better but i don't know if they were you know volume dampers or what they were but there were these tubes on the end of it which i thought had really brilliant flanges on the ends of them so i cut them off and we've relocated the throttle bodies that used to live on the left and right side or vice versa of the motor it's like i moved them all the way up front i think it worked out really well now i had built a different kind of termination cap over here but ultimately due to the how compound the shape was and how long it took to make and the fact that here's the cowl when you open the hood you can only see this much of it and we still have an exhaust pipe that has to come through here i wanted to preserve the space and make things a little easier so it has a flat cap on it when the exhaust pipes are in there you'll understand why but to this point we have the headers built the charge pipes on the wastegate's been cut into the exhaust turbine housing on it and then you can see the charge pipe snakes its way down here and then into the inner cooler they both merge here in the center and re-emerge here in the top out to each of the upper charge pipes and the bovs throttle bodies into the motor and start the whole thing all over again so uh there's a lot of things that were problematic we talked about the packaging and from the bottom of the car you can see a lot of the issues there are are pretty wild as well just like one small thing right it's like these modules here they i knew the space to get this much volume up and through this thing and because of the the nipples on the end of this thing we had to have a hole big enough to get the whole tube through and up and around it so i had to move these things over so part of the size the decision on the size of this thing was partially how far can i move these then we checked the volume of the the you know the the riser and everything worked out so i'm having to build brackets underneath these which i'll show you some pictures of to move those over you know we kept the ecms in the in the factory locations harnesses the factory length on it and currently what we're working on the air box here which a little bit of potentially a letdown i don't have a great answer on whether or not we can run these open as a speed density car or if it has to be a mass air car the the intercooler placement down here obviously i wanted a lot of frontal surface area and there's very few places to mount it anywhere else in the car so in the middle of all the supply chain problems through 2020 and covet we were able to find cores that not only fit the holes but it also gave me enough room for a merge tank in the center my outer tanks and everything else so i had to have several things in mind how much horsepower we're going to make how much heat we had to give away it's like and how this is all going to work how much space i had for the merge how much space i had for the end tanks plus the elbows on the end of it how we're going to get to it how it's going to be mounted et cetera et cetera et cetera and so there's a lot of things that went into kind of picking out the cores building the tanks on it location in the car to make it all you know make it all kind of happen and so what i'm going to do is i'm going to yank the bumper off and talk about some of the the changes and get to see just a little bit more of what's going on alright so what's up jason willis and and so we've got the front end off so take a look at what it looks like without its face and you'll notice that there's a lot of crazy stuff going on here so in case you're not sure what this stuff is ac condenser radiator oil cooler and it's pretty substantial so these are the things that have to be in here there was one small issue is this little guy here but we've got we've got it to work around that this is the lower mount that made to support the intercooler and that bolts up to this booger right here and then also that's the intercooler and all of its strangeness so i'm going to flip you around here and we'll talk about some of what's going on here not that exciting oh however there were some things i thought were cool it's like when i took it apart i was impressed that everything on this car is incredibly incredibly hard to work on you can't get to anything so taking the bumper off was kind of surprising like how well it came off how easy it came off but then i was like man there's a strange hose and then there's these strange deals here and you'll have to pardon me those of you that have half million dollar cars maybe you have these but like i drive old trucks and they don't have headlight washers mounted to the front bumper so i thought that was fun um anyway so there's this there's a few things to note in here you saw how close that the uh the intercooler how it lives to everything and so one of those millions of little things that have to get moved and changed is all the brackets you know here and here here here that hold the uh that hold the grill onto the bumper assembly they all had to be cut in half shortened by half their distance and reattached and and like they look like stock they're just not as long as the stock one um just like give you you can see this right here that used to be about an inch longer the ends over here used to hang back a little more than an inch there's one there so that's pretty simple but it's just stuff that has to be done um little things moving moving the horns on the inside it's like reattaching wiring harness grommets and like where it bolts up and hangs on stuff trimming away different parts of the you know module brackets because i just needed more space little things to make everything fit and function well and so we've gotta kind of get this apart the one thing that really kind of took a while which is a no-nothing thing is the the air box which is this pressed carbon jelly resin composite thing anyway it directs all the air so the first thing is the originally the air used to come in through the side of this thing was then forced up through this hole here into the air filter housing and basically a ram air which i think was brilliant and looked like it worked great but the biggest part of this thing was not as just housing all the modules the ecms but the the other aspect of this was it actually directed airflow that i've got the intercooler in so it's hard to see but the radiators are laid down behind it so they're so deep in the car and laid down that without this air box on it you couldn't have any efficiency you wouldn't be able to get the air across the radiator so this actually forces the air down through the radiator so it's an integral part of how this whole system works because unlike most people's cars where the radiators stood up in the front these are laid down so something has to direct the air benefit for us though is there wasn't anything in the front door not really so when i say that the only casualty i've had so far is well i thought that i had done a great job of engineering the intercooler to work around the power steering cooler here it is because when push came to shove i was about a quarter inch i needed a little more space and so we're just going to remount this bad dude in a different location with new hoses but right now it just makes a mess and lays on the floor but once again you can kind of see the inner cooler a little easier um so it's the there's a you know a left and a right core this is the tank this is coming down from the turbocharger as our hot air goes into this tank finds its way into each one of these fins exchanges the heat uh through the bar or through this tube right into the fins air goes across it the air gets hot the air on the other side is much cooler least that's the idea keep our iats down and then it goes in here and then maybe today maybe another time you can see how this all works inside of the air box up here but here's the you know this is the intercooler mount on it and so it hangs up inside of here and then on the front of it the inner cooler can it can go up and down left and right it has as much adjustability as the core support does the upper and lower and then we've managed to put the box back in we have either a pressure or temperature coolant sensor that we've been able to retain which originally i thought was going to have to get moved but we've kind of got that going on and then as you can see there's no marks on anything here here or in front of it so all of that cutting over there on the expensive bumper worked out so that's kind of what we got going on here um the idea behind in case people don't know and maybe you do maybe you don't but so the exhaust housing comes up here and it spins the the exhaust turbine gas comes in here it spins the whirly dew it comes out the back of it makes a lot of fire but it's also connected to a shaft which is on the front half connected to another set of turbines which are the compressor housing and this is what makes the boost right but once you reach the boost level that you want to be at then we have to start bleeding off some of that exhaust which we do here with the wastegate so that instead of spinning the turbo even faster making more boost we bleed it off and it runs out the other exhaust pipe for it so we have a big one and a small one and the idea behind the wastegate is so that we can manage the boost pressure and keep it at a desired point but what happens when we shut the front door whenever we lift on the throttle and the throttle blade snaps shut all of a sudden we have this rush of incoming air up here and we have to get rid of it somewhere or else it just i don't know makes everything explode while it may not blow up everything these boogers right here take a real beating as they try and spin backwards as they try and surge so we need to get rid of that and so we use a bov which is a blow-off valve so when we have all the incoming charge coming up here we let off on throttle shut the front door these things will open because of the pressure differential in the intake manifold and the incoming charge tube these open relieve the pressure on it and the car lives to fight another day well at least that's the idea so that's kind of the overview on what's going on i'd have to keep taking the car apart to keep showing you more things um when the car is assembled access to the lower charge pipes on both sides is basically the the inner fender linings like these will come out through a handful of bolts here and there and everywhere anyway and then you're able to get to it um so everything's pretty straightforward despite how how difficult the packaging has been on the car how tight everything is everything in the car at this moment is largely in the same uh location as it was when it came in here so if this car were to go back to a ferrari dealership have a tech work on it they can expect to find everything in the same location that it was when it's not a twin turbocharged uh setup so maybe no one cares but i think that makes it a lot tidier it makes a lot cleaner makes it easier to service and work on and so that's one thing that's kind of been a laborious process is this little picking away at it and instead of just like on race cars where we have all the room in the world we can do anything we want if it doesn't make it turn harder or go faster or break faster then we don't need it this has a lot of things we don't need but we enjoy having and so you might think that why wouldn't we just go to a standalone system to to make sure that we could stay on these open turbo chargers right well we lose a lot of the features of the ferrari and i think one of the things of having an f12 is the fact that you have an f12 because having a thousand horsepower as you've seen four billion times on youtube you can do with a pickup truck motor so that being said making a thousand or twelve or fifteen hundred is not the goal it's making a high horse really exotic really crazy really pissed off really angry f12 but you still want to have an f12 or at least that's the way i look at it and so definitely trying to make all this packaging work has been difficult and if we get the car higher up you can see like how it works out on the bottom obviously we still have some plumbing to do and when i say plumbing where these are not water cooled they're not liquid cooled turbo chargers uh these precisions uh just oil doing the cooling and lubrication aspect at the same time so on the smaller port we'll be pumping in oil out of the right here from from the engine and as it travels around the bearings and the shafts on the inside both the cool and lubricate like i said then it'll dump out the bottom of this thing and we've got to plumb that back in and it's not like we can just dump it right back into the pan while that is kind of a weird possibility you got to see the pan on f12 it's not like you think but then the other thing is this is a dry sump system the oil doesn't live in the bottom of the motor like it does in your pickup truck or your honda civic it lives well if i can open it well i don't know it's down here oh there it is so this is where your oil lives and these are your oil lines so here and here so down here on the inside of this we'll actually be tapping in and then we'll be running the wool back to this where it gets pulled and pressurized back in the motor which it comes back out on the small lines goes back in the top of the turbo and then starts the whole travel over again so that's kind of a i think a reasonably comprehensive overview of what's going on i guess the big question is what's left and so we're down to some plumbing down to some wiring um a couple small details clean some things up and then getting the fuel the gasoline out of this thing we're going to go to e85 on it there are some big risks still this motor is a 13 and a half to one compression which maybe you don't follow me here but that's odd for a boosted configuration because the cylinder pressure is going to be so high holding back detonation or blowing up a piston is going to be really difficult now all that being said like you can turbo charge a high compression motor but it has inherent risks and so the di is interesting because when we go to alcohol we need another 40 more fuel and then on top of that we're boosting it so we have to provide another four or five hundred horsepower worth of fuel the injector is only capable of moving so much fuel and so i haven't got into it deep enough to know like can we just change out to bigger di's it's like we're not going to spray any higher pressure this is already tens of thousands of pounds um one thing is though is like each pump is is actually running uh each side each bank i know it's hard to see in there but where are we going here and here maybe if i i can't exactly flip it around but there's a di pump for the left and what i mean is direct injection rather than spraying the fuel above the the valve or above the intake runner like you know on older cars you might see an injector here here here etc and then it would spray over the intake valve and into it but there's a lot of risk there we don't control the event as well there's some inefficiency in the spray and the so when we go to di we're spraying at the event or just i mean just fractions of a second before and then we're able to control the event a lot more than just when we have a raw air and fuel mixture in the cylinder and bring the compression up really fast it's like we can have detonation so the di definitely helps with it but we're also in this risk of how much fuel can we put in there there's definitely a lot of things to consider so we are at this kind of pre-tuning stage pre-finishing stage where we're gonna have to get some good answers on these things before we move forward go ahead and get this thing switched over to e85 figure out what those problems are going to be get those handled get uh make the last little bit of adjustments to the hardware to the the charger kit and then basically get this stuff out to to powder coat um plating whatever's going to have to happen to the the finishes on these things then we can get it back together final assembly plumbing um get the electronics hooked back up and hopefully go to first fire so anyway guys girls everything else it's not those two things this is the f12 it's got hair dryers on top of it it should make all kinds of noises see you well it's that time again for another little catch-up on the ferrari so we've got a little further got some sticks hanging out of what will be the hood pretty much everything where it's gonna live so speaking of the tuner a couple of things we learned i was under the impression that we might run this thing on e85 just to be able to help control detonation at such you know high pressures inside the cylinders but he said no dice he said the lift pumps the di pumps he said there's the ethanol presents a lot of trouble with this so turn it on gasoline if we can't get it done with pump gas it will switch over to race fuel but he seemed pretty confident that we could get it done on pump gas so i'm excited to hear that i think that's really cool the obviously the drivability goes way up if we can get it on pump gas um and it definitely is a larger issue for the tuner than it is for me but um that was one of the updates that we learned as far as boost goes and everybody wants to know how much horsepower we're going to make and how much boost the we are going to be boost limited and that being said though talking with the tuner he suggested that we just run this thing on the spring pressure only and then not run a boost controller on it just kind of keep things as simple as possible on it and he seemed really really secure the fact that it was going to work out well and so i'm hopeful to see that we get the numbers that will that we're hoping for and that being said it's like at five maybe six pounds we could see a 300 uh horsepower wheel game don't know until we get there but on low boost this thing already making so much pressure if we just boost on a little bit on top of it it'll start making big jumps um obviously that's another gentleman's arena he's gonna have to handle that and i'm sure he'll do a great job but we've just about got the hardware in place and then we'll get it out to california and see what kind of magic he can perform so as you can see with the pipes they're pretty much where they're going to be there's obviously the last world hasn't been made here because we don't have the hood on yet still have to weld up the last little bit of these on the wastegate tubes uh and then also you can see like as we get down inside here there will ultimately be a heat shield to try and protect the coils the valve cover gasket things like that um so we definitely have a little bit of of heat shielding to do you know a lot of effort has been put into kind of routing these where they're up to the top and going to you know catch as few things as possible on fire so that's really about it across the tops here where these uh plastic shrouds are on it there will be a heat shield that exists here in this area just trying to keep this together rather than hacking it out and just removing it we'll actually try and preserve it put a heat shield on it not to mention there are aspects of the the shocks that need to be protected here as well so this is pretty much what we got going on here you know if you're curious about the exhaust snakes coming out of the hood that's kind of what they look like that's kind of what we've got going on

Channel: DailyDrivenExotics

Views: 727,974

Keywords: Daily Driven Exotics, Lamborghini, Exotic Rental Car, Rental Car, Lamborghini Huracan, Aaron Kaufman, Gas Monkey Garage, Ferrari Twin Turbo F12, Twin Turbo V12

Id: dQ8tu1AQNaw

Length: 21min 26sec (1286 seconds)

Published: Wed Mar 31 2021