Another monster from the bald madman. Lots of technical info,
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The engine has been re-designed to house a tumble valve on intake and individual pressure sensors for each cylinder in order to achieve real-time, precision monitoring of every cylinder - an industry first. Turbulent air provides a faster burn rate, which leads to more efficient and effective combustion, especially at lower rpm and during cold starts.
The Koenigsegg-designed air injection system comprises a small compressor and carbon fibre air tank. The patent-pending system provides a powerful 20-bar shot of air strategically located within the turbocharger system in order to pre-spool the turbochargers and provide instant response.
The new Koenigsegg V8 produces 1280hp on regular gasoline and an astonishing 1600hp on E85 - an available option in certain markets. Maximum torque increases to 1500 Nm at 5100rpm with 1000+ Nm available anywhere between 2700 to 6170rpm.
Light Speed Transmission (LST)
Koenigsegg Jesko's new Light Speed Transmission - designed in-house at Koenigsegg - is a 9-speed multiclutch unit that does away with traditional synch rings and makes changes between ANY gear possible at near light speed.
Modern DCT's typically have two clutches - one for even numbered gears and another for uneven numbered gears. One clutch/gear is engaged and driving while the control unit pre-selects what it anticipates is the next gear. This solution allows for fast gearchanges but comes with a significant weight penalty and the limitation of only changing to adjacent gears due to anticipation logic constraints.
The Koenigsegg LST allows the driver to change to the optimal gear for acceleration, regardless of that gear's relationship to the current gear. We call this system Ultimate Power on Demand.
For example, if you are in 7th gear and 4th gear is the optimal gear for maximum acceleration, the Koenigsegg LST will allow you to shift directly from 7th to 4th at lightning speed, without waiting for synchronisation. In a traditional DCT, a driver would have to shift through 6th and 5th gears before getting into 4th, a loss of precious time and momentum.
Traditional DCTs can weigh up to 140kg. The new Koenigsegg Light Speed Transmission weighs just 90kgs, including wet clutches, flywheel, fluids, starter motor and oil pumps. It also has an optimized, compact design resulting in a much smaller footprint. This ensures the drivetrain's weight is much more central to the vehicle, allowing more room for the advanced underfloor aerodynamics and the resulting lower yaw inertia for even more agile driving dynamics.
Epicyclics perhaps. Basically like an automatic gearbox.
Jesko is replacment for Agera, 7 speed "dual clutch hard core" car.bill shoe wrote: ↑06 Mar 2019, 06:19Thoughts on the tranny and Koenigsegg-
1. Autogyro finally got someone to use his transmission? You have to be old-school F1 Technical to understand this one.
2. Yes, as Just_a_fan says, a conventional planetary-gear automatic transmission provides precisely the capability to shift from any gear to any other gear directly/quickly/smoothly. The new tranny may be a relatively conventional planetary-gear auto, but with conventional clutche(s) up front in place of the traditional torque-converter. I would assume the planetary bit is an off-the-shelf transmission from someone.
3. Wasn't Koenigsegg bragging about their direct-drive (a.k.a. single-gear tranny) in their last car? How do they go from that to 9 (!!) speeds without blinking?
4. Whatever mild criticism I have of Koenigsegg, they are the real deal. They do consistently design, manufacture, and sell high-end road-legal sports cars. There are many wanna-be companies out there with press releases, videos, special prototypes, optimistic outlooks for the future, etc. Koenigsegg is doing it for real.
Blast from the past!
with paddle shifting you still have to “click” past all the gears...
There's really no comparison between the drive trains in those two cars. One is an electric direct drive akin to what a diesel-electric locomotive would have and the other is... not.
Yeah it made sense in the Regera, in the Jesko it doesn't. Interesting to see if this gearbox takes off as a replacement for DCT across the industry though, it's certainly a lot smaller.
