How Koenigsegg Built the Fastest-Revving Engine in History

How Koenigsegg Built the Fastest-Revving Engine in History

Koenigsegg The 5.1-liter twin-turbo V-8 that powers the Koenigsegg Jesko may possibly just be the

Koenigsegg

The 5.1-liter twin-turbo V-8 that powers the Koenigsegg Jesko may possibly just be the quickest-revving motor ever set up in a generation highway motor vehicle. But in accordance to founder Christian von Koenigsegg, that was not even a aim that engineers had in intellect when they created this engine.

“Engine pickup speed” is the fee at which an unloaded internal combustion motor can acquire rpm. It is a stat that most automakers really don’t care to publish. The past time the topic arrived up, it was over a ten years back, with the wonderful Yamaha-created V-10 that driven the Lexus LFA—a auto that expected a electronic tachometer to preserve up with its cost-free-revving engine, which could go from idle to 9000 rpm in .6 seconds, a pickup speed of 15,000 rpm per second.

Nowadays, Koenigsegg’s knowledge reveals that the company’s newest V-8 has an regular pickup velocity of 31,700 rpm for each 2nd, with peak pickup registering at a just about unbelievable 46,000 rpm for every 2nd in the center of the engine’s rev variety. That’s wild, and as far as we can explain to, an all-time file for street vehicle engines.

jesko engine

Koenigsegg

The amusing issue is, the company didn’t even look into the pickup speed capacity of its new engine until finally Gordon Murray Automotive started out chatting about the stat in August 2020. The British supercar startup, started by (and named right after) the male at the rear of the McLaren F1, claimed its 4.-liter naturally aspirated V-12, built by Cosworth, has a pickup pace of 28,400 rpm for every second, heading from idle to redline in an eye-popping .3 seconds.

But when Koenigsegg engineers appeared into their individual engine’s revving capability, they observed that the Jesko powerplant beat GMA’s Cosworth V-12. “The Gordon Murray vehicle is the only reference we have read of,” Christian von Koenigsegg told Street & Keep track of. “Since they ended up quite proud of that, an engineer arrived to me and claimed, ‘Christian, you know we are a great deal much better than that.’ I explained, definitely? If it is this kind of a big matter, possibly we need to point out it.”

According to von Koenigsegg, the determining factor that lets the Jesko engine rev a lot quicker than the GMA is not inside of the engine—it’s the transmission. Murray’s auto takes advantage of a custom 6-pace handbook developed by Xtrac, with a slender titanium disc in spot of a typical flywheel and a triple-plate clutch. This setup enables this sort of speedy motor reaction, GMA experienced to set up complex rev-matching software package to permit for smoother driving.

jesko engine

Koenigsegg

But the Jesko has no flywheel, no clutch, and no synchronizers in its transmission. The gearbox, dubbed Lightspeed, has 9 forward gears it’s integrated with the engine block, weighs 198 lbs, and can manage more than 1100 lb-ft of torque. In its place of a typical clutch mechanism in between motor and transmission, the Lightspeed gearbox has 7 moist clutches inside of its aluminum housing, additionally an eighth for the electronically-controlled differential.

The wildly unconventional transmission design makes it possible for for capabilities in no way witnessed right before in road autos. In the Jesko, you can shift from any equipment directly into any other gear, practically instantaneously. A double-faucet of the gear selector quickly downshifts you to the cheapest achievable equipment at what ever pace you’re touring, for utmost acceleration.

Mainly because of how the gearbox performs, there’s no require for rev-matching, both. “We can use the gearbox to force the motor to transform rpm a lot quicker, which you cannot do with synchros,” von Koenigsegg states. “On top rated of that, with nine gears, you have tremendous small ratios. It’s truly good, motorbike-like tight gearing. I experienced significant expectations, but it truly blew my intellect in phrases of engagement amount and reaction, how it just does just what you want right away.”

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Von Koenigsegg suggests his staff was in no way centered on motor pickup pace. Taking away the flywheel and clutch aided to make the drivetrain lighter and a lot more compact—the ridiculous rev-building means was a fringe reward. “It’s fairly wild,” suggests von Koenigsegg. “I’ve under no circumstances found an engine with no flywheel, but it just labored perfectly—first in simulation, but then also in truth.”

The GMA T.50 is famously one particular of the previous in a natural way aspirated supercars accessible nowadays. Murray is staunchly versus turbochargers—he the moment in comparison the responsiveness of turbo engines to “watching paint dry.” The Koenigsegg twin-turbo V-8 obviously does not undergo from this attribute, and the man guiding the brand name was keen to make clear why.

“Turbos have no impression on the responsiveness of an engine in alone,” von Koenigsegg said. “It’s additional that turbo engines are likely to have heavier parts inside of. Of study course, if you have enormous turbos, you have a lag in your boost, which is distinctive from the pickup velocity of the motor.”

jesko engine

Máté Petrány

Von Koenigsegg admits that, below quite unique driving disorders, you could possibly encounter a gradual buildup of enhance in the Jesko. Cruising in ninth equipment at 1700 rpm? Yeah, if you flooring it, you won’t really feel most of the raise right up until all-around 3000 rpm. “But if you in its place use the gear lever and go from 1700 rpm to 7000 rpm in an prompt, there is no hold off whatsoever. You can surely generate it with the perception of having no turbos at all, total power all the time.”

The end result appears to be to have surprised the Swedish supercar organization founder. “We expected a exceptional reaction, obtaining no flywheel or clutch, and it appears to be like it’s quicker than everything else we know of. The sensation is electrifyingly quickly. I keep utilizing the term ‘synaptic.’ It’s like, you assume about revs, you have it. There is no lag. It is just there, right away. It is pretty neat.”

In neutral, the Jesko V-8 is confined to 7800 rpm, which raises to 8500 rpm in equipment. The automaker contemplated incorporating an air injection procedure, employing a little electrical compressor to hearth precisely-timed 290-psi bursts of air instantly into the turbochargers, pre-spooling them to get rid of lag, but in testing it proved to be avoidable.

jesko engine

Koenigsegg

The engine that powers the Jesko is essentially an evolution of the V-8 in the Agera RS. Displacing a touch considerably less than 5.1 liters, it is a flat-aircraft-crank style and design with dry sump lubrication. Getting a lengthy-stroke engine, the Koenigsegg staff had to believe challenging about vibrations when reaching to that 8500-rpm redline. The connecting rods are Swedish steel alloy, not the titanium uncovered in the Agera RS—but weighing just 1.19 kilos apiece, the new product presented added power without a weight penalty. The pistons weigh .63 kilos every, with a ceramic coating that prevents sizzling places from developing below substantial motor masses. Every cylinder gets a stress sensor and two gasoline injectors a third injector sits in the intake plenum above each individual cylinder. On pump gasoline, the Jesko V-8 tends to make 1280 horsepower swap to E85, and that variety rises to 1600.

Koenigsegg is a single of the most intense illustrations of an automaker on the world. The multi-million greenback hypercars that leave the brand’s amenities have outrageous engineering options not found in any other autos. This was just the initially element of our extensive conversation with von Koenigsegg—stay tuned for extra in long term days.

jesko engine

Koenigsegg