LST – Light Speed Transmission

Dual-mode shift

The LST comes with two ways of shifting gears manually – Single-increment gear changes or UPOD gear changes (multi jump gear change).

Press the desired paddle or central shifter to the first notch and the transmission instantly changes one gear. Press the paddle or the central shifter beyond that first notch and the transmission chooses the next optimal gear directly – regardless of how many gear jumps it is. The transmission’s intelligent UPOD system will instantly detect optimum gear and engage that gear.

Flexible shift

Modern sports car drivers are already accustomed to steering wheel paddles and will feel perfectly adept to gear shifting with dual-notch paddles located behind the steering wheel. But, the Jesko also offers an old-school alternative with a short-throw ‘stick-shift’ fitted with the same dual-notch operation.

Koenigsegg Direct Drive Transmission

Koenigsegg Direct Drive Transmission

The Koenigsegg Direct Drive Transmission (KDD) was invented by Christian von Koenigsegg and developed for the Regera by the Koenigsegg Advanced Engineering team.

The Koenigsegg Direct Drive Transmission removes the traditional gearbox from the car. As the gearbox is responsible for both added weight and efficiency losses, any chance to remove this double-negative is welcome.

The patent-pending KDD replaces the combustion engine’s traditional transmission – the gearbox as you know it is removed from the car. In its place, the KDD provides direct drive to the rear axle from the combustion engine without the need for a multitude of gears or a variable transmission, all of which have inherently high energy losses.

The key components

3 Electric motors
Koenigsegg’s three axial flux electric motors are optimized in-house and are extremely power dense, making them a key-ingredient for the KDD.

HydraCoup
An advanced lock-up torque converter, designed and developed in-house at Koenigsegg specifically for the Regera.

Our Formula 1 Grade Battery Pack
An advanced lock-up torque converter, designed and developed in-house at Koenigsegg specifically for the Regera.

Koenigsegg’s three axial flux electric motors are optimized in-house and are extremely power dense, making them a key-ingredient for the KDD.

 

Aside from providing extreme responsiveness from zero rpm, these electric motors also allow for torque vectoring, regenerative braking and energy conversion.

 

‘HydraCoup’ is a bespoke hydraulic coupling that we have developed in-house, specifically for the Regera.  HydraCoup is basically a very advanced torque converter with a lock-up functionality; the all-important linchpin that allows smooth and progressive power transfer from the combustion engine to the single-speed driveline.

 

The battery pack is key to the Regera’s ability to deliver rapid acceleration. It is essentially Formula 1 grade technology. It weighs just 64 kg, which is incredibly light, given that it can discharge up to 500 kW of power.

 

How do these three elements work together to power Koenigsegg Direct Drive?

The Regera has a final drive ratio of 2.73:1, the equivalent to 7th gear in the Koenigsegg Agera. If you’ve ever tried to take off in 7th gear, you’ll understand the challenge we faced when developing Koenigsegg Direct Drive. There is simply not enough torque available in a regular car to start in such a high gear.

 

The Regera has two types of propulsion working together to move the car: electric propulsion and the internal combustion engine (ICE). The Regera’s ICE has 1,100hp and 1,250Nm of torque, but peak torque is not available at 0 rpm.

 

Starting from standstill is therefore compromised when using the ICE alone. This is where the Regera’s electric drive comes in.

 

The Regera’s electric drive system provides 670hp of drive. More importantly, however, it provides 3500 Nm of torque direct to the rear wheels(equivalent of 1000 nm on the crank), which is available from standstill up to 3500 crank rpm, where the electric torque starts to taper off, even though it will still assist all the way up to 8000 crank rpm.

 

It’s this massive power and torque delivery in combination with the ICE that enables the Regera to minimise mechanical losses by removing the traditional transmission. The instant torque from the electric motors from 0 rpm and upwards acts like the lower gears of a traditional transmission, getting the car away smoothly from standstill.

 

The ICE is not the primary driving force for the wheels from standstill but the HydraCoup will gradually feed power from the ICE into the drivetrain until the HydraCoup locks up, which means the combustion engines is driving the wheels mechanically without a traditional transmission. This gives lowest possible losses of any transmission in this mode.

 

The Regera’s motorsport-grade cell technology can discharge power approximately 10 times faster than a typical pure electric car, and can accept re-gen around 10 times faster, too.  If you are cruising on ICE power alone at 150 km/h and floor the accelerator, the KDD system will engage electric drive to help push from 150 to 250 km/h in just 3.2 sec. As you coast back down to 150, the ICE system and recharge via de-acceleration begins to fill the battery so that you’re ready to do it all again – and again, and again.

 

The KDD system allows the Regera to be super responsive and smooth at the same time. It will provide the fastest 0-400 km/h acceleration time in the world thanks to its unique power delivery, vastly reduced mechanical losses, and much lower component weight.

Hydra Coup

Bespoke Hydraulic Coupling

‘HydraCoup’ is a bespoke hydraulic coupling, developed in-house specifically for the Koenigsegg Regera.

The Regera features a unique driveline that eliminates the conventional transmission in favour of just a final drive unit. Essentially, the car is in 7th gear at all times. This works well at cruising speeds but anyone who has tried to take off from standstill in 7th gear will know the stress placed on the driveline.

HydraCoup is basically a very advanced torque converter with lock-up functionality; the all-important linchpin that allows smooth and progressive power transfer from the combustion engine to the Regera’s single-speed driveline.

Developed in-house

When the Regera takes off from standstill, the primary torque applied to the rear wheels comes from the electric motors. The instant torque from the electric motors acts like the lower gears of a traditional transmission, getting the car away smoothly from standstill.

HydraCoup will then gradually feed power from the internal combustion engine into the drivetrain until the HydraCoup locks up and the full power and torque of the ICE are applied.

The decision to develop HydraCoup in-house was one of necessity: there was no other component in the world capable of doing so much, at such a compact size. As is often case at Koenigsegg, when a part is not available to do the exact job we require, we design and build the part ourselves.

HydraCoup was conceived by Christian von Koenigsegg and developed by engineer Dag Bolenius. The part is made by local craftsmen, in Sweden, according to Koenigsegg’s exact specifications.

TFG – Tiny Friendly Giant

THE FUTURE OF PERFORMANCE AND EFFICIENCY

0 to 100 km/h in 1.9 sec

The Gemera complements the TFG with three electric motors and the patented single-gear Koenigsegg Direct Drive (KDD) transmission. The total output is a combined 1700 bhp or 1.27 MW of power and 3500 Nm of torque.

The immense torque combined with the relatively low curb weight of 1850 kg means that the Gemera can go from 0 to 100 km/h in only 1.9 seconds and from 0 to 400 km/h in record matching pace. To top things off, it also comes fitted with a lightweight 800V battery which enables the Gemera to go full electric for up to 50 km.

Freevalve

The Freevalve system in the TFG offers the unique ability to have independent control of the intake and exhaust valves. For any engine load criteria, the timing of intake and exhaust can be independently adjusted. The system can then “decide” how to operate the valves depending on driving conditions – which combination to use in order to maximize performance, minimize fuel consumption or regulate emissions. Freevalves allows for a greater degree of control over the engine, which in turn provides significant performance and environmental benefits.

Fuel consumption reduction

The TFG has an estimated fuel consumption of 15 – 20% less than a typical modern four-cylinder two-liter engine with direct injection and variable camshaft.

The Freevalves improve engine efficiency at part load by eliminating throttle losses since there is no throttle.

Furthermore, Freevalves deactivates cylinders with Frequency Modulated Torque to further reduce fuel consumption.

Freevalves are also capable of running the so-called Miller cycle, which is why the TFG can have a static compression of 9.5:1, which is high for a high boost turbo engine. Using the Freevalve system to run for example the Miller cycle, gives the TFG high efficiency and high power at the same time. All factors considered, the TFG is one of the most frugal and most powerful production engines in the world for its size.

 

Cleaner exhausts

Traditional combustion engines with camshafts give out most of their pollution during their first 20 or so seconds of cold start, due to cold cylinders, cold catalytic converters and poor fuel mixing at idle.

As traditional engines heat up, the cylinders and catalytic converters become warm and far less polluting, although there is still poor fuel mixing at idle. Given how good modern catalytic converters have become, these engines are virtually clean when warm and during normal driving.

The TFG overcomes two of the three issues directly at start up, by heating up and provoking turbulence of the fuel mixture back and forth through the intake and exhaust valves. This much-improved cold combustion also leads to much faster catalytic converter heat up, thereby reducing cold-start emission by around 60% compared to an equal-sized traditional engine with camshafts.

The Freevalve system basically eliminates the last emission drawback of the modern combustion engine – the cold start related emissions.

When running the TFG on renewable alcohol fuels – there are virtually no particulates produced and in many “normal” environments the TFG consumes and burns more particles from the surrounding air than it produces, thereby actually cleaning the air.

Using the best alternatives of alcohols there is even the chance for net-zero or CO2 negative emissions.

 

Improved starting ability with different fuel types

Alcohol fuels maximizes performance, as they give more internal cooling effects and have higher octane compared to petrol. However, they are more difficult to vaporize than petrol when cold. Therefore, petrol is added to the alcohol during severe cold starts to solve the problem.

The Freevalve system overcomes this cold start issue by utilizing a pre-start heating mode for the initial cranking and first combustion. One intake valve is used and opened late with low lift for maximum turbulence and vaporization. Cylinder deactivation is applied to increase the amount of air and fuel in each combustion during starting and warm-up. Internal exhaust gas recirculation (EGR) is activated in the following combustion cycles, using hot residuals from the previous combustion to vaporize the fuel. Lastly, the engine’s variable compression ratio is adjusted by the Miller cycle.

Furthermore, the TFG can be turned multiple times before turning on the ignition, using the piston to pump the air back and forth to the inlet in a “Heating Mode” cycle. The result – the inlet air temperature is increased by 30˚ C in 10 cycles (taking about 2 seconds) and without need to add petrol to the fuel or starting cycle anymore, making the TFG fossil fuel independent in any climate.

 

Compactness

The TFG is extremely compact compared to its power and torque capabilities. One would typically associate a 600 bhp power output and 600 Nm of torque with a twin turbo V8 engine. The dry-sump system helps to shrink the engine further while allowing for perfect oil control during extreme driving. The complete long block does not weigh more than 70 kg and fits in a typical carry-on luggage case.

 

Improved performance

The TFG´s Freevalve system allows full control of the combustion cycle. No other variable valve actuation system offers this level of control and reliability.

Both the intake and exhaust valves can be opened and closed at any desired crankshaft angle and to any desired lift height. This flexibility enables the TFG to deliver low fuel consumption and emission numbers, while still delivering massive torque and power.

 

Patent-pending two stage turbo system

The Freevalve system made it possible to create a patent-pending, simplified two-stage turbo system. Quite simply, one turbo is connected to three exhaust valves – one from each cylinder. The second turbo is connected to the other three exhaust valves. During low rpm and part to high load, all exhaust gasses are pushed to only one turbo, by only opening one exhaust valve per cylinder – thereby doubling the exhaust gases to that turbine. When adequate boost is reached, the second exhaust valve is opened to start the second turbo.

The result is a three-cylinder two-liter engine that gives 400 Nm of torque from 1700 rpm and max torque of 600 Nm. These never-before-achieved numbers in an engine of this size make the TFG the most powerful engine per cylinder and volume to date, putting it light years ahead of any other production three-cylinder engine today.

 

Precision performance with Artificial Intelligence (AI)

There are many variables at play in the workings of an internal combustion engine (ICE). These include the complexity of achieving maximum performance, efficiency, reliability and safety with minimum fuel consumption, emission, size and cost.

Adding the Freevalve system to the mix makes it possible for the ICE to reach new heights. The Freevalve system creates many more variables to consider and tune. These can include NOx, CO2 emissions, fuel consumption, HC/NMOG, power and torque, all competing for priority in a cycle.

Then there’s fuel types, lubricants, temperatures, component wear and tear, alongside the Freevalve liberation.

Clearly it becomes virtually impossible for humans to tune each parameter for optimum results. Given this, Koenigsegg has decided to use AI in order to optimize the TFG for different conditions and situations

That is why Koenigsegg has chosen to partner with SparkCognition, the world’s leading AI company, in order to leverage the development of the Freevalve equipped TFG.

 

An alluring engine sound

Fitted with a custom titanium Akrapovič exhaust, the TFG’s 2-liter three-cylinder engine gives lag-free response and comes with an evocative and deep-throated growl. The TFG may be a small engine but it has a big and “thumpy” sound thanks to its large bore and stroke, combined with the “open” sound of Freevalves. The result is a deep, throaty, responsive and alluring sounding engine. The sound can also be smooth as the exhaust notes can be tuned and balanced by the Freevalve system.

Koenigsegg V8

Engines built in-house

Koenigsegg is unique amongst small-scale manufacturers in that the company develops and builds its own engines rather than sourcing them from another manufacturer.

Koenigsegg tested several engines during the earliest days of the company, including a flat-12 engine. The V8 engine architecture was chosen because its compact size means better packaging within the chassis envelope, as well as lower weight. It’s proven to be the right decision.

Designing your own engine is expensive, but it means you have opportunities for development that are not restricted by another OEM. Koenigsegg has used this freedom to develop record-breaking engines, right from the earliest days of the company:
• The world’s most powerful production engine (CC8S, 2002).
• The world’s most powerful production engine (CCR, 2004).
• The fastest production car in the world (CCR, 2005).
• 0-300 km/h and back to 0 in 21.19 seconds (Agera R, 2011)
• 0-300 km/h and back to 0 in 17.95 seconds (One:1)
• The world’s first production car with a 1:1 power-to-weight ratio (One:1, 2015).
• 0-400 km/h and back to 0 in under 37 seconds (Agera RS, 2017).
• The world’s fastest production car reaching a top speed of 448 km/h (Agera RS, 2017)

No need to go bigger

People ask why Koenigsegg doesn’t apply its engine know-how to a V10 or V12 engine architecture, to which the answer is quite simple – we don’t need to. The Koenigsegg V8 is compact, lightweight and capable of reliably delivering over 1,300hp. A typical V10 or V12 engine would add a lot of weight without contributing any more useable power. If there comes a time where a V10 or V12 engine makes more sense, Koenigsegg will explore that option.

All Koenigsegg engines are homologated for the worldwide market, including California, with the strictest emission controls on the planet. To at the same time have the most down sized and most powerful engine – whilst complying with all important regulations – is no small feat.

Koenigsegg Inverter

Inverter

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All the power

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Koenigsegg E-motors

E-Motors

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The electric power

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Lorem ipsum dolor sit amet, consectetur adipiscing elit. Sed in pretium nibh. Fusce lacus nisi, eleifend in lacus ac, gravida convallis metus. Duis lacus diam, iaculis id pulvinar quis, dignissim et purus. Class aptent taciti sociosqu ad litora torquent per conubia nostra, per inceptos himenaeos. Donec tortor nunc, sodales sed.

Torque Vectoring

All-wheel torque vectoring

The separate rear e-motors enable torque vectoring and reverse. The front axle has an open differential with a wet clutch pack for each output shaft, also enabling torque vectoring. This means that the Gemera has all-wheel drive, all-wheel torque vectoring, and all-wheel steering, as it also has independent rear-wheel steering – offering maximum traction and safety, and one exciting driving experience. The Gemera also comes with active ride height to complement driving conditions.

Additionally, the all-wheel torque of over 11000 Nm is clawed into the ground from standstill, creating quite the undertaking for the Gemera’s massive and grippy Michelin Pilot Sport 4S tires.

More on torque

Aside from providing extreme responsiveness from zero rpm, these electric motors also allow for torque vectoring, regenerative braking and energy conversion.

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Lorem ipsum dolor sit amet, consectetur adipiscing elit. Sed in pretium nibh. Fusce lacus nisi, eleifend in lacus ac, gravida convallis metus. Duis lacus diam, iaculis id pulvinar quis, dignissim et purus. Class aptent taciti sociosqu ad litora torquent per conubia nostra, per inceptos himenaeos. Donec tortor nunc, sodales sed.