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Cars Under the skin: Koenigsegg's ingenious transmission solutions

02:25  24 february  2020
02:25  24 february  2020 Source:   autocar.co.uk

Under the skin: The future of transmission tech

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The Koenigsegg Regera is a limited production, plug-in hybrid grand touring sports car manufactured by Swedish automotive manufacturer Koenigsegg .

Why would Koenigsegg produce a vehicle without a transmission ? Aside from the efficiency and weight benefits of having no transmission , the Regera can actually spin it' s tires when traveling as fast as 160-170 mph, meaning that any more aggressive gearing would provide no better acceleration for

a close up of a logo: Koenigsegg’s unique drivetrains break with conventional thinking, albeit for a lot of money © Autocar Koenigsegg’s unique drivetrains break with conventional thinking, albeit for a lot of money Under the skin: Koenigsegg's ingenious transmission solutions © Autocar Under the skin: Koenigsegg's ingenious transmission solutions

Koenigsegg won't say what, but it will hopefully reveal something special on the morning of 3 March at this year’s Geneva motor show. Rumour has it the Swedish supercar maker, known for its highly innovative drivetrains, will reveal a production car concept capable of breaking the 500km/h barrier (a smidge over 310mph).

Koenigsegg currently employs two bespoke transmission technologies in its existing models, neither of which exists in mainstream production cars. The question is which, if either, will be used to help raise the speed record bar yet higher.

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Koenigsegg has a long history of developing innovative, in-house solutions aimed at optimising vehicle performance. Near-enough is never good-enough. This no-compromise philosophy inspired the development of Aircore carbon fibre wheels, Koenigsegg Direct Drive, Triplex suspension geometry

We take a look around the ever-growing Koenigsegg factory in Ängelholm, Sweden, now building the Agera RS, a limited run of 25 cars and gearing up to

The first is the Koenigsegg Direct Drive (KDD) fitted to the Regera, which does away with selectable gear ratios altogether. However, it’s not a continually variable transmission (CVT); instead, it blends three electric drives with power and torque from the engine via a Hydracoup, a special type of torque converter developed in-house.

The axial flux electric motor-generators are supplied by British specialist firm Yasa and integrated into the drivetrain at Koenigsegg. These units are larger in diameter but much shorter than conventional radial flux motors, so they resemble biscuit tins. Two Yasa 750 units fit either side of the rear axle final drive, producing 1180lb ft of torque each. The third, a Yasa 400, is mounted on the engine’s crankshaft. This produces 258lb ft and fills any torque gaps in the operating range.

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Koenigsegg has a long history of developing innovative, in-house solutions aimed at optimising Koenigsegg ’ s new Light Speed Transmission , coupled with Jesko’s increased engine output and It also looks more agile. We adopted a ‘shrinkwrap’ approach to skinning this car, using crisp angles

Koenigsegg Automotive AB (Swedish: [ˈkø̌ːnɪɡsɛɡ] (listen)) is a Swedish manufacturer of high-performance sports cars, based in Ängelholm, Skåne County, Sweden.

The fixed final drive ratio is equivalent to the Agera’s seventh gear, at 2.73:1, but the engine produces 1085bhp and 922lb ft in its peak operating range and nothing at 0rpm. Without something to replace conventional gears, then, it would be impossible to even pull away, so the powerful electric motors add another 661bhp and 2618lb ft from standstill.

At around 3500rpm, the engine starts to come into play, feeding in torque via the Hydracoup until it locks up to provide a direct mechanical drive to the wheels.

A motorsport-grade battery capable of discharging and recharging 10 times quicker than a regular production car battery supports the powerful electric drive.

The KDD was first shown in 2015, while the Light Speed Transmission (LST) was revealed as part of the Jesko in 2019. Koenigsegg says this ninespeed multi-wet-clutch gearbox is capable of shifting much faster than a conventional dual-clutch transmission (DCT), partly because it can make simultaneous changes between any forward speeds, whereas DCTs need to predict and preselect the next gear.

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When the Koenigsegg Regera made its debut a little over two years ago, news that the hypercar would arrive without a transmission was a shock to many. Until then, the electric drive system handles propulsion. CHECK OUT: 'Engineering Explained' tackles Koenigsegg ' s camless engine.

Why would Koenigsegg produce a vehicle without a transmission ? Aside from the efficiency and weight benefits of having no transmission , the Regera can actually spin it' s tires when traveling as fast as 160-170 mph, meaning that any more aggressive gearing would provide no better acceleration for

If the driver changes his or her mind, the DCT has to deselect and reselect, causing a slight interruption of torque to the wheels. DCTs are also sequential, so can’t skip gears, whereas the LST’s multi-clutch system can select the right gear instantly, bypassing several ratios if needed to meet the demand.

It’s unlikely that either design will make it into the mainstream, mainly because of cost, but that doesn’t detract from the deliciousness of the engineering. Which one will make it to Koenigsegg’s next step? Maybe neither, but it’s sure to be a treat for tech fans everywhere, whatever it is.

From Oxford to Maranello

  Under the skin: Koenigsegg's ingenious transmission solutions © Provided by Autocar

A front-wheel-drive supercar? Ferrari also went for a tri-motor set-up in its most powerful road car yet, the 986bhp SF90 Stradale plug-in hybrid. One motor works in tandem with the engine, while the others power the front axle for driving in electric-only mode, giving a modest zero-emissions range of 16 miles at speeds of up to 84mph. These motors are also supplied by Yasa.

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