It always makes me happy to see a CEO of a company actually know their products inside and out...makes for a great company and employees feel like they have a strong leader.
Youd be surprised. Not all CEOs are engineers or designers. Some are strictly businessmen with advisors and secretaries that do the translation for them.
What did Eric Schimdt know about web searching? What did John Scully know about computers? CEOs run companies. They sell stuff, they don't generally build stuff. Koenigsegg is a genius. Sure, he has genius engineers working for him, but I bet he's up there with the best of them. I think this kind of valve technology is banned in F1 because it can be used for traction control, but that may be out of date info.
I work as an engineer at a data centre and my ceo can barely tie his own shoes! Then trys to tell me how to do my job😂 its pathetic, hes just an egotistic control freak who got to the top by stabbing people in the back! Everyone detests him an moral is at an all time low! Took our Christmas bonus etc etc cant wait for the old bastard to retire lol
With emissions getting stricter and stricter, with engines becoming smaller and smaller, and with people who want cars to go faster every year, this guy has found a solution to everyone's problem. He's keeping the ICE alive for as long as it can.
he already said 3 years back, that back then they could build a engine after the same principles like the agera r engine, which result in a 1 cylinder, 160-180hp engine with 300nm of torque and a fuel consumption of 2 l/100km. now with the freefalve system.....i mean damn! look at the numbers. its crazy. unfortunately i dont think this has a great future due to the electronic progress.
If he could pull off without freevalve those figures, with freevalve it would be something more like: 246hp and 1.3l/100km (torque is "meaningless" when speaking about work produced, torque is the same as RPM when it comes time to calculate the actual work done) Which would make ICE still the choice for many more decades. Your 45l fuel tank would now take you 3461km. Your engine weighs like 30kg (exhaust piping may weight more). Tesla needs what 600kg for the batteries alone? new Powervall is 13.5kWh @ 120kg ...
Bolt on heads should be fairly easy for aftermarket, but certainly expensive because the kit would need to include a complete engine management system, including intake and fuel injection.
lerch25 with a head like this there's ALMOST no reason to need an aftermarket head. You have essentially limitless cam timing options, valve lift options, etc. Only thing would be bigger ports for high revving Na engines but I imagine those already flow amazingly.
Amazing how he can communicate such a complex system and make it seem so “ordinary” and do it speaking a secondary language at that!!! Props to what he has done as a person and what his company challenges their own workers to achieve!!
yusran zul well yeah, they doubled turbo psi... they could have gotten the same results by letting the turbo spool up higher on the stock engine. The emissions and weight savings are a benefit. Otherwise, the added complexity and expensive electronics might steer people away. In engineering, you want to simplify things as much as possible, this tech prob does the opposite so until those actuators go down in price, repair costs might steer folks away.
@@Dmeech100 i don't think all they did was tune it for more boost here lol... considering it is also 35% more fuel efficient i'd say theres more going on than what you think
@@Dmeech100 It also depends how much commodity electronics they use. Koenigsegg is one of those few companies that is actually pushing the boundaries. Their hypercars do use these tech. So it not straight prototype tech.
Yup. I didn't update my silverado after 2006. I knew that cyl Tech they were using was terrible. The valves didn't work properly with cylinder deactivation. The older silverado 6.0s and 5.3 where great. Not past 2006
@@powerwill8748 My 2016 5.3 has 80k miles, working perfect. GM has 4 million 5.3, 6.2 Ecotec generation motors on the road, and not many problems overall.
Maybe, still would be possible to put them in engines. Like he said, there is a lot of cost reduction. And i one fail, your engine would still work, the cpu would just deactivate the cylinder until you replace the valve that failed.
Man thats a crazy though. You have a dead cylinder and maybe at worst you get a check engine light and the other cylinders get reprogrammed to take up the slack.
Petar Menger together with turbulent jet ignition, this might be the best innovation in combustion engines in the last ~20 years, since the mass invention of turbochargers
@Ashish Patel manufacturers don't even bother with this anymore. But the good thing is that the petrol savings would probably be enough to buy another engine or fully restore current one even after its usage cycle is over.
Serious genius. Hes also very humble. I watch Lenos garage all the time and hes been on a few times. Hes an amazing man. He deserves everything he has.
Years ago I asked a mechanic friend about using an electromagnetically opened and controlled valve train with pneumatic valve damping, He told me it would never work. Nice to see someone take this step in engine design. Imagine It. An engine that can idle smoothly at 650 to 700 and Produce GOBS of power on demand as needed. No more lumpy idle yet maximum horsepower and torque. The ULTIMATE sleeper.
What he's not talking about is he needs an air compressor a reservoir and hoses which also take up room and add complexity; also an additional computer and associated connections added on to pneumatic valving interfaced somehow to the computer! It's complexity is a multiple of ten when compared to the mechanical cam and springs, but the advantage is each component can be individually controlled to optimize for a given engine demand scenario!! What he's done to isolate the turbo exhaust and free/bypass exhaust from each cylinder and again individually controlled by pneumatic valve is genius! Then you also have the software development for each parameter that would need to be determined!! It will be awhile before this is on your garden variety grocery getter!!!
@@garybulwinkle82 Well, much/most of the added complexity once the basic hardware is set up is in computer code. It doesn't cost much more to "copy"/reproduce complex code as simple code.
Update is killing the internal combustion engines for electrical driven cars. Clean cars in exchange of destroying other countries with cobalt lithium productions.
Preston Tucker, of the Tucker Automobile Company, came up with a cam-less engine design in the late 1940s. It was a 589 cubic inch engine and actuated its valves using hydraulic pressure versus this design's pneumatic construction. This is a rekindling of an old technology and refined for modern application. There really isn't much new under the sun in the automotive world, just revisions and refinements of past ideas.
Adam Mashiach Obviously the Tucker company couldnt figure out how to make it work. It doesnt really count as a technology if they couldnt figure out how to make it work properly. So yes, this is a new technology.
Nick Palaroan. You are correct that it could have worked better, however Preston Tucker got it to work. The prototype Tucker, nicknamed the "Tin Goose", the one built in just 100 days, featured the hydraulically actuated valve system. In 100 days Preston Tucker and Alex Tremulis made it work passably, with some more time they could've made it work perfectly. Improving on technology doesn't make the older version invalid, it's just improvement...not invention. This system works much better because of new technology. New technology allowed this machinery to work (CNC, advanced metallurgy, computerized design, etc), that's where the real magic happened. This is the bi product of re technology, not new technology in and of itself. blog.hemmings.com/index.php/2014/06/19/tucker-tin-goose-prototype-to-be-added-to-national-register-of-historic-vehicles/
In his first video on freevalve a few years ago he mentioned that the camless idea was not his but which parts were. It's like he found a discarded idea and figured out how to make it work better with modern tech.
Sadly, the average swede have no idea who Christian Koenigsegg is or what he does. Some swedes tell you that Volvo and Saab are the only Swedish cars, but Volvo is Chinese now and Saab is gone.
He is the mad scientist of the car world. I love it. I always had the thought of replacing valves with mechanisms similar to camera lens aperature blades, I have a feeling this would be the guy to do it.
Lynn Mckenney Putting it into 3mil car will change shit in this world unless he makes it affordable for most people lets say in Ford, Opel,VW and other cars that cost like 15k instead of 100 people that can afford a 1mil car.
Damian Toczek The engine in the video is for a chinese car company, why are you talking about ford? The point is that the system is being developed to be more cost effective day by day.
apperently you have a HUGE loss in power in Combustion engines due to most of the energy gets converted to heat and not forward movement. Konigsegg is going to save the combustion engine.. but most importantly he's gonna slay everyone saying hybrids are only for priuses. Oh wait.. he already did with the Regera.
Pommes Kuchen We’re already wasting most of the energy when we generating the electricity. However, one day there will be no oil in the world, then we will have to use the electric cars...
Probably not, pneumatics will take as much or more power to run than cams. As the guy explains the benefits are in overall cost, custom valve timing and size. The power and efficiency increase will come from custom valve timings.
@@DmitriyLaktyushkin he doesnt really go into detail about how the valves are actuated but i would guess its a pressurized hydrologic rail with electronic actuated solenoids. A very small hydro pump like what is needed in this application would probably be electric driven and not gear driven or direct drive like bigger hydro pumps. If this is the case then it would be far more efficient and less of a power loss than a chain or belt driven dual camshaft engine. Have you ever tried to spin a high combustion engine by hand? It takes a lot of force and a 3 or 4 foot breaker bar.
@@DmitriyLaktyushkin also he says the efficiency increase comes mostly from the cold start, not variable timing. But the variable timing is a major power adder, along with far less mechanical friction. I mean the engine almost doubles in horse power. NO amount of variable timing can give you gains in power like that. I bet most of that power come from lack of friction and heat
@Eclipse538 I think you should reassess the magnitude of said friction. Cam shaft is well oiled and operates under low load. Given the simplicity of design you'd need to spend a LOT of cash to get any other method of valve actuation more efficient than low friction cams. Also Atkinson/Otto cycles are basically different valve timings. So yes, you can get efficiency/power purely on adjusting timing and it has little to do with being able to heat up you cat converter faster.
@Eclipse538 One doesn't need to build engines professionally to know the difference between Otto and Atkinson cycles. A very basic knowledge of physics is required to understand that smooth, oiled cams are not going to have significant amount of friction. Any external system that provides power to valves will suffer double losses. First from whatever friction you have in converting engine power to this power source followed by valve actuation losses. The only losses in cam shaft drive are actuation friction losses. Engine designers are not idiots, cam shafts are used because they are cheap, simple and efficient at what they do. This has potential to be better, but it doesn't seem like a cheap or simple design.
I was really sceptical when I read the title. Even though it's Koenigsegg, and they know pretty damn well what they're doing. Most of the scepticism was like "too many individual parts, how about long-term reliability". While that hasn't really been calmed down by Christian's explanations, the potential of the system is just way too enticing. "Hey, we can eliminate the wastegate. And the throttle body. And the pre-cat. And we can shut off cylinders so easily". We HAVE TO put a lot more effort and research into this. This is looking really good.
It is not "easy", but compared to the other solutions needed to make freevalve a reality, controlling the two flow paths (over turbo into exhaust and straight into exhaust) really is quite "easy in comparison".
I wasn't saying they put too little research into it. I know they are. Whatever they do, they do it properly. Just saying that there is no "too much" effort, so we could definitely give more ;-)
Daniel Carl Yeah, I really hope it catches up and big manufacturers join the party. Worth mentioning is that valve control similar to this (but not as precise or extensive as this) has also been achieved by BMW's Valvetronic. Look it up, it's pretty interesting technology as well, even though it relies on old tricks.
Daniel Carl The whole concept of "cammed" would disappear :) Every engine, even puny 0.8s will have the whole spectrum of cams you could get on an engine.
I was told years ago where automotive tech was headed. This was one of the technologies being researched back in 2002. Another tech area was cars with no starter motor. The computer would use the crackshaft position sensor to determine which cylinder was just past top dead center and give a double shot of fuel from that injector then fire the spark plug, which would then kick over the engine. Another bit of tech Honda was researching was a device that was installed between the engine and transmission. Apply voltage, and it act as a starter and cranks up the car. Once the key is released and the engine is running, then it acts as a generator/alternator. Saves some weight by not have both a starter and an alternator. They are also looking at electric water and power steering pumps...increasing HP and efficiency by reducing the workload on the engine.
No cams, no timing belt, no throttle body, no valve lash adjustments... Holy moly that's a huge leap! MUCH easier to maintain... No timing belt breaking, no burnt valves from incorrect lash, no vacuum leaks, or oil leaks in the VVT system, soooo much headache will just disappear...
Are you sure about that? My old '70 Chevelle never gave me a bit of trouble that took longer than five minutes to figure out. I spent a year and a half chasing down DTCs in my Audi to find the fault was a part thoroughly unrelated to any DTC I encountered. So much in this system needs to work PERFECTLY for it to work at all, I predict UNPARALLELED headaches with systems such as this.
We've had a hundred years to learn how to handle all of that. This system comes with exiting new problems we've yet to learn about... Jokes aside there are both positive and negative aspects to this. For instance most catastrophic failures, such as the electrical system being knocked out or the pneumatic blowing a line that disables the entire free valve system will cause the valves to fail shut. In a conventional engine a broken timing belt usually means there will be some serious damage to the engine.
I think that ultimately the system would be just as reliable as fuel injectors. It would probably get to the point where you change your Valve actuators every XX miles just like spark plugs. I had a 69 Camaro and other various classic cars and you had to adjust or change alot all the time...I.e.. spark plugs, clean the carb, adjust or replace the points, fix the oil leak from the two piece seal...not to mention the multitude of hondas with bent valves due to timing belt failure...etc....Just saying that with a little time and advance engineering techniques, I feel these problems will be mitigated
I agree, I can't wait for this to be an option for hot rodders. Early Chevy small blocks (pre-LS series engines) have the oil pump driven by the camshaft. This also applies to big block engines as well. I would like to see what the engineering solution is to correct this issue when removing the camshaft. Maybe a dry sump option?
Neal elliott Out of all the good ideas and redesigning going on you really think that will bea problem? almost every DOHC engine I know of has the Oil Pump driven by the crankshaft, only old pushrod motors like that probably would be driven by the cam, so this is irrelevant for most styles of motors. and DOHC/Push rod type of motor is irrelevant with this type of head, it even would be possible to make a head to throw on potentially any block as long as you have whats needed to run it.
@Amarjit Singh The Jesko's twin turbo V8 doesn't have the Freevalve feature, still got conventional camshafts to open and close the valves. That's why I mentioned the Gemera.
@Amarjit Singh I agree. And I also wonder why they didn't go with the Jesko. But then again, the Jesko came before the Gemera, so perhaps they still hadn't achieved the technical feasibility for production yet...
I thought about trying this on the yamaha 5 valve engines, because the cam box is separate to the lower head, you could design a bolt on replacement. But I was thinking more along the lines of "air cams" that could slide up and down and change the valve timing. The electronic actuators are the best, but adding air AND a bigger alternator to a bike would cause other problems I think. But if i ever win lotto, I'm trying it ;)
@@remid1994 no... They have pneumatic valves in MotoGP which is still mechanical actuation by a camshaft but there is an "air spring" that replaces the coil spring to close the valve
160hp to 240hp and 240NM to 320NM of torque. That's amazing. 15% fuel savings, 35% emission savings. YES PLEASE. The main reason I'm excited for this is that you can potentially change cam profile on the go. For supercar applications, you go from street cams to sport to race cams for example. Or the car automatically goes into race cam over 6000RPM. Brilliant engineering.
Or the Toyota's Valvematic.(coupled with the D-VVTi) Current Corollas have it and it kicks out 98kW of power from a naturally aspirated 1.6l engine. And the fuel consumption of it is ridiculously low :)
You're still thinking in cams. The thing is that sport and race cams and such are still only cams which are only tuned to one specific rpm. Instead of switching between phases in some intervals where they are only good at one rpm, imagine having it optimised for every single rpm and every single combination of rpm, torque, engine temperature and air temperature. The thing is that we no longer have to have compromises in valve timings but can do it exactly as good as we want to spend time modeling, tuning and testing.
While everybody is just going electric, Christian believes internal combustion might be saved, might evolve and survive some more decades, powering our cars alone (Agera) or in a hybrid system (Regera). I can only admire this man, his vision and his shining passion.
He once said that electric cars are future, but not now, only in mayor battery breakthrough and he does not believe it will happen in next 15-20 years.
malikkium reading up on this guy's biography was very inspiring, he got where he is not just by million dollar loans, but the drive all his life to pursue mechanical technology and being an absolute genius in his field
Batteries in electric vehicles are history within five years. Ultra capacitors are where it's all going to happen. Batteries have too many heat, weight and internal resistance issues for electric vehicles. Ultra Caps have NONE of those (but a few others right now).
In this day & age, electric cars are a lie. As long as only 6% of our electricity comes from renewable sources, a gasoline driven car is just as clean as an electric one. Electric cars run on coal for the most part, and use up way more resources for production. You only need to make a gas powered car 6% more efficient to even it out, which is as simple as ditching that 1000 lbs battery...
Yep, I remember discussing the future of camless valve operation way back in the early 90s albeit we never thought of pneumatic valve operation. It was electric servo stuff. Btw, where does this engine produce compressed air to actuate these pneumatic valves? Do they add a compressor to the engines accessory drive belt system where it will scavenge horsepower or is their an onboard air tank that must be filled every 10 miles? He skipped that part.
Absolutely late 90s ford introduced a supposed 800 hp 3 cyl engine w servo valves. Was tested on track and never produced. This isn't new tech it is reinvented updated and renewed interest. Anyone think big oil had a hand in this...
All engines need to have this man. I know many are going to say oh, that's gonna be a hassle and more money. But just replacing a timing chain on some engines can cost you a fortune already.
I am just as inspired this day as I was when I first learned of this. I have the utmost respect for MR.Eric Von Koenigsegg , as well as his team of brilliant people.
I am thrilled beyond belief that someone is thinking outside the box for performance and not just emissions. I am a car guy that enjoys anything with an engine. DK, Omaha. ASE Master Tech since 1978. You are my hero!
We don't need to capture carbon. Plants do it for us, just the way God designed it. Do you think he was not aware of the very oil that is produced in the ground, both of which, all of which, he created?
I was skeptical at first. Now that he fully described what he's doing with this technology, I'm glad to see the development. He's doing everything. That's all I can say. Atkinson cycle knock reduction, deactivation, slew rate throttling, variable duration. If he really wanted to, he could make these engines become two-stroke, although the 4-valve heads may not be very conducive to it. Well-done sir.
Throttle control from the valves themselves. That blows my mind. He says the valves are pneumatically driven, but I see a coil and terminals on them. Maybe solenoids control the air that drives the valves open and closed. I know the engine drives an air pump to supply that air. To get that degree of control with that setup is beyond amazing to me. Brilliant guy.
This is amazing! I love that this design makes it extremely tunable for a variety of applications! It's sort of like the next "exponent" in combustion efficiency whereas Variable Valve and DI were probably the previous exponent.
This is unreal. Individual valve control. Turbo control with no wastegate. More power, cleaner combustion without needing direct injection. This has to be the biggest ICE advance since its invention in the late 1800's.
The FIAT multiair engine does this exact thing, only it's controlling intake valve only (though hydraulically) and has one traditional camshaft. Lot's of people overlook the motor, but with this kind of technology, it's no surprise those 1.4L turbos easily reach 260-300whp.
Patrick94GSR Not to mention an increase in durability and a decrease in parasitic loss. The removal of the timing chain/belt reduces the fear of crashing a valve into the piston (interference engine) and it's also not dragging on the crankshaft.
They still have an inlet cam on their camshaft that pushes the oil for the inlet valve, so the valve timing and overlap is still fixed and only the lift varies. With full control of the individual valves, Königsegg has much more control of the engine.
I thought about solinoid operated valves 20 years ago, but This is even better. This may be the pinnacle of what can be achieved with a piston engine. Congratulations on having the ability to make this happen. This is truly magnificent.
Having a fairly solid understanding of the internal combustion engine types and history this here is some amazing technology. The elimimation of so many drive train components coupled with the precise control over the engine is mind blowing. Let alone who is providing the lesson at hand. Thoroughly impressive on all counts.
I remember an article in a car magazine from 1986 discussing variable valve timing using solenoids. The topic was within the same article as the brand new VVT engine that Honda had created and installed into their NSX. It's awesome to see that the technology has evolved, and is being used for practical applications. :-)
Much respect for saying who the companies are, there’s no hiding or playing games.. this is what we are doing, this is who it’s for and this is why they want it done. 👍👍👍👍👍👍👍👍
Ha, so true! You think they'd use a tungsten carbide pole to hold the hood. Some volcanic ash wrap with a molecular bonding agent to hold that $10 fan together.
This guy is a car God. Cant wait first production cars (other than KoenigseggOf course) having this technology. With this technology we will use valve map as well controling the valve operation.
I hope this saves the V* here in the US. The EPA is trying to shut down the use of V8s in production cars. Engines like the LT or the Gen III Hemi would be out of production unless this technology came along.
Love this! That engine would be amazing to have in a little 2 or 3 series competitor. The power to weight ratio would be insane with this engine. Could you imagine this engine with Infiniti’s variable compression crankshaft system?! I bet each valve on that thing costs a fortune.
Kinda awesome, because in something like hot rods, you can have “switchable cams” on the fly, so you can switch between a “radical cam profile” and “streetable profile” Or even just have a “hybrid” type profile that around idle and under 1/2 throttle it runs in a streetable mode, and when you floor it, it can swap to a radical cam profile. Even have cylinder deactivation for fuel economy when cruising your muscle car
This man is a great leader... He knows his product very well not just by explaining the basic composition and purpose of their cars but also explaining the core of their technologies... Salute!!!
TBustah hell, I thought of this two or three years ago in auto class, but my teacher said it would be too complicated/unreliable. And I'm not exactly a genius.
Nanorisk 1989 wasn't so long ago, I'm sure it was a possibility then. Computers may have been less advanced, the but the pieces were all there as far as I can tell.
TBustah Well, like you just said, the computers weren't good enough to control it. In other word, the pieces WEREN'T ALL there, the computer was absent.
I have helped build Nuclear submarines I have worked at a oil refinery now I'm a machinist for a locomotive shop this technology is absolutely genius they should be on the front page of every newspaper in the world,you have just saved the internal combustion engine,I would love to work for this company, utmost respect
100% active fuel management. Pneumatic actuators are very reliable and eliminating the camshaft system is brilliant. Much better than solenoid controlled lifters though. Come on GM engineers!!
@David Galea yeah that was a bad time for the actual company but seems like a great time for the CEO and board. All that money had to go somewhere and I don't believe the recession bs. I'm just glad I got a 2014 truck so at least I knew my tax money would pay for a little bit better quality fake leather and oil coolers that leak every few years. Always loved their powertrains though and haven't had any major issues.
Been following this tech now since Koenigsegg started to engineer it. Best thing ever for an ICE engine. BEST! The possibilities are almost endless with individual valve control! Nice to see these figures, proving the innovation and success of this company! If you need an 2.3l S60 T5 to test your head on, let me know! xD Too bad my transmission does not approve for the increase in power! :(
Near the beginning he says they are "pneumatically controlled valves." Did I catch this correctly? Later in the video I see coils on what appears to be the valve actuator. This leads me to believe the the valve actuators are electric solenoids. I believe there is a history to solenoid controlled valves. Roughly remember GM experimenting with this in the 80's or 90's. Computer control "mapping" etc is light years today what it was in the 90's, but I'm still very concerned about the cycle life of solenoid controlled valve, or pneumatic controlled valve. Even if the main valve action force is coming from pneumatics, there still is a solenoid controlled valve as part of the system. If Koenigsegg can get life out of these components, they've got a winner! Racing and high performance applications is where it's at. I don't think they need to be too focused on production cars right now. Win over the racers and the after market community, and production vehicles can follow.
diesel engines have been using solenoids in their injectors for like 19 years with no problems. The coils last longer that the steel tips. Except they use pressurize fuel on them and not pneumatics.
Almost 300K views, almost 8k likes and ... wait ... let me double check ... 40 dislikes ! It's like 0,005% like/dislike ration, I've never seen something like that in a while !!! Thank you Christian for putting out tech that everyone loves !
I respect Mr. Koenigsegg very much. He represents His company and self well. It isn’t everyday we see someone with such passion and persistence in demonstrating the technology they are helping to pioneer.
It's an absolutely brilliant idea, I'm surprised no one tried it before. The only thing I find a bit spooky is one SLIGHT malfunction on any valve is likely to crash a valve into a piston.
I would be more excited about this if I could be reassured that in 20 years, when all car manufacturers have adopted this technology, that the circuitry would not be made in low-quality factories in China. I am so tired of this modern built-to-break attitude that we are so willing to accept as the norm.
I saw a "Never-Never Corvette" at an auto show in Paramas, NJ with electrically operated valves on a 327 ci Chevy Small Block. I'm not totally sure of the year - but it had to be before I moved from NJ to AZ with my family. That had to be in 1966 or so. No cam.... just 96 Volt coils to operate the valves against compression and with no cam, the engine had Electronic VVT that could be programmed in to change cam profiles as they were needed during differing RPM and throttle loads-gear ratios, etc. . This Corvette also used a central 'Light Generator' that was the source for ALL the lights in the car. It was under the passenger's seat - and although a little warm - it was a neat idea at the time. Fiber Optics were in their Genesis at that time and there was a long way to go.
You ever come across a movie where the technology is so advanced it seems farfetched, this is what this is. No wastegates or cams, completely nuts. Like never having to crap because your body doesn't produce waste. Crazy
Wow! This is Awesome!! This makes so much sense with no need for a cam, the parasitic draw of a cam, and of a vacuum force the pistons have to make to draw fuel and air in. Less weight, less parasitic draw on the engine. I would assume the only parasitic draw would be the turbo and the pump to drive the hydraulic system that actuates the valves, and of course the oil pump.
@Capt. Slow - You are aptly named, sir. The current standard is 460 H.P. The range-topper is 755 H.P. The new base (to be announced next month), will be at least 500 h.p. Z06, ZR-1 and possibly Zora will be announced in rapid succession. Zora may be a hybrid, and is projected to top 1000h.p. This info is widely available. I am not your librarian. I have noticed that dull, unimaginative leftist trolls nearly always refer to phallic, anal, clitoral, and fecal imagery. Go, and troll no more.
Funny, even back 10 years ago, i always thought of the possibility of a cylinder head, camless, electrically controlled valves, which would allow individual timing of each valve, thus variable timing and all sorts of amazing things, with the lack of a chain or cam, and weight reduction. Too bad , i don't have the resources and knowledge to make this happen, but koenigsegg did at least. But i knew back then, that it would come out, regardless of who would create it. It's simply the next logical step
sranjesuper yes I think many people have been looking for a system like this perhaps hydraulic and not electronic though. I just see those solenoids being too high failure rate and if a failure means interference, then bye bye engine.
In 2000 or 2001 Navistar advertised a camless diesel to go into production in 2003 - but it doesn't seem to actually be in production. I see a 2011 article where Sturman was developing camless technology. It seems that we're mostly not there yet.
I've never heard a cleaner and more informative presentation than this. If this was freestyle, i am seriously impressed. A great system to be shown though - probably this is what makes the presentation easy:)
People make ridiculous power with lots of engines - The original motor was sized for production reliability, emissions, etc. Lots of tradeoffs for cost, etc. Sounds like the main emissions gain is with cold start - but that is still brilliant. Being able to run really high compression - with port injection - that is really unexpected, but super cool. And that compression is a big part of the efficiency gain.
I have been asking for this for YEARS! I really should have Moved to Sweden. I would have LOVED to work there. I guess I will just have to get my hands on one of those heads. And strap it to something. BMW worked on something like this a While ago. But used Solenoids. Heat I think was an Issue. Glad this is NOW being done. Its about time. What is really cool? You can run it on anything from Beer, to Hydrogen. You get the Max Power from each fuel map. I wonder what it sounds like?
8:21 they even modified their fan with tape to make it more efficient (some air would normally blow out the top, when taping that area, your forcing it all out the front, also reduce the energy required to push air out
I saw that and was thinking about it. Surely not such a high tech company fixing their office fan with masking tape? There had to be another reason, you guessed it, reducing the fan centrifuging air out sideways ;-))
It always makes me happy to see a CEO of a company actually know their products inside and out...makes for a great company and employees feel like they have a strong leader.
Kenneth91619 all ceos know their products inside out what are you talking about.....
Youd be surprised. Not all CEOs are engineers or designers. Some are strictly businessmen with advisors and secretaries that do the translation for them.
What did Eric Schimdt know about web searching? What did John Scully know about computers? CEOs run companies. They sell stuff, they don't generally build stuff. Koenigsegg is a genius. Sure, he has genius engineers working for him, but I bet he's up there with the best of them.
I think this kind of valve technology is banned in F1 because it can be used for traction control, but that may be out of date info.
I work as an engineer at a data centre and my ceo can barely tie his own shoes! Then trys to tell me how to do my job😂 its pathetic, hes just an egotistic control freak who got to the top by stabbing people in the back! Everyone detests him an moral is at an all time low! Took our Christmas bonus etc etc cant wait for the old bastard to retire lol
jacob agnew iolo
With emissions getting stricter and stricter, with engines becoming smaller and smaller, and with people who want cars to go faster every year, this guy has found a solution to everyone's problem. He's keeping the ICE alive for as long as it can.
I feel odd knowing I need caffeine for work and my name is AJ
hahaha amazin
he already said 3 years back, that back then they could build a engine after the same principles like the agera r engine, which result in a 1 cylinder, 160-180hp engine with 300nm of torque and a fuel consumption of 2 l/100km.
now with the freefalve system.....i mean damn! look at the numbers. its crazy. unfortunately i dont think this has a great future due to the electronic progress.
If he could pull off without freevalve those figures, with freevalve it would be something more like:
246hp and 1.3l/100km (torque is "meaningless" when speaking about work produced, torque is the same as RPM when it comes time to calculate the actual work done)
Which would make ICE still the choice for many more decades.
Your 45l fuel tank would now take you 3461km. Your engine weighs like 30kg (exhaust piping may weight more).
Tesla needs what 600kg for the batteries alone?
new Powervall is 13.5kWh @ 120kg ...
NighteeeeeY Freevalve hybrid V12 Ferrari. Imagine that.
I get goosebumps everytime he talks about new tech they're working on. Such powerful thinking.
The Elon Musk of Combustion Engines.....
MacGuffin seriously though
Bolt on heads should be fairly easy for aftermarket, but certainly expensive because the kit would need to include a complete engine management system, including intake and fuel injection.
No...Elon musk is the Von koenigsegg of electric cars...
lerch25 with a head like this there's ALMOST no reason to need an aftermarket head. You have essentially limitless cam timing options, valve lift options, etc. Only thing would be bigger ports for high revving Na engines but I imagine those already flow amazingly.
Amazing how he can communicate such a complex system and make it seem so “ordinary” and do it speaking a secondary language at that!!! Props to what he has done as a person and what his company challenges their own workers to achieve!!
Yeah I bet he was nervous his cars are way to expensive tho
This is the kind of guy every high school teacher wants her students to become.
There is nothing new or complex about any of this...... wth??
@perfectsplit5515 Awwwww that's nice.
@RobertELee420 No, I suppose not.. 6 years after the fact. Lol
Damn. 1.6ltr turbocharged engine. 160hp - > 240hp. 240Nm - >320Nm + 15% fuel economy. This is witchcraft.
yusran zul well yeah, they doubled turbo psi... they could have gotten the same results by letting the turbo spool up higher on the stock engine. The emissions and weight savings are a benefit. Otherwise, the added complexity and expensive electronics might steer people away. In engineering, you want to simplify things as much as possible, this tech prob does the opposite so until those actuators go down in price, repair costs might steer folks away.
@@Dmeech100 i don't think all they did was tune it for more boost here lol... considering it is also 35% more fuel efficient i'd say theres more going on than what you think
Warlocks. Men can can't be witches bro. Duh! Lmao
@@Dmeech100 It also depends how much commodity electronics they use. Koenigsegg is one of those few companies that is actually pushing the boundaries. Their hypercars do use these tech. So it not straight prototype tech.
It has just over half the displacement of a Model T engine, which produces 20 hp.
Christian: and we can shut down cylinders
General Motors: *heavy breathing*
P300 anyone?
Yup. I didn't update my silverado after 2006. I knew that cyl Tech they were using was terrible. The valves didn't work properly with cylinder deactivation. The older silverado 6.0s and 5.3 where great. Not past 2006
He is a walking talking sausage
@@powerwill8748 My 2016 5.3 has 80k miles, working perfect. GM has 4 million 5.3, 6.2 Ecotec generation motors on the road, and not many problems overall.
Rotary
This needs to get to the market as soon as possible.
+Petar Menger you could theoretically purchase an f1 engine if you had the cash
Maybe, still would be possible to put them in engines. Like he said, there is a lot of cost reduction. And i one fail, your engine would still work, the cpu would just deactivate the cylinder until you replace the valve that failed.
Man thats a crazy though. You have a dead cylinder and maybe at worst you get a check engine light and the other cylinders get reprogrammed to take up the slack.
Petar Menger together with turbulent jet ignition, this might be the best innovation in combustion engines in the last ~20 years, since the mass invention of turbochargers
@Ashish Patel manufacturers don't even bother with this anymore. But the good thing is that the petrol savings would probably be enough to buy another engine or fully restore current one even after its usage cycle is over.
Serious genius. Hes also very humble. I watch Lenos garage all the time and hes been on a few times. Hes an amazing man. He deserves everything he has.
As is Elon and Tesla both deserve the considerable success hard work and special engineering
@@harryconover289 elon is a fraud
@@harryconover289 elon hasn't done shit in terms of engineering
Brilliant, absolutely brilliant. We're so lucky to have people like Christian.
and his entire team of equally brilliant minds.
TRUSSIA. Fuck Trump!
@@refugiorod fuck off.
Years ago I asked a mechanic friend about using an electromagnetically opened and controlled valve train with pneumatic valve damping, He told me it would never work.
Nice to see someone take this step in engine design. Imagine It. An engine that can idle smoothly at 650 to 700 and Produce GOBS of power on demand as needed. No more lumpy idle yet maximum horsepower and torque. The ULTIMATE sleeper.
400rpm idle, 5000rpm yellow, 8000rpm red.
I can see it.
which is why he was a mechanic and not a designer, the impossible becomes possible with experimentation
What he's not talking about is he needs an air compressor a reservoir and hoses which also take up room and add complexity; also an additional computer and associated connections added on to pneumatic valving interfaced somehow to the computer! It's complexity is a multiple of ten when compared to the mechanical cam and springs, but the advantage is each component can be individually controlled to optimize for a given engine demand scenario!! What he's done to isolate the turbo exhaust and free/bypass exhaust from each cylinder and again individually controlled by pneumatic valve is genius! Then you also have the software development for each parameter that would need to be determined!! It will be awhile before this is on your garden variety grocery getter!!!
@@garybulwinkle82 Well, much/most of the added complexity once the basic hardware is set up is in computer code. It doesn't cost much more to "copy"/reproduce complex code as simple code.
Before caterpillar truck engines stop producing ( EPA/emissions) they were experimenting on cam-less diesel. That probably would have saved them..
Adam Savage in the background building a cylinder head.
I thought the same damn thing man lol looks just like him
CNFriberg
Was looking for this comment.
Hahaaa :D I thought the same thing!
Omfg lmao had to go back to the video to see what you were talking about
Bro that’s him!
Would love an update now. It's been 2 years.
almost 3 years
Update is killing the internal combustion engines for electrical driven cars.
Clean cars in exchange of destroying other countries with cobalt lithium productions.
Waw
If smart he would stop investing as we are having electric forced on us asap
@@loyalitiy oh boy
This is one of the biggest advancements in internal combustion engines in a very long time! I absolutely love this technology!
Ben B. Rogue this and infiniti's variable compression are both so impressive.
Preston Tucker, of the Tucker Automobile Company, came up with a cam-less engine design in the late 1940s. It was a 589 cubic inch engine and actuated its valves using hydraulic pressure versus this design's pneumatic construction. This is a rekindling of an old technology and refined for modern application. There really isn't much new under the sun in the automotive world, just revisions and refinements of past ideas.
Adam Mashiach Obviously the Tucker company couldnt figure out how to make it work. It doesnt really count as a technology if they couldnt figure out how to make it work properly.
So yes, this is a new technology.
Nick Palaroan. You are correct that it could have worked better, however Preston Tucker got it to work. The prototype Tucker, nicknamed the "Tin Goose", the one built in just 100 days, featured the hydraulically actuated valve system. In 100 days Preston Tucker and Alex Tremulis made it work passably, with some more time they could've made it work perfectly. Improving on technology doesn't make the older version invalid, it's just improvement...not invention. This system works much better because of new technology. New technology allowed this machinery to work (CNC, advanced metallurgy, computerized design, etc), that's where the real magic happened. This is the bi product of re technology, not new technology in and of itself.
blog.hemmings.com/index.php/2014/06/19/tucker-tin-goose-prototype-to-be-added-to-national-register-of-historic-vehicles/
In his first video on freevalve a few years ago he mentioned that the camless idea was not his but which parts were. It's like he found a discarded idea and figured out how to make it work better with modern tech.
Mr Von Koenigsegg ,his workers and scientists are just awesome !
Sweden should be proud of them !
I can't speak for all of us, but I'm very proud! :)
arno maas We certainly are!
Sadly, the average swede have no idea who Christian Koenigsegg is or what he does. Some swedes tell you that Volvo and Saab are the only Swedish cars, but Volvo is Chinese now and Saab is gone.
He is the mad scientist of the car world.
I love it.
I always had the thought of replacing valves with mechanisms similar to camera lens aperature blades, I have a feeling this would be the guy to do it.
Lynn Mckenney Putting it into 3mil car will change shit in this world unless he makes it affordable for most people lets say in Ford, Opel,VW and other cars that cost like 15k instead of 100 people that can afford a 1mil car.
Damian Toczek He's using the system on 1.6 turbo economy engine, didn't you watch the video?
Vitoman901 Ford Formula Ecoboost has 1L costs more than a lambo.
Damian Toczek The engine in the video is for a chinese car company, why are you talking about ford?
The point is that the system is being developed to be more cost effective day by day.
+Vitoman901 He either didn't watch the video or of a different species of human, probably one with a less evolved brain.
this guy is going to save the internal combustion engine when the world wants to end it
can çolakoğlu wE nEeD eLeCtRiC cArS
apperently you have a HUGE loss in power in Combustion engines due to most of the energy gets converted to heat and not forward movement.
Konigsegg is going to save the combustion engine.. but most importantly he's gonna slay everyone saying hybrids are only for priuses. Oh wait.. he already did with the Regera.
The phasing out of the ICE is inevitable. It's pollutant (bad for environment & health), expensive, and runs on a finite fuel.
Pommes Kuchen
We’re already wasting most of the energy when we generating the electricity.
However, one day there will be no oil in the world, then we will have to use the electric cars...
Meanwhile in F1 they make over 1000bhp out of a 1.6l engine 😂 yet kids bang about 160bhp 😅
Big fan of Mr Koenigsegg. And he speaks better English than most English people!
If you are swedish you can hear that swedish/english dialect also called ”svengelska” or swenglish
Your not english
@@ibrahimpallikkal5100
'You're' (and I am!)
@@oxcart4172 lol it doesn’t mean that an non english speak English is better than English people.
@@ibrahimpallikkal5100
It's not like it was a serious comment! Chill out!
We need daily koenigsegg videos!
Cannabis Related Absolutely
It should be a pleasure to work side by side with this genius man.
Man just the reduction in mechanical friction and cams operating valves and stuff this has to free up a lot of horse power
Probably not, pneumatics will take as much or more power to run than cams. As the guy explains the benefits are in overall cost, custom valve timing and size. The power and efficiency increase will come from custom valve timings.
@@DmitriyLaktyushkin he doesnt really go into detail about how the valves are actuated but i would guess its a pressurized hydrologic rail with electronic actuated solenoids. A very small hydro pump like what is needed in this application would probably be electric driven and not gear driven or direct drive like bigger hydro pumps. If this is the case then it would be far more efficient and less of a power loss than a chain or belt driven dual camshaft engine. Have you ever tried to spin a high combustion engine by hand? It takes a lot of force and a 3 or 4 foot breaker bar.
@@DmitriyLaktyushkin also he says the efficiency increase comes mostly from the cold start, not variable timing. But the variable timing is a major power adder, along with far less mechanical friction. I mean the engine almost doubles in horse power. NO amount of variable timing can give you gains in power like that. I bet most of that power come from lack of friction and heat
@Eclipse538 I think you should reassess the magnitude of said friction. Cam shaft is well oiled and operates under low load. Given the simplicity of design you'd need to spend a LOT of cash to get any other method of valve actuation more efficient than low friction cams. Also Atkinson/Otto cycles are basically different valve timings. So yes, you can get efficiency/power purely on adjusting timing and it has little to do with being able to heat up you cat converter faster.
@Eclipse538 One doesn't need to build engines professionally to know the difference between Otto and Atkinson cycles.
A very basic knowledge of physics is required to understand that smooth, oiled cams are not going to have significant amount of friction. Any external system that provides power to valves will suffer double losses. First from whatever friction you have in converting engine power to this power source followed by valve actuation losses. The only losses in cam shaft drive are actuation friction losses.
Engine designers are not idiots, cam shafts are used because they are cheap, simple and efficient at what they do. This has potential to be better, but it doesn't seem like a cheap or simple design.
I was really sceptical when I read the title. Even though it's Koenigsegg, and they know pretty damn well what they're doing.
Most of the scepticism was like "too many individual parts, how about long-term reliability". While that hasn't really been calmed down by Christian's explanations, the potential of the system is just way too enticing. "Hey, we can eliminate the wastegate. And the throttle body. And the pre-cat. And we can shut off cylinders so easily".
We HAVE TO put a lot more effort and research into this. This is looking really good.
The point with the wastgate is not so easy in my opinion
It is not "easy", but compared to the other solutions needed to make freevalve a reality, controlling the two flow paths (over turbo into exhaust and straight into exhaust) really is quite "easy in comparison".
*****
a total new technology in 3 years ist fast. Not want to say impossible
I wasn't saying they put too little research into it. I know they are. Whatever they do, they do it properly.
Just saying that there is no "too much" effort, so we could definitely give more ;-)
*****
Yes its a prototype i work at audi i know what im saying :D
8:20 Koenigsegg is so into efficiency that they taped the edge of their office fan to make it work better.....
they could have used some better looking tape though :)
Dave Mathews
If its ugly and it works, it still works ;)
Uriah Siner more like, the fan housing latches are broken so they taped it together.
Should have used carbon fiber tape it would fit there theme well.
Christian goes to the extreme of shaving perfectly smooth every day so he can think faster.
Koenigsegg is an absolute genius. holy crap this is such a revolutionary idea for engines
This is not new. F1 cars have had it for a while. However, he's the first one to bring it to street cars.
Mzn T never knew that, but still what an idea!
Daniel Carl
Yeah, I really hope it catches up and big manufacturers join the party. Worth mentioning is that valve control similar to this (but not as precise or extensive as this) has also been achieved by BMW's Valvetronic. Look it up, it's pretty interesting technology as well, even though it relies on old tricks.
Mzn T just imagine how easy it would be to tune cars. Plug in a laptop and fiddle with some numbers and boom. Your v8 is cammed
Daniel Carl
The whole concept of "cammed" would disappear :)
Every engine, even puny 0.8s will have the whole spectrum of cams you could get on an engine.
I was told years ago where automotive tech was headed. This was one of the technologies being researched back in 2002.
Another tech area was cars with no starter motor. The computer would use the crackshaft position sensor to determine which cylinder was just past top dead center and give a double shot of fuel from that injector then fire the spark plug, which would then kick over the engine.
Another bit of tech Honda was researching was a device that was installed between the engine and transmission. Apply voltage, and it act as a starter and cranks up the car. Once the key is released and the engine is running, then it acts as a generator/alternator. Saves some weight by not have both a starter and an alternator.
They are also looking at electric water and power steering pumps...increasing HP and efficiency by reducing the workload on the engine.
Dodge had starter/generators in the 1920's. Absolutely silent starting without the gear racket
No cams, no timing belt, no throttle body, no valve lash adjustments... Holy moly that's a huge leap!
MUCH easier to maintain... No timing belt breaking, no burnt valves from incorrect lash, no vacuum leaks, or oil leaks in the VVT system, soooo much headache will just disappear...
Are you sure about that? My old '70 Chevelle never gave me a bit of trouble that took longer than five minutes to figure out. I spent a year and a half chasing down DTCs in my Audi to find the fault was a part thoroughly unrelated to any DTC I encountered. So much in this system needs to work PERFECTLY for it to work at all, I predict UNPARALLELED headaches with systems such as this.
We've had a hundred years to learn how to handle all of that. This system comes with exiting new problems we've yet to learn about...
Jokes aside there are both positive and negative aspects to this. For instance most catastrophic failures, such as the electrical system being knocked out or the pneumatic blowing a line that disables the entire free valve system will cause the valves to fail shut. In a conventional engine a broken timing belt usually means there will be some serious damage to the engine.
I think that ultimately the system would be just as reliable as fuel injectors. It would probably get to the point where you change your Valve actuators every XX miles just like spark plugs. I had a 69 Camaro and other various classic cars and you had to adjust or change alot all the time...I.e.. spark plugs, clean the carb, adjust or replace the points, fix the oil leak from the two piece seal...not to mention the multitude of hondas with bent valves due to timing belt failure...etc....Just saying that with a little time and advance engineering techniques, I feel these problems will be mitigated
This is such an awesome innovation, going to be awesome to swap motors with this tech into older cars someday!
GearHeads Garage It's only a matter of time.
I agree, I can't wait for this to be an option for hot rodders. Early Chevy small blocks (pre-LS series engines) have the oil pump driven by the camshaft. This also applies to big block engines as well. I would like to see what the engineering solution is to correct this issue when removing the camshaft. Maybe a dry sump option?
GearHeads Garage and that day I will hack your car's ECU and blow up the motor.
Neal elliott Out of all the good ideas and redesigning going on you really think that will bea problem? almost every DOHC engine I know of has the Oil Pump driven by the crankshaft, only old pushrod motors like that probably would be driven by the cam, so this is irrelevant for most styles of motors. and DOHC/Push rod type of motor is irrelevant with this type of head, it even would be possible to make a head to throw on potentially any block as long as you have whats needed to run it.
speed demon If you had any clue how to do that you'd know that ecu control could already do that without freevalve tech
We, we, we have done. Always mentions everyone. What a great leader&person and what a boss.
we need more people like him.
3 years later and it's finally here...Gemera! :D
Gemera?
@@cospar9486 ruclips.net/video/E5VN-MI1mZA/видео.html
GEMERAHHHHHH!
@Amarjit Singh The Jesko's twin turbo V8 doesn't have the Freevalve feature, still got conventional camshafts to open and close the valves. That's why I mentioned the Gemera.
@Amarjit Singh I agree. And I also wonder why they didn't go with the Jesko. But then again, the Jesko came before the Gemera, so perhaps they still hadn't achieved the technical feasibility for production yet...
Every time I watch any video with Christian my mind is fucking blown!!!!
ap2pat it isn't Christian that is doing this, it's the team of engineers he hires that is creating this
I like the bit where he says they can shoot flames out of the exhaust at will.
this is inside the exhaust manifold in order to light-off the catalytic converter, not out the exhaust tips.
Yeah... cold start mode, but I'd bet the lab guys wrote a "blow torch" timing program... after too many cocktails at the office Christmas party? ;-)
I've been waiting for an update on FreeValve for so long!
Make motorbike engines like this ,we can get so much power and weight loss from these types of engines in motorcycles
I thought about trying this on the yamaha 5 valve engines, because the cam box is separate to the lower head, you could design a bolt on replacement. But I was thinking more along the lines of "air cams" that could slide up and down and change the valve timing. The electronic actuators are the best, but adding air AND a bigger alternator to a bike would cause other problems I think. But if i ever win lotto, I'm trying it ;)
It already exists, but only in motogp!
@@remid1994 no... They have pneumatic valves in MotoGP which is still mechanical actuation by a camshaft but there is an "air spring" that replaces the coil spring to close the valve
Do you want bikers to die quicker???? Lmao especially young, irresponsible bikers.
@@bryanmasis1595 I will ride my 1800 CC behemoth into the sun
160hp to 240hp and 240NM to 320NM of torque. That's amazing. 15% fuel savings, 35% emission savings. YES PLEASE. The main reason I'm excited for this is that you can potentially change cam profile on the go. For supercar applications, you go from street cams to sport to race cams for example. Or the car automatically goes into race cam over 6000RPM. Brilliant engineering.
No more need for heavy and elaborate cam phasing, high lift lobes, rocker arms, ect. A lot of potential here.
It's like having a better Vanos or i-VTEC system.
Or the Toyota's Valvematic.(coupled with the D-VVTi)
Current Corollas have it and it kicks out 98kW of power from a naturally aspirated 1.6l engine. And the fuel consumption of it is ridiculously low :)
VirusTornado "hang on guys I have to install my race cam" -goes to his laptop and downloads a map.. So freakin sweet!!!
You're still thinking in cams. The thing is that sport and race cams and such are still only cams which are only tuned to one specific rpm. Instead of switching between phases in some intervals where they are only good at one rpm, imagine having it optimised for every single rpm and every single combination of rpm, torque, engine temperature and air temperature.
The thing is that we no longer have to have compromises in valve timings but can do it exactly as good as we want to spend time modeling, tuning and testing.
1:43 I didn't know Adam Savage worked for Koenigsegg
While everybody is just going electric, Christian believes internal combustion might be saved, might evolve and survive some more decades, powering our cars alone (Agera) or in a hybrid system (Regera). I can only admire this man, his vision and his shining passion.
malikkium and his shining head :d jokes aside he and his team are wayyy ahead of our time
He once said that electric cars are future, but not now, only in mayor battery breakthrough and he does not believe it will happen in next 15-20 years.
malikkium reading up on this guy's biography was very inspiring, he got where he is not just by million dollar loans, but the drive all his life to pursue mechanical technology and being an absolute genius in his field
Batteries in electric vehicles are history within five years. Ultra capacitors are where it's all going to happen. Batteries have too many heat, weight and internal resistance issues for electric vehicles. Ultra Caps have NONE of those (but a few others right now).
In this day & age, electric cars are a lie. As long as only 6% of our electricity comes from renewable sources, a gasoline driven car is just as clean as an electric one. Electric cars run on coal for the most part, and use up way more resources for production.
You only need to make a gas powered car 6% more efficient to even it out, which is as simple as ditching that 1000 lbs battery...
About 39 years ago my motor head buddies would talk about this stuff, amazing!
Yep, I remember discussing the future of camless valve operation way back in the early 90s albeit we never thought of pneumatic valve operation. It was electric servo stuff.
Btw, where does this engine produce compressed air to actuate these pneumatic valves? Do they add a compressor to the engines accessory drive belt system where it will scavenge horsepower or is their an onboard air tank that must be filled every 10 miles? He skipped that part.
Is this comment hysterical?
Absolutely late 90s ford introduced a supposed 800 hp 3 cyl engine w servo valves. Was tested on track and never produced. This isn't new tech it is reinvented updated and renewed interest. Anyone think big oil had a hand in this...
All engines need to have this man. I know many are going to say oh, that's gonna be a hassle and more money. But just replacing a timing chain on some engines can cost you a fortune already.
Taking off a cover and swapping some solenoids sounds a LOT cheaper than even looking at a coyote wrong.
He is so efficient he dont even need eyebrows and all that other useless hairs lol
hahahahahahah
@wafemaster I hate people like you, makeing fun of people who have accomplished something in life, something that you won't so shut the fuck up!
he is the human embodiment of streamlining
Ofcourse: hairs and eyebrows cause drag...
Was always trying to figure out why he looked so odd and that explains it 😂 never noticed
I am just as inspired this day as I was when I first learned of this. I have the utmost respect for MR.Eric Von Koenigsegg , as well as his team of brilliant people.
I am thrilled beyond belief that someone is thinking outside the box for performance and not just emissions. I am a car guy that enjoys anything with an engine.
DK, Omaha. ASE Master Tech since 1978. You are my hero!
The piston engine may live on with different fuels and carbon capture technology. This stuff is truly brilliant.
I really hope so. They are so cool.
We don't need to capture carbon. Plants do it for us, just the way God designed it. Do you think he was not aware of the very oil that is produced in the ground, both of which, all of which, he created?
Aight hear me out, freevalve engines via tuning could theoretically instantly switch to making as much power as the block can take, to getting 50 mpg
I was skeptical at first. Now that he fully described what he's doing with this technology, I'm glad to see the development. He's doing everything. That's all I can say. Atkinson cycle knock reduction, deactivation, slew rate throttling, variable duration. If he really wanted to, he could make these engines become two-stroke, although the 4-valve heads may not be very conducive to it. Well-done sir.
Guns Cars and Digits de
Throttle control from the valves themselves. That blows my mind. He says the valves are pneumatically driven, but I see a coil and terminals on them. Maybe solenoids control the air that drives the valves open and closed. I know the engine drives an air pump to supply that air. To get that degree of control with that setup is beyond amazing to me. Brilliant guy.
This is amazing! I love that this design makes it extremely tunable for a variety of applications!
It's sort of like the next "exponent" in combustion efficiency whereas Variable Valve and DI were probably the previous exponent.
This is unreal. Individual valve control. Turbo control with no wastegate. More power, cleaner combustion without needing direct injection. This has to be the biggest ICE advance since its invention in the late 1800's.
And yet there are 17 idiots in the world...and counting :p
The FIAT multiair engine does this exact thing, only it's controlling intake valve only (though hydraulically) and has one traditional camshaft. Lot's of people overlook the motor, but with this kind of technology, it's no surprise those 1.4L turbos easily reach 260-300whp.
Patrick94GSR Not to mention an increase in durability and a decrease in parasitic loss. The removal of the timing chain/belt reduces the fear of crashing a valve into the piston (interference engine) and it's also not dragging on the crankshaft.
They still have an inlet cam on their camshaft that pushes the oil for the inlet valve, so the valve timing and overlap is still fixed and only the lift varies.
With full control of the individual valves, Königsegg has much more control of the engine.
imagine a gt350's 5.2 with this valve system. That would be amazing.
This Dude deserves all The Awards that are Out there for any Innovation! Hes the Isaac Newton of Cars.
I thought about solinoid operated valves 20 years ago, but This is even better. This may be the pinnacle of what can be achieved with a piston engine. Congratulations on having the ability to make this happen. This is truly magnificent.
god damn i love this shit, i cant wait for this to be implemented on a large scale
Ayyyyy, PMM!
ayyyyyyyyyyyyyyy
if freevalve existed for your supra, what would you do? Turbo or Freevalve swap
well the supra is already turbo, i would totally free valve it
thorsong1 its poor man mods not bill gates bank account
Plus the obvious benefit of not having to replace the timing chain or worse having the timing chain snap and destroy the engine!
Solenoid gets stuck leaves valve fully open, still destroys engine....it'll just be different.
You mean timing belt? Most timing chains are lifetime parts.
@@GGP39 except bmws 😂
@@E9X330 not a big fan of modern BMW but there are plenty of vehicles that have timing chain, guide, and tensioner problems other than BMW
G P Not True, Chains will stretch over time causing tension slack and timing issues, jus takes longer than a belt.
Having a fairly solid understanding of the internal combustion engine types and history this here is some amazing technology. The elimimation of so many drive train components coupled with the precise control over the engine is mind blowing. Let alone who is providing the lesson at hand. Thoroughly impressive on all counts.
I remember an article in a car magazine from 1986 discussing variable valve timing using solenoids. The topic was within the same article as the brand new VVT engine that Honda had created and installed into their NSX. It's awesome to see that the technology has evolved, and is being used for practical applications. :-)
Its good that Koenigsegg gave Chris Evans a new job.
The guy working behind Christian looks like Chris Evans from Top Gear.
Bladmapples no her looks like the guy from Mythbusters.
Bladmapples he
Fascinating.The 'new wheel',finally.Thank you such dedication to advancing vehicles altogether.
Simply amazing. Koeniggsegg the leader of automotive engineering and design.
Much respect for saying who the companies are, there’s no hiding or playing games.. this is what we are doing, this is who it’s for and this is why they want it done. 👍👍👍👍👍👍👍👍
Brightest technicians and engineers, but the best fix to any problem is... tape! :)
8:20
. . . . JB Weld . . . . LOL
same people who use a piece of 3 x 2 wood to keep open the hood of a $2M car :)
Ha, so true! You think they'd use a tungsten carbide pole to hold the
hood. Some volcanic ash wrap with a molecular bonding agent to hold that
$10 fan together.
LMAO…
This guy is a car God. Cant wait first production cars (other than KoenigseggOf course) having this technology. With this technology we will use valve map as well controling the valve operation.
We are seeing the future of auto engines here boys. If they can get this engine to work then in 15 years every car will be manufactured with these.
I hope you are right :)
I hope this saves the V* here in the US. The EPA is trying to shut down the use of V8s in production cars. Engines like the LT or the Gen III Hemi would be out of production unless this technology came along.
and 5 year after that every car will be electric
Peak oil, global warming ... end of an era I'm afraid.
I think Renault tried this with their F1 engines back in the 2000
Clever engineering at it's finest, all engines should use this technology.
Love this! That engine would be amazing to have in a little 2 or 3 series competitor. The power to weight ratio would be insane with this engine. Could you imagine this engine with Infiniti’s variable compression crankshaft system?! I bet each valve on that thing costs a fortune.
This Video gives me more thrills than any action movie in the last five years
Kinda awesome, because in something like hot rods, you can have “switchable cams” on the fly, so you can switch between a “radical cam profile” and “streetable profile”
Or even just have a “hybrid” type profile that around idle and under 1/2 throttle it runs in a streetable mode, and when you floor it, it can swap to a radical cam profile.
Even have cylinder deactivation for fuel economy when cruising your muscle car
This man is a great leader... He knows his product very well not just by explaining the basic composition and purpose of their cars but also explaining the core of their technologies... Salute!!!
I wish my car could be a test mule. This tech's potential is awesome.
The test mule was a turbo Saab. Dig around the FreeValve site and you will find it :)
I know I should have said another test mule... Though my car is a modified Evo 9 which is even less common than a Saab. Just a dream :-)
This is brilliant, why didn't anyone think of it before? It makes VTEC look like child's play.
People did think of it, they just didn't believe it would work.
TBustah hell, I thought of this two or three years ago in auto class, but my teacher said it would be too complicated/unreliable. And I'm not exactly a genius.
Of course, this came out in 2015, VTEC came out in 1989.
Nanorisk 1989 wasn't so long ago, I'm sure it was a possibility then. Computers may have been less advanced, the but the pieces were all there as far as I can tell.
TBustah Well, like you just said, the computers weren't good enough to control it. In other word, the pieces WEREN'T ALL there, the computer was absent.
8:20 you know theres engineers around when the fan looks like that
I have helped build Nuclear submarines I have worked at a oil refinery now I'm a machinist for a locomotive shop this technology is absolutely genius they should be on the front page of every newspaper in the world,you have just saved the internal combustion engine,I would love to work for this company, utmost respect
100% active fuel management. Pneumatic actuators are very reliable and eliminating the camshaft system is brilliant. Much better than solenoid controlled lifters though. Come on GM engineers!!
@David Galea yeah that was a bad time for the actual company but seems like a great time for the CEO and board. All that money had to go somewhere and I don't believe the recession bs. I'm just glad I got a 2014 truck so at least I knew my tax money would pay for a little bit better quality fake leather and oil coolers that leak every few years. Always loved their powertrains though and haven't had any major issues.
Been following this tech now since Koenigsegg started to engineer it.
Best thing ever for an ICE engine. BEST!
The possibilities are almost endless with individual valve control!
Nice to see these figures, proving the innovation and success of this company!
If you need an 2.3l S60 T5 to test your head on, let me know! xD Too bad my transmission does not approve for the increase in power! :(
Many years later, this is finally coming to production
what a clever engineer .pleasure to listen to someone who knows what they are talking about.
Near the beginning he says they are "pneumatically controlled valves." Did I catch this correctly? Later in the video I see coils on what appears to be the valve actuator. This leads me to believe the the valve actuators are electric solenoids.
I believe there is a history to solenoid controlled valves. Roughly remember GM experimenting with this in the 80's or 90's.
Computer control "mapping" etc is light years today what it was in the 90's, but I'm still very concerned about the cycle life of solenoid controlled valve, or pneumatic controlled valve. Even if the main valve action force is coming from pneumatics, there still is a solenoid controlled valve as part of the system.
If Koenigsegg can get life out of these components, they've got a winner!
Racing and high performance applications is where it's at. I don't think they need to be too focused on production cars right now. Win over the racers and the after market community, and production vehicles can follow.
The coil would be a pre-actuator which control the pressured air flow which moves the valve.
diesel engines have been using solenoids in their injectors for like 19 years with no problems. The coils last longer that the steel tips. Except they use pressurize fuel on them and not pneumatics.
This is actually a revolution in internal combustion engine. I'm amazed.
I can't wait to see this technology mass produced for regular cars!
This car company is leaps and bounds ahead of the rest. Keep being awesome Christian!
Almost 300K views, almost 8k likes and ... wait ... let me double check ... 40 dislikes !
It's like 0,005% like/dislike ration, I've never seen something like that in a while !!!
Thank you Christian for putting out tech that everyone loves !
Otto Hast I'm not even mad, it's still awesome !
What I don't get. Is why some people dislike?
Good point.
Gautier Caraboeuf How could you not like this guy. He is a true pioneer, a bloody inspiration.
Inspired by this chap. Not just an hyper car man. Inovator and free thinker.
I wasn't aware that Adam Savage worked prepping cylinder heads for koenigsegg...
Glad to see I wasn't the only one who noticed that.
"Am I missing an eyebrow?"
Mythbusters ended so he had to take what was available :D
Either that or Gordon Freeman working on FreeValve, Half Life 3 confirmed
i think adam just misses working with jamie
I wish we could see the engine running with freevalve on the dyno.
I respect Mr. Koenigsegg very much. He represents His company and self well. It isn’t everyday we see someone with such passion and persistence in demonstrating the technology they are helping to pioneer.
It's an absolutely brilliant idea, I'm surprised no one tried it before. The only thing I find a bit spooky is one SLIGHT malfunction on any valve is likely to crash a valve into a piston.
lerch25 bmw had valvetronic long time ago, but it only could change how much do intake valves open... Close but yet so far...
I'm curious has the valvetronic had many valve crash problems?
thats an easy problem to solve with piston dome profiles and limiting the extent the valve travels they fix that along time ago
lerch25 they are non interferance engines
IsaacScz What does that mean?
A true automotive Icon & one of my heroes. Amazing engineering
I would be more excited about this if I could be reassured that in 20 years, when all car manufacturers have adopted this technology, that the circuitry would not be made in low-quality factories in China. I am so tired of this modern built-to-break attitude that we are so willing to accept as the norm.
AMEN !!
dont worry, in 20 years they will be made in low-quality factories in US :P
In 20 years they won't be made because electric cars are taking over.
stop buying Chevs!
my son as a 1st year mechanic student told me to look u up. very cool keep up the great work. As a consumer thankyou for the efficient tech u develop
I saw a "Never-Never Corvette" at an auto show in Paramas, NJ with electrically operated valves on a 327 ci Chevy Small Block. I'm not totally sure of the year - but it had to be before I moved from NJ to AZ with my family. That had to be in 1966 or so.
No cam.... just 96 Volt coils to operate the valves against compression and with no cam, the engine had Electronic VVT that could be programmed in to change cam profiles as they were needed during differing RPM and throttle loads-gear ratios, etc. .
This Corvette also used a central 'Light Generator' that was the source for ALL the lights in the car. It was under the passenger's seat - and although a little warm - it was a neat idea at the time. Fiber Optics were in their Genesis at that time and there was a long way to go.
You ever come across a movie where the technology is so advanced it seems farfetched, this is what this is. No wastegates or cams, completely nuts. Like never having to crap because your body doesn't produce waste. Crazy
2:11
Never hang a clock ⏰ at eye level in front of workers
You know why
Awesome video thanks 🙏
It's not work when you love what your doing and not working for a shit company.
Easy to see the benefits when the main person of the company knows what he is talking about. Massive respect to Christian V K.
Also with the Port injection you don´t suffer from all the EGR-Shit that clogs up all the direct injection engines.
Dual injection is the way.
I want to meet this genius sometime.
Would anyone disagree he is a genius? The man knows his stuff.
Well you don't make the fastest car in the world with out knowing a thing or two...
Wow! This is Awesome!! This makes so much sense with no need for a cam, the parasitic draw of a cam, and of a vacuum force the pistons have to make to draw fuel and air in. Less weight, less parasitic draw on the engine. I would assume the only parasitic draw would be the turbo and the pump to drive the hydraulic system that actuates the valves, and of course the oil pump.
Soooo, when will I be able to buy a set for my Big Block Chevy?
I worry never due to US emissions etc. Even though it does improve it's emissions performance, it's still the US and worst of all is California CARB.
CreekyGuy
Maybe in 70 years when GM catches up with current technology.
I'd like a set for my 99 5.7 Vortec
@@robotbjorn4952 - Yeahhhh, that new mid-engine, 900h.p. Corvette is a real dinosaur. When will AMERICA finally wake up, huh?
@Capt. Slow - You are aptly named, sir. The current standard is 460 H.P. The range-topper is 755 H.P.
The new base (to be announced next month), will be at least 500 h.p. Z06, ZR-1 and possibly Zora will be announced in rapid succession. Zora may be a hybrid, and is projected to top 1000h.p. This info is widely available. I am not your librarian.
I have noticed that dull, unimaginative leftist trolls nearly always refer to phallic, anal, clitoral, and fecal imagery. Go, and troll no more.
Funny, even back 10 years ago, i always thought of the possibility of a cylinder head, camless, electrically controlled valves, which would allow individual timing of each valve, thus variable timing and all sorts of amazing things, with the lack of a chain or cam, and weight reduction. Too bad , i don't have the resources and knowledge to make this happen, but koenigsegg did at least. But i knew back then, that it would come out, regardless of who would create it. It's simply the next logical step
When we swedes want do something for real we get it done.
sranjesuper yes I think many people have been looking for a system like this perhaps hydraulic and not electronic though. I just see those solenoids being too high failure rate and if a failure means interference, then bye bye engine.
Back 10 years ago I thought they should make video game consoles with better graphic. And now look at them. Guess I was really ahead of every one.
In 2000 or 2001 Navistar advertised a camless diesel to go into production in 2003 - but it doesn't seem to actually be in production. I see a 2011 article where Sturman was developing camless technology. It seems that we're mostly not there yet.
Long winters with longer winter nights.
Feels like when the diesel electric trains were about to eliminate steam. They got really good at steam just before it became obsolete.
I've never heard a cleaner and more informative presentation than this. If this was freestyle, i am seriously impressed. A great system to be shown though - probably this is what makes the presentation easy:)
Jesus christ. 50% more power, 33% more torque, 35% less emissions, 15% more efficiency. Koenigsegg pls.
People make ridiculous power with lots of engines - The original motor was sized for production reliability, emissions, etc. Lots of tradeoffs for cost, etc. Sounds like the main emissions gain is with cold start - but that is still brilliant. Being able to run really high compression - with port injection - that is really unexpected, but super cool. And that compression is a big part of the efficiency gain.
With that much control over the valves, i could totally see those numbers happening. The big question is one of reliability.
I have been asking for this for YEARS! I really should have Moved to Sweden. I would have LOVED to work there.
I guess I will just have to get my hands on one of those heads. And strap it to something. BMW worked on something like this a While ago. But used Solenoids. Heat I think was an Issue. Glad this is NOW being done. Its about time.
What is really cool? You can run it on anything from Beer, to Hydrogen. You get the Max Power from each fuel map. I wonder what it sounds like?
8:21 they even modified their fan with tape to make it more efficient (some air would normally blow out the top, when taping that area, your forcing it all out the front, also reduce the energy required to push air out
That's how you can tell they're engineers lol
WOW
I saw that and was thinking about it. Surely not such a high tech company fixing their office fan with masking tape? There had to be another reason, you guessed it, reducing the fan centrifuging air out sideways ;-))
Game changing tec………. U will be able to buy this system & bolt it onto any engine bf long……. Absolutely amazing