Koenigsegg develops camless engine - Page 2

Apex Motorsports · 01-08-2016, 12:06 PM

Quote:

Originally Posted by JDP Sales

Is it being electronic, a concern to anyone else? The benefits are obviously amazing but definitely seems to introduce a whole new set of potential problems. Cool stuff though, for sure!!

Jared Royce

Just about every other function of modern engine is already electronically controlled. Besides the inherent advantages it would, at least theoretically, give you all kinds of new tuning options. You basically could have a different cam at the bush of a button.

2010reddevil · 01-08-2016, 01:09 PM

Nissan has some pretty cool valve control tech in the form of VVEL where the valve lift is controlled by a moving companion arm that rides on an eccentric similar to a camshaft. Gives infinite control of valve lift over its entire operating range. I also think that it can be advanced/retarded as well, allowing to adjust the lsa as well. Lots of very interesting stuff in the new engine tech for sure.

JDP Sales · 01-08-2016, 01:53 PM

Quote:

Originally Posted by Apex Motorsports

Just about every other function of modern engine is already electronically controlled. Besides the inherent advantages it would, at least theoretically, give you all kinds of new tuning options. You basically could have a different cam at the bush of a button.

Changing the cam with tuning only, does sound incredible! I just meant electronics running mechanical pieces such as valves. Especially if it were an interference engine. This tech is probably not as problematic in a car that is driven once a week but for a car that is daily driven, I could see this being a nightmare potentially. Time will tell I suppose....

Hilflos · 01-08-2016, 02:27 PM

Yeah, agree entirely, both about it being amazing to theoretically be able to "swap cams" with some programming or tuning, and on the tricky to fix if something goes wrong aspects.

Given the costs involved should something go substantially wrong, I'm also forced to wonder just how adjustable the valve actuation would be in a production vehicle, whether the means to do so might be heavily encrypted, what safeguards might be put in place to prevent things being set outside a certain range of values, etc.

None of which is to say I don't find it impressive, or that I didn't immediately forward the link to every automotive enthusiast I know personally.

Thanks for bringing it to my attention. It's pretty cool.

matt55 · 01-08-2016, 03:00 PM

They stole my idea lol , had this stuck in my head for years . It is good to see it in action :-) .

GretchenGotGrowl · 01-08-2016, 03:57 PM

I wonder which will win out in the end. Camless or valveless.

http://www.camaro5.com/forums/showthread.php?t=432355

Bhobbs · 01-08-2016, 05:08 PM

Quote:

Originally Posted by GretchenGotGrowl

I wonder which will win out in the end. Camless or valveless.

http://www.camaro5.com/forums/showthread.php?t=432355

The problem I see with the Duke engine is sealing the head ring to the block. It reminds me of the apex seals on a rotary engine.

1110110 · 01-08-2016, 06:48 PM

Quote:

Originally Posted by GretchenGotGrowl

I wonder which will win out in the end. Camless or valveless.

Electric.

Nor Cal ZL1 · 01-08-2016, 09:52 PM

This is 30 year old tech, and primarily used for high reving low torque engines. Current production engine rpm limitations would see very little benefit from this tech. Vvt has the working rpm range covered for production engines.

kevint · 01-11-2016, 02:54 PM

Quote:

Originally Posted by GretchenGotGrowl

cost becomes reasonable.

Reasonable cost, or Koenigsegg. Pick one.

GretchenGotGrowl · 01-11-2016, 03:14 PM

Quote:

Originally Posted by kevint

Reasonable Cost, or Koenigsegg. Pick one.

Yeah, someone else will have to pick it up and run with it for us mere mortals to be able to afford it.

LimaCharlie · 01-18-2016, 07:29 PM

Koenigsegg has been developing this for a while now (3+ years). Koenigsegg is on a different level in the auto industry. I thought they couldn't get better when the One:1 came out. I can't wait to see how the Regera performs now.

cajun1le · 01-18-2016, 09:42 PM

Quote:

Originally Posted by polizzio

Pneumatic valve actuation is trickle down from F1 racing and development, where they rev engines up to 20,000 rpm.

Man those V10's were awesome! I miss the days when F1 had V8's and V10's....

Anyways, getting back to the topic. With pneumatic actuation your removing one aspect from the valve train but not the cam itself. Pneumatic valve actuation only removes the valve spring and replaces it with a compressed inert gas cartridge (a gas spring), thus eliminating valve float at higher RPMs (20,000+). A cam is still required to depress the valve.

As for electronic or magnetic systems, the common problem from all the test engine (ford and bmw) articles that I've read has been from heat soak related issues. As the electronic solenoids heat up, failures start to occur.

01-08-2016, 01:09 PM	#16
2010reddevil Drives: 2010 Camaro 2SS Victory Red 6M Join Date: Apr 2015 Location: Gulf Coast, TX Posts: 1,424	Nissan has some pretty cool valve control tech in the form of VVEL where the valve lift is controlled by a moving companion arm that rides on an eccentric similar to a camshaft. Gives infinite control of valve lift over its entire operating range. I also think that it can be advanced/retarded as well, allowing to adjust the lsa as well. Lots of very interesting stuff in the new engine tech for sure. __________________ 2011 2SS 6A Red Jewel Metallic, Vararam Tune CAI, Magnaflow 3" Competition c/b, Speed Engineering 1-7/8 LT's, Circle D 5C, M/T 275/40R20 S/S, HPTuners tune by Ryan@GPI 12.3 @ 112 ACM as of 12/22/19 Gone on 12/28/19 R I P 2010 2SS 6M Victory Red/Black (old ride) CAI intake, Speed Engineering 1 7/8" LT's, X4 base tune, Flowmaster Outlaw axle-back. 12.6 @ 115 SAR as of 9/19/15 Gone but never forgotten.

01-08-2016, 03:00 PM	#19
matt55 Drives: CTS-V Join Date: Aug 2008 Location: Raleigh NC Posts: 1,069	They stole my idea lol , had this stuck in my head for years . It is good to see it in action :-) . __________________ 10.8@130.8 610 whp, CAI, 2.5, E85, id850 on street tires.

01-08-2016, 03:57 PM	#20
GretchenGotGrowl Drives: 11 F150 EB/13 Sonic RS/15 Z06 Join Date: Sep 2010 Location: Little Rock, AR Posts: 7,129 View My Garage	I wonder which will win out in the end. Camless or valveless. http://www.camaro5.com/forums/showthread.php?t=432355 __________________ New Ride -- 2015 Z06 2LZ (stock) -- Journal Old Ride -- 2012 Camaro 2LT/RS (647 RWHP & 726 RWTQ) -- Build Thread

01-18-2016, 07:29 PM	#26
LimaCharlie Drives: 2011 Camaro SS/RS - 2004 Silverado Join Date: Mar 2010 Location: Las Vegas, NV Posts: 2,989	Koenigsegg has been developing this for a while now (3+ years). Koenigsegg is on a different level in the auto industry. I thought they couldn't get better when the One:1 came out. I can't wait to see how the Regera performs now. __________________ 2011 Summit White Camaro 1SS/RS -6.2 LS3, TR6060, 3.45, G80 2004 Black Silverado 1500 2WD Regular Cab, Short Bed -5.3 LM7, 4L60E, 3.42, G80 2014 White Caprice PPV -6.0 L77, 6L80E, 2.92, G80

01-08-2016, 02:27 PM	#18
Hilflos Drives: 2015 1SS / RS NPP Join Date: Apr 2015 Location: Dayton Ohio Posts: 353	Yeah, agree entirely, both about it being amazing to theoretically be able to "swap cams" with some programming or tuning, and on the tricky to fix if something goes wrong aspects. Given the costs involved should something go substantially wrong, I'm also forced to wonder just how adjustable the valve actuation would be in a production vehicle, whether the means to do so might be heavily encrypted, what safeguards might be put in place to prevent things being set outside a certain range of values, etc. None of which is to say I don't find it impressive, or that I didn't immediately forward the link to every automotive enthusiast I know personally. Thanks for bringing it to my attention. It's pretty cool.

01-08-2016, 09:52 PM	#23
Nor Cal ZL1 Drives: 2013 ZL1 M6 Join Date: Oct 2013 Location: Nor Cal Posts: 1,825	This is 30 year old tech, and primarily used for high reving low torque engines. Current production engine rpm limitations would see very little benefit from this tech. Vvt has the working rpm range covered for production engines.

User Name		Remember Me?
Password