248 MPH Without A Gearbox: Direct Drive — /INSIDE KOENIGSEGG

On this episode, it’s a drivetrain nerd’s paradise. Christian Von Koenigsegg talks us through the Direct Drive, gas-electric hybrid system that makes traditional gearing obsolete on the 1,500-hp Koenigsegg Regera.

Comments

bradd phillips says:

He is the smartest guy on the planet!!!!!!!!

Jacob Powers says:

those are some nice welds but don’t they still cause drag? isn’t there a better way to build them?

EddTheBob TheRulerOfTheWorldTheUniverse says:

I’m 13 how does this work all I’m thinking is you dont have to change gears 😐

michaelovitch says:

It’s far from being a good and practical system if you rely on several and very distincive motors/engines to do the job that other cars can do with a more simpler design.
The 0 to 60 in 4 seconds is “very slow” with the combustion engine alone.
It’s removing a gearbox to replace it by several powerplants just to have more torque.
That’s dumb in itself efficiency wise.
For me by passing the problem of very low gearing with electric motors is like what he did with his catalytic converters system.
It’s bypassing problems with alternative unrelated solutions.

sickasso72 says:

I must say I think this guy is way more creative and ingenious than musk

Berilium2 says:

What’s the song at the beginning?

Nikolas Vielberth says:

is this also possible for a motorcycle?

The Original Gamer says:

That fucker did what I thought up. Amazing. Guess I better get busy on the next big idea.

izoyt says:

just one thing: does this thing have a reverse?

Pavol Vaskovic says:

I hope in the next car, when they are printing “Made in…” over all the components, they also invent kerning. My eyes are bleeding from the monospaced but proportional typeface they use. Please!

justin colburn says:

Lets put the system in a v6 mustang

Blood Viking says:

I’m a mechanic, if you do it his way you won’t have a reverse gear. Aluminum heats up and expands too much.

Lovecars says:

What a fantastic video. Christian is such a genius and visionary

Stanislav Anikanov says:

Omg dat bald is so shiny

Itsmeeman1 says:

nice blender. does it also dice?

srinitaaigaura says:

I think you guys should target a 0-60 in 2.6. I see 0-300 in under 10 and 0-400-0 in 30 seconds (hopefully less).

Julian john Meadows says:

The work these guys do to evolve hybrid technology is amazing..The fact its from a supercar producer for me makes it even more amazing..And slowly all the other brands will follow your lead, which benefits people..But most important is the positive effects on the environment of our planet..We move closer to cleaner energy but with advanced performance..You guys are way ahead in your thinking..Congratulations and keep up the great works, its so good to see a car producer taking responsibility and leading by example..Fantastic !

Matthew Swartzwelder says:

Very beautiful and different design, almost like how Ducati uses Desmodromic Valves for their V-twins, just a different way of achieving excellence.

weebageeba says:

less is more,,,,,just cause you Can “speak ” over our heads,,doesn’t mean you have to,,,Love your show

Rusevelt Roberts says:

What would Christian create in an F1 project

Jack T says:

People are coming away with a lot of ideas of how it works that is not at all how it works. The way to understand is to follow the fluid flow. It works more like a turbocharger than a fan. Let’s begin with engine turning one of the members, while the output is held stationary, such as your foot on the brake.

1. Fluid Coupling: The element connected to the engine spins. The outside diameter is moving at the same RPM as the inside, but the outside is moving much faster in feet per second because if its larger diameter. Bernoulli’s principle states that when you increase the speed of a fluid, you decrease its pressure. The low pressure causes fluid to flow from the relatively high pressure inner area of the to the outside. When the fluid exits the engine driven member and encounters the stationary member, energy is transmitted to the stationary member, velocity is lost, pressure goes up, and it travels back to the inside diameter and back into the inlet of the engine-driven member. The faster the engine element is spun, the more energy is transmitted up to the point where the engine cannot transmit anymore power. This is called the stall-speed of the converter. The large the diameter of the elements, the lower RPM that stall-speed will occur because at any given RPM, the outside of the larger diameter will be traveling faster in feet per minute. Under powered cars and race cars use smaller diameter converters to enable them to generate high RPM to better match the power output RPM of the engine. Normal cars will be larger diameter to have that happen earlier. As the output more closely matches the input speed, the speed of the fluid decreases as the output member now opposes the input member. it achieves what is termed as coupling, although that never happens entirely. The larger diameters are more efficient. A fluid coupling does NOT multiply torque, in fact it loses torque, and that loss comes in the form of heat. The larger the speed difference between the driving and driven members, the greater the speed of the fluid and the greater the heat loss.

2. Torque Converter: The difference between a Fluid Coupling and a Torque Converter is the addition of the stator. The fluid flow starts out the same, however, what I didn’t mention with the fluid coupling is when the fluid returns on the stationary side, the direction of the fluid is relatively opposite that of the engine driven member, thereby opposing it. The torque converter adds a STATIONARY stator at the inner diameter return area that has curved blades that reverse the relative fluid flow and redirect the fluid energy to the same direction of the engine driven member and the velocity lost to the stator raises the pressure of the fluid, so NOW you have torque multiplication similar to gears. As with the fluid coupling, when the output more closely matches the input speed, the speed of the fluid decreases as the output member now opposes the input member. It achieves what is termed as coupling, although again, that never happens entirely. However, at that point, the stator also becomes a liability. Therefore, the stator is mounted on a one-way clutch that enables it to change from stationary to spinning with the input and output elements.

3. The lockup clutch everybody understands. When the torque multiplication is finished for the most part, the remaining slippage is simply a power robber that goes up in heat. When the clutch applies, the transfer of energy due to fluid flow in the converter ceases.

Other: The author is not claiming there are any new concepts with regard to his torque converter. What he is saying is he couldn’t find one off-the-shelf to meet the characteristics he needed, and couldn’t get anyone interested in working with him to supply it, and what they did themselves to get what they need. His claims, IMO, are about the marriage of the engine, electrical engine, batteries, regenerative energy, and a torque converter, which together work toward the gearing advantages of a CVT, without losing the war of efficiency against the more power-efficient and weight-efficient conventional drive systems. Moreover, regular CVTs have their own set of reliability and longevity issues when it comes to transmitting high horsepower.

Paul Bubnash says:

So couldn’t they just hook a regular v6 or something to this and essentially get the same result? I mean it wouldnt have the same top speed but it seems like it dosent need a crazy engine in there to be a 3 second car…

Tony Perri says:

That default AutoCAD font lol

Rodrigo Dantas says:

This guy is really genius! Forget about Elon Musk, this is the guy regarding rewrite car technology, hope to see his solutions taking really scale!

Ryan G says:

This guy is brilliant……

Nathan Smith says:

the real magic I want to see is how they manage the cooling on this car

Einhander Bruning says:

Finally a owner, designer, worker, and he actually knows how all the parts work instead of a lazy CEO that pretends to know how the cars are built and he cares and not just about the huge paycheck unlike GM ……his car works. Koenigsegg went from nothing to something faster than his cars:) that man is brilliant!

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