Koenigsegg’s Freevalve – How does it work

In this video I go through how the valve works, and then go on and on just to cover all the questions I think people will ask. But I’ve probably missed 20 or so LOL

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ytdood says:

Bloody well explained, mate. Top job.

Bob Grant-beer says:

Matt! Where do you get those ” Throddle Throbble Botties from? 20:02 lol. Where’s me Pint.

Arcalter says:

I love how jesus poses in the background

HighOnBusa says:

I though it was all electronic operated….. Solenoid concept? Why would it be hydraulic system where its not used in hi raving engines: motorcycles etc?

Namdar Bolour says:

Thank you for such an intelligent and complete analysis of this valve system. It shows you have thought deeply about not just the theory of the system, but its engineering and cost trade-offs. We need more videos with real content like this on YouTube!

James Rindley says:

If you waffled more you could have made it longer.

Mario Buildreps says:

Good video, good research. But can you skip out that sudden (very) noisy pony intro? Or directly start with it?

Shadow Rz says:

Fiat’s “Multiair”?

TheJagjr4450 says:

YES comparatively the FREEVALVE is an expensive and complex piece of equipment… however have you bought a high performance custom designed solid roller camshaft lately? recently built a V8… The cam, hi pressure pin-oiled lifters, springs, retainers, locks, cam button, and pushrods were about $1800 just for the cam components, not any head work or the shortblock. .
The FREEVALVE operates like a completely vaiable camshaft which is able to take advantage of the optimum valve timing for each cylinder at EVERY SINGLE RPM in which an engine operates. WHERE AS A camshaft must be tailored for certain RPM ranges or operating ranges and often compromises in other areas in order to perform in the tailored range. QUITE often even the range which a builder would prefer to the engine to operate at peak output must also be compromised in order for the engine to minimally run at lower RPM levels.
The freevalve allows not only duration to be changed but also allows valve lift to be controlled individually. ALL of this allows for the best combination of turbulence, velocity, and cylinder cramming(overfilling) at all ranges of RPM not only the “usual circumstances”.

Thehappykebeb says:

Well. With this “its so expensive” thinking we would never get anything new. I imagine turbos and AC´s was so cheap at start either. And to be honest, i hope there is smart ppl that have develop this that are capable of decide if its worth doing or not. The enviorment forcing us to spend more on things like this.

Yukon Arctica says:

4 small valves replacing 1 big valve?

Warren Leighton says:

its not only replacing A camshaft lets behonest !!!, its really replacing 2 x camshafts, extra cylinder head material & machine if it has a cam tunnel, gears,belts / chains, tensioners, front covers, crank gears , some camshaft sensors …..truth be told ….. the people who dis the technology are typically those who are stuck in the past, sadly like EV tech , its coming so except it I say….30years as a Tech myself , I can think I can see a down side, but hey now they have compression ignition ULP engines about to hit the showrooms…..Suck-Squeeze -Bang -Blow was so much simpler years ago lol

FunkyMonkey85 says:

Where did you get that Kawasaki poster!?! lmao

cobrasvt347 says:

Damn 40 bar that’s like 500 psi holy shit Batman

vmoutsop says:

Sorry, a little late to the game but I just saw this and I love how you make things so understandable. Conceptually I now understand the tech, process and costs involved. Not bad for a Yank.

Matthew Connor says:

Traditional designs benefit from economy of scale. For a small company turning out a few hundred cars the cost per part will never be the same as a high volume manufacturer but they have the advantage of flexibility in production and a customer base that will support a high price point well beyond the point of a standard consumer product because the customer wants a premium product not an economical product. This is not a consumer product so to compare it to a $5 cam is like comparing a 4 cylinder sedan engine to a race engine.

matt angelo says:

Good shit. Nice buddy christ. Lol

nuggex says:

Been following the Freevalve development for years now mostly because I’ve been building Saabs for the past 10 years. And Koenigseggs made the 9-5 (B235 Engine) with Freevalve. I would give a piece of my liver to get that, the possibilities when engine tuning just makes this worth it ;). Probably not going to be commercially viable for years and years, and looking at the possible life time of the ICE it doesn’t look good unless we move more towards Ethanol and Natural gas engines.

Joe Magnets says:

Seems to me, that it’s still using a spring to close the valves, same problem is the spring being strong enough to close the intake and exhaust valves before the piston can hit them. I can see that the camshaft will not be there to wear out, nor are the cam followers, but how often have you heard of cams and followers wearing out, not too often. Seems he’s correct, the cost is not worth the benefits. Ducati motorcycle engines has the valves being open and closed without springs, except for a light spring to insure the valve is tightly sealed for starting. I would say the desmodromic system the Ducati motor cycles use is the way to go, but it still has cams and followers, but does not rely on springs to close or open the valves to avoid piston-valve collisions.

ginganz13 says:

If that seal leaks and the valve cant close – (exhaust) it will burn the seating faces out – just like a valve that’s ‘riding’ the cam.

Brabham Freaman says:

Oh Matt, ffs, if it’s something you don’t know enough about, why do you actually need to research and read up on it? No one else does…they just pull some utter bollocks out of their hat and start talking.

So what the fuck is wrong with you? Make it up! Chalk it up to compressed air or fairy dust like everyone else on YouTube, as advised by ABC, QED, PHD and anyone using just ‘common’ sense.

Sergio Skuropat says:

This guy is a lousy presenter, he repeats and repeats. Just count how many times he asks himself “So, how does this work?”Could have shortened the presentation to 1/4 , if only he was concise.

William Burdine says:

Your logic is sound as well as your theories, however until more information, independent test and numbers are rolled over, all this is nothing but an opinion. Well documented and explained, so thank you for taking the time to break down this ‘technology’ and explain all the parts known and researched. Good Job!

Nathaniel Clark says:

So where does the air come from in the pneumatic system? Is it ambient air? If so how would this system react to a big change in air density and altitude?

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