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Il costruttore svedese dal nome "impronunciabile" presenta la sua nuova supercar: la Koenigsegg Jesko.

La cellula di base in fibra di carbonio è la medesima dell'uscente Agera RS, ma sulla Jesko abbiamo diverse evoluzioni, soprattutto in campo aerodinamico.

Il V8 5.0 litri TwinTurbo, realizzato stesso da Koenigsegg è stato rivisto (non è ancora la declinazione CAMLESS, NdR), ma ora è in grado di erogare 1600 CV alimentato con una miscela E85.

In questo modo la Jesko potrebbe raggiungere le 300 miglia all'ora, che tradotto per i non albionici, fanno 482 km/h. 

 

Il V8, come abbiamo accennato, è stato completamente rivisto, guadagnando un albero piatto (Flat Plane V8) così da avere un suono schifosamente gutturale e soprattutto di allungare sino a ben 8500 rpm!

Il peso dell'albero motore, rispetto a quello con imbiellaggio a croce, è calato di 5 kg (un'enormità che si traduce in una velocità di risposta molto migliorata). 

I due turbocompressori sono serviti direttamente da un elettro-compressore che prende l'aria da un piccolo serbatoio (in fibra di carbonio ovviamente) di 20 litri.

 

Se il V8 è alimentato con verde da 95 ottani, il V8 sprigiona 1280 CV, che salgono a 1600 CV se alimentato con E85,  ben 1500 Nm sono disponibili come valore massimo, mentre 1000 Nm sono disponibili tra 2700 e 6170 rpm.

 

Koenigsegg abbandona il sistema DirectDrive (almeno su questa Jesko) per accoppiarle una trasmissione doppia frizione (realizzata anch'essa in casa, ovviamente) a 9 rapporti. Questa trasmissione chiamata "Light Speed Transmission" è in grado di cambiare in maniera diretta da una marcia all'altra, senza passare per i rapporti intermedi.

Esempio: volete scalare dalla 7ma alla 4a marcia? Lo fa direttamente senza passare da 6a e 5a. 

La trasmissione LST pesa appena 90 kg, compreso liquidi, pack frizioni, motorino d'avviamento, pompa dell'olio, rendendola una delle trasmissioni doppia frizione più leggere di sempre.

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ricordo quasi una ventina di anni fa le prime foto di un'auto dal nome impronunciabile, bruttina e con delle porte strane e non gli avevo dato una lira, pensavo ad una delle solite meteore, ed invece eccoli qui , ora hanno un motore loro brevettato... non male direi

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Ma Koenigsegg i dobloni per sviluppare in casa tutto sto ben di Dio dove li pesca?

 

Bel progetto, bella macchina. 

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Mi ricordo 14 anni fa che Von Koenisngee stesso mi fece salire al topmarques su una tra le prime ccx, arancione e con dentro i pulsanti a modi telefono d'antan.

altri tempi.

 

 

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Non più Ragnarok? Quindi non vedremo mai una Ferrari Apocalisse o una Lamborghini Armageddon? :oddio:

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1 ora fa, Beckervdo scrive:

I due turbocompressori sono serviti direttamente da un elettro-compressore che prende l'aria da un piccolo serbatoio (in fibra di carbonio ovviamente) di 20 litri.

 

Ho capito male, o è la soluzione che usa Volvo sul diesel più potente?

 

 

1 ora fa, Beckervdo scrive:

trasmissione doppia frizione (realizzata anch'essa in casa, ovviamente) a 9 rapporti. Questa trasmissione chiamata "Light Speed Transmission" è in grado di cambiare in maniera diretta da una marcia all'altra, senza passare per i rapporti intermedi.

 

Anche qui: ho capito male io o ha ben più di 2 frizioni?

 

Oltre ad avere più di 2 alberi e quindi compone i rapporti in cascata, analogamente ad un automatico classico.

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Posted (edited)
19 minuti fa, J-Gian scrive:

Ho capito male, o è la soluzione che usa Volvo sul diesel più potente?

 

Si, anche se penso che sia un po' più sofisticata dato che non vogliono ancora farlo vedere nel dettaglio

 

Cita

 

Anche qui: ho capito male io o ha ben più di 2 frizioni?

 

Oltre ad avere più di 2 alberi e quindi compone i rapporti in cascata, analogamente ad un automatico classico.

 

Da come lo descrive sembra essere simile allo ZF HP9 come disposizione di alberi, ingranaggi e frizioni

Edited by ISO-8707
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Non ho ben capito ancora come intendano il DCT a 9 rapporti "seamless".

Per quanto riguarda il sistema, il powerpulse di Volvo immette solo aria all'interno del compressore più grande così a ridurre il Lag. Qui abbiamo un elettro-compressore che viene alimentato da questo serbatoio che fa da "buffer".Solo non ho capito se l'E-Compressore è utilizzato perchè deve alimentare due turbocompressori e quindi è per un discorso di pressione minima o se è un altro sistema proprio.

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A New Heart

Koenigsegg’s first effort at engine development was so successful it saw the company awarded a Guinness World Record. The Koenigsegg CC8S replaced the McLaren F1 as the car with the most powerful production engine in the world.

 

The next Koenigsegg engine achieved a similar feat when the CCR took the world production car top speed record, again from the McLaren F1. In 2014, we announced the Koenigsegg One:1 with a twin-turbo V8 producing 1,360 hp, enough to make the One:1 the first production car in history with a 1:1 power-to-weight ratio. With 1 megawatt of power, the One:1 was the world’s first Megacar.

 

That record-breaking tradition continues……

 

Jesko – the all-new megacar from Koenigsegg – is powered by a newly designed, 1280hp (1600hp on E85), twin-turbocharged V8 engine that benefits from significant changes to the Agera engine it replaces.

 

At the core of the newly designed engine is the world’s lightest V8 crankshaft. Weighing just 12.5 kilos, Koenigsegg’s new flat-plane 180-degree crankshaft allows Jesko to produce more power, with greater efficiency, while achieving a higher 8500rpm rev limit.

 

The crankshaft is milled by small manufacturing house located in southern Sweden. It is made to Koenigsegg’s in-house design from a single solid steel billet.

The flat-plane design allows even firing across engine banks and an even more visceral engine sound. Koenigsegg has countered the tendency that flat-plane engines have towards greater vibration by designing new super-light connecting rods and pistons.

 

The connecting rods were designed by Koenigsegg’s engine architect, Dr. Thomas Johansson. The connecting rods are made from premium Swedish steel. At just 540g – including bolts – they’re as light as previous generations made from titanium, but even stronger.

 

The piston’s curved face shapes the combustion chamber in such a way so as to reduce peak pressure while maintaining high average pressure. The ceramic coating on the face of the piston prevents hot spots and detonation when the engine runs at maximum power. The piston weighs just 290 grams. Minimal weight is important because Koenigsegg engines have a very long stroke and at 8500rpm, efficiency of movement becomes critical.

 

 
 

The engine head has been redesigned with a ‘tumble’ valve on the intake side to increase turbulence as air is pumped into the engine. Turbulent air provides a faster burn rate, which leads to more efficient and effective combustion. The head is cast by Formula 1 suppliers Grainger and Worrall using new F1-grade technology to produce a head that is both stronger and lighter.

The air injection system comprises a small electric compressor driving air from a 20-litre carbon fibre tank connected directly to the two large turbochargers.

 

Traditional turbochargers are often burdened with turbo lag – the gap where exhaust driven gases are insufficient to transfer boost via the compressor wheel to the intake side. Bigger turbos mean even more lag, which is why many companies opt for twin-turbo systems with a small, fast-spooling turbo providing quick response before a larger turbo engages to provide maximum boost.

 

The Koenigsegg air injection system uses a timed, 20-bar burst of air strategically aimed within the patent-pending turbo housing in order to pre-spool the two large turbos. This process eliminates turbo lag and surge. This unique solution provides instant response with massive boost prior to the exhaust gases taking over to power the turbos.

 

The air injection system is also used to accelerate the process by which Jesko’s catalytic converters get to operating temperature on start-up. This is an important emissions reduction measure and fits with the Koenigsegg efficiency philosophy – using systems or parts to perform more than one function.

The fuel injection system has been re-designed and now includes an extra fuel injector, making Jesko the first production car in the world with three injectors per cylinder. Koenigsegg’s V8 has always had two injectors per cylinder fitted to the traditional fuel rail. A third injector has been added in the intake plenum, which injects fuel directly above the intake trumpets for each cylinder. The added aeration means a much cooler cylinder, much cleaner combustion, and less strain on the engine at the top of the power range.

 

The cylinders in Jesko’s new twin-turbo V8 are fitted with the world’s first individual in-cylinder pressure sensor system for serial production. This allows the Koenigsegg-designed and manufactured Engine Management System to monitor and operate each cylinder at maximum efficiency and closer to the edge for the ultimate in flexibility and control.

 

This mix of wholesale changes and incremental technology improvements results in an increase in the engine’s rev limit – to 8500rpm – and an increase in power to 1600hp on E85 fuel. When run on regular gasoline, the engine produces 1280hp. Torque is increased to 1500 Nm.

 

Jesko features not only the most powerful Koenigsegg internal combustion engine ever made, but also – we believe – the most powerful internal combustion engine of any homologated production car in history.

 

Light Speed Transmission (LST)

The Koenigsegg Jesko features an all-new 9-speed, multi-clutch transmission – the second transmission to be 100% designed and built in-house at Koenigsegg, following the Direct Drive system designed for the Regera.

 

The Koenigsegg Light Speed Transmission (LST) represents a scale of evolution not seen since the development of modern dual-clutch technology at the turn of the century.

 

LST comprises nine forward gears and several wet, multidisc clutches in a compact, ultra-light package. The LST is capable of upward and downward gear changes between gears at near light speed thanks to the simultaneous opening and closing of clutches that allows for totally seamless acceleration/deceleration.

 

That LST gear changes can occur in virtually zero time between adjacent gears is impressive.

 

What takes LST from impressive to evolutionary, however, is that these shift-time benefits apply when changing between ANY forward gears.

 

UPOD – ULTIMATE POWER ON DEMAND

 

The key to this functionality is found in both the transmission’s unique design and Koenigsegg’s intelligent ‘UPOD’ technology – Ultimate Power On Demand. UPOD is the brain that instantly selects and engages optimum gearing for maximum acceleration.

 

While modern dual-clutch transmissions (DCT) enjoy millisecond shift times, they can only pre-select for a fast shift in one direction. DCT’s are designed to predict and pre-select the next gear based on inputs from the driver. If that prediction is wrong – e.g the driver wants to shift from 5th gear to 4th, instead of the presumed and pre-selected 6th gear – the driver will experience G-force losses and a slow shift response.

 

In addition, DCT’s only work in single-gear intervals. From 7th gear to 6th, to 5th, to 4th, for example. If the driver is in 7th gear and wants 4th for maximum power, the DCT cannot pre-select 4th gear directly. The driver has to pass through 6th and 5th gears, wasting time and power.

 

The Koenigsegg LST overcomes this via its unique multi-clutch design and UPOD technology, which selects the optimum gear for maximum power with a light speed gear change, regardless of whether that gear is 1, 2 or even 5 gears away.

 

UPOD uses vehicle speed and engine speed to determine the correct gear for maximum power and directs the LST to engage that gear, no matter its relationship to the current gear. If you are in 7th gear and 4th is the optimal gear for maximum acceleration, UPOD can bypass downshifts to 6th and 5th gear and put the car directly from 7th to 4th – in light speed.

 

The effect is instant, prolific power that’s always optimised and always available, allowing maximum acceleration for overtaking, corner exits, etc.

 

Koenigsegg has a long history of developing innovative, in-house solutions aimed at optimising vehicle performance. Near-enough is never good-enough. This no-compromise philosophy inspired the development of Aircore carbon fibre wheels, Koenigsegg Direct Drive, Triplex suspension geometry, the RocketCat catalytic converter, Autoskin technology, and much more. LST is the latest in a long line of Koenigsegg innovations.

 

9-Speed-assy-10.12.18-edit-e155091819785

 
 

DUAL-MODE SHIFT

 

The Koenigsegg LST uses shifting mechanisms with two modes to differentiate between ‘normal’ (single-increment) and UPOD gear changes. The gear selector paddles and central shifter both have notched mechanisms that allow for two types of shifting.

 

Press the desired paddle or central shifter to the first notch and the transmission instantly changes one gear, as normal.

 

Press the paddle or the central shifter beyond that first notch and you are actively making use of UPOD’s jump capability. The transmission’s intelligent UPOD system will instantly detect your optimum gear and engage that gear for you.

 

FLEXIBLE SHIFT

Many drivers miss the organic feeling of a manual shifter and how it makes you feel more engaged with the car. Jesko offers its unique LST shifting capability in two different forms – paddle shift and ‘manual’ shift.

 

Modern sports car drivers are already accustomed to steering wheel paddles. They will feel perfectly accustomed to shifting gear in Jesko with dual-notch paddles located in the customary position, behind the steering wheel.

 

Jesko also offers an old-school alternative, with a short-throw ‘stick-shift’ installed and fitted with the same dual-notch operation. A push to the first notch changes one gear. A harder push to the second notch initiates UPOD and maximises the Koenigsegg LST´s full capabilities.

 

LIGHT | SPEED

The Koenigsegg LST represents a revolution in the way multi-clutch transmissions drive your vehicle.

 

Equally revolutionary is the size and weight of the system.

 

Where ‘traditional’ dual-clutch technology improved vehicle performance, this improvement came at a significant cost in terms of weight. Modern high-performance DCTs can easily weigh well in excess of 120 kilograms, and DCT-equipped cars always weigh more than their manual-transmission counterparts.

 

Minimisation of weight lies at the heart of the Koenigsegg philosophy and the Koenigsegg LST is no exception.

 

It provides vastly improved performance and functionality, yet the 9-speed Koenigsegg LST transmission weighs just 90kg, including all fluids. The physical package is less than 50% of the length of Koenigsegg’s previous-generation 7-speed CIMA transmission. This small size keeps weight closer to the center of the car, improving weight distribution and handling.

 

Koenigsegg’s new Light Speed Transmission, coupled with Jesko’s increased engine output and improved aerodynamics deliver the ultimate road-friendly track car. It continues Koenigsegg’s tradition of innovation and advances the company’s ongoing quest – the pursuit of automotive perfection.

 

https://www.koenigsegg.com/car/jesko/

 

 

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