Koenigsegg does it again.
The Freevalve™ engine gets rid of the camshaft and the throttle body, replacing it with pneumatic actuators on top of each cylinder.
SOHC? DOHC? How about NOHC
Thats right, no cams.
That means a square cam profile. Which in turn means more torks.
It also means valve deactivation and tunability on the go.
>but moom i want it noooooooooooooooow
>no jimmy your a faggot shut up
Koenigsegg seems like they're full of gimmicks now. The One:1 wasn't anything new if you really break down all the flashy angles Christian throws at you into less dramatic terms. Honestly I like Koenigsegg but at the same time I see through their bullshit. Nothing in those cars are revolutionary and even this has been done in formula one for decades now. there's literally no other way to get a motor to rev that high than to replace the spring with nitrogen chambers. Look into formula one valvetrains.
This. And the whole "freevalve" thing was done a long time ago, that video is pretty old.
Never heard another word about it. Where is it?
I even have the same engine, so if they would actually produce something I would have a use for it.
someone is salty
>durr everything has to be NEW
what do you want them to make square pistons or reinvent the wheel literally?
Automotive tech is evolutionary by nature
Try making someone reliable in this day and age and get back to me
Faggots both of you
I get what you're saying but disagree. A lot of this stuff hasn't been seen in a road car. The One:1 was mainly cool because it was a 1:1 car that wasn't a shit box from the 80s with a turbocharged LS1 shoehorned into it.
>wanting to make a reliable engine more unreliable
i dont know why people are so obsessed with over complicating engines
Pushrod, OHC and DOHC all have their applications and anything beyond that including VVTI or 2+ stage variable cam timing is not needed
Dont get me wrong, I love mechanical diesels, but I suppose I should've said Im curious how much more torque could be wrung out of diesels with this set up. Calm your tits, you're as bad as the poor kids up there.
but thats like putting VVT on a ls oh wait
>6 year old article
>even gm didnt bother
besides diesels are almost at the limit of what they can do
Not as good and simple as Multi-air will take another decade or two to implement in all vehicles - at that moment ICE's might not even exist anymore.
As said, Multiair sounds like a better idea, especially with a V engine and a single cam in the block's valley. Using a camshaft to generate a modifiable hydraulic signal that pushes the valve open sounds like a better idea then using electrohydraulics, at least in a passenger car configuration.
Multi air is hydraulic and uses a camshaft.
Because its hydraulic, valve lift is influenced by oil viscosity.
So if the oil is hot, or you put in a different grade the valve lift will change.
That's nice and all, but pneumatic valve retrofit kits for mass market engines when?
Dont over think it pal.
You cant actually run square wave because of valve train limitations.
The benefit comes from variable duration and lift and moveable centre angle.
Plus the benefit of throttling the engine with the valves, not the throttle plate reduces pumping losses.
You're thinking of electronics. Electrics never fuck up unless they burn a fuse in which case replace the fuse. But hey, your choice, enjoy readjusting your carburetor weekly and needing a miracle to start the engine in winter.
Winter starting my 3 different engines
carburetor voodoo is a hell of a thing when it works right
>mfw all this time GM did the right thing by holding out with a compact OHV design that could transition into a compact camless engine with maybe the next generation or two ZR1
Give it 15 years; after they do the low displacement Tri-turbo engines, the Europeans will start using NOHC engines but with a hell of an upcharge (if German), and of course Honda and Toyota will start using the technology in new econoboxes.
But of course rhe technology exists, it's not like the technology is sold ONLY to the 1% of manufacturers to benefit at the expense of everyone else somehow.
The regera is the (non-series) hybrid that ever looked interesting, due to nogears.
Corny eggs will keep using ICE until it isn't the fastest thing they can make anymore, which might be a while but I wouldn't be surprised if the proportions are suddenly flipped next (ICE as more range extender than power).
>smaller head size
>No more DI
>no more timing belts or chains
and yes they've had it working for a while now. They said they could have released gen 4, but they're on gen 6 now because they wanted to make it better and cheaper.
this is like vtec or vvl but on a whole new level
>b-but muh pushrod engine is smaller
>muh 2 valve per cylindermake more toque
PUSHROD KEKS BTFO AGAIN!!
ppl work on camless valvetrains as long as on valveless heads. nearly 100 years.
so far nobody developed something really usable. i d shit butterflies if Koenigsegg overthrew everything.
>implying manufactures cant simply open the 3d file of their engines, delete the timing belt or chain section and design the new valves and cast it
GM and chrysler has to design new 4 valve heads, most if not all manufacturers wont need to dummy
No Chrysler does not. They could release the 5.0 Pentastar V8 that is listed in the patents. Hell, a smaller (ie shorter) head is already in production for the V6. Wouldn't be a stretch to make that design camless and solves the 2v problem. I don't see it happening any time soon, a Multiair PUG is more likely but you never know.
Source: My grandfather was a Ramcharger.
It never changed in its main principles. it never did, it never will.
>sealing of a translational movement
>acceleration of a 150-200g valve with like 200m/s^2
>feedback control through a gas. what is stiffness?
they did that 10 years ago and we're still waiting for them to "work out the small details"
koenigsegg are too poor to EVER bring this to market.
stop confusing him
my great uncle was a citroen
They say they've been refining it. I think the Saab was gen4. Gen 5 was better, but more expensive and harder to produce. Gen 6, the new one, is a smidgen better than 5 and cheaper.
As some one who's worked in r&d on engines using multiair, 6 iterations a year is a pants on head retarded statement to throw out there.
With a constantly variable valve train can you imagine how long to takes to run sweeps for lift, duration and centre angle, boost and ignition timing?
Plus compression ratio changes and different octane testing?
We were testing 16 hours a day. I ran the engine 8 hours a day for 9 months before we had the combustion system change. And then engine grenaded (piston broke at the boss around the pin) and we had to wait like 6 weeks for the prototype head to be repaired, and rebuild a new bottom end with used parts.
>"it totally could have been done 100 years ago"
>yet no one did despite several attempts
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>triangle shaped pistons
i beg to disagree
>bore and stroke are the same
>86mm x 86mm
>not knowing what square pistons means
>he actually mentioned muh 2jz in his post
>he thinks square pistons means square stroke ratio
Nigga, the Sclass came out with adaptive cruise control and cylinder deactivation almost 20 years ago and that shit is just not hitting the low tier cars.
By the time NOHC hits the econoboxes everyone will be in E-cars.
oh thats cool, so i could technically have a non interferince engine and have a gas engine with the option to dynamically scale how many working pistons depending upon the load by having valves open and stay open to reduce pumping losses while cutting fuel and spark to turn my v8 into a v6 or v4 or v2 or some other wonkey combination for milage or have the ability to fully utilize a dynamic jake brake, or have the ability to have an actual eco/sport mode switch where it changes timing and fuel and active cylinders.
when can i get one?
>actuated by air
>still uses coil springs so you can still get valve float
>have fun with 3500psi compressor shitting itself
>VE doesn't depent on the shape of intake manifold
>carburetor voodoo is a hell of a thing when it works right
except it doesn't
Starting my shitters:
Carb'd VW Type I,
Prime Fuel System
Pump Pedal 1 time per 10*f under 60*f
Don't go over 50% throttle until warmed or the choke will open.
Jeep 4.0 EFI
Pneumatic actuators? Not solenoids? The fuck's with that?
Surely electromagnetic switching is quicker and more responsive than pneumatics, and lighter to boot. No need for airlines, just run wires.
>what is a rotary
step up christian-senpai
that was nomuken, not tsuchiya
I agree with this sentiment.
Why should I care about advancements I can't afford?
You think everyone missing a limb in a first world country has one of those great prosthetic robot limbs?
alot of people are still dealing with shitty plastic stuff that just hangs off their stump
this is worthless
The simplicity and reliability of electronics, especially modern electronics is vastly superior to a more complicated mechanical design. This goes for all things. Electronics are simpler and have fewer points of failure. Any perceived advantage to mechanical designs is due to poorly implemented electronics