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Koenigsegg Developing Cam-Less Engine To Improve Efficiency
Koenigsegg wants to remove the camshafts; expect efficiency improvement of roughly 30%
Rumor has it the bespoke super car manufacturer Koenigsegg, is developing a cam-less engine based on their twin-turbo V8. Car & Driver magazine notes the engine will use pneumatic-controlled valves to individually regulate each cylinder. This will reportedly enable the engine to have infinitely variable valve lift and integrated cylinder deactivation technology.
Although cam-less designs are nothing new, there have been no viable applications in production cars using pneumatic-controlled valves. However, there is Fiat’s MultiAir system which uses electro-hydraulic variable valve actuation technology on the intake side. Koenigsegg’s design is reported to improve fuel efficiency by 20 to 30 percent.
In related news, the magazine says Koenigsegg is still seeking a smart airbag exemption which could enable the Agera RTO to be sold in the United States. Additionally, the company will reportedly unveil a rendering of their 100th vehicle at the Geneva Motor Show.
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There has been talk and rumors of the time, but it is only now that a production-ready version seems to be taking off of Koenigsegg's V8 engine in a version without camshafts. It is through collaboration with engine development company Cargine that like Koenigsegg houses in Helsingborg, as the technology, which some described as an important part in future engines, have been developed.
The technique is that the valve guide is by means of air instead of using one or more camshafts. The great advantage of this technique is that the valve guide is completely variable, and that by so doing can adjust valve timing with precision in order to increase power and reduce fuel consumption. Compared to engines in conventional cars, the consumption decrease by about 30 percent. In addition, the technology is said to be lighter than the conventional camshafts.
The disadvantage is cost, technology of pneumatic valves are still things that are mainly located in Formula 1 (where it was introduced by Renault 1985) and pricing for the technology are high. In addition, there have been problems with noise, which has become very high. Both of these drawbacks, however jobbats hard at Koenigsegg, and now, therefore the technology will soon be ready for serial production. (While you have to assume that neither a slightly higher price and a slightly higher noise levels constitute a major impediment in Koenigsegg's customer base.)