Stew F Posted 7January, 2016 Report Share Posted 7January, 2016 This came through on the Koenigsegg facebook feed today. Interesting. Link to comment Share on other sites More sharing options...
Shady Speedway Posted 7January, 2016 Report Share Posted 7January, 2016 Smart cookies Link to comment Share on other sites More sharing options...
Tit Posted 7January, 2016 Report Share Posted 7January, 2016 Yeah. They've been working in that for a few years. It's quite exciting. Link to comment Share on other sites More sharing options...
Pauly Posted 7January, 2016 Report Share Posted 7January, 2016 I remember looking into this a few years back. Basically can program the valves with no overlap ect for low rpm and hige overlap for high rpm (more than variable timing can do) for literally maximum performance possible. Link to comment Share on other sites More sharing options...
tazzieman Posted 7January, 2016 Report Share Posted 7January, 2016 "Old mate" is the Koenigsegg Facebook poster ; recruited from Hobart last year ; doing his dream job! Link to comment Share on other sites More sharing options...
MFX Posted 8January, 2016 Report Share Posted 8January, 2016 For a small outfit, they are really making strides in new tech development. Very impressive. The big boys need to watch out. Link to comment Share on other sites More sharing options...
Stew F Posted 8January, 2016 Author Report Share Posted 8January, 2016 I remember looking into this a few years back. Basically can program the valves with no overlap ect for low rpm and hige overlap for high rpm (more than variable timing can do) for literally maximum performance possible. It opens up limitless possibilities tuning wise. And the irony is that it's concept is ridiculously simplistic. Remove the camshaft and operate the valves by another means. Link to comment Share on other sites More sharing options...
Redracn Posted 8January, 2016 Report Share Posted 8January, 2016 The idea has been around for a long time. Engines have been built that use all electric actuation. The issues remain the same.Speed! How fast can they open and close? Great for the new push to lower RPM to improve fuel economy but 8,000rpm? Or say 12,000 for a bike?.The other big issue is a failure can end in the piston and valve trying to occupy the same space which always ends badly or inlet and exhaust valves also trying to occupy the same space. How many times does a valve move over an engines life and every one must be correct. Of course you can design an engine where it is not possible for the valve to meet the piston or another valve head on but it will be way less than optimal.As far as tuners go lets hope the lessons learned when the current continuously variable cams were introduced are taken on board. Many made physical changes to lift or timing but failed to modify the physical stops in the actuators to prevent the possibility of component collision in the case of failure of the control system or even over zealous programing of the cam position.I see this as happening but limited to low rpm very high efficiency turbo engines used as onboard generators. I.e. your driving future. Link to comment Share on other sites More sharing options...
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