@@armandsainty8059 I´m NOT a cat person but after this I have changed my mind, cats are awesome...if only I had a Koenigsegg though. Oh well, guess I´ll keep walking
I think it's safe to say at that point that Koenigsegg's engineers are genius, not just smart. Twice as light gearbox, no turbo lag, crazy hp, now this...
Koenigsegg engineers proud of their work's efficiency. One day later on TH-cam: STRAIGHT PIPED KOENIGSEGG TERRORIZING THE STREETS!!! SAVAGE SOUND EARGASM 4K HD
After seeing example 1, my first thought was basically example 4. Seems obvious, providing the gains outweigh the extra weight of the valves and pipework, which I guess they do.....
Yes it's actually quite fascinating. Some of the greatest innovations consist of simplifying existing models. It's the same Koenigsegg did with their new gearbox, where they essentially combine it and the clutch in one package that makes it much lighter and faster in response than any conventional gear/clutch setup.. All it takes is a bright mind wondering if it's possible to make something simpler instead of just doing what we are used to do or taught to do.
I doubt the other manufacturers couldn't come up with it, more like it wasn't worth the extra costs or the cons weren't that bad for them since most manufacturers don't care for making 1000 hp+ cars or something along those lines.
@@Sinehmatic Knowing the nature of most industries, engineers would already patented the design if they already thought about it before, costly or not. Like Christian said in one of his interview, the Lightspeed Transmission is small for its size, considering it would be used to handle over 1000Nm of torque, but if you are to design one for lower torque application, it would be significantly smaller and lighter. Plus, I believe like any other innovations, once its been researched, experimented, and improved, even the cost would be less and more affordable.
But Hector is gonna be running 3 Honda Civic's with spoon engines. On top of that he just came into Harry's and ordered 3 t66 turbo's with NOS's and a Motec System Exhaust!
you might be thinking, "wait a minute, what if I want power from the get go?" "first of all, you shouldn't be driving your car very hard until the engine is warmed up.!" look at his smug face..! got me.. great video.. thanks EE..
Hear hear! And just because you (you in general, not you the poster :) ) and I love the sound of certain cars/bikes with loud pipes doesn't mean everybody else is ok with it. Just take some sound that really annoys you and imagine hearing that at random times in your day. Loudly. It's ok on a race track, not in everyday traffic.
One can do nothing but love this channel, it does feel like Jason could teach anyone to become a mechanic no matter how much brain damage that person had... and he does it in a way that's not even close to being boring but catching all your attention the whole vid! Wonder how amazing should be to have a teacher like him, probably beyond awesomeness.
I’m not a huge fan of supercars or hypercars, but if I had the money I would totally buy a Koenigsegg. Christian is awesome, the engineering that goes into their cars is amazing, and they aren’t a “main stream” car you see every day.
Thing is with these cars there's a good reason they are so expensive. It's all about the amount of engineering that goes into the design, the ridiculously small series and not compromising on the materials used. The amazing thing is that they manage to do so much research with that small a crew and so little resources compared to what the giants in the industry has to work with. I just rewatched the episode of Jay Leno's Garage where Christian shows off the One:1 and one (😋) thing that I had forgotten was that they even makes their own brakes! Now correct me if I'm wrong, but it seems almost all other supercar manufacturers buy theirs, and that about nine times out of ten its Brembo. Nothing wrong with Brembo, but it's just one more example of a part that has to be designed and then built in such a small series. That is expensive...
The only thing more impressive than the amount of engineering inovations Koenigsegg puts out is the skill and ease in which you explain everything in a way that's SOO EASY to understand 👍👍
That was genuinely cool as hell man as soon as you explained how the back-pressure from the exhaust gases can cause loss of power the entire video just clicked in my head, it also made me realize why my Eclipse felt more torquey as soon as I put exhaust on it, not necessarily more power (not sure though I never got it on the dyno) but it just had more pull when you hit the gas and it would make sense that it was the fact that I probably had pretty equal exhaust/intake pressures when it came down to open/mostly open throttle... cool stuff man
Taking highly complex matters and reducing them to a simple explanation. We are facing a person with a high IQ. And *that* I like listening to. Listen and learn! Thanks for sharing [Shake]
@@WeirdBrick It takes an innovative mind to use something so simple as a bypass valve in an innovative manner. Show me another car company that did this before Koenigsegg.
@@Hellebron or the light speed gearbox, freevalve, their active wing system (moving backward and up not just up => less power (weight of the hydraulic system) to push them up and back
There better be actuators on the exhaust manifold, so it pushes the air faster in the smaller pipes compressing it faster and causing it to heat up faster, giving it more power.
I just love your videos. Usually I only get to experience Koenigsegg through drive-by videos not learning anything. After watching your video I can appreciate the cars a lot more.
I would think it would be prone to failure. Cats are already insanely overpriced(disinsentivisng putting them back on if they fail) adding more complexity will just make then worse. Plus, there will still be a time where NOx come out
Have a manual bypass and everything works fine. When I need to push, just press the button and the valve opens in front of the Pre cat. Works just fine
I think you may have misunderstood the Patent. The turbo is a massive restriction in the exhaust flow and the inlet exhaust maniforld to inlet manifold pressure ratio is normally 2 to 3:1. Engine gasses expand on combustion. You may be quating the turbo bypass mode pressure ration - that is not a nomal operating mode.
10:10 short observation on that part: Just because the clutches can close in as little as 2ms, doesn't mean that the gearbox will shift with that speed, mainly because an upshift from 3 to 4 will require the second shaft to increase it's rotational speed. Koenigsegg will of course try it's best to minimise it's inertia, but that still makes it less straight forward than an upshift that won't change the relative speed of the second shaft to the input shaft. Which means that either every third gear shift will take considerably longer to complete than others, or that all gear shift times will be matched to the slowest one. But no continuous positive torque, which was something you have claimed
If you’re talking about the Jesko gearbox, it actually is possible to maintain positive torque even through the 3-4 and 6-7 upshifts. One sub-transmission is making a large upshift while the other sub-transmission is making a smaller downshift. So long as the upshift is timed ahead of the downshift, positive torque is maintained. They can also avoid a large torque dip by upshifting very quickly and using the shift shock to not only fill in the torque dip but also to trigger slippage in the downshifting portion of the gearbox to initiate the downshift. This is how the Chrysler 62TE transmission accomplishes its 2-3 upshift, which involves 2 overlapping shifts between the main box and the compounder unit. You can also search for “double swap shift” or “double transition shift” for more research on this.
Anyone could have just said they have a bypass valve at cold start, but EE wrote a book and narrated to us with pictures for us to understand. Thank you kind sir I now know the ways to 1200hp 😁
@@DJDing23 I believe it's more to do with the fact hot metals expand ever so slightly, and because it's a bunch of separate parts bolted together made from different stuff it all cools down and contracts at different speeds. There's probably other stuff too but I don't believe it has anything to do with oil dripping
As a getaway driver, sometimes when we're staking out a place to raid we sometimes need to sit in the car till the coast is clear so the engine would cool down. We don't have an option but to drive really hard and fast right after start-up but so far, no blown engines :)
Old school hot rodders and import tuners cries about the dreaded emissions compliant catalytic converters robbing power. Meanwhile at Koenigsegg with their 1000+ V8's....
David Vizard discussing valves and gas flow says exhaust gas inertia causes the cylinder to go negative pressure just after the exhaust valve opens. The inlet opens momentarily later so the incoming charge is pulled in by the partial vacuum created by the exhaust flow. Konisegg have the Freevalve engine which operates its valves entirely electronically. No cam, no cam belt, around 20kg weight saving on a 1600cc engine. Each exhaust valve has its own outlet pipe with only one going to the turbo. The other goes straight to the catalyst. The individual valve openings control how much boost is made. No waste gate. The cold engine keeps the turbo valve closed and retards the spark ignition. That puts flames down the exhaust to quickly heat the catalyst. The precast is not needed. There is also no throttle valve it’s all done by the engine valves. Check out the freevalve video.
I really hate straight piped street vehicles, way too loud and obnoxious. I much prefer a nice toned exhaust with a single cat and a higher flow muffler. Also, so what you are telling us with the catalytic converters is that we need to go straight to red line from start up, to warm up the engine faster, and thus saving the planet?
The catalytic converter only oxydates molecules with a little energetic step (semi-burned molecules). If you have some complete hydocarbons straight from your injectors (and if you are turbocharged you do) they can pass throw your cat and then ignite outside or burn in the exhaust all the way long.
@@SoulTouchMusic93 No. It's a catalyst. It simply makes the breakdown of the harmful particles faster, using platinum as the catalyst. The Pt is unchanged in the reaction, and simply breaks down the gases. It has no effect on engine flames.
The exhaust back pressure being lower than the intake manifold pressure also opens up the ability to "scavenge" to spool the turbo faster (both valves open, air flows from higher p to lower p, kind of the opposite of egr, more massflow goes through the turbine). This is common at low engine speeds (exhaust backpressure is a function of massflow, which is tied to engine speed) in consumer cars. But I assume that Koenigsegg is stating that their bp is lower than their intake pressure across the whole power band which is fantastic.
I am willing to bet some of that pressure difference between the exhaust & intake are due to sizing the turbo correctly. That's why a lot of them are able to run different size exhausts for one intake size.
You are not forcing anything anywhere. Modern engines have adapted exhaust and intake phases lengt and timing, exhaust will close at the most beneficial moment and high compression is used. Also, it's not 1.5:2.5, rather 1.5:1.5 all the way to just before max power and then slightly worse. The power loss is not due to heat, but due to mechanical resistance and pumping losses against the backpressure. But that's at WOT and high rpm. At part throttle cats are bad, because they kill inertia and the possible max pressure differential at transients.
I looking at the first picture I was thinking to myself „well why don’t they then just bypass the exhaust through a pre-cat at cold start, even though that would be a little big of piping to lay“ and then later when he moved aside I saw that that’s exactly what koenigsegg decided to do and apparently also patented
Damn, be nice... I think he added the grey streaks so people would take him seriously. I am older than he is...(I don't think he is 30 yet) I am 41 and I look 50...its how hard of life you live. Jason is really a genuine nice guy too.
Question-How much more fuel are we using to counter the power loss from emissions? Is there a point when it takes more fuel to make a car run cleaner that it negates the cleaner exhaust because while it is cleaner, we are making more of it?
@@EngineeringExplained Don't want to sh*t on these other kinds of subjects but I prefer your Tesla ;) Edit: Just kidding, I enjoy all of your videos but I love it when TH-camrs make good PR for electric cars :)
RustyFMJ As an engineer myself, I love that Tesla solves all these issues by pure SIMPLICITY. But indeed, it doesn’t offer that much potential for good video content for sure...
@@juzoli I don't have anything against electric cars (tho i will probably never own one as i'm too much a petrolhead) but i do have a gripe with all the nonsense gadgets that are being added to cars these days (Tesla taking the crown imo). Gadgets that don't belong in cars. Cars should be driven without distractions. I feel that safety isn't first anymore as they're trying to squeeze in as much tech as possible without considering if it's safe or not.
4:08 you said the turbo takes away some of the heat because it converts energy from the exhaust into useful work. just to get this right - surely it cannot convert heat into useful work, it is just a heat sink in this scenario?
That's what engines do, they turn heat (and thus pressure) into useful work. An engine is a compressor, a turbo is a compressor, they just compress in different ways. The turbo is compressing intake air.
It takes away some of the heat, takes less energy from the engine itself (trough choke) and that's why turbos can make more Powah than other types of forced induction.
@@EngineeringExplained sure, i was just saying it isn't the heat of the exhaust gas that the turbo is converting into useful work, is it? i mean if the turbo was fed cold gas from another source, at the exact same pressure and speed as the engine's exhaust, surely that wouldn't affect the turbo's effectiveness?
So what exactly were they allowed to patent? It seems that all they did was install a valve that directs exhaust flow based upon the engine temperature. That seemed like a pretty obvious solution to the problem right after you explained the initial problem in your first "slide".
Today you can patent anything. There's no real research done by the patent office to check if the patent is viable or if it infringes on an existing patent. All of that is left up to the one seeking the patent and to patent holders to keep looking for any infringements. So if you've got a patent you better keep watch or you might get robbed blind. As for these patents I'd say that they are no worse than a lot of existing patents in that once you see a solution it appears to be obvious. The secret sauce is to be the first to describe the problem and present a solution. That and having enough money for lawyers that the big kids don't just kick you to the curb.
Considering the control systems required for this, it seems like a very simple solution, but considering the costs, I can see it being rejected in many more "economical" vehicles. I might think about throwing a custom copy into one of my vehicles. Question, does it have any effect on fuel economy if you were to cruise the koeningsegg while warm from let's say your home to the track?
Question: Can you modify your exhaust with valves and stuff like koenigsegg's (the 4th picture on your board) so you get the horsepower and also emissions level tests pass (european mostly, US allows you more modifications i think). Thank you!
This is great news! Now I'm going to fit this system to my 2006 Ford Fiesta ST just so I can impress the car meet at the grocery store with my extra 300BHP!
Cant believe no one has ever thought of this before, wasn't it only a few months ago we was talking about turbos and a eco mode and turbo mode, divided by a valve. Now we need to see these valves to see how they operate, is it a full seal or partial?
Bro, I remember back in 06, I think, me chatting with my supercar fan friends, I said "Did you guys saw this new brand, Koenigsegg? They look amazing." Everyone dissed me, they were all about Saleen and Pagani, I lost contact with those folks, or I was about to show them this video and say "What did I say back then? Koenigsegg IS amazing." Seriously, this looks great, I hope it makes way to street cars soon, even the first patent may improve street cars by a lot.
I don't have a pre cat in any of my cars... One car never came with one, one did I delete it on and the third has no exhaust cleaning at all because it never came with any when it was made.
When you decat a turbo diesel car with a downpipe, it should 'free up' some horsepower, but I've read you need to remap your ECU to take full advantage of the downpipe. My question is, what parameters are changed during this specific remap process? Limiter maps for air flow, exhaust port timings etc? By the way, great explanation as usual. Like++.
Thought this wouild be really complicated, but you always have a way to logically describe concepts with great graphics. Also, a cat in the video is an added bonus.
Is there any validity to putting heating coils on main cats and omitting the pre cat entirely? What would be all the drawbacks if you did? Weight, energy consumption, small time delay directly after starting where gases go unburnt?
I often heard people saying "this exhaust gives you more HP" (especially i heard that from people with motorcycle" I always wondered how is this posible, because the exhaust has nothing tot do with the engine Thanks to this video i understand these exhaust are able to "give you your HP back" :D
The idea of by passing a restriction is not new specially in the exhaust department, what I really want to know is how are these bypass valves built and there mechanism, to build a valve that can withstand that amount of heat & pressure yet still work properly every time with the presence of carbon deposits, is actually what amazes me.
I don't see how the second patent would be upheld, it doesn't seem novel. Its self explanatory, it's the immediate answer to "How can we eliminate the pre cat restriction when the engine is warm?" In fact when you talking about the issue in the beginning that very solution came to my mind and I'm no engineer.
In 2017, when presenting the FreeValve system for smaller engines, already having built a prototype FreeValve cylinder head for a Qoros engine, Christian von Koenigsegg mentioned that, among all the other advantages FreeValve has, it allows them to eliminate the Pre-Cat altogether, as they can just time the ignition and valves to purposefully send flames into the exhaust, quickly heating up the main cat. Why is this not done on the Koenigsegg engines? Are the main cats too big for this to work at all? Or would flames that are large enough to heat up such a big catalytic converter overheat the turbos? After all, the Qoros engine was supposed to be turbocharged as well, but with smaller turbos and with two exhause valves for each cylinder, one bypassing the turbo, so maybe they'd be running only that one to pre-heat the main cat.
CC8S was before CCR, hence without exhaust described in this clip, and had single compressor and 655hp. CCR had new "+100hp" exhaust and double compressors and 806 hp. If 100 hp was from new exhaust, just 51 was from adding a compressor? Sure the problem will increase with more boost so a CC8S would not get a full 100hp extra but slightly above 50 hp still seem a little low gain from going twin compressor. Or was the CC8S before you needed fast heated cats so they didn't have to bother about that restriction?
I'd like to see a full account of the cost to the environment of all the extra materials, including rare metals, and energy used to mine, transport, manufacture, design, build etc vs. the nox a cat is meant to reduce. Plus you also have the compounding effects of extra weight needing extra material to carry it, and reduced fuel economy due that, and a bigger heavier vehicle, for the life of the vehicle, and the extra complexity, failure modes and maintenance costs.
I see a problem. Since the engine would be pushing very hot gasses. As the valve opens to the stone-cold turbo, wouldn't that thermally shock the turbo? Especially when the weather outside is very cold. But ofc, who is not storing their Agrea RS NOT in a climate controlled garage.
As soon as the first example was given, I immediately thought of what the Agera RS has. Christian and his team are geniuses though and their cars are just fantastic pieces of engineering.
I don't have a degree in engineering but do have a very breif experience with power train engineering within a big hyper car manufacturer- only a few days though. The turbo compresses the air making creating greater heat hence why we use a cooler. Does that not mean the heat of the air coming out is actually still fairly hot meaning the pre cat shouldn't be effected too much?
Was thinking about straight piping my koenigsegg. After watching this video i realised i don’t have a koeningsegg
_Classic_
I have one which only requires 4x AA batteries.
i put a month into saving money for a koenigsegg.
after a month i wasted a month.
Get a white board instead. Much more versatile.
Mahmut Koroglu you mean you bought a Koenigsegg but it’s fake?
Never tell your Main cat about your Pre-cat
Main cat at 11:50?
He'll definitely get jealous of the rocket cat 🚀🐈
@@armandsainty8059 I´m NOT a cat person but after this I have changed my mind, cats are awesome...if only I had a Koenigsegg though. Oh well, guess I´ll keep walking
@@Christian_Johansson I would get a Koenigsegg and actually fly around with the rocket cat more than I would actually drive the car
There's some things you just don't do with your main cat....
They say any publicity is good publicity, right? 😂 Great video
Hahaha 😘
I'll eventually watch this video, but I only clicked to scroll down and see what you guys wrote. Was not disappoint.
Shots fired!
SAME!
Does that mean koenigsegg doesn’t support you guys?😢
I think it's safe to say at that point that Koenigsegg's engineers are genius, not just smart. Twice as light gearbox, no turbo lag, crazy hp, now this...
And there's Bugatti. Need more power? Get more cylinders!!
@@kirara4953 dont attack buggati now, drag cars have double the power of koenigsegg cars and nobody is praising them..
I mean, the first thing i thought when he showed what a pre cat is and does, was but it in a bypass. I can imagine its really hard to make work though
@@robertjusic9097 most drag cars aren't road legal and don't comply with emissions, that's what makes Koenigseggs impressive
@@synthtuner and they rebuild them every run
You've done so much for Koenigseg, I think they owe you a free car.
Hahaha, ready!! :D
@@EngineeringExplained I'm near the headquarters I will *clame* it for you
@Not Hitler Just uber with it. The maintenance will pay for itself
@@EngineeringExplained well we've seen what the miata does to you hahaha
_Doesn’t mean I won’t straight pipe both of my Civics anyway._
>autos don't count
Callum Boothroyd Not Auto, but okay bruv.
Sell both your civics and buy half a Koenigsegg exhaust system, ez
Beanpapac15 No, I don’t think I will.
Or make your own
Koenigsegg engineers proud of their work's efficiency.
One day later on TH-cam: STRAIGHT PIPED KOENIGSEGG TERRORIZING THE STREETS!!! SAVAGE SOUND EARGASM 4K HD
The new “Holy Trinity” is Koenigsegg for engineering, Bugatti for luxury, and McLaren for track domination
Did you check out DDE channel? They just put a titanium catback exhaust on a ccxr not quite straight pipe but one step closer
I’d name it an ergasm.
Very energetic
@@catrabbit4996 I think that last one will probably belong to Aston Martin. But still somehow Ferrari will always own the sex appeal category.
@@srinitaaigaura The ladies like the horse.
Whenever EE uploads: "Oh man time to get a little bit smarter"
Me: "oh man time to feel a little bit dumber",
as I too am an engineer and didn't learn anything in college
@@eddiegarcia3530 Thats why the system of bachelor and master sucks. Bachelors degrees are pretty much useless for the industry.
TremereTT
We need them for a job though...
this is big brain time
Pls help ! ! ! Which is better Twin Scroll turbo OR mazda 4-3-1 exhaust whit Ejector Effect
The best solution is clearly to have a program that bypasses both cats unless it's in emissions test mode.
VW engineers might be able to help with that.
@@alwoodd maybe 😅
Sir, i like the way you think.
@freezeme360 it only goes around the pre cat I talking about bypassing both pre and the main cat.
@freezeme360 even better
Drives car with muffler... Boring.
Drives car with straight pipe... Boring.
*DRIVES CAR WITHOUT MANIFOLD*
ZOOMIES!!
Drives car without exhaust valves
@Eat Jat nah, the whole planet becomes your manifold.
@@BlueOvals24 wtf lolll
Tesla: *DRIVES WITHOUT VROOM VROOM*
They have come up with a very simple system, amazing no other manufacturer has done this prior.
After seeing example 1, my first thought was basically example 4. Seems obvious, providing the gains outweigh the extra weight of the valves and pipework, which I guess they do.....
Yes it's actually quite fascinating. Some of the greatest innovations consist of simplifying existing models. It's the same Koenigsegg did with their new gearbox, where they essentially combine it and the clutch in one package that makes it much lighter and faster in response than any conventional gear/clutch setup.. All it takes is a bright mind wondering if it's possible to make something simpler instead of just doing what we are used to do or taught to do.
I doubt the other manufacturers couldn't come up with it, more like it wasn't worth the extra costs or the cons weren't that bad for them since most manufacturers don't care for making 1000 hp+ cars or something along those lines.
@@Sinehmatic agreed!
@@Sinehmatic Knowing the nature of most industries, engineers would already patented the design if they already thought about it before, costly or not. Like Christian said in one of his interview, the Lightspeed Transmission is small for its size, considering it would be used to handle over 1000Nm of torque, but if you are to design one for lower torque application, it would be significantly smaller and lighter. Plus, I believe like any other innovations, once its been researched, experimented, and improved, even the cost would be less and more affordable.
I just Straight Pipe my Koenigsegg
Thanks
I was trying to save you money, I know it's tight!
RΛZER IPHONE I did 2 years ago, oh well
Yall frl got koenigseggs
@@willfleischauer yes they have the special koenigsegg veyron 13.37 litre 5 turbo v9's
@@LoserSnoozer lol 13l v9 ok
Ok
But Hector is gonna be running 3 Honda Civic's with spoon engines. On top of that he just came into Harry's and ordered 3 t66 turbo's with NOS's and a Motec System Exhaust!
A couple of Nissan SR20's would pull a premium one week before race wars.
What are ya
feeling, Lance... 40 weight? 50 weight
Yeah, and a stand-alone fuel management system. Not a bad way to spend ten thousand dollars.
Dont do it jesse. I bet you he's got more than a hundred grand under the hood of that car
I DIDNT NARK ON NOBODY, I DIDNT NARK ON NOBODY!!!
Now my civic can finally reach 500hp with a single part modification
you might be thinking,
"wait a minute, what if I want power from the get go?"
"first of all, you shouldn't be driving your car very hard until the engine is warmed up.!"
look at his smug face..! got me..
great video.. thanks EE..
No need for straight pipes on just about any car! Loud noises are not always good noises. Also engine performance and all that blah blah blah TL;DR
I'm with ya bud, sometimes you can have very nice sounds that don't exceed 130 dB!
No need for RICE
Hear hear! And just because you (you in general, not you the poster :) ) and I love the sound of certain cars/bikes with loud pipes doesn't mean everybody else is ok with it. Just take some sound that really annoys you and imagine hearing that at random times in your day. Loudly. It's ok on a race track, not in everyday traffic.
To bad it has a patent, you know, because money comes first in this world and not the environment!!!
Diesel rice?
The Jesko doesnt have the pre-cat because the main cat is electrically heated
What about the OPF?
This is even brilliant I guess XD
@@MrQmie what is OPF?
@@daniahmed Otto-Partikelfilter
GPF -> gasoline particulate filter
@@MrQmie thanks👍
So basically the RS is naturally aspirated for like 5 minutes...
New facts
Was watching a video but yours is better, my brain gets some knowledge
_Knawledge_
One can do nothing but love this channel, it does feel like Jason could teach anyone to become a mechanic no matter how much brain damage that person had... and he does it in a way that's not even close to being boring but catching all your attention the whole vid! Wonder how amazing should be to have a teacher like him, probably beyond awesomeness.
That is so very kind of you to say, thank you!!
You are welcome Mr Fenske :D
I’m not a huge fan of supercars or hypercars, but if I had the money I would totally buy a Koenigsegg. Christian is awesome, the engineering that goes into their cars is amazing, and they aren’t a “main stream” car you see every day.
Absolutely agree, they are true car enthusiasts as they are passionate and innovative in every part of the engineering and building process.
Thx man
Thing is with these cars there's a good reason they are so expensive. It's all about the amount of engineering that goes into the design, the ridiculously small series and not compromising on the materials used. The amazing thing is that they manage to do so much research with that small a crew and so little resources compared to what the giants in the industry has to work with. I just rewatched the episode of Jay Leno's Garage where Christian shows off the One:1 and one (😋) thing that I had forgotten was that they even makes their own brakes! Now correct me if I'm wrong, but it seems almost all other supercar manufacturers buy theirs, and that about nine times out of ten its Brembo. Nothing wrong with Brembo, but it's just one more example of a part that has to be designed and then built in such a small series. That is expensive...
Uh, I don’t think any supercar is a main stream car you see every day.
Plus they aren't over priced and depreciate worse than a bentley...
The only thing more impressive than the amount of engineering inovations Koenigsegg puts out is the skill and ease in which you explain everything in a way that's SOO EASY to understand 👍👍
Very kind Watch Geek, appreciate you tuning in! :)
@@EngineeringExplained oh I'm a long time subscriber and regular viewer, just don't usually comment 😀.
Here I was trying to kick that cat-video habit, and what happens? I get dragged back in.
Except unlike all the other cat videos, this one *increases* your man score
That was genuinely cool as hell man as soon as you explained how the back-pressure from the exhaust gases can cause loss of power the entire video just clicked in my head, it also made me realize why my Eclipse felt more torquey as soon as I put exhaust on it, not necessarily more power (not sure though I never got it on the dyno) but it just had more pull when you hit the gas and it would make sense that it was the fact that I probably had pretty equal exhaust/intake pressures when it came down to open/mostly open throttle... cool stuff man
Taking highly complex matters and reducing them to a simple explanation.
We are facing a person with a high IQ. And *that* I like listening to.
Listen and learn!
Thanks for sharing [Shake]
My Saab 9000 Aero 2.3T Running Trionic 5 passes UK emissions tests with no CAT. Its very close, but its just under the limits and so gets through.
Koenigsegg is the most innovative car company of these days
I wouldn’t say a bypass valve was very innovative but otherwise yes they do come up with some good ideas
I totally agree with you, look at their special carbon fiber wheels those things are super crazy
@@WeirdBrick It takes an innovative mind to use something so simple as a bypass valve in an innovative manner. Show me another car company that did this before Koenigsegg.
Don't forget direct drive gearbox as well.
@@Hellebron or the light speed gearbox, freevalve, their active wing system (moving backward and up not just up => less power (weight of the hydraulic system) to push them up and back
Nobody, explains fisics and mechanical engineering, like you. Bro you're the best.
My mother in law glanced over my shoulder. Was like: Are you watching some chemistry again?"
There better be actuators on the exhaust manifold, so it pushes the air faster in the smaller pipes compressing it faster and causing it to heat up faster, giving it more power.
The straight pipes are probably suicidal right now.😂👍🏼👍🏼.
Yuri & Jakub, do not feel sad, TH-cam needs you!
I just love your videos. Usually I only get to experience Koenigsegg through drive-by videos not learning anything. After watching your video I can appreciate the cars a lot more.
Is it that hard to just electrically heat up the catalytic converter?
I would think it would be prone to failure. Cats are already insanely overpriced(disinsentivisng putting them back on if they fail) adding more complexity will just make then worse. Plus, there will still be a time where NOx come out
Manufacturers already use pre heated catalytic converters! I can’t believe this wasn’t mentioned in the video. I think the Jesko does
The Jesko uses an electric heater so it does away with the pre-cat....they already thought of it 😉
Love being proved wrong - means I learned something!
@@WeirdBrick Very rare this time. My only example would be a BMW 750 i
Have a manual bypass and everything works fine. When I need to push, just press the button and the valve opens in front of the Pre cat. Works just fine
thank you for using pictures to illustrate when explaining because I would be lost 🤯
I think you may have misunderstood the Patent. The turbo is a massive restriction in the exhaust flow and the inlet exhaust maniforld to inlet manifold pressure ratio is normally 2 to 3:1. Engine gasses expand on combustion. You may be quating the turbo bypass mode pressure ration - that is not a nomal operating mode.
BTW any news about the Freevalve technology from Koenigsegg?
Vaporware. I've been looking every week for years, and still nothing new.
10:10 short observation on that part:
Just because the clutches can close in as little as 2ms, doesn't mean that the gearbox will shift with that speed, mainly because an upshift from 3 to 4 will require the second shaft to increase it's rotational speed. Koenigsegg will of course try it's best to minimise it's inertia, but that still makes it less straight forward than an upshift that won't change the relative speed of the second shaft to the input shaft. Which means that either every third gear shift will take considerably longer to complete than others, or that all gear shift times will be matched to the slowest one. But no continuous positive torque, which was something you have claimed
If you’re talking about the Jesko gearbox, it actually is possible to maintain positive torque even through the 3-4 and 6-7 upshifts. One sub-transmission is making a large upshift while the other sub-transmission is making a smaller downshift. So long as the upshift is timed ahead of the downshift, positive torque is maintained. They can also avoid a large torque dip by upshifting very quickly and using the shift shock to not only fill in the torque dip but also to trigger slippage in the downshifting portion of the gearbox to initiate the downshift.
This is how the Chrysler 62TE transmission accomplishes its 2-3 upshift, which involves 2 overlapping shifts between the main box and the compounder unit.
You can also search for “double swap shift” or “double transition shift” for more research on this.
All aboard the logic train! Choochoo!
Anyone could have just said they have a bypass valve at cold start, but EE wrote a book and narrated to us with pictures for us to understand. Thank you kind sir I now know the ways to 1200hp 😁
Just get Christian von Koenigsegg on a video already!
There's a language barrier. Chris Koenigsegg doesn't speak poor.
This is very simple and elegant...I'm surprised no else had come up with previously.
Could you make a video about why your car clicks and ticks after a long rode trip when you come to a stop and park
Isn't it just the hot oil dripping to the oil pan?
@@DJDing23 I believe it's more to do with the fact hot metals expand ever so slightly, and because it's a bunch of separate parts bolted together made from different stuff it all cools down and contracts at different speeds.
There's probably other stuff too but I don't believe it has anything to do with oil dripping
@@MotoCat91 Unless your oil is filled with chunks of rod bearings.
As a getaway driver, sometimes when we're staking out a place to raid we sometimes need to sit in the car till the coast is clear so the engine would cool down. We don't have an option but to drive really hard and fast right after start-up but so far, no blown engines :)
Old school hot rodders and import tuners cries about the dreaded emissions compliant catalytic converters robbing power. Meanwhile at Koenigsegg with their 1000+ V8's....
Willy Wong Almost all problems can be solved with money and time. That Koenigsegg exhaust system probably costs more than both of my cars.
David Vizard discussing valves and gas flow says exhaust gas inertia causes the cylinder to go negative pressure just after the exhaust valve opens. The inlet opens momentarily later so the incoming charge is pulled in by the partial vacuum created by the exhaust flow.
Konisegg have the Freevalve engine which operates its valves entirely electronically. No cam, no cam belt, around 20kg weight saving on a 1600cc engine. Each exhaust valve has its own outlet pipe with only one going to the turbo. The other goes straight to the catalyst. The individual valve openings control how much boost is made. No waste gate. The cold engine keeps the turbo valve closed and retards the spark ignition. That puts flames down the exhaust to quickly heat the catalyst. The precast is not needed. There is also no throttle valve it’s all done by the engine valves. Check out the freevalve video.
I was definitely going to straight pipe my koenigsegg.
*in Forza Horizon 4*
I love your channel. Thank you for being here.
I really hate straight piped street vehicles, way too loud and obnoxious. I much prefer a nice toned exhaust with a single cat and a higher flow muffler.
Also, so what you are telling us with the catalytic converters is that we need to go straight to red line from start up, to warm up the engine faster, and thus saving the planet?
I just straight piped my tesla
me I wish I lived near you so I can rev my straight pipe car every time just to piss you off 😊
I really like your diagrams, thanks for sharing your knowledge! Love to learn from your channel
I'll still probably straight pipe my Koenigsegg
*PROBABLY*
Very clarifying illustration of how pet-friendly the sensors are.
If they are utilizing a catalytic converter, how are they still able to make flames out the exhaust?
Isn't the cat supposed to ignite the unburnt fuel besides other things?
Well, my 2.0T Genesis coupe pops when I rev high, and I have only a muffler delete with my OEM resonator, 2nd cat, and 1st cat all still on.
Yes
The catalytic converter only oxydates molecules with a little energetic step (semi-burned molecules). If you have some complete hydocarbons straight from your injectors (and if you are turbocharged you do) they can pass throw your cat and then ignite outside or burn in the exhaust all the way long.
@@SoulTouchMusic93 No. It's a catalyst. It simply makes the breakdown of the harmful particles faster, using platinum as the catalyst. The Pt is unchanged in the reaction, and simply breaks down the gases. It has no effect on engine flames.
The exhaust back pressure being lower than the intake manifold pressure also opens up the ability to "scavenge" to spool the turbo faster (both valves open, air flows from higher p to lower p, kind of the opposite of egr, more massflow goes through the turbine). This is common at low engine speeds (exhaust backpressure is a function of massflow, which is tied to engine speed) in consumer cars. But I assume that Koenigsegg is stating that their bp is lower than their intake pressure across the whole power band which is fantastic.
The Koenigsegg engineers must be ex employees of Area 51.
Plot twist: They are Area 51.
I guess we have to storm koenigsegg now
Personal experience has shown me gains with freeing up exhaust systems, with cat delete and high flow mufflers. My diesel 4wd loves its straight pipe
@@nielsonderbeke8507 she's dead so no worries there
Jason: Senior fellow of The University of TH-cam
I am willing to bet some of that pressure difference between the exhaust & intake are due to sizing the turbo correctly. That's why a lot of them are able to run different size exhausts for one intake size.
I just watched this video after removed a cat from my 1996 honda civic sedan
You are not forcing anything anywhere. Modern engines have adapted exhaust and intake phases lengt and timing, exhaust will close at the most beneficial moment and high compression is used. Also, it's not 1.5:2.5, rather 1.5:1.5 all the way to just before max power and then slightly worse.
The power loss is not due to heat, but due to mechanical resistance and pumping losses against the backpressure. But that's at WOT and high rpm.
At part throttle cats are bad, because they kill inertia and the possible max pressure differential at transients.
Ppol please dont put your cat inside your exhausts even if they help with your emissions.
I looking at the first picture I was thinking to myself „well why don’t they then just bypass the exhaust through a pre-cat at cold start, even though that would be a little big of piping to lay“ and then later when he moved aside I saw that that’s exactly what koenigsegg decided to do and apparently also patented
The guy used to look like he was twenty forever. Then BOOM 40 outta nowhere.
Damn, be nice... I think he added the grey streaks so people would take him seriously. I am older than he is...(I don't think he is 30 yet) I am 41 and I look 50...its how hard of life you live. Jason is really a genuine nice guy too.
Question-How much more fuel are we using to counter the power loss from emissions? Is there a point when it takes more fuel to make a car run cleaner that it negates the cleaner exhaust because while it is cleaner, we are making more of it?
That sensor was so friendly to your cat.
I’m curious whether other manufacturers use this tech in consumer autos, and if so, do they pay for the patent use. Thx!
yeah but straight pipe is lighter :)
When i see you have a new video i get so excited like a little kid. I absolutely love them!
Great work sir!
Don't want to sh*t on your Tesla but i prefer these kind of subjects ;)
Haha, well my past 6 videos (6 weeks) have not been Tesla related... :)
@@EngineeringExplained Don't want to sh*t on these other kinds of subjects but I prefer your Tesla ;) Edit: Just kidding, I enjoy all of your videos but I love it when TH-camrs make good PR for electric cars :)
RustyFMJ As an engineer myself, I love that Tesla solves all these issues by pure SIMPLICITY.
But indeed, it doesn’t offer that much potential for good video content for sure...
@@juzoli I don't have anything against electric cars (tho i will probably never own one as i'm too much a petrolhead) but i do have a gripe with all the nonsense gadgets that are being added to cars these days (Tesla taking the crown imo). Gadgets that don't belong in cars. Cars should be driven without distractions. I feel that safety isn't first anymore as they're trying to squeeze in as much tech as possible without considering if it's safe or not.
4:08 you said the turbo takes away some of the heat because it converts energy from the exhaust into useful work. just to get this right - surely it cannot convert heat into useful work, it is just a heat sink in this scenario?
That's what engines do, they turn heat (and thus pressure) into useful work. An engine is a compressor, a turbo is a compressor, they just compress in different ways. The turbo is compressing intake air.
It takes away some of the heat, takes less energy from the engine itself (trough choke) and that's why turbos can make more Powah than other types of forced induction.
@@EngineeringExplained sure, i was just saying it isn't the heat of the exhaust gas that the turbo is converting into useful work, is it? i mean if the turbo was fed cold gas from another source, at the exact same pressure and speed as the engine's exhaust, surely that wouldn't affect the turbo's effectiveness?
Watch the video of Simpli Safe by lock picking lawyer
So what exactly were they allowed to patent? It seems that all they did was install a valve that directs exhaust flow based upon the engine temperature. That seemed like a pretty obvious solution to the problem right after you explained the initial problem in your first "slide".
Today you can patent anything. There's no real research done by the patent office to check if the patent is viable or if it infringes on an existing patent. All of that is left up to the one seeking the patent and to patent holders to keep looking for any infringements. So if you've got a patent you better keep watch or you might get robbed blind.
As for these patents I'd say that they are no worse than a lot of existing patents in that once you see a solution it appears to be obvious. The secret sauce is to be the first to describe the problem and present a solution. That and having enough money for lawyers that the big kids don't just kick you to the curb.
Your explanations are so clear. Amazing channel.
Thank you! :)
U always rock with ur videos. May u have long and healty life. Respect for you from bottom of my ❤.
Considering the control systems required for this, it seems like a very simple solution, but considering the costs, I can see it being rejected in many more "economical" vehicles. I might think about throwing a custom copy into one of my vehicles.
Question, does it have any effect on fuel economy if you were to cruise the koeningsegg while warm from let's say your home to the track?
Question: Can you modify your exhaust with valves and stuff like koenigsegg's (the 4th picture on your board) so you get the horsepower and also emissions level tests pass (european mostly, US allows you more modifications i think). Thank you!
This is great news!
Now I'm going to fit this system to my 2006 Ford Fiesta ST just so I can impress the car meet at the grocery store with my extra 300BHP!
Cant believe no one has ever thought of this before, wasn't it only a few months ago we was talking about turbos and a eco mode and turbo mode, divided by a valve. Now we need to see these valves to see how they operate, is it a full seal or partial?
Bro, I remember back in 06, I think, me chatting with my supercar fan friends, I said "Did you guys saw this new brand, Koenigsegg? They look amazing."
Everyone dissed me, they were all about Saleen and Pagani, I lost contact with those folks, or I was about to show them this video and say "What did I say back then? Koenigsegg IS amazing."
Seriously, this looks great, I hope it makes way to street cars soon, even the first patent may improve street cars by a lot.
I don't have a pre cat in any of my cars...
One car never came with one, one did I delete it on and the third has no exhaust cleaning at all because it never came with any when it was made.
If every image had a sound sample this would be the best video ever about exhausts ..
When you decat a turbo diesel car with a downpipe, it should 'free up' some horsepower, but I've read you need to remap your ECU to take full advantage of the downpipe. My question is, what parameters are changed during this specific remap process? Limiter maps for air flow, exhaust port timings etc?
By the way, great explanation as usual. Like++.
Thought this wouild be really complicated, but you always have a way to logically describe concepts with great graphics. Also, a cat in the video is an added bonus.
Is there any validity to putting heating coils on main cats and omitting the pre cat entirely? What would be all the drawbacks if you did? Weight, energy consumption, small time delay directly after starting where gases go unburnt?
I often heard people saying "this exhaust gives you more HP" (especially i heard that from people with motorcycle"
I always wondered how is this posible, because the exhaust has nothing tot do with the engine
Thanks to this video i understand these exhaust are able to "give you your HP back" :D
The idea of by passing a restriction is not new specially in the exhaust department, what I really want to know is how are these bypass valves built and there mechanism, to build a valve that can withstand that amount of heat & pressure yet still work properly every time with the presence of carbon deposits, is actually what amazes me.
I don't see how the second patent would be upheld, it doesn't seem novel. Its self explanatory, it's the immediate answer to "How can we eliminate the pre cat restriction when the engine is warm?" In fact when you talking about the issue in the beginning that very solution came to my mind and I'm no engineer.
The grey is coming in nicely, Jason! Keep up the good work :)
I have learned so much from your videos it’s unreal. These are amazing man.
In 2017, when presenting the FreeValve system for smaller engines, already having built a prototype FreeValve cylinder head for a Qoros engine, Christian von Koenigsegg mentioned that, among all the other advantages FreeValve has, it allows them to eliminate the Pre-Cat altogether, as they can just time the ignition and valves to purposefully send flames into the exhaust, quickly heating up the main cat.
Why is this not done on the Koenigsegg engines?
Are the main cats too big for this to work at all? Or would flames that are large enough to heat up such a big catalytic converter overheat the turbos?
After all, the Qoros engine was supposed to be turbocharged as well, but with smaller turbos and with two exhause valves for each cylinder, one bypassing the turbo, so maybe they'd be running only that one to pre-heat the main cat.
CC8S was before CCR, hence without exhaust described in this clip, and had single compressor and 655hp. CCR had new "+100hp" exhaust and double compressors and 806 hp. If 100 hp was from new exhaust, just 51 was from adding a compressor? Sure the problem will increase with more boost so a CC8S would not get a full 100hp extra but slightly above 50 hp still seem a little low gain from going twin compressor. Or was the CC8S before you needed fast heated cats so they didn't have to bother about that restriction?
I'd like to see a full account of the cost to the environment of all the extra materials, including rare metals, and energy used to mine, transport, manufacture, design, build etc vs. the nox a cat is meant to reduce. Plus you also have the compounding effects of extra weight needing extra material to carry it, and reduced fuel economy due that, and a bigger heavier vehicle, for the life of the vehicle, and the extra complexity, failure modes and maintenance costs.
I see a problem. Since the engine would be pushing very hot gasses. As the valve opens to the stone-cold turbo, wouldn't that thermally shock the turbo? Especially when the weather outside is very cold. But ofc, who is not storing their Agrea RS NOT in a climate controlled garage.
I actually understand this. Its quite insane actually, awesome explanation.
I was hoping for a straight pipe Vs full exhaust Dyno...
Love the way you explain these things. Lol my fav part was when you said "Zoomed in version of the Pre-cat and main-cat". Love this man!
Best chanel on TH-cam. Respect.
As soon as the first example was given, I immediately thought of what the Agera RS has. Christian and his team are geniuses though and their cars are just fantastic pieces of engineering.
Would this also help fuel efficiency?
I don't have a degree in engineering but do have a very breif experience with power train engineering within a big hyper car manufacturer- only a few days though. The turbo compresses the air making creating greater heat hence why we use a cooler. Does that not mean the heat of the air coming out is actually still fairly hot meaning the pre cat shouldn't be effected too much?