Koenigsegg Agera RSR, the Japanese market Agera RS

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

The Agera nameplate, introduced by Koenigsegg in 2010 to replace the CCX and CCXR and winner of the TopGear 2010 Hypercar of the Year award, has produced memorable iteration spawning the likes of the Agera R (notably introduced the E85-powered iteration in 2013), Agera S (introduced in 2013 for non-E85 market), One:1 (named after its 1:1 power-to-weight ratio and the brand's 'megacar' as its 1341 hp is equivalent to 1 megawatt) and finally Agera RS (the progeny of Agera R, Agera S and One:1). Agera is a Swedish verb meaning 'to act'. The Agera RS made headline at the 2015 Geneva Motor Show, limited to just 25 examples. 

Just recently, the supercar brand from Angelholm, Sweden has launched two special bespoke edition of the Agera RS: (1) the Agera XS, an American version of the Agera RS with bigger carbon fibre rear wing (both the bigger wing and name change were requested by the owner) making its debut at the Monterey Car Week and (2) the Agera RS 'Naraya', a European special named, according to Koenigsegg, after close association to the owner's family name, and made its appearance at Salon Prive Concours d'Elegance. 

Now, its the Japanese market who will be getting their bespoke edition, christened as Koenigsegg Agera RSR. The company founder and CEO, Christian von Koenigsegg, spoke at the Agera RSR launch event: 

“Japan has been an important market for Koenigsegg since the earliest days of the company. It brought us great pleasure to work with our Japanese clients to bring the Agera RSR to life. The cars they have designed add a new dimension to the already exclusive Agera RS series.” 

Limited to just 3 examples for delivery to Japanese Koenigsegg enthusiasts, the Agera RSR was launched on the 5th September by Koenigsegg Japan in Tokyo. The car is based on the 1160 hp Agera RS, alluding to the company's bonkers 5.0 litre twin turbo V8 engine.

The Agera RSR shares close resemblance to the hallow One:1 design cue, particularly the rear wing and air intake scoop.

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

A closer look at the above picture reveals the One:1-style rear wing, which Koenigsegg claims "provides greater downforce and improved handling".

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

The One:1 design cue does not end at the rear wing. According to Koenigsegg, the air intake scoop looks similar to the One:1 'megacar', only shorter to enable "the roof to be stored in the car". The company also claimed that the scoop enhances breathing when you take the RSR up to higher speed, improving power output when you are pressing on.  

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

Koenigsegg's Freevalve camless engine

For decades since the advent of the Internal Combustion Engine, camshafts have been responsible for actuating the poppet valves (intake and exhaust) to draw air fuel mixture into the cylinder for combustion and purging the cylinder off spent gases, or exhaust gases, for the next intake of fresh mixture.

In the past, camshaft tuning was a compromise, meaning engineers had to take into account the engine's application: will it spend its time in bumper-to-bumper traffic or screaming itself off at higher rev range.

Several innovations had been invested to overcome the restrictive nature of camshafts such as variable valve timing and lift, an innovation that alters the opening and closing time of the valves (timing) and how far it opens (lift). However, it still does not change the fact that camshafts, like any mechanical devices, are analog in nature: meaning the valves lack individual control due to being solidly locked to the camshafts. Enter Koenigsegg's Freevalve camless engine.

With the camless engine, rather than being actuated by a camshaft, the valves are actuated by high pressure air via pneumatic actuators. According to Christian von Koenigsegg, the founder of Koenigsegg supercar firm and a visionary who came up with innovative approaches such as the bonkers hybrid gearless Regera, traditional camshaft is akin to playing a piano with a broomstick and taking away the camshaft is akin to playing the piano with your fingers. Imagine taking a broomstick and try hitting the piano keys. You will find you have less control on which key to actuate as the broomstick will hit virtually all keys. Remove the broomstick and you have better control on which keys to actuate.

Going back to conventional camshaft engine, say you have 4 valves per cylinder (2 intake valves and 2 exhaust valves). Both intake valves are open simultaneously during the intake stroke and vice versa.

With the camless engine, the ECU does not necessarily open all valves but rather take into account engine load and rpm to open just one or two valves to ensure efficiency at varying engine operations. This entails better control over the actuation of valves and theoretically may boost performance and efficiency, which Koenigsegg claimed an improvement by 30%. A huge claim indeed.

Most folks may be familiar with timing belt or timing chain. Camless engine dispose of the need for it as there are no camshafts. This may mean no more worries of the belt snapping at inopportune moment.

A look into Regera's radical hybrid drivetrain

Source: Norbert Aepli via Wikimedia Commons CC BY 4.0

Hybrids. With the world shifting their attention to fuel efficiency, automakers look at every nooks and cranny to meet the demands of fuel-conscious consumers. One of the alternatives is the hybrid technology, where electric power join forces with fossil fuel.

How does hybrid improve fuel efficiency? Well, hybrid cars can run on electric power only at low speed, with the internal combustion engine (ICE) kicking in at high speed, a boon for those whose life is made up of exhausting bumper-to-bumper traffic. Such is the benefit of hybrid tech that even the likes of Ferrari LaFerrari, Porsche 918 Spyder, BMW i8 and McLaren P1 are going hybrid. Thanks to hybrid tech, Porsche claims their 887 bhp 918 Spyder can do 3L/100km.

Despite that, one marque express their doubts on hybrids. The marque in question is Koenigsegg, a Swedish supercar brand.

Hybrids add weight, which makes sense due to the extra weight from the electric motor and battery pack. Koenigsegg's policy is weight reduction.

Obviously getting rid of electric motor and battery pack will not make a hybrid, so in the marque's latest hybrid model, christened the Regera, the gearbox is omitted. Yes, you heard it right, there is no multi-speed gearbox to speak off. Rather, the Regera's 5L twin turbo V8 is connected to a final drive with a roughly 2.85:1 ratio via hydraulic coupling, dubbed as Koenigsegg Direct Drive (KDD). According to Koenigsegg, the powertrain minus the gearbox only adds 88 kg. That is impressive. How does it work I heard you ask? 

Source: http://koenigsegg.com/regera/

The engine is supplemented by three electric motors, one on the crankshaft which acts as a generator and starter motor, and two on the driveshaft with one on each side. As illustrated by the above diagram, the electric power is fed by a 9kWh Liquid Cooled battery to the three electric motors. At speed below 30 mph the Regera runs on electric power alone; above 30 mph the V8 beast comes to life channelling a combined power output of roughly 1489 bhp to the rear wheels all the way up to it's 8250 rpm limit. The hydraulic coupling that sits between the engine and final drive directly connects the drive wheel and engine once above the stipulated speed. The three electric motors can fill up the 'torque gap' in the V8's rpm range where it makes less power to ensure an uninterrupted, unadulterated experience around your favourite B-roads.

Well, that's the basic overview on the Regera's innovative hybrid powertrain. Now, what does this writer think of Koenigsegg's ingenious approach? Well, part of the fun of driving is to feel the gear change. It is just natural to feel a bump signalling a change in gears. Speaking from a driving enthusiast perspective, the absence of mechanical tactility stemming from cog swapping may subjectively dilute the visceral pleasure of feeling the cogs meshing, or hearing the throttle blip on downshift. From the technological perspective though, I believe this may present an avenue for manufacturers who are head over heels on hybrid technology but wish to keep weight down to pursue alternatives on implementing hybrid technology without incurring weight penalty that may adversely compromise on the aspect of handling dynamic.