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Koenigsegg-Engineering-Engine |
THE CCR ENGINE: INTRO GENERAL DATA
The Koenigsegg CCR is powered by a bespoke
supercharged eight cylinder engine, specially
developed by the Koenigsegg engineering crew for
use in the CCR.
Its pure racing performance power and torque
have been achieved whilst maintaining the low
weight and superb drivability of the car. The
806 hp Koenigsegg CCR currently holds the
Guinness World Record for the most powerful car
in series production.
The CCR engine delivers 806 Hp at 7000 rpm and
920 (550 ft-lb) Nm of torque at 5,400 rpm. It is
a state-of-the-art Quad Cam semi-stressed V8
construction with a 4.7 litre displacement and
32 valves. The CCR is boosted to its extreme
power output by a unique Bi-compressor
Supercharging system, which employs twin
centrifugal compressors to enable a 1.4 bar
maximum boost pressure at 5000 RPM. This system
significantly increases power and torque across
a broad rev band, and it also includes the
revolutionary Koenigsegg RBC-System (Response
Boost Control) (pat. pend), which completely
obliterates on-off throttling lag time.
Another novel and vital part of the CCR engine
is the minimum drag Koenigsegg DFCC-system
(Dynamic Flow Catalytic Converter), nicknamed
the “Rocket Cat”, which ensures minimal exhaust
back pressure despite allowing for a highly
efficient filtering of emission gases. This
technological feat cannot be overstated; no
competitor has come close of creating an engine
configuration with a power output of as much as
806 Hp, yet still keep exhaust gas emissions
below certifiable levels.
KOENIGSEGG BI-COMPRESSOR SUPERCHARGING SYSTEM
The Bi-compressor Centrifugal Supercharging
System features twin parallel mounted Rotrex
compressors, which cooperate in generating the
1.4 bar boost pressure needed to create the
colossal 806 Hp output. The innovative Danish
Rotrex compressor represents the next generation
of centrifugal superchargers; they exhibit a
higher energy-efficiency level than any other,
they are operational at higher RPM levels and
also feature a new and completely silent ball
bearing planetary drive system.
Due to its 80% energy-efficiency, the amount of
energy consumed by the compressor is returned
with both a quicker and greater build-up of air
pressure. The general difference when compared
to alternative supercharging systems is about 10
% in efficiency, however the increase in the low
end of the rev band is even greater, putting the
boost pressure of the Rotrex compressor above
that of any screw compressor in the RPM range of
interest to performance driving. Also the very
high RPM capability (120 000 RPM) of the Rotrex
turbine itself allows for an extremely high
maximum air pressure very early in the rev band
(1.4 bar at 5000 RPM), in all creating a spread
of power and torque across the rev band
unmatched by any competitor.
Koenigsegg’s engineers choose to equip the CCR
with a dual set of specially adopted smaller
Rotrex compressors, for several good reasons.
First and foremost; a smaller compressor is
operational at a broader RPM range, bringing
greater boost pressure at both low and high
revs. This is due to complex aerodynamics around
the turbine; at low RPM a greater boost is
obtained since fewer pockets of air is allowed
to slip through unpacked by the rotor blades. At
the high rev end the smaller diameter of the
rotor blades brings down the speed at which the
tips of the blades collides with the air, a
speed that cannot be allowed to reach near speed
of sound, at which efficient compression is no
longer possible.
Using twin parallel Rotrex compressors means a
doubling of these small size benefits; double
the effect of low rev pressure, double the
quantity of air that is propelled into the
intercooler at any given point during
acceleration, and also a far greater maximum
boost pressure. The loss of energy suffered by
pulling an extra compressor is minimal,
amounting to less than 1.5 % of the total
kinetic energy.
Though equal in size and weight to traditional
turbo chargers, the twin Rotrex compressor
lay-out, combined with the innovative Koenigsegg
Response Boost Control (RBC) system, creates a
model for supercharging with equal efficiency to
any exhaust driven turbo configuration, and that
with absolutely zero throttling lag time.
KOENIGSEGG RESPONSE BOOST CONTROL SYSTEM
Koenigsegg has developed the revolutionary
RBC-system (Response Boost Control) to further
increase the efficiency and drivability of the
CCR engine. The RBC-system, which is currently
being patented, aims to not only reduce, but
completely eliminate response lag time at on-off
throttling at any RPM or gear. In doing so, the
RBC-system actually increases the
energy-efficiency of the engine, and also
optimizes the function of the supercharging
system.
The Koenigsegg RBC-system replaces the
traditional by-pass valve with an extra
throttle, mounted before the compressors. This
throttle is operated by an automatic vacuum
sensor, which shuts it immediately at off
throttling, thus effectively hindering a
dangerous build-up of overpressure between the
compressor and the main throttle.
The by-pass valve is a necessary component in
all other supercharged engines. It releases
compressed air back into the air intake at
off-throttling to prevent damage to the intake
system due to extreme overpressure, and to avoid
excessive drag on the crankshaft i.e. extra
energy/fuel consumption. Yet the conventional
by-pass solution has several disadvantages; the
released air takes with it a lot of energy that
is lost to the engine, and while decompressing
in the intake, this hot air heats up the fresh
air, reducing the efficiency of the compressor
and intercooler. More importantly to the
drivability of the car, the common by-pass
method induces unavoidably a certain lag in the
response time at throttling. This lag is
equivalent to the time it takes to rebuild the
lost boost pressure at every gear shift or
braking.
The RBC-system provides an equally simple and
ingenious solution to this problem; the vacuum
controlled extra throttle conserves a batch of
pressurized air to feed the engine, giving it an
initial boost at on throttling. Also it creates
a low-pressure zone before the compressors,
which allows the turbines to spin more freely
with minimal resistance. In total this system
ensures that at no point in any on-off
throttling sequence, the engine is without a
supply of charged air, therefore no lag time
will be experienced by the driver.
In order to control both the maximum boost
pressure and the amount of accumulated pressure
at off throttling, the RBC-system is highly
adjustable. A simple device ensures that the
automatic vacuum throttle can be set to open at
different times relative the main throttle. Also
the total amount of intake air can be altered,
so that the maximum boost pressure is reached
early in the rev band, and that a constant
maximum pressure is maintained while the engine
is revving up.
THE DYNAMIC FLOW CATALYTIC CONVERTER SYSTEM
Regulations on emission levels in most countries
have made it necessary to equip cars with highly
efficient catalytic converters. Naturally, an
engine with a greater power output will produce
more exhaust fumes, which requires larger and
better catalytic converters. In the most extreme
supercars this is a huge problem, since these
very large cats obstruct the flow of exhausts,
creating a lot of unwanted back pressure. The
cost in horsepower output is enormous. This is
one major reason why it is such a challenge to
build a street-legal car with more than 700 Hp.
The 806 Hp CCR engine is supplemented with an
advanced exhaust system, which incorporates a
brilliant solution to the back pressure problem;
the Koenigsegg DFCC-system (Dynamic Flow
Catalytic Converter). It brings down the back
pressure in the manifolds from 1.2 to 0.3 bar at
full power, making the gases pass through the
exhaust with minimal loss of energy. Other
advantages with this system are; improved
emission cleaning, a built-in pre muffling
capability saving weight and space, and also a
built-in heat screen that keeps down engine bay
temperature.
The Koenigsegg DFCC-system, nicknamed the
“Rocket Cat”, consists of a cylindrical box that
contains both the pre-cat and the main cat. A
merge collector streamlines the exhaust from the
manifold before shooting it into the “Rocket
Cat” box. A precisely measured pipe guides the
fumes towards the pre-cat, which therefore is
activated quicker at start-up. The pre-cat is
mounted so that it is surrounded by air, which
allows excess fumes to spill over and bypass the
pre-cat at high flow rates. This way, when the
engine runs at higher revs, most exhaust gases
will flow only through the main cat, ensuring
that the obstructing pre-cat is used as little
as possible, and is not damaged at high RPM and
output. This result in very low back pressure
compared to traditional systems.
Additionally, the dynamic flow within the
“Rocket Cat” box serves to pulverize the sound
waves from the engine, in effect acting as a
pre-muffler that makes possible a smaller and
lighter main muffler. The heat screen effect is
due to the insulating layer of air that
surrounds the pre-cat, which makes sure that the
heat stays within the pipe. This facilitates
both better catalytic effect in the main cat and
a lower engine bay temperature.
THE CCR ENGINE: GENERAL SUPPLEMENTARY DATA
The all aluminium 4.7L Koenigsegg V8 is built to
cope with extreme stress during racing
conditions; the CCR engine is equipped with dry
sump lubrication, stainless valves, forged oil
cooled pistons and connecting rods, complemented
by bespoke camshafts designs and an
exceptionally strong forged crankshaft
manufactured by Gerlach Werke in Germany, known
for their high quality and outstanding
performance.
The CCR air intake system incorporates twin
Rotrex centrifugal superchargers equipped with
the Koenigsegg patented Response Boost Control
system, coupled to a custom-built intercooler
that lowers the charged intake air temperature
from 150 C to 50 degrees C. This system enables
a 1.4 bar maximum boost pressure and a
compression ratio of 8.6:1.
A specially manufactured dry-sump engine
lubrication system enables a low frame position,
and subsequently a very low centre of gravity. A
Koenigsegg engineered unique oil spray device
provides efficient cooling for the pistons, thus
adding to the durability and efficiency of the
engine. The twin pump return fuel system with
its large bore extruded aluminium rails ensures
efficient and fail safe supply of fuel to the
engine. The CCR engine's fuel supply system is
designed to feed the engine up to well above
1000 hp.
Direct coil on-plug ignition and a fully
compliant OBD II computer system guarantees an
effective and stable combustion, making the
engine reliable and low on emission levels. Upon
request a distance monitoring uplink can be
installed, which is a great tool for maintenance
and service.
The CCR exhaust system is made of stainless
steel and incorporates equal length tube headers
and dual merged collectors. The Koenigsegg DFCC
catalytic converter system effectively assist
the engine in reducing emissions to certifiable
levels, while at the same time support the high
power output level. This exhaust system is
designed for minimize exhaust drag beyond that
of any comparable engine set-up.
The CCR engine is made of super lightweight
materials, e.g. aerospace specified aluminium
alloy, titanium and carbonfibre. The engines are
equipped with carbonfibre valve, timing and
front covers, which reduce overall weight by
about 12 kg. Additionally, all parts of the
highly efficient induction type air intake
system are made of carbonfibre. It is a complex
series of ducts and tanks, organically shaped to
maximize the flow of air into the engine. The
total weight of the Koenigsegg CCR engine is as
low as 215 Kg.
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