The ruler * does not need a gearbox for 1800PS. He snaps all of this into the normal way via a hydraulic coupling to the rear axle. Well, downstairs, at speeds that are not yet manorial, a handful of electric servants let you reach under the torque curve. However, it is still far from being a hybrid.
Desire and truth are also close together in the glittering world of the Raptured. This is also the case with Koenigsegg. Because: If you combine a normal piston engine with an electric motor, let the two work together and fill up with different energy sources, then you have a hybrid. Very easily.
Because hybrid still sounds like recycling to many, the proud Swedes would like to avoid speaking. In general, such a thing is too complex, too big, too heavy, too expensive and has far too few advantages. However, your idea is brilliant. Saves complexity, size, weight and costs. It only brings advantages.
Well, that’s about genius. She is often mistaken for courage, which luckily ends up being two fundamentally different things. Elon Musk and his Teslas - a brave decision, not a brilliant one. Nunzio La Vecchia and its quants - a bold appearance because you can't be that brilliant. Carl Benz was brilliant, but not brave, after all, his wife Bertha had to drive the carriage through the Palatinate.
So what is left for the Koenigsegg Regera? Actually neither nor. Which somehow sounds more negative than it is meant to be. Which is why we have to explain a bit. Elasticity, for example. For the technician, the elastic range of a motor is that between the point of the highest torque and that of the highest power. The wider the range in between, the more elastic the engine. Elasticity as a measure of how powerful an engine is or how well it pulls through.
And so that you can always stay in this area while driving, you need a gearbox. But what if not? If you instead let yourself be electrically torn through the areas where the combustion engine is not yet in a good mood? Can that work? It can. Because: the Regera needs only three seconds from 150km / h to 250km / h. Not even a Bugatti Veyron is that elastic.
This is possible because it is a hybrid if you laugh anyway. So if I mount my 5.0 liter V8 with the large turbos rigidly in the chassis in the last gear, then I need a couple of correspondingly large electric motors that adequately fill the yawning void up to - let's say - 150 km / h. Therefore, two motors work on the drive shafts directly on the rear wheels and another on the crankshaft. Together they pull more than 700PS and over 900Nm from the amidships mounted batteries. And that's enough to accelerate the Regera to its absolute limit. The 345 Michelins simply cannot transfer more power to the rear axle.
So you really don't need a gearbox. At least not for the case in question here, where everything scratches madness anyway. Then why is efficiency and packaging and losses mentioned? No idea. 50% lower losses compared to a conventional drive train would bring the hydraulic clutch with the fixed ratio. Well, 50% of? Well, 50% of let's say 15%, a modern car doesn't lose much more from the flywheel to the wheels. But give the entire area in which the engine has the best efficiency (and in which you could keep it with a normal change gearbox)? This can also quickly destroy the percentages saved in the transmission.
Then there is the purpose. What if I only drive my supercar in front of the ice cream parlor? Roll around my favorite department store in London and erase rubbers a few times? Then the 9kWh battery is empty in no time. The V8 cannot jump in straight away, after all it is permanently translated and at such a slow pace in the deepest of all revs. Instead: it is disengaged and the 5.0 liter biturbo is allowed to play the generator. The battery pack cannot hold more than 150kW.
So what's left? A hypercar with 1800PS total power and 2000Nm torque, which in the worst case can only crawl forward with 150kW. An Akrapovic fishtail exhaust, which has been finely integrated into the diffuser fins, also helps. Well, Apple's CarPlay does, with so little motor distraction you can at least play on the display without too much happening in front of the window.
But otherwise? We are at a loss. The Regera is a hybrid. It has a combustion engine, three electric motors, power electronics, a battery and a gearbox (albeit a fixed hydraulic one). Even if Christian von Koenigsegg doesn't want to call him that and constantly emphasizes that all the other hybrids are so difficult and complex - whoever finds a part, another hybrid, let's say one Mitsubishi Outlander PHEV, in addition, please let us know.
The argument that you can't accelerate faster anyway doesn't really work either. With only one driven axle, okay. But why not in the style of the 918 with electric all-wheel drive? The Regera’s two rear axle motors work directly and without differential anyway, so it wouldn’t have been any harder if they had been mounted on the front axle. But then you could very well have given the V8 a normal gearbox. That might have weighed 50kg more than the Regera with its 1628kg now, but you could have used the more than 1100PS with full power at any time without (now it would be a four-wheel drive!) Slip on the road.
And whoever comes with the keyword package is right. The Koenigsegg Regera has a bad one. At the front, where the competition normally houses a large differential and a rich engine, there is no space at Koenigsegg. Because the roof has to go somewhere. Only: the Porsche is also a targa. The Swabians just packed a little smarter. And the Regera has to make do with rear-wheel drive alone.
So what's left? An impressively fast car. But much more important: another. One whose concept is new. And only that counts because something New is bought. It doesn't matter whether it's better, worse, heavier, lighter, more efficient or even sensible. In these spheres anyway. Because nobody asks why, only if.
The Swedes will build eighty pieces. Five have already been sold at the salon. For 1.890.000 dollars per copy.
(from regera, Swedish = to rule) Photos: Schemas: Koenigsegg, rest: S.Baldauf / R.Kah