The dream engine swap for my 318is used to be the 228hp turbo 3-cylinder from the i8 (B38A15T0). But Koenigsegg's new engine has taken that spot.
Koenigsegg “Tiny Friendly Giant” Three-Cylinder Twin-Turbo Engine
The dry sump-lubricated, coil-on-plug-ignition 2.0-liter engine’s long block—that’s the full rotating assembly plus block, heads, and valvetrain, minus things like the intake and exhaust system, fuel system components, and accessories—weighs only 154 pounds and apparently fits in a “typical carry-on luggage case.
The difference is that while Koenigsegg’s engine has all of the lightweight and small size advantages of a three-cylinder, it has the power of a much larger engine. Despite this diminutive size, it makes 295 lb-ft of torque at only 1,700 RPM, and cranks out a maximum of 443 lb-ft between 2,000 RPM and 7,000 RPM before making its peak power of 600 HP at 7,500 RPM and reaching redline at 8,500 RPM.
It is outfitted with four valves per cylinder and two turbochargers, and it also has a little ghost on it, per Koenigsegg tradition. Each of those turbochargers receives exhaust gases from each of the three cylinders, but that doesn’t mean each exhaust port splits off into two exhaust pipes. Actually, there are six exhaust ports—one per exhaust valve—and they each get their own outlet pipe.
Koenigsegg describes this “two stage turbo system” (which can build up to 29 psi of boost)...one turbo is connected to three exhaust valves – one from each cylinder. The second turbo is connected to the other three exhaust valves. During low rpm and part to high load, all exhaust gasses are pushed to only one turbo, by only opening one exhaust valve per cylinder – thereby doubling the exhaust gases to that turbine. When adequate boost is reached, the second exhaust valve is opened to start the second turbo.
Koenigsegg “Tiny Friendly Giant” Three-Cylinder Twin-Turbo Engine
The dry sump-lubricated, coil-on-plug-ignition 2.0-liter engine’s long block—that’s the full rotating assembly plus block, heads, and valvetrain, minus things like the intake and exhaust system, fuel system components, and accessories—weighs only 154 pounds and apparently fits in a “typical carry-on luggage case.
The difference is that while Koenigsegg’s engine has all of the lightweight and small size advantages of a three-cylinder, it has the power of a much larger engine. Despite this diminutive size, it makes 295 lb-ft of torque at only 1,700 RPM, and cranks out a maximum of 443 lb-ft between 2,000 RPM and 7,000 RPM before making its peak power of 600 HP at 7,500 RPM and reaching redline at 8,500 RPM.
It is outfitted with four valves per cylinder and two turbochargers, and it also has a little ghost on it, per Koenigsegg tradition. Each of those turbochargers receives exhaust gases from each of the three cylinders, but that doesn’t mean each exhaust port splits off into two exhaust pipes. Actually, there are six exhaust ports—one per exhaust valve—and they each get their own outlet pipe.
Koenigsegg describes this “two stage turbo system” (which can build up to 29 psi of boost)...one turbo is connected to three exhaust valves – one from each cylinder. The second turbo is connected to the other three exhaust valves. During low rpm and part to high load, all exhaust gasses are pushed to only one turbo, by only opening one exhaust valve per cylinder – thereby doubling the exhaust gases to that turbine. When adequate boost is reached, the second exhaust valve is opened to start the second turbo.
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