Review automotive ANGELHOLM, Sweden — The Koenigsegg Regera imagined here is the same auto that took the 2015 Geneva Motor Show by tempest. This is the model, and we're among the principal pariahs on the planet to get a turn the hypercar that flags another part regarding outline and innovation for the boutique Swedish brand. This auto specifically is a reasonable piece outside industry standards: Most car expo rulers can scarcely overshadow strolling speed; this one will supposedly touch 249 mph. The generation rendition goes for 255.
Koenigsegg won't start conveying completely prepared models of the Regera until September. It arrangements to assemble just 80 duplicates of the 1,500-torque, carbon monocoque creature for about $1.89 million a pop, with half of them effectively represented. The Regera is dazzling to take a gander at, yet with regards to this auto, it's the drivetrain that is the superstar.
As maker Christian von Koenigsegg clarifies, "At this moment, while turning around, the gas motor keeps running out of gear; it's just the electric engines that make the auto move." Specifically, there are three electric engines, one associated with the crankshaft and one to control every back wheel. The model's guiding wheel paddles select the auto's course of travel. Left is opposite; right is forward. Pull them at the same time and you get park.
We pull the right oar and the Regera advances gradually, utilizing power and the 5.0-liter, twin-turbo V-8 inward ignition motor together. There is no traditional multiratio transmission. Rather, there is a pressure driven coupling, named HydraCoup, which is a piece of a licensed bit of innovation called Koenigsegg Direct Drive transmission or KDD.
"The electric engines, put after the pressure driven coupling, are real power sources up until [about 30 mph] when the [gasoline engine's] crankshaft and the back pivot are running at the same velocity. The motor [behaves just as it] is in 'seventh rigging' from the begin, speedwise," Koenigsegg says. With no stride gear transmission in the middle of, the motor connections to the back wheels by means of a 2.73:1 last drive, with HydraCoup basically filling in as a torque converter as it takes into consideration some slip. The motor thunder is suppressed and it sounds like when it's sitting out of gear, yet speed increments in any case as we proceed forward. The pressure driven coupling should bolt completely at 30 mph under typical speeding up. In any case, Koenigsegg faculties something isn't exactly right.
"My group put in new programming before the end of last night, and I think it bolts the "grip" excessively late," he surveys. "What's more, that little jerk you felt at the lock, we expect to uproot that totally." The jerkiness is scarcely recognizable, however unquestionably at a few focuses amid the run, I come to know when it happens.
The Regera utilizes power while quickening rapidly, which connects holes to the torque bend; without a doubt, the electric engines additionally serve as a substitute for ordinary riggings. At low speeds, as well, most of the force originates from power, yet the setup likewise takes vitality from the ignition motor into the pressure driven coupling for torque transformation. Electric force is accessible as far as possible up to around 249 mph, however with lessening impact above 186 mph.
Koenigsegg urges me to push the throttle harder, and the Regera—Swedish for "to rule" or "to lead"— jogs promptly, in a blast. Contrasted and different transmissions, manual or programmed, this one professedly decreases powertrain misfortunes by around 50 percent. For an as of now enormously effective, 1,100-drive motor like the Regera's twin-turbo V-8, that implies around 50 extra horses achieve the back wheels as opposed to vanishing into a gearbox. With extra power from the electric engines, Koenigsegg says the auto can produce a consolidated top yield of 1,500 hp and 1,560 lb-ft, as the individual force bends of the V-8 and electric engines converge.
As we proceed not far off, the ancestor makes a solicitation. "Try not to give careful consideration to the motor commotion. A few latches have been shaken free in the model for our "fishtail" end funnels. I will guarantee that these are screwed on tight for your evening driving. What's more, we need exhaust systems and fumes valves for the occasion, so this is straight pipes."
The new bits arrive later in the day, and Koenigsegg shafts as he feels the ultralight titanium parts. The fumes framework, built by Slovakian pro Akrapovič, ends in two limited pieces shaping a part of the auto's venturi burrow. The level side shape makes fast fumes beats, attractive in light of the fact that the motor runs for the most part at low revs. The middle found chrome fumes is something of a sham; sitting inside are cooling fans for the electric engine bundle. "It's just when the auto stops after a hard driving session that some hot air will leave here, a little in reverse and interesting."
I approach an indirect and brake, charging the batteries. In this model, doesn't mean the regenerative drag "brakes" the auto as pointedly as you have a craving for something like a Tesla Model S or BMW i3. Notwithstanding, monstrous recovery will be made with the creation battery pack set up, really much more than in the Model S and i3. The Regera's battery pack is a water-cooled, 620-volt, 9.27-kilowatt-hour unit Koenigsegg says is "the most power-thick battery pack ever made for a street going auto." It can quickly control the three electric engines to create a consolidated 704 hp amid hard increasing speed, and the battery pack can assimilate more than 150 kW under braking for vitality recovery with the motor in generator mode.
We make a beeline for Ängelholm, Koenigsegg's main residence. A beneficial outcome from the past stoppage is that the batteries are completely charged. Tragically, this confounds the new programming, and red numbers show up on the advanced showcase among telemetry unmistakable just on this model. I quicken gradually; the Regera moves whimsically. The batteries need to deplete marginally, so we initiate all-electric mode. "We plan to offer EV mode on client autos, however it's generally intended to be utilized as a part of carports, or perhaps in the event that you get back home late [and need to be quiet]," Koenigsegg says. Creation Regeras will include a battery-channel mode to guarantee drivers land at their last destination with batteries prepared for fast module rejuicing.
Upon landing in the producer's runway test track, engineer Alex Olsson just needs a moment to amend the product issue, something he could likewise have done remotely through the auto's 4G system. The Regera has been circling 20 to 30 hours for every week since coming back from a year ago's Geneva appear; what number of miles it has secured is difficult to say in light of the fact that the trek PC has been reset or supplanted a few times. In any case, the driving knowledge is another sensation, maybe a mix of the vibe you get from electric autos like the Model S, which likewise has no routine gearbox, and a burning motor vehicle with a constantly variable transmission. Be that as it may, while a CVT sends revs to the sky and sits tight for street rate to achieve the comparing level, here we have drive straight from the crankshaft genuinely right on time amid speeding up.
From around 30 mph and 2,000 rpm, it is conceivable to kick back and sit tight for 249 mph—with the backing of the three electric engines. The force is fierce, proficient, and shockingly simple to utilize. The Regera is smooth around the local area and smooth in its quest for axis like pace. Koenigsegg guarantees the generation form, which was exhibited at the current year's Geneva appear, will quicken from 0 to 62 mph in 2.8 seconds, 0 to 124 mph in 6.6, and 0 to 186 in only 10.9, with just 3.9 seconds expected to go from 93 to 155. Discover enough open space and the Regera, he says, will do 0 to 248 in 20 seconds.
Inconvenience is, downpour is presently falling. Also the auto is on winter tires. The Michelin elastic measures 225/45R-19 at the front and 285/45R-19 at the back, however the Regera's customary carbon-fiber wheels use more extensive tires measuring 275/35R-19 and 345/30R-20. Still, the long black-top strip in front of the intensely bended windshield looks enticing. I floor the gas pedal, however not completely since the three-mode footing control framework is not yet fused. After the auto typically leaves two lines of dark elastic behind, Koenigsegg notice it is conceivable to turn the back wheels the distance to 174 mph on dry surfaces. Much obliged, then, for the Koenigsegg-built, larger than usual carbon-clay brakes that gauge 15.63 inches in advance and 14.96 in the back, with six-and four-cylinder calipers, separately.
The Regera, notwithstanding, isn't about its amazing brakes. It's about bone-squashing quickening. Koenigsegg is creating dispatch control, actually, that will hold the fuel motor at around 4,000 rpm before the auto lights off. Furthermore, as the wind pushes raindrops over the windshield, the Regera's fumes fills the half and half hypercar's lodge with a commotion barely shy of the sound of thunder. In its unfinished state, the fumes is superlative, television stunning blasts from the twin-turbocharged V-8. In spite of the fact that, when the last framework is introduced, Koenigsegg states that the tone will be entirely distinctive. Its musicality, then, can't be measured. Yet.
While Koenigsegg's CC8S and CCR give a more leaned back seating position, as in a Formula 1 auto, the CCX and forward are roomy and ergonomically better. Certainly, despite everything it requires some activity and deftness to enter or leave the lodge, however Koenigsegg refines its autos more with every portion. This model moves on a medium damper setting, which works fine over uneven ground and leaves your kidneys in place. A water powered lift framework, both front and back, can raise the Regera for intersection a hindrance—on the off chance that you recall to press the catch. (Koenigsegg overlooked once. He chuckled. I cried.)
After some heavy increasing speed runs, I make some sharp swings to feel the suspension parity. The water driven directing is substantial and has little power help, yet it feels mechanical and veritable. In any case, it's hard to recognize its definitive correspondence with the driver, as the auto is wearing winter tires, and specialists are as yet concluding the weight dissemination.
In the mean time, different upgrades are in the pipeline. Wheel lodgings will get soundproofing mats produced using a supposedly at no other time utilized material; designers are settling extra damper settings; the little stockpiling compartment before the traveler will include inductive charging for outer gadgets. The electrically impelled, water powered mirrors and entryways will have stopping sensors and cameras, ensuring you don't unintentionally open them into hindrances.
Ok, that last point evokes a laugh. Deterrents? Er, no. As the Regera affirms, that is not for the most part a thing in Koenigsegg's vocabulary.
