![]() The second shaft then has the option to send torque through one of three gears on the third shaft. The input shaft comes directly from the engine and has the option to send torque to one of three gears on the second shaft. Each gear pair gets a clutch of its own, and the transmission uses three gear shafts instead of two, which allows for compounding gears. These are wet, multiplate clutches with their own hydraulic actuators and pressure sensors. Instead of two clutches, the LST uses seven-eight if you count the differential that’s part of the transaxle. For track driving, this works great, but if you’ve ever floored it on a highway with a DCT, you may have noticed it takes some time to downshift into the perfect gear.Ĭutaway rendering of the Jesko gearbox. The ECU guesses which ratio will be needed next, preselecting a gear. The problem is that they can only preselect a single gear at a time. One clutch opens while the other closes, allowing for wildly fast shift times. According to Christian von Koenigsegg, these clutches are capable of opening or closing in as little as two milliseconds.ĭual-clutch transmissions (DCTs) work on the same principle. Instead, selection is executed purely by opening and closing clutches. Unlike a dual-clutch, the LST has no selector forks, collars, or synchronizers to engage each individual gear. This story originally appeared in the June 2019 issue of Road & Track. It’s the company’s first in-house effort, and like anything with the Koenigsegg name, it’s deeply bonkers. The Koenigsegg Jesko is a 1600-hp, track-focused, road-legal weapon and uses a nine-speed seven-clutch gearbox Koenigsegg calls the Light Speed Transmission (LST).
0 Comments
Leave a Reply. |