Koenigsegg introduces first in-house E-motor and EV-drive unit

Koenigsegg’s latest in-house innovation, the Quark motor, with a 330 ml beverage can for scale.

Koenigsegg recently introduced the company’s newest innovation, the Quark electric motor that utilises a novel torque/power-rich balance between radial(power-dense) and axial(torque dense) flux topology dubbed Raxial Flux.

The Quark E-motor relooks at the fundamentals of magnetism, materials, cooling and packaging. The Quark elementary particle is the only particle to experience all four fundamental forces (electromagnetism, gravitation, strong interaction, and weak interaction). Given how it also relates to the mystery of magnetism, the name Quark rendered itself well for a novel E-motor design.

The mixing of radial and axial flux layout enables the best torque to power to weight ratio in the industry. Spearheading this development is Electric Motor Design Lead Dragos-Mihai Postariu who said, “the Quark is designed to bolster the low-speed range of the Gemera, where you need it, for brutal acceleration. The ICE then focuses on the high-speed range. What this means in terms of performance for the Gemera is a big power surge followed by a continuous record-speed push to 400 km/h without any torque or power losses.”  

A key driver for the development of the Quark E-motor was to continue the company’s legacy with the Koenigsegg Gemera; while offering the wider market the opportunity to tap into a torque-rich, ultra-compact e-motor for wide-ranging applications, such as EV powertrains, Aerospace, VTOL, Marine and more.

Koenigsegg CEO and founder Christian von added that, “The Quark is unique in its high efficiency in combination with its class-leading torque-to-power-to-rpm-to-weight matrix. This means, when using the Quark in applications such as marine, aircraft or VTOL, there is no need for a step-down transmission, instead direct drive can be achieved, as the RPM of the motor is right from the get-go. Small high-revving motors can have higher peak power to weight ratio, but they need transmissions in most applications in order to get to the desired output rpm and torque, causing energy loss and adding weight and complexity to do the same job.”