Koenigsegg’s camless-valve effort and its V8 program are not an either-or choice. Freevalve remains a technology company associated with Koenigsegg, while the Gemera’s planned three-cylinder Tiny Friendly Giant (TFG) was shelved as a customer option in favor of the V8. Koenigsegg’s current engine lineup describes both the Jesko V8 and the Gemera HV8. The exact interview behind the claim that Christian von Koenigsegg said Freevalve is “here to stay” is not identified in the available reporting, so that wording should be treated as an attributed summary, not a verified direct quote.
What Freevalve changes about an engine
Conventional engines use a camshaft to determine when valves open and close. Freevalve describes its alternative as fully variable valve actuation: electro-hydraulic-pneumatic actuators and sensors control intake and exhaust valves independently. The company says that control can be programmed for different engine-load conditions, changing valve timing to pursue performance, efficiency, lower emissions, and fuel flexibility. Those are Freevalve’s stated aims, not independent findings about a current Koenigsegg production engine.
Freevalve’s homepage also claims that a Qoros 1.6-liter four-cylinder engine achieved 47% more torque and 45% more power. That is an undated Freevalve website claim about the Qoros engine; it should not be applied to the Gemera TFG, the HV8, or Koenigsegg engines generally.
Freevalve describes itself as a sister company to Koenigsegg Automotive and says it cooperates with several OEMs and Tier 1 suppliers toward commercialization and global scale. Its reviewed company description does not name those partners, and the available material does not establish a current production deployment in a Koenigsegg model.
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What happened to the Gemera’s TFG?
The original three-cylinder plan
Koenigsegg and Freevalve presented the TFG in 2020 as a compact, three-cylinder engine for the four-seat Gemera. The company’s March 3, 2020 press information framed compact packaging, efficiency, and low emissions as design goals. Christian von Koenigsegg said: “The Koenigsegg TFG motor is designed to be super-efficient, CO2-neutral, give exceptionally low emissions and be able to be packaged in super small spaces.” This describes the engine’s intended design, not a comparative test result.
The customer-facing configuration changed
Top Gear reports that Gemera customers chose the V8 and that the TFG option was shelved for the four-seat car. That is a report of Christian von Koenigsegg’s comments; the precise interview and date are not identified in the material available here. It establishes a change to the Gemera offering, not that Freevalve as a company or technology effort was cancelled.
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Why the V8 remains in Koenigsegg’s engine direction
Koenigsegg’s engine overview describes the Jesko twin-turbo V8 and the Gemera HV8. For the Jesko, the company lists 1280 hp on regular gasoline and 1600 hp on E85. For the Gemera, it describes the HV8 as a compact hot-Vee design developed to fit a smaller engine bay. The same page gives 2300 hp for the Gemera HV8 combined with the Dark Matter e-motor; that is system output, not the standalone HV8’s output.
The TFG and HV8 represent different approaches to the Gemera’s packaging and powertrain. The TFG was a three-cylinder engine developed with Freevalve and presented as a compact, efficiency-focused option. The HV8 is a compact V8 integrated with an electric motor in a hybrid system. Koenigsegg’s current published engine overview documents the HV8 configuration, while Top Gear’s reporting says the TFG option was shelved. Neither fact, by itself, shows that the V8 uses Freevalve technology.
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Does “Freevalve is here to stay” mean it is in the current V8?
No such conclusion is established by the available company descriptions. Freevalve’s technology and company pages indicate ongoing activity and cooperation toward commercialization, while Koenigsegg’s engine page documents continuing V8 development. The reviewed sources do not say that Freevalve is used in the current Jesko or Gemera V8. The title’s “here to stay” wording is therefore best understood as an attributed claim about the technology effort, not proof of its use in a specific production engine.
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