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Koenigsegg’s Tiny Friendly Giant (TFG) is a 2.0-liter-class, twin-turbo three-cylinder that the company designed for the Gemera. It has a 95 mm bore and a 93.5 mm stroke, and Koenigsegg lists its output at 600 hp. In July 2024, founder and CEO Christian von Koenigsegg told Top Gear that almost all of the few customers still requesting the three-cylinder had switched to the hybrid V8. That is a reported account of customer choices—not a published order tally or percentage.
The title’s bore comparison needs a qualification: Koenigsegg’s reviewed engine specifications give the TFG’s bore, but do not state the Jesko V8’s bore. The available figures therefore do not verify that the TFG’s cylinders are wider than the V8’s.
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Why did Koenigsegg make a three-cylinder hypercar engine?
The TFG was Koenigsegg’s alternative powertrain for the four-seat Gemera: a compact combustion engine paired with electric motors. The company describes it as a twin-turbo, Freevalve three-cylinder with dry-sump lubrication. Its published specifications list a 9.5:1 compression ratio, 95 mm bore, and 93.5 mm stroke.
Koenigsegg’s 2020 Gemera press information framed the engine around efficiency, emissions and packaging. Von Koenigsegg said the TFG was designed to be “super-efficient,” “CO2-neutral,” and “able to be packaged in super small spaces.” Those are the company’s stated design aims, not independently established results.
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The arrangement is notable because cylinder count alone does not determine an engine’s overall size or performance. Bore is the diameter of a cylinder; stroke is how far its piston travels. Displacement depends on both dimensions and the number of cylinders. A larger bore figure does not, by itself, establish greater displacement or a larger engine.
What are the TFG’s specifications?
Koenigsegg’s current Gemera technical specifications list these figures for the TFG configuration:
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| Specification | Published figure |
|---|---|
| Layout | Twin-turbo, three-cylinder, Freevalve |
| Compression ratio | 9.5:1 |
| Bore × stroke | 95 mm × 93.5 mm |
| Engine output | 600 hp at 7,500 rpm |
| Engine torque | 600 Nm from 2,000 to 7,000 rpm |
| Engine weight | 70 kg |
| Electric motors in this Gemera configuration | Three: one at the crankshaft and one at each rear wheel |
| Combined electric power | 1,100 hp |
| Total system output | 1,700 hp, including the Hydracoup |
These are manufacturer specifications, not independent measurements. The TFG’s 600 hp is the combustion engine’s listed output; the Gemera’s 1,700 hp figure is the published total for the hybrid configuration and includes electric-machine contributions. They are different measures and should not be compared as though both describe the engine alone.
Did Gemera buyers really choose the V8 over the three-cylinder?
According to Top Gear’s July 24, 2024 report, von Koenigsegg said customers had moved to the hybrid V8. He summed up the change as: “In a nutshell, they all turned into V8s.” He added that there were “so few left” asking for the three-cylinder that the company convinced “almost all” of them to choose the V8 instead; at that time, he said, the Gemera would be V8-only.
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This supports a limited conclusion: the company’s CEO described customer choices shifting toward the V8, and said almost all of the remaining TFG requesters switched. The report supplies no order count, take-rate percentage or detailed explanation of each buyer’s decision. It also quotes von Koenigsegg saying the technology remained interesting and that Koenigsegg was still working on it, so the reported Gemera order change should not be read as proof that the underlying engine concept was abandoned.
How does the Gemera V8 compare with the TFG—and the Jesko V8?
Koenigsegg says its HV8 was first developed for the Gemera, where a compact configuration was needed for the smaller engine bay. The company describes a hot-V arrangement and lists the Gemera HV8 together with the Dark Matter e-motor at 2,300 hp. That is a hybrid-system figure, not the V8’s standalone output.
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The Jesko also uses a twin-turbo V8, but it is a distinct engine application. Koenigsegg’s engine overview describes the Jesko engine as redesigned and lists 1,280 hp on regular gasoline or 1,600 hp on E85. Those fuel-dependent figures belong to the Jesko V8; they are not specifications for the Gemera HV8.
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|---|---|---|---|
| Configuration | Twin-turbo, three-cylinder, Freevalve | Hot-V V8 | Redesigned twin-turbo V8 |
| Published bore | 95 mm | Not stated on Koenigsegg’s reviewed engine page | Not stated on Koenigsegg’s reviewed engine page |
| Published engine output | 600 hp at 7,500 rpm | Not stated on the reviewed engine page as a standalone figure | 1,280 hp on regular gasoline; 1,600 hp on E85 |
| Published hybrid/system output | 1,700 hp for the TFG Gemera configuration, including the Hydracoup | 2,300 hp with the Dark Matter e-motor | Not stated on the reviewed engine page |
| Development or packaging note | Designed for compact packaging among the company’s stated aims | Developed for the Gemera’s compact engine bay | Jesko application |
The bore comparison in the headline cannot be confirmed from these official specifications: the TFG’s 95 mm bore is published, but the relevant V8 bore is not. The TFG’s cylinder displacement also cannot be used as a substitute for bore diameter. A sound dimensional comparison requires bore figures for both engines.
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What is Freevalve?
Freevalve is the valve-control technology named in Koenigsegg’s description of the TFG. The manufacturer’s Gemera page identifies the engine as a Freevalve three-cylinder, but the specifications cited here do not provide a detailed account of its operating mechanism or a quantified comparison with conventional valve systems. The useful point for this engine’s configuration is that Freevalve is part of Koenigsegg’s stated TFG design, alongside its turbocharging and compact three-cylinder layout.
Quick Recap
What the customer-choice report does—and does not—establish
- Established: In a July 24, 2024 interview report, von Koenigsegg said Gemera customers had moved to the hybrid V8 and that almost all of the small number still requesting the TFG switched.
- Not established: The report gives no total number of Gemera orders, engine-option percentages, or quantified reasons for the change.
- Not established by the reviewed specifications: A direct TFG-versus-V8 bore comparison. Koenigsegg publishes the TFG bore but not the Jesko V8 bore on the engine page cited here.
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