That's some good figuring there. I haven't tried to do it all myself yet, I mean verify your work. Not that I doubt you, but unless I understand the route you took to get there I won't really have learned much.

I've often considered that I'm talking through my hat on this somewhat as I don't really know if the amount of air that could be gathered and compressed through the jake-braking compression would be of sufficient quantity - moles of oxygen molecules per unit of space (at a given compression) - to last long enough to be a large plus.

Stop and go driving would yield a fair amount, but that's when you'd need accelerating power. Highway driving wouldn't involve a lot of braking but neither is there much acceleration needed.

I can only guess that Koenigsegg's engine would need to have a small auxilliary compressor, one capable of compressing enough to power the valves even w/o any braking, or else, as mentioned, be dead in the water. Hard to know if the parasitic drain by a compressor would be greater of less than driving a cam shaft and pushing springs.

On the other end of possibilities, what if collecting jake braked compressed air for cooling as a way of shedding heat from braking, and this w/o doing the noisy fart of compressed air on current truck jake brakes, ended up collecting more air than could be used? You hinted at that somewhat. I could imagine that it could either be bled off or perhaps used to drive one or two cylinders until it reached a manageable level. Koenigsegg mentions using compressed air for propulsion in the vid, one guesses there wouldn't be enough to use for long.

Another question that's interesting to ponder, what would be an optimal pressure for use in acceleration? With too much, seems you'd either destroy the engine or reach a point of diminishing returns. I'm guessing the degree of beefing up of the engine would determine the max that should be used.

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1986 300SDL, 362K
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