Zenvo Automotive

5.8L twin-supercharged V8 producing 1177hp. 1100Nm torque. Seven-speed sequential dog-leg transmission. RWD mid-engine layout. 4560mm length. 2730mm wheelbase. 1495kg dry weight. Two-seat hypercar. Carbon fiber monocoque. Centripetal wing revolutionary tilting. Wing angles during cornering. Increases cornering downforce targeted. 0-100 km/h 2.8 seconds. 325 km/h top speed. Danish hypercar. Préstø Denmark manufacturing. Troels Vollertsen founder. 5 units annual production maximum. Each car bespoke. Handbuilt craftsmanship. Scandinavian engineering. Unique tilting wing feature. High downforce track capable. Street legal performance. Danish automotive pride.

5.8L twin-supercharged flat-plane V8 producing 1104hp. 1100Nm torque. Seven-speed paddle-shift sequential. RWD mid-engine layout. 4515mm length. 2700mm wheelbase. 1430kg dry weight. Two-seat grand tourer. Carbon fiber body panels. Steel-aluminum hybrid chassis. 0-100 km/h 2.8 seconds. 375 km/h top speed. Grand touring variant. Road comfort priority over track. Danish hypercar refined. Préstø Denmark manufacturing. Handbuilt production. 5 units annually maximum. Zenvo road car. Comfortable grand touring. High-speed capability. Danish engineering. Scandinavian luxury performance. Bespoke customer specification.

The revolutionary twin-charged V8 that launched Zenvo with a combination of supercharger response and turbocharger power. This 6,872cc 90° V8 featured an aluminum block with cast iron liners and both a centrifugal supercharger and twin turbochargers in series. The supercharger used an electromagnetic clutch and produced boost from 1,500 RPM, while the twin Honeywell turbochargers engaged at 4,200 RPM. The valvetrain employed pushrods with hydraulic lifters and 2.25-inch titanium intake valves. The fuel system used eight individual throttle bodies with 65mm bores and a Motec M800 ECU managing both fuel and boost. With 9.0:1 compression and 21.8 psi of combined boost, it produced 1,104 hp at 6,900 RPM and 1,055 lb-ft at 4,500 RPM. The engine's masterpiece was its 'boost sequencing' system that seamlessly transitioned between supercharger and turbocharger operation without the driver detecting the handover. The intercooling system used triple heat exchangers—one air-to-water for the supercharger and two air-to-air for the turbos. The dry-sump oil system featured an 11-stage pump with 22-liter capacity, essential for maintaining lubrication during the ST1's claimed 1.9G cornering.

The twin-supercharged evolution that prioritized instant throttle response over ultimate power for track-focused applications. This 6,800cc 90° V8 featured a reinforced aluminum block with steel main bearing caps and twin centrifugal superchargers mounted at the front of the engine. Each supercharger fed one bank of cylinders through individual air-to-water intercoolers. The valvetrain employed a more aggressive camshaft profile with 0.650-inch lift and dual valvesprings good for 7,500 RPM. The fuel system used mechanical fuel injection with eight velocity stacks and twelve 1,700 cc/min injectors. With 9.5:1 compression and 18.0 psi of boost, it produced 1,163 hp at 7,100 RPM and 811 lb-ft at 4,500 RPM. The innovation was the 'supercharger coupling' system that used an electronically controlled clutch to disconnect one supercharger during part-throttle operation, improving fuel economy by 25% when not at full power. The cooling system used twin front-mounted radiators with methanol-water injection for additional charge cooling during track use. Complete with both superchargers and intercoolers, the engine weighed 628 pounds while delivering one of the most immediate throttle responses of any production car.

The twin-turbocharged V8 developed for Zenvo's grand touring model that emphasized reliability and driveability over peak numbers. This 5,900cc 90° V8 featured a compacted graphite iron block with aluminum heads and twin twin-scroll turbochargers mounted in hot-V configuration. The valvetrain employed dual overhead cams with 50° of variable timing on all four camshafts. The fuel system used direct injection operating at 3,500 psi with supplemental port injection. With 10.0:1 compression and 16.0 psi of boost, it produced 817 hp at 7,100 RPM and 774 lb-ft from 2,500-6,500 RPM. The engine's innovation was its 'boost-by-gear' calibration that limited torque in lower gears to preserve the drivetrain while providing full power in higher gears. The intercooling system used air-to-air units with variable vanes that directed airflow based on cooling needs. The wet-sump oil system featured a variable-displacement vane pump with integrated oil cooler, reflecting the GT's focus on real-world usability rather than track extremes.

The absurd quad-turbocharged V8 that represents Zenvo's ultimate expression of forced induction madness. This 6,600cc 90° V8 featured a billet aluminum block with plasma-coated cylinders and four turbochargers arranged in two-stage configuration. The primary turbos (Garrett GTX3071R) provided boost from 2,000 RPM, while the secondary turbos (Garrett GTX3584RS) engaged at 5,000 RPM. The valvetrain employed shaft-mounted rockers with 1.8:1 ratio and beehive springs good for 7,800 RPM. The fuel system used eight individual 95mm throttle bodies with 2,200 cc/min injectors and quad high-pressure pumps. With 8.8:1 compression and 32.0 psi of combined boost, it produced 1,360 hp at 7,300 RPM and 1,103 lb-ft at 5,500 RPM. The engine's party trick was its 'anti-lag system' that could maintain boost pressure at 18.0 psi even at idle, eliminating turbo lag completely. The intercooling system used quad air-to-water units with ice tank capacity of 25 liters. The dry-sump system employed a 15-stage pump with separate scavenge stages for each turbocharger drain. This engine demonstrated Zenvo's commitment to pushing forced induction technology beyond reasonable limits.

The naturally-aspirated V12 developed as an alternative to forced induction before Zenvo committed to turbocharging. This 7,300cc 60° V12 featured an aluminum block with wet liners and gear-driven quad overhead camshafts. The valvetrain employed 48 valves with 25° included angle and mechanical bucket followers. The intake system used twelve individual throttle bodies with 60mm bores and carbon fiber velocity stacks. The fuel system employed sequential multi-point injection with individual ignition coils. With 12.5:1 compression and a 9,000 RPM redline, it produced 789 hp at 8,500 RPM and 520 lb-ft at 6,800 RPM. The engine's innovation was its 'cross-plane' crankshaft that provided V8-like exhaust pulses while maintaining V12 smoothness. The dry-sump oil system used a seven-stage pump with separate scavenge stages for each cylinder bank. Though this engine never reached production, its development informed Zenvo's understanding of high-RPM engine dynamics and influenced the valve train design of their subsequent V8 engines. The complete prototype weighed 721 pounds and demonstrated that Zenvo had the engineering capability to develop complex multi-cylinder architectures.

The hybrid powertrain currently in development that combines forced induction with electric power for both performance and emissions compliance. This 3,997cc 90° V8 features a closed-deck aluminum block with plasma-sprayed cylinders and twin electric-assisted turbochargers. The valvetrain employs cam-less electromagnetic actuation on both intake and exhaust valves. The combustion engine produces 987 hp at 7,500 RPM, while three electric motors—one integrated with the crankshaft and one on each front wheel—add 483 hp for a combined 1,470 hp. The energy storage system uses a 8.6 kWh lithium-carbon battery pack capable of 300 kW discharge for 15 seconds. The innovation is the 'torque filling' capability of the crankshaft motor, which can provide up to 295 lb-ft of torque during turbo spool-up, eliminating lag completely. The thermal management system integrates the battery, power electronics, and engine cooling into a single circuit with nano-fluid technology. This powertrain represents Zenvo's adaptation to increasingly stringent emissions regulations while maintaining their signature extreme performance character.

The supercharged-only V8 developed for customers who preferred linear power delivery over ultimate power. This 6,162cc 90° V8 featured a reinforced aluminum block with six-bolt main bearing caps and a 4.0L Lysholm supercharger producing 22.5 psi of boost. The valvetrain employed roller rockers with 1.7:1 ratio and dual springs good for 7,200 RPM. The fuel system used eight individual 85mm throttle bodies with 1,800 cc/min injectors and dual brushless fuel pumps. With 9.2:1 compression and a 6,800 RPM redline, it produced 1,028 hp at 6,500 RPM and 881 lb-ft at 4,500 RPM. The engine's advantage was its consistent power delivery—unlike turbocharged engines, power was available immediately without any lag or boost threshold. The intercooling system used a dual-pass water-to-air heat exchanger with ice tank capability for track use. The supercharger drive used a dedicated 12-rib belt with automatic tensioner and over-running clutch. This engine demonstrated Zenvo's flexibility in offering different forced induction philosophies to suit different customer preferences.

The bespoke 7-speed sequential manual transmission developed for the Zenvo TS1, capable of handling the 1,163 hp twin-charged V8's massive 1,100 Nm torque output. This transmission features dog-ring engagement rather than synchronizers, requiring precise rev-matching but providing instantaneous shifts under full power in under 60 milliseconds. The straight-cut gear teeth are CNC-machined from 300M aerospace-grade steel with titanium nitride coating and REM isotropic superfinishing to 0.05 micron surface roughness. The shift mechanism uses pneumatic actuation with a rifle-bolt action sequential lever, while the clutch is a triple-plate carbon-ceramic unit that only needs engagement for starting from rest. The transmission case is magnesium with carbon fiber end covers, reducing weight to 112 kg despite its massive torque capacity. The system includes launch control that manages clutch slip for optimal acceleration, and flat-shift capability allows full-throttle upshifts without clutch use. This transmission is notoriously demanding to operate in traffic but provides ultimate performance for track use, perfectly embodying the TS1's extreme character.

The heavy-duty 6-speed manual transmission used in the original Zenvo ST1, designed for driver engagement and mechanical purity. This transmission features triple-cone synchronizers on second and third gears with carbon-lined brass units on remaining gears, capable of handling the 1,104 hp supercharged V8's 1,430 Nm torque output. The shift mechanism is a direct rod-linkage design with the shifter mounted directly to the transmission case, providing exceptional precision with a 35% shorter throw than contemporary supercar transmissions. The case is cast from aluminum with extensive internal ribbing for rigidity, and the differential is a torque-sensing limited-slip unit with 45% lockup under power. The clutch uses a hydraulic actuation system with a twin-plate ceramic-metallic design that provides progressive engagement despite the high torque capacity. This transmission became legendary for its mechanical feel and durability, capable of handling repeated high-RPM launches without modification.

The advanced 7-speed paddle-shift transmission used in the Zenvo TSR-S, featuring a revolutionary rotating carbon fiber gimbal system that tilts the entire gearbox during cornering. This transmission uses an electro-hydraulic shift mechanism with multi-plate wet clutches, capable of completing shifts in under 50 milliseconds in Race mode. The unique gimbal system allows the transmission to rotate up to 1.2 degrees laterally, effectively banking into corners like a motorcycle to increase grip and reduce lap times. The gearset uses helical-cut teeth with hybrid ceramic bearings, manufactured from case-hardened chromium steel with diamond-like carbon coatings. The hydraulic system operates at 280 bar pressure with dual electric pumps maintaining pressure during aggressive driving. The transmission offers multiple driving modes including Street, Track, and Race, with Race mode enabling full-throttle upshifts and automatic throttle-blip downshifts. This innovative system represents one of the most radical transmission designs in modern hypercars, providing both extreme performance and unique vehicle dynamics.

The sophisticated 8-speed dual-clutch transmission developed for the Zenvo Aurora, capable of handling the quad-turbocharged V8's 1,850 hp output. This transmission features two independent multi-plate wet clutches—one managing odd gears (1,3,5,7) and the other even gears (2,4,6,8)—with shift times under 40 milliseconds in maximum attack mode. The gearset uses a combination of straight-cut and helical teeth, with straight-cut used on the power side of heavily loaded gears and helical for smoother operation during normal driving. The hydraulic system operates at 320 bar pressure with a novel dual-accumulator system that stores pressure for rapid-fire shifts during track use. The mechatronic unit uses artificial intelligence to predict optimal gear selection based on GPS data and driver behavior analysis. The transmission cooling employs a refrigerant-based system that can actively cool the transmission fluid to 20°C below ambient temperature, allowing sustained operation at the power limit. This transmission represents Zenvo's move toward more sophisticated, technology-focused powertrain solutions while maintaining their extreme performance ethos.

The reinforced 7-speed sequential transmission used in the TS1 GT edition, designed for endurance racing and sustained high-speed operation. This transmission features wider gear teeth on second through fifth gears compared to the standard TS1 unit, with improved metallurgy and shot-peened surfaces for increased fatigue resistance. The dog-ring engagement is revised with more aggressive angles for faster shifts, though this requires even more precise rev-matching from the driver. The clutch is upgraded to a quadruple-plate carbon unit with improved cooling and wear characteristics. The shift mechanism uses higher-pressure pneumatic actuation that reduces shift times to 45 milliseconds. The transmission cooling system is significantly upgraded with dual oil coolers and a more efficient circulation pump, allowing sustained operation at the 1,250 hp power level. This transmission maintains the raw, mechanical character of the standard TS1 unit while providing the enhanced durability needed for track day and potential competition use.

The refined 6-speed synchronized manual transmission used in the ST1 50S edition, offering a more civilized driving experience while maintaining extreme performance. This transmission features carbon-carbon multi-cone synchronizers on all forward gears, providing lighter shift effort and smoother engagement than the racing-style dog-ring boxes. The shift mechanism retains the direct rod-linkage design but with reduced spring pressures for easier operation in traffic. The gear ratios are slightly taller than the standard ST1, with a focus on high-speed stability rather than pure acceleration. The case is aluminum with additional sound-deadening materials to reduce gear whine, and the clutch uses a twin-plate ceramic design with reduced pedal effort. This transmission provides a more accessible driving experience for owners who plan to use their Zenvo regularly, while still being capable of handling the car's immense power when called upon.

The innovative 2-speed transmission system developed for Zenvo's experimental turbocharged models, designed to optimize both low-end response and high-speed power. This transmission uses a planetary gearset with two selectable ratios—4.5:1 for maximum acceleration from standstill and 2.2:1 for high-speed operation. The unique aspect is the integration with the turbocharging system, where the gear shift triggers changes in turbo boost pressure and wastegate operation to maintain optimal power delivery. The shift mechanism uses an electro-pneumatic system that can complete ratio changes in under 80 milliseconds, with the transmission automatically selecting the optimal ratio based on throttle position and vehicle speed. The system includes a torque-reduction strategy during shifts that momentarily reduces boost pressure to protect the driveline. This experimental transmission demonstrated Zenvo's innovative approach to solving the traditional turbo lag issues in high-performance applications.

The sophisticated 9-speed multi-mode transmission under development for Zenvo's future hybrid hypercars, combining electric motor assistance with traditional gearbox technology. This transmission uses three planetary gearsets and six clutch packs to achieve nine forward speeds, with a 120 kW electric motor integrated between the engine and transmission. The system can operate in multiple modes including pure electric (up to 130 km/h), hybrid, engine-only, or series mode where the engine acts as a generator. The transmission features predictive shift technology that uses GPS and navigation data to anticipate corners and select optimal gears before the driver needs them. The electric motor provides torque fill during gear changes, eliminating any power interruption, and can regenerate up to 100 kW during braking. This system represents Zenvo's vision for future hypercar powertrains that combine extreme performance with environmental responsibility through advanced transmission technology.

The ultra-lightweight 7-speed sequential transmission featuring extensive use of carbon composites and titanium, developed for Zenvo's limited edition models. This transmission uses carbon fiber-reinforced polymer for the main case and titanium for internal components, reducing weight to just 78 kg—40% lighter than the standard magnesium unit. The gearset uses titanium gears with ceramic coatings, providing adequate strength with significant weight reduction. The shift mechanism employs pneumatic actuation with carbon fiber pistons and titanium valves. The clutch is a single carbon-carbon plate that weighs just 3.2 kg complete with flywheel. While this transmission has reduced torque capacity compared to all-metal designs (limited to 900 Nm), the weight savings provide significant performance benefits in acceleration, braking, and handling. This transmission represents the extreme end of weight reduction in pursuit of ultimate performance, showcasing Zenvo's expertise in advanced materials and manufacturing techniques.

Founded in 2007 by Troels Vollertsen from Préstø, Denmark headquarters, Zenvo became Denmark's first hypercar manufacturer with the ST1 debut model at the 2009 Copenhagen Motor Show, though the infamous 2011 Top Gear fire incident during filming of the Hammerhead Eagle i-Thrust segment brought early production challenges before the revised 2015 ST1 50S and improved TS1 development culminated in the refined 2016 TS1 GT. The TSR track variant development led to the revolutionary 2018 TSR-S featuring a patented centripetal tilting wing innovation delivering unprecedented aerodynamics with just 5 cars annual production making Zenvo an ultra-exclusive manufacturer showcasing Danish engineering precision and Scandinavian design influence through high-performance focus and handcrafted production by a small dedicated team creating each car with unique specification using in-house V8 engine development and twin-supercharged power representing Danish automotive pride as a European boutique manufacturer. Zenvo proves that even small nations can compete in hypercars when engineering excellence and innovative thinking overcome resource limitations—the tilting wing represents genuine aerodynamic innovation rather than simply packaging more horsepower, while in-house engine development demonstrates commitment to authenticity over buying established powertrains. Denmark's first hypercar manufacturer validates that automotive excellence transcends national industrial capacity when passion combines with engineering brilliance and willingness to solve problems innovatively rather than following established hypercar formulas that require exotic locations or racing pedigrees to justify existence.