Every engine's sound comes from its design: how many cylinders, how they're arranged, how the crankshaft is built, and whether it has turbos. ZeroCyl synthesizes the sound live from that design, so your EV can take on a different personality.
ZeroCyl turns the exhaust pulse train of one full engine cycle into a sound spectrum that follows the revs in real time, then adds intake noise, distortion, filtering, idle unevenness, fuel cut during shifts and overrun pops. The revs are worked out from speed, gear and gear ratio, and throttle depth from your actual acceleration, so the sound follows the way you drive.
A cross-plane crankshaft makes the exhaust pulses from the two cylinder banks interleave at uneven intervals, so even at idle you get a lumpy, rising-and-falling burble. Strong low-end torque makes it ideal for relaxed cruising, and its overrun pops are the meatiest of the lineup.
The same cross-plane V8 with two turbos added: tighter and more menacing. You hear the turbos whistle as you accelerate, and it crackles more than any other engine when you lift off. The most aggressive of the lineup.
A flat-plane crankshaft fires the two banks alternately at even intervals. The burble is gone, replaced by a high, crisp voice that gets sharper as the revs climb. Its signature is the shriek at the 8,500 rpm redline.
Ten cylinders firing in close succession give the sound rich layers at high revs, stacking one on top of another. With a redline near 9,000 rpm, it suits drivers who like to rev all the way out.
Twelve cylinders give the shortest, smoothest firing intervals: a dense sound that never turns harsh, like a symphony. Linear from low revs to redline, it is the most refined of the lineup.
A 3.0-liter V10 modeled on racing specs, idling at 4,000 rpm with an 18,500 rpm redline. Piercingly high, with lightning-fast shifts: an easter-egg-level track scream. It is very loud in everyday driving, so mind the volume.
A naturally aspirated six with horizontally opposed cylinders. At high revs it takes on a metallic howl, and it pulls all the way to 9,000 rpm. A favorite of high-rev fans.
The flat-six with twin turbos: deeper and rounder than the naturally aspirated version, with a solid midrange push. Composed, but still full of character.
A flat-four with unequal-length exhaust headers: each cylinder's pulse arrives at a different time, creating its distinctive burble. Add the turbo's blow-off and it is instantly recognizable.
An inline-six is inherently balanced, giving a silky, rich sound. Twin turbos give it strong pull from low and mid revs, and at high revs it turns into a clear, sharp wail.
Five is an odd number of cylinders, so the firing rhythm is unusual and the sound has a rising-and-falling "wah-wah" warble. Add a turbo, and you won't forget it once you've heard it.
A turbo inline-four hot hatch: crisp and punchy, with the blow-off valve's "pssh" when you lift off. A sound small-car enthusiasts know well.
A small-displacement turbo three. Wide firing intervals give it an offbeat, wavering note, and with a blow-off valve on top, it is lively and fun.
A twin-turbo V6: deep, with a strong shove in the back. When the midrange torque arrives, you feel pushed into your seat.
A rotary engine has no pistons: two triangular rotors spin continuously, producing a distinctive high-pitched buzz. Its signature is the "brap brap" rhythm at idle.
A turbo diesel V8 with a heavy knock even at low revs. The redline is just 4,200 rpm, so it shifts early and leans on big torque, with the calm heft of a large vehicle.
Easter egg: no gearbox. The revs climb slowly with the throttle, and the sound is the high-pitched whine and roar of a turbojet engine.
Engines are named by style; no car maker or model names are used. Synthesized sound can only resemble the rhythm and character of a type of engine; it is not a recording of any specific car.
Open ZeroCyl and listen