 Koenigsegg 2020
Christian Koenigsegg claims to have given distinction to the term 'hypercar'. However, he already had role models such as the Ferraris, Lamborghinis, especially the McLaren F1 and maybe even then the Bugatti Veyron.
Actually, simply the desire to build the fastest production car ever.
He's not really the owner of his company either. Large shares are attributed to the Norwegian designer and millionaire Bard Eker. The boom in the IT sector in Scandinavia has brought him more investors, him who never
studied the subject and continues to call himself a 'designer'. He describes his car project as the exact opposite of something from the IT sector, anything but only virtual.
CCX is the name of the first Königsegg in a beginning series of further developments. It's always a carbon middle section, by the way, also in the newest four-seater. At the ends there are tubular frames made of steel at the
front and aluminum at the rear. Except for the Gemera, it is powered by a V8, initially bought by Audi, then a modified Ford engine and ultimately a completely in-house development.
However, the developer succeeds again and again in the balancing act between saving and maximum performance. His cars seem to be unique in this respect too. Depending on the performance requirements, they can
become drunkards or savers. The latter is achieved through sophisticated aerodynamics and a curb weight that is cleverly devised, even for a plug-in hybrid.
Since we are mainly concerned with design in this book, we hardly pay attention to the technology of the motor with up to much more than 735 kW (1,000 PS), later even three electric motors as a hybrid and the many
transmission changes, e.g. sometimes with a torque converter and just only one highest gear, sometimes with about one clutch per gear.
The hallmark of all Koenigsegg vehicles is the carbon processing for the passenger cell and the outer skin. The is apparently as stable as one had always suspected. Of course, the front end has to be able to crash, and
steel still seems to be the best choice, despite the extreme lightweight construction that is being aimed for and rear aluminum.
| Switching to English subtitles possible . . . |
Various crash tests are required for admission to the American market, sometimes even without seat belts, in order to check the quality of the airbags. According to Königsegg, all of the tests, which would normally require
annual production, are carried out with one and the same basic structure, which is restored in each case (video above), unthinkable for cars made of sheet steel or aluminum.
| Elegant with excellent crash behavior |
Koenigsegg proves his tenacity, also wanting to be faster than everyone else. This was shown in the example when an attempt was made to break the McLaren F1's speed record just before the Geneva Motor Show in Nardo
(southern Italy) and the weather only allowed success at the very last minute. The unwashed vehicle was driven the shortest route to Geneva and celebrated there.
| One of his role models - Elon Musk |
Yes, it has even broken the Bugatti record in the meantime. One can only guess with how many specialists the VW Group has tried to finally bring him back successfully. But Koenigsegg still has the best time 0 to 400 km/h
and back to 0, even improved twice in the meantime. He even claims to be able to reach 531 km/h with the Jesko Absolut. But both, Bugatti and Koenigsegg will say goodbye to this kind of race.
The extraordinary seems necessary at prices of well over 2 million euros, whereby the Gemera is a bit cheaper. Koenigsegg had good luck with its main customers, for example, the American and European markets, which
waned in 2008, were partially replaced by the growing Chinese. At least brave to put the new one with a number of pieces of 300 cars for sale.
They want a maximum of 125 pieces of the Koenigsegg Jesko (video above) for € 2.35 million + VAT. sell, probably already all out of stock. After the Gemera with a lot of electrics on board, it is something like the swan song
of the pure combustion engine, once again its strengths e.g. demonstrating at the curb weight.
| Koenigsegg Agera R from 2012 |
Given the weight of all-electric cars necessary for the batteries, even carbon as a material for a passenger cell is likely to lose its importance. What remains is the tremendous stability of the material, which can provide
passengers with tremendous protection, not only in Formula 1.
| Koenigsegg Hundra from 2013 |
Even the rims are made of carbon, but supposedly cost more than a top Mercedes from AMG. Although Christian von Koenigsegg claims otherwise, the huge rear spoiler seems to be dispensable because there are vehicles
without it. Presumably the top speed is limited here.
| Koenigsegg Agera RS from 2016 |
At Koenigsegg they like to refer to the enormous experience in the wind tunnel. You can see them in many details. For example, on the vents above the wheels, which avoid back pressure and improve downforce. In contrast
to other hyper sports cars, the enormous need for openings in the body for cooling is hardly noticeable.
| Koenigsegg Regera from 2018 |
Most of the air is supplied on both sides, so that the pressure created by this occurs well behind the center of gravity. The front splitter is, however, very large. It will continue to burden the negotiations with German approval,
which have obviously always been difficult. It's also unbelievable what you can open or adjust electrically in this car.
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