Christian von Koenigsegg: It's time to get serious about the Swedish sports car manufacturer

As we descend from the impressive Limhamn Bridge connecting Denmark and Sweden, a police checkpoint awaits us at the border. It's eight o'clock in the morning, it's two degrees below zero outside, and the arctic wind is blowing to the sides, shaking our car. The policeman who gives us the signal to stop is in a very bad mood, and I understand that. I lower the window.

"Nationality?" he is asking. UK, I reply.

"Where are you going?" he asks again. “KoenigseggI answer instinctively, then I know what I had to say Ängelholm, hometown of Königsegg. But my mistake seems to relieve tension and bring a smile to the cop's icy lips.

“Are you going to buy a car?” he asks again.

"No, but I'll try," I reply.

“Then it will be a fun day for you,” he says cheerfully and gestures for us to go through, forgetting to check our passports.

This brief encounter with the law is yet another testament to how much Koenigsegg's notoriety has grown in recent years. Until recently, if you weren't a big fan supercar You didn't even know what Koenigsegg was, but thanks to Youtube and the Internet, everyone now knows who she is, even the Swedish border guards.

The purpose of my visit today is to find out how much Koenigsegg has really grown, and for this we will be driving one of his first cars, CC8S 2003 with a capacity of 655 hp, and Agera R. from 1.140 h.p. (then a version was brought to Geneva S). But before embarking on this extraordinary face-to-face meeting, I want to know more about the programs of the House. When we arrive at the factory Christian von Koenigsegg he comes out to greet us, despite the frost, and then immediately invites us into his warm office.

How is the hypercar market today?

“Supercars are becoming more extreme and the market is becoming more global. When CC8S debuted, the United States was the number one market. Now China has taken their place, accounting for 40 percent of our turnover. In recent months, however, America seems to be returning to the rescue. "

Have your models changed the needs of the Chinese market in any way?

“Yes, the Chinese are more eccentric. They love the technique and the ability to customize their cars to their liking. They use the car in a different way than we Europeans: they drive a lot around the city and often go to the highway. Our office in China organizes seven track days a year, and all customers participate with their cars. "

What do you think of hybrid supercars like the Porsche 918?

“I don’t really like their core philosophy: in fact, they would like to have everything they can, exaggerating the weight and complexity. With our technology "Free valve"(pneumatic valves computer control that makes the camshafts and variable lift useless), we develop the best solution. We call this the Pneubrid or Airbrid. Instead of generating electricity through energy recovery, our technology allows us to turn the engine into an air pump when braking. The air is fed into a 40 liter tank, where it is pressurized up to 20 bar. L 'air stored in this way, it is then released, providing additional performance in two ways: by increasing engine boost or by refueling the car in the city without consuming fuel (using the engine as an air pump in the opposite direction). In the second caseautonomy is two kilometers.

I really like Airbrid because air is a free source of energy and never runs out, making it a better solution than using very heavy batteries.”

How long have you been missing to apply this technology to cars?

“I see no problems in its implementation in the next two or three years. But we are working with a company that makes buses: they will be the first to use it. "

Will this decision lead to a reduction in the size of the engine?

“I don’t think so, because buyers want even more powerful cars! However, in the future, Free Valve will allow us to use cylinder deactivation technology, so from that point of view, the size will be reduced. "

Are you still true to your mantra "evolution, not revolution"?

"Yes, we will continue to improve our current car, because this is a better method than blowing everything up and starting from scratch."

Let's talk about prices.

"Agera costs $ 1,2 million (906.000 1,45 euros), which translates into 1,1 million (12 million euros plus taxes) for Agera R. We intend to maintain production at 14 to XNUMX units per year."

What about used?

“I have introduced an official certification program with a two-year warranty for used vehicles sold directly from the factory. This turned out to be helpful. The CC8S you will be driving today is based on this program. ”

Finally driving ...

Wanting to get behind the wheel, we decide to stop this interesting conversation and take a tour of the production area, which is located in another building near the office of Christian von Koenigsegg. As we enter, we are greeted by several Ageras on the production line. Next to them is an Agera development prototype in a matte silver finish and one CCXR a really eye-catching orange, but it's overshadowed by the R version, ready to be handed over to the future owner. This is a real eye magnet!

He is gorgeous in purple inlaid livery. gold e circles in carbon (comes standard on the Agera R) and gets even more stunning when you open the door and find the interior is 24k gold. The owner is Chinese, and who knows why it doesn't surprise me. However, what surprises me is that he gave us permission to drive his new toy for 1,3 million euros even before it got into our hands.

Mechanics apply protective tape to delicate areas of the vehicle body before delivering the Agera R to us for driving on local roads. I asked Christian von Koenigsegg to show us some of his favorite roads to guide us in a beautiful (right-hand) copy of the very first Koenigsegg, the CC8S. The border guard was right: given the conditions, the day promises to be fantastic.

To open Receptionist Koenigsegg (any model) you press button hidden in the air intake. This activates the internal solenoid, the window is lowered and the characteristic double-edged door opens. It is very scenic, but due to the doors partially blocking the entrance, it is not easy to get on board with elegance. It's not as cramped as the Lotus Exige, but if you're taller than six-eight, you'll need a little maneuverability and plan ahead.

However, everything is perfect on board. There's plenty of legroom and headroom here, and with the many adjustments available (pedals, steering wheel and seats are fully adjustable and perfectly tuned by Koenigsegg technicians prior to delivery) it takes a second to find the perfect driving position.

To turn on engine you hit the brake and hit the starter in the center of the center console. The 8-liter twin-turbo V5 engine wakes up instantly and the soundtrack of his dreams is played in the factory. At the same time, the display on the dashboard lights up: the rev range is displayed in a semicircular blue arc located on the outer edge of the speedometer, and in the center there is a digital screen that shows in numbers the speed at which you are driving. and included gear. All I have to do is touch the right paddle behind the small steering wheel to insert the first one and set the car in motion, thus reaching Christian, who is waiting for us outside in the CC8S.

Looking at them side by side, it's amazing how different they are. It takes ten years of development to separate them, and you can see it. When the CC8S debuted in 2002, speed was one of its top priorities, so much of the development was done in Volvo's wind tunnel to minimize inertia. At the end of development, the friction coefficient was brought to 0,297 Kd, which is very low for such a car.

In 2004, many design changes were made to comply with the latest global passenger safety regulations. A new engine was also needed to comply with Euro 5 regulations, as the traditional 8 V4.7 was not adaptable. The result of these changes is CCX, which debuted in 2006 and was a turning point for Koenigsegg: with it the Swedish brand entered the American market. The car, powered by the new 8-liter V4,7 twin-supercharged engine, had a completely different styling than the previous one, with a higher front profile and larger overhangs compared to the first generation CC8S and CCR, which I don't know. O. I have never been noticed until today.

Christian starts with CC8S and I follow him with Agera R. CC8S is beautiful in the back and has a complex network. aluminum which welcomes Speed but you only notice it if you sit low enough. I also like windshield so envelopes Ager. It's like seeing the world in 16/9, even if it's not the best at intersections, because the large A-pillar and side mirror create such a big blind spot that a double-decker bus could be hidden in it. The view from the side is also not great rear window Letterbox-style rear: You can almost see the final part of the rear spoiler, but only catch a glimpse of the cars behind you. Which, however, won't keep up with you for long, as the Agera is a thorn in its side.

Since the tank is currently fueled with RON 95 gasoline, the twin-turbo V8 5.0, built by Koenigsegg itself, unloads “only” 960 hp. and 1.100 Nm of torque (instead of 1.140 hp and 1.200 Nm, which it provides when running on ethanol E85). but we are not complaining considering the weight of 1.330 kg.

When will the opportunity to reveal two turbines and the speed starts picking up, the performances become stratospheric (this monster hits 0–320 km/h in 17,68 seconds, a time that was confirmed by the same Guinness World Records reps), and the soundtrack is insane barking. The most amazing thing is that this monstrous force is also controllable. The engine mounts directly to the rear of the carbon fiber passenger compartment, but no vibration is heard in the cabin (unlike the Ferrari F50). With a lot of information coming from the engine, steering and chassis, you feel at the center of the action and can understand what is happening around you, much more than in cars "isolated" from the outside world.

Another surprise is the ride quality. Just before arriving in Sweden, I drove a Lamborghini Gallardo: on country roads, the Agera R looks like a limousine compared to an Italian one. There's something magical about it suspensions and although I know the frame guru Loris Bicocchi For several years he has been a permanent consultant to Koenigsegg, as a car with very hard shock absorbers provides exemplary driving performance. Much of this is down to the new full carbon rims (weighing just 5,9kg front and 6,5kg rear) and suspension bearings, but by far the last thing you'd expect from an extreme car like the Koenigsegg Agera R is comfortable ride.

R has double clutch The top with seven gears of a unique concept and very well calibrated, which allows the car to start smoothly and change gears with impressive speed. There is a sort of knock when shifting at high RPM, but that mostly depends on the huge amount of torque you have to deal with, not the transmission failure. However, calling it a double clutch is incorrect. A single dry clutch manages power between the engine and gearbox; the other clutch is a smaller, oil-bathed disc on the pinion shaft that speeds up shifting, allowing selected gears to sync up more quickly. Brain.

We are on a road full of gentle curves that leads into and out of the forest. At some point, a lake appears out of nowhere from behind the trees. Christian gestures for us to stop to change cars. After the Agera, the CC8S feels incredibly spacious. Christian explains that almost everything is different on the older model: for starters, the windshield is higher, although the roofline is 5cm lower than the Agera. The seats are also much more reclining. When you're in the driver's seat, you feel like you're lying in a sun lounger - a bit like a Lamborghini Countach - but it's been specifically designed to gain a few inches and lower the roofline (which is only 106cm off the ground). This measure alone is enough to give the CC8S a much more sporty and racing look.

The simple Stack instrument display enhances the feeling of being in a racing car. Only that awful radio, and the speaker grilles on the sides of the dashboard, betray the fact that this was Koenigsegg's first attempt at interior design. From the center tunnel emerges a slim aluminum gear lever that drives a sequential six-speed gearbox that you can have fun with. But first, you need to start the engine, and for that you have to figure out how this strange telephone keypad on the center console works. You must press the button at six and five o'clock at the same time to activate the ignition system, and then press the buttons at six and seven o'clock to start the starter. Strange, but it works like the 8 hp V4.7 655. (reinforced by one compressor belt driven centrifuge) wakes up. At this moment, just like on Agera, you immediately feel at the center of the action. L 'accelerator he is very sensitive, and it is difficult to get away from him without jerking, but in movement everything becomes smoother. Driving quality is always at its best, only weight changes steering: it is very sensitive and reminds me of old TVRs. Christian will tell me later that the CCX had to soften it up a bit because it reacted too quickly at high speed.

Another big difference is how the engine delivers amazing performance. The Agera R has plenty of torque available at any speed, but from 4.500 rpm onwards it's like a nuclear explosion, while the CC8S builds up gradually, more linearly. There's plenty of torque – peaking at 750 Nm at 5.000 rpm – but we're light years behind the Agera R. at 1.200 Nm. In practice, the advantage is that I keep the throttle open longer between replacement and another. , less often putting your hand on the fantastic shifter (which has much less movement than expected).

I like CC8S more than I could imagine. It's a little slower than the crazy Agera R, it's true, but the chassis is in good shape and the performance is a quarter mile in 10 seconds at 217 km / h, which is certainly not a trivial matter. In addition, at 1.175 kg, it is 155 kg lighter than the Agera R. I am pleased to find that the Agera's blind spot created by the A-pillar and side mirror is less of a problem here. Once you get used to a certain driving position, the CC8S becomes easy to maneuver, even in traffic.

We stop again to change cars. This is my last chance to ride the Agera R. The cohesion of this car from the start of the engine is impressive. It also looks solid and, despite poor lateral visibility, allows getting in and out of it. Rather, continue until you light the fuse, because from now on you need all your concentration. It's always a pleasure to be in a race car that produces 1.000 hp. on one axle (even more so if it is rear), but let me imagine what that could mean for a car that weighs half a ton less than the Bugatti Veyron.

Christian has one last surprise in store for me. When I think that the circle is over and we are about to return to the factory, a runway appears in front of me. Deserted. Well, it would be rude to refuse, right? The second, third, fourth pass passes instantly, while Agera continues to accelerate. The power is addictive, and even in such a huge empty space, the car feels too fast. Only when braking do you understand how fast you go. Those who love superbikes know the feeling that the speed is growing at an insane rate, the speedometer numbers are so exaggerated that you might end up thinking that this is unrealistic ... until it is time to stop. The Agera R is the same here.

It was a wonderful day. The CC8S has a unique charm, it is thinner in appearance and in the way it unloads its enormous power to the ground, but it is not slow, even if it is less precise and detailed than its successor. This is not necessarily a disadvantage: it is rather the inevitable result of comparing it to the Agera R. It has the potential of a terrific supercar, and it feels. Christian von Koenigsegg has always said that his intention was to continue the development of this first creature, as the Porsche did with the 911. And his idea seems to work. If you drive these two cars one after the other, you feel like they have a lot in common, although the Agera is much more modern.

I wonder how the Agera will go against the Pagani Huayra or the Bugatti Veyron. All of them are so gifted and talented that picking the winner in such a face-to-face battle can be more difficult than expected. Koenigsegg is faster than Pagani and can match the mighty Bugatti. The Agera's engine is easier to adjust than its two competitors, but the Huayra has something sharper and more manageable about its appeal... There is only one way to know for sure which one is better. Try them. I hope soon…