Koenigsegg

4.7L twin-supercharged V8 producing 655hp. 750Nm torque. Six-speed manual transmission. RWD mid-engine layout. 4190mm length. 2660mm wheelbase. 1175kg dry weight. Two-seat hypercar. Carbon fiber monocoque. Removable hardtop dihedral synchro-helix doors. 0-100 km/h 3.5 seconds. 388 km/h top speed claimed. First production Koenigsegg. Christian von Koenigsegg founder. Ängelholm Sweden manufacturing. Only 6 units produced. Swedish hypercar born. Independent development impressive. Self-developed engine. Ghost squadron logo. Dihedral doors signature. Carbon fiber construction. Lightweight philosophy. Scandinavian engineering.

4.7L twin-supercharged V8 producing 806hp. 920Nm torque. Six-speed manual transmission. RWD mid-engine layout. 4190mm length. 2660mm wheelbase. 1180kg dry weight. Two-seat hypercar. Carbon fiber monocoque. Dihedral synchro-helix doors. 0-100 km/h 3.2 seconds. 395 km/h top speed. Nardo ring 388 km/h record 2005. Faster than McLaren F1. World's fastest production car briefly. 14 units produced. Ängelholm Sweden manufacturing. Improved aerodynamics versus CC8S. Larger rear wing. Enhanced cooling. Carbon ceramic brakes optional. Swedish engineering excellence. Record-breaking pedigree established.

4.8L twin-supercharged V8 producing 1018hp on E85. 1080Nm torque. Six-speed manual or sequential. RWD mid-engine layout. 4293mm length. 2660mm wheelbase. 1180kg dry weight. Two-seat hypercar. Carbon fiber monocoque. Dihedral synchro-helix doors. 0-100 km/h 2.9 seconds. 402+ km/h top speed. First 1000hp production car. Flex-fuel capability. 91 octane 806hp. E85 biofuel 1018hp. Carbon neutral performance. Top Gear Power Lap record. Stig lap 1:17.6. Edition variants limited. Trevita diamond weave carbon. Only 2 Trevita built. Swedish innovation. Green supercar concept.

5.0L twin-turbo V8 producing 960hp standard. 1100Nm torque. Seven-speed dual-clutch Koenigsegg. RWD mid-engine layout. 4293mm length. 2662mm wheelbase. 1290kg dry weight. Two-seat megacar. Carbon fiber monocoque. Triplex suspension rear. Dihedral synchro-helix doors. 0-100 km/h 2.9 seconds. 420+ km/h top speed. Agera means to act in Swedish. Megacar designation over 1 megawatt. Hollow carbon fiber wheels first. Ängelholm Sweden manufacturing. 25 units Agera base. Multiple special editions. S, R, RS, Final variants. One:1 variant 1360hp power-to-weight 1:1. Absolute speed records. Swedish engineering pinnacle.

5.0L twin-turbo V8 producing 1160hp. 1280Nm torque. Seven-speed dual-clutch Koenigsegg. RWD mid-engine layout. 4293mm length. 2662mm wheelbase. 1295kg dry weight. Two-seat megacar. Carbon fiber monocoque. Triplex suspension. Dihedral synchro-helix doors. 0-100 km/h 2.8 seconds. 447.19 km/h top speed record. Nevada desert November 2017. 0-400-0 km/h record 36.44 seconds. World's fastest production car verified. 25 units produced. Ängelholm Sweden manufacturing. Aerodynamic package track-focused. Hollow carbon wheels. Active rear wing. Swedish record breaker. Hypercar benchmark speed.

5.0L twin-turbo V8 producing 1100hp. Three electric motors 700hp. 1500hp combined total. 2000Nm torque. Koenigsegg Direct Drive no gearbox. RWD hybrid powertrain. 4560mm length. 2662mm wheelbase. 1420kg dry weight. Two-seat hybrid megacar. Carbon fiber monocoque. Dihedral synchro-helix doors. 0-100 km/h 2.8 seconds. 0-400 km/h 20 seconds. 410 km/h top speed. Direct Drive revolutionary no gear changes. Hydraulic coupling system. Battery pack 4.5kWh. 80 units produced. Ängelholm Sweden manufacturing. Grand touring focus. Autoskin doors open close electrically. Luxury interior. Memory foam seats. Technology showcase. Swedish innovation peak.

5.0L twin-turbo V8 producing 1600hp on E85. 1500Nm torque. Light Speed Transmission nine-speed multi-clutch. RWD mid-engine layout. 4560mm length. 2700mm wheelbase. 1420kg dry weight. Two-seat megacar. Carbon fiber monocoque. Triplex suspension front and rear. Dihedral synchro-helix doors. 0-100 km/h 2.5 seconds estimated. 330 km/h top speed track version. Named after Christian's father Jesko von Koenigsegg. Light Speed Transmission instant gear changes. 125 units planned production. Ängelholm Sweden manufacturing. Rear wing massive 1400kg downforce. Track-focused aerodynamics. Carbon fiber construction extensive. Swedish engineering excellence.

5.0L twin-turbo V8 producing 1600hp on E85. 1500Nm torque. Light Speed Transmission nine-speed. RWD mid-engine layout. 4560mm length. 2700mm wheelbase. 1420kg dry weight. Two-seat megacar. Carbon fiber monocoque. Low-drag aerodynamic package. Dihedral synchro-helix doors. 0-100 km/h 2.6 seconds estimated. 531 km/h top speed simulated theoretical. Lowest drag Koenigsegg 0.278 Cd. 40kg downforce only versus 1400kg attack. Absolute top speed focus. Final combustion Koenigsegg claim. Last petrol-only megacar. 125 units shared with Attack Jesko. Ängelholm Sweden manufacturing. Swedish top speed monster. Theoretical 330 mph possible.

Tiny Friendly Giant 2.0L twin-turbo three-cylinder 600hp. Three electric motors 1100hp. 1700hp combined total. 3500Nm torque. Direct Drive transmission. AWD all-wheel drive. 4975mm length. 3000mm wheelbase. 1850kg dry weight. Four-seat megacar world first. Carbon fiber monocoque. Dihedral synchro-helix doors giant. 0-100 km/h 1.9 seconds claimed. 400 km/h top speed. Freevalve camless engine technology. Electric motors front and rear. 50km electric range. Flex-fuel capable E85 CO2 neutral. 300 units planned production. Ängelholm Sweden manufacturing. Family supercar concept. Four individual seats. ISOFIX child seat capability. Revolutionary powertrain. Swedish family megacar.

Founded in 1994 by Christian von Koenigsegg—a Swedish entrepreneur and engineer just 22 years old at the time—Koenigsegg Automotive AB operates from a former fighter jet hangar in Ängelholm, Sweden, with a logo paying tribute to the Ghost Squadron that once flew from the facility. From the first 1996 prototype to the CC8S production car in 2002, Koenigsegg embarked on relentless record-breaking pursuit, achieving multiple world speed records including the CCR's 2005 fastest production car title, the CCXR's first-ever 1000hp production car, and the Agera RS's verified 447 km/h run. Innovation defines Koenigsegg through patents on dihedral synchro-helix doors, rocket catalytic converters, triplex suspension, Freevalve camless engines, Light Speed Transmission, Direct Drive systems, and hollow carbon fiber wheels—all developed in-house. The company's philosophy extends to designing its own engines, transmissions, and electronics with a small team of 500 employees handbuilding just 20-25 cars annually. This ultra-exclusive Swedish manufacturer created the "megacar" terminology and demonstrates that innovation never stops, with commitment to electric futures while maintaining engineering excellence. Koenigsegg proves that a small, focused team with brilliant engineering and refusal to accept conventional limitations can challenge automotive giants and redefine performance benchmarks.

The all-aluminum masterpiece that launched the CC8S and defined Koenigsegg's engineering philosophy. This 4,700cc 90° V8 featured not one but two centrifugal superchargers with integrated air-to-water intercoolers, producing 16.5 psi of boost. The block used aluminum construction with closed-deck design and wet liners, while the cylinder heads employed dual overhead cams with four valves per cylinder. The superchargers were Rotrex C38-81 units driven by a composite serpentine belt with automatic tensioning, each feeding one bank of the engine. The fuel system used sequential multi-port injection with individual throttle bodies, while the ignition system employed twin spark plugs per cylinder. The forged steel crankshaft ran in five main bearings, while connecting rods were titanium. With 8.6:1 compression, it produced 655 hp at 6,800 RPM and 553 lb-ft at 5,000 RPM. The dry-sump oiling system used a three-stage scavenge pump, while the cooling system featured dual radiators with electric fans. This engine's specific output of 139 hp/liter was unprecedented for a road-going supercharged engine in 2002.

The evolution that powered the CCR and broke the production car speed record. This 4,700cc (later 4,800cc and 5.0L) 90° V8 maintained the twin centrifugal supercharger layout but with larger Rotrex C38-91 units producing 19.0 psi of boost. The block used reinforced aluminum construction with cross-bolted main bearing caps, while the cylinder heads featured larger valves and ports. The supercharger drive system was upgraded to a gear-driven design to handle the increased power, with the superchargers mounted low in the vee for optimal weight distribution. The fuel system evolved to dual injectors per cylinder (port and direct injection prototypes), while the ignition system used individual coil-on-plug design. The forged steel crankshaft was knife-edged and balanced for 7,600 RPM operation, while connecting rods were 4340 steel. With 8.2:1 compression and revised intercooling, it produced 806 hp at 6,900 RPM and 678 lb-ft at 5,700 RPM. The dry-sump system evolved to four stages with oil-to-water coolers for both engine and transmission oil. This engine demonstrated that centrifugal supercharging could compete with and even exceed twin-turbo systems in both response and peak power.

The paradigm shift to twin-turbocharging that created the 1,000+ hp Agera. This 5,000cc 90° V8 featured twin turbochargers with 1.4 bar (20.6 psi) of boost, marking Koenigsegg's move from supercharging to turbocharging. The block used aluminum construction with compacted graphite iron liners, while the cylinder heads featured larger ports and revised combustion chambers. The turbochargers were Garrett GTX3582R units with ceramic ball bearings and electronic wastegates, mounted in hot-V configuration. The fuel system employed dual fuel pumps with surge tank and eight 1,000cc/min injectors, while the ignition system used twin spark plugs per cylinder with individual coils. The forged steel crankshaft ran in five main bearings with a dual-mass damper, while connecting rods were titanium. With 9.0:1 compression and E85 capability, it produced 940 hp at 6,900 RPM and 811 lb-ft at 4,100 RPM. The dry-sump system used a five-stage pump with separate scavenging for each bank, while the cooling system featured triple radiators with variable-speed fans. This engine's ability to run on multiple fuel types while maintaining reliability at extreme power levels set new standards for hypercar flexibility.

The legendary 1:1 power-to-weight ratio engine that produced 1,360 hp. This 5,000cc 90° V8 featured twin turbochargers with 1.8 bar (26.5 psi) of boost, utilizing BorgWarner EFR series turbochargers with titanium aluminide turbines. The block used aluminum construction with plasma-coated liners, while the cylinder heads featured CNC-ported intake and exhaust tracts. The turbochargers were mounted in hot-V configuration with equal-length runners and electronic wastegates. The fuel system employed dual brushless DC fuel pumps with 2,200cc/min injectors and dual rail design, while the ignition system used racing-grade individual coils. The forged steel crankshaft was nitrided and balanced for 8,250 RPM operation, while connecting rods were 300M steel. With 9.2:1 compression and optimized for E85, it produced 1,360 hp at 7,500 RPM and 1,011 lb-ft at 6,000 RPM. The dry-sump system evolved to seven stages with oil-to-air coolers, while the cooling system featured a triple-pass radiator design with carbon fiber shrouds. This engine achieved the previously unimaginable milestone of 272 hp/liter naturally aspirated equivalent specific output.

The hybridized V8 that powers the revolutionary Regera and produces 1,100 hp on its own. This 5,000cc 90° V8 featured twin turbochargers with 1.5 bar (22.1 psi) of boost, specifically optimized for hybrid operation. The block used aluminum construction with spray-in-liner technology, while the cylinder heads featured revised ports for optimal exhaust energy recovery. The turbochargers were smaller, faster-spooling units with electronic wastegates and ceramic bearings. The fuel system employed direct injection at 220 bar pressure with port injection backup, while the ignition system used twin spark plugs per cylinder. The forged steel crankshaft was optimized for 8,250 RPM operation, while connecting rods were titanium. With 9.3:1 compression, it produced 1,100 hp at 7,800 RPM and 922 lb-ft at 4,100 RPM. The dry-sump system used a six-stage design with integrated electric oil pumps for the hybrid system. When combined with three electric motors (one on crankshaft, one per rear wheel), total system output reached 1,500 hp and 1,475 lb-ft of torque from zero RPM. This engine demonstrated that internal combustion still had a crucial role to play in the hybrid hypercar era.

The revolutionary camless engine that powers the Gemera and redefines combustion efficiency. This 1,987cc inline-three featured the groundbreaking Freevalve system that eliminated camshafts entirely, using pneumatic-hydraulic-electronic actuators to control each valve independently. The block used aluminum construction with plasma-sprayed liners, while the cylinder head contained 24 individual valve actuators (8 per cylinder). The turbochargers were twin BorgWarner units with electronic wastegates, producing 2.0 bar (29.4 psi) of boost. The fuel system employed direct injection at 350 bar pressure, while the ignition system used individual coil-on-plug design. The forged steel crankshaft ran in four main bearings with two balancer shafts, while connecting rods were titanium. With 9.5:1 compression and the ability to run on everything from gasoline to E85 to CO2-neutral methanol, it produced 600 hp at 7,500 RPM and 443 lb-ft at 2,000-7,000 RPM. The Freevalve system enabled multiple combustion cycles (Otto, Atkinson, Miller) on-the-fly, variable compression ratio from 8.0:1 to 15.0:1, and cylinder deactivation. When combined with three electric motors, total system output reached 1,700 hp, making this tiny three-cylinder the heart of the world's most powerful production car.

The ultimate evolution of the Koenigigsegg V8, designed for 1,600 hp on E85 and 8,500 RPM. This 5,000cc 180° flat-plane crank V8 featured twin turbochargers with 2.2 bar (32.3 psi) of boost, utilizing the world's lightest production V8 crankshaft at just 12.5 kg. The block used aluminum construction with steel main bearing caps, while the cylinder heads featured 3D-printed fuel rails and optimized ports. The turbochargers were bespoke units with 3D-printed titanium turbines that weighed 35% less than conventional designs. The fuel system employed dual injection (direct and port) with 10,000 rpm capable pumps, while the ignition system used racing-grade individual coils. The flat-plane crankshaft enabled 8,500 RPM redline and improved exhaust scavenging, while connecting rods were 300M steel. With 8.6:1 compression and optimized for E85, it produced 1,600 hp at 7,800 RPM and 1,106 lb-ft at 5,100 RPM. The dry-sump system used a nine-stage design with individual scavenging for each cylinder bank and the turbochargers. This engine's specific output of 320 hp/liter represents one of the highest ever achieved in a production road car, while maintaining emissions compliance and driveability.

The very first engine that Christian von Koenigsegg built in his family's garage, which would evolve into the production V8. This 4,700cc 90° V8 was based on a Ford Modular block but featured completely custom internals and Koenigsegg's first centrifugal supercharger prototype. The block used aluminum construction with custom forged pistons and connecting rods, while the cylinder heads featured extensive porting and larger valves. The supercharger was a single centrifugal unit driven by a custom gear system, producing 0.8 bar (11.8 psi) of boost. The fuel system used aftermarket electronic fuel injection with custom mapping, while the ignition system employed aftermarket coils and spark plugs. The crankshaft was a forged steel unit with custom counterweights, while connecting rods were 4340 steel. With 8.5:1 compression, it produced approximately 450 hp at 6,500 RPM—modest by later standards but revolutionary for a young entrepreneur working alone. This engine proved the fundamental concept that would define Koenigsegg for decades: high-revving, supercharged V8 power in an ultra-lightweight package. The lessons learned from this prototype informed every subsequent Koenigsegg engine design.

The flex-fuel masterpiece that could run on gasoline, E85, or any mixture in between. This 4,800cc 90° V8 featured twin centrifugal superchargers with 1.6 bar (23.5 psi) of boost, specifically designed for multiple fuel types. The block used reinforced aluminum construction with additional cooling passages, while the cylinder heads featured sodium-filled exhaust valves and upgraded valve springs. The superchargers were larger Rotrex units with upgraded drives and integrated intercoolers. The fuel system employed dual injectors per cylinder with separate fuel rails for gasoline and E85, while the engine management system could automatically detect fuel composition and adjust timing and boost accordingly. The forged steel crankshaft was balanced for 7,600 RPM operation, while connecting rods were titanium. With 8.2:1 compression and optimized for E85, it produced 1,018 hp at 7,000 RPM and 796 lb-ft at 5,600 RPM. The dry-sump system used a five-stage design with additional cooling capacity, while the fuel system featured twin surge tanks and high-capacity pumps. This engine's ability to automatically adapt to any fuel type while maintaining optimal performance demonstrated Koenigsegg's mastery of engine management systems.

The experimental engine developed for the Koenigsegg Quant solar-electric hybrid concept. This 5,000cc 90° V8 featured twin turbochargers with 1.2 bar (17.6 psi) of boost, specifically designed for series-hybrid operation. The block used aluminum construction with additional stiffening ribs, while the cylinder heads featured optimized ports for constant-RPM operation. The turbochargers were smaller, fast-spooling units with electronic wastegates, optimized for the engine's narrow operating band. The fuel system employed direct injection at 200 bar pressure, while the ignition system used conventional coil-on-plug design. The forged steel crankshaft was balanced for 6,500 RPM operation (lower than other Koenigsegg engines), while connecting rods were steel. With 10.0:1 compression, it produced 500 hp at a constant 5,200 RPM—its most efficient operating point. The engine served solely as a generator for the Quant's electric motors, demonstrating how a highly optimized internal combustion engine could extend the range of an electric vehicle while maintaining ultra-low emissions. Though never put into production, this engine represented an important step in Koenigsegg's thinking about the future of propulsion.

The final evolution of the Agera engine that set multiple production car records. This 5,000cc 90° V8 featured twin turbochargers with 1.7 bar (25.0 psi) of boost, utilizing the lessons learned from the One:1 program. The block used aluminum construction with reinforced main bearing caps, while the cylinder heads featured larger valves and optimized ports. The turbochargers were BorgWarner EFR series with titanium turbines and electronic wastegates. The fuel system employed dual injection with 2,000cc/min injectors and triple fuel pumps, while the ignition system used racing-grade individual coils. The forged steel crankshaft was nitrided and balanced for 8,250 RPM operation, while connecting rods were 300M steel. With 8.9:1 compression and optimized for E85, it produced 1,160 hp at 7,800 RPM and 944 lb-ft at 4,100 RPM. The dry-sump system used a seven-stage design with oil-to-air coolers, while the cooling system featured a triple-pass radiator design. This engine powered the Agera RS to 277.9 mph—the current production car speed record—demonstrating that extreme power could be combined with unprecedented top-speed capability.

The rare naturally aspirated racing engine developed for the aborted CCGT Le Mans program. This 5,000cc 90° V8 was built to comply with ACO GT1 regulations that prohibited forced induction, marking Koenigsegg's only modern naturally aspirated engine. The block used aluminum construction with dry-sump lubrication and reinforced main bearing caps, while the cylinder heads featured massive ports and larger valves. The intake system used individual throttle bodies with velocity stacks, while the exhaust featured equal-length headers. The fuel system employed sequential injection with high-flow injectors, while the ignition system used individual racing coils. The forged steel crankshaft was balanced for 9,200 RPM operation, while connecting rods were titanium. With 13.5:1 compression and optimized for racing fuel, it produced 600 hp at 8,500 RPM and 380 lb-ft at 6,500 RPM. Though the CCGT program was cancelled due to regulation changes, this engine demonstrated that Koenigsegg could excel at naturally aspirated design when required, with a specific output of 120 hp/liter that was competitive with the best racing engines of its era.

The revolutionary 7-speed multi-clutch transmission developed for the 1,600+ hp Jesko. This is not a traditional dual-clutch transmission (DCT); it's an 'Ultimate Power On Upshift' (UPOU) system that uses a novel clutch-pack arrangement. It features one clutch for the odd gears and a separate, smaller clutch for the even gears, but with a unique twist: it can pre-select and engage the next gear *before* disengaging the current one, allowing for true, uninterrupted power delivery during upshifts. The shift time is an astonishing 20-30 milliseconds—faster than the blink of an eye. The transmission is engineered to handle over 1,500 Nm of torque and is made from 3D-printed titanium and other exotic materials to save weight. It also enables the Jesko to run on E85 biofuel and conventional gasoline without any mechanical changes, as the ECU automatically adjusts shift pressures and timing.

A world-first, single-speed transmission system that eliminates the traditional gearbox entirely in the 1,500+ hp Regera. The heart of this system is a hydraulic coupling called the 'Koenigsegg Direct Drive' (KDD) that locks the crankshaft of the twin-turbo V8 directly to the final drive at approximately 30 mph (50 km/h), creating a 1:1 direct mechanical connection. This eliminates all gear-related losses and weight. Below that speed, the car operates purely on its three electric motors. This system is combined with a final drive that includes an electric motor and a revolutionary 'HydraCoup' hydraulic coupling that smoothens the lock-up of the Direct Drive. The result is a powertrain with brutal, seamless acceleration from standstill to top speed with no gear shifts, no clutch slip, and maximum efficiency at highway speeds. The only 'shift' felt is the silent, seamless lock-up of the Direct Drive.

The electro-hydraulically actuated 7-speed sequential transmission used in the Agera family and the One:1. This was a CIMA-developed transmission that Koenigsegg heavily modified and calibrated. It featured a multi-disc clutch that could be operated in both automatic and manual modes via paddle shifters. Shift times were under 150 milliseconds, and the system included a 'Triplex' synchro system for incredibly smooth and fast engagement. The transmission was mounted transversely behind the engine as a stressed member of the carbon fiber monocoque, contributing to chassis rigidity. It was engineered to handle the extreme forces of the One:1's 1,360 hp and 1,371 Nm of torque, and was a key component in achieving the car's record-breaking top speed and acceleration. The system also included an intelligent 'Smart Mode' that would adapt shift firmness based on driving style.

A unique and nostalgic 6-speed manual transmission with an Engage Shift System (ESS) in the CC850. The CC850 features a purely authentic, gated 6-speed manual gearbox that provides a direct, mechanical connection for the driver. However, in a stroke of genius, it also incorporates the Engage Shift System (ESS)—a ghost clutch and an automated gearshift system. This allows the driver to choose between a true manual experience or let the computer control the clutch and gearshifts via paddles, effectively turning it into an automated manual. The system is designed to mimic the feel and engagement of the classic Koenigsegg CCR's transmission. The gearbox is also notable for being mated to a colossal, in-house designed TVS supercharger on the V8 engine, a return to forced induction that pays homage to the brand's roots while producing over 1,385 hp.