LET'S TALK ABOUT KOENIGSEGG
1994 – The Koenigsegg project was launched. With a long tradition of building high quality cars and a large number of suppliers to the racing car industry, Sweden offered a suitable breeding ground for the development of a world-class supercar.The concept for this supercar was set from the start, a two-seat mid engine construction with a hardtop; all based on state-of-the-art Formula One technology. A network of competent designers and engineers, with connections to both the Swedish car industry and the universities, was tied together.
1995 - Koenigsegg moved into new premises in Olofström, Sweden. The company was then ready to construct the first prototype. The newly assembled Koenigsegg team made an extraordinary effort: in just one and a half years a fully operational prototype vehicle was finished, ready for media promotion and further testing.
1996 - This was a year of heavy testing on racetracks, roads, and in the Volvo wind tunnel. Among the well renowned racecar drivers to test the prototype were Picko Troberg, Calle Rosenblad and Rickard Rydell. They were all very impressed by its outstanding performance. The concept worked. It was time to present the car to the public.
1997 - Koenigsegg CC prototype was shown during the Cannes film festival and it was received with great enthusiasm. The satisfactory test results and massive media coverage at Cannes enabled the company to proceed and create a finished product. An entirely new car was brought into the world. Sticking to the basic concept of the prototype, the entire chassis was now made of carbon fiber, and a unique module system was developed so that the car can be configured to every desired setup.
1998-99 - The Koenigsegg team worked full speed ahead for the specified product model. The car went through fiftyseven different tests in order to comply with international certification regulations. Maintaining a low profile towards the media, all concentration was focused on perfecting the final product.
An ideal new facility near Ängelholm was purchased, and the build up of a series production infrastructure was started. Since nearly every key part of the Koenigsegg CC is specially designed and unique, highly qualified composite engineers and CAD/CAM technicians were employed. Modelers with experience from SAAB, Bentley and Bugatti created the final body. A three dimensional measuring system with full CAD/CAM capabilities was set up in the modeling workshop.
2000 - The first production vehicle was assembled and tested during the spring and summer. The deadline was set for September 28th, when the finished product met the jury of the world: the Premiere at the Paris Motor Show. Meanwhile, at the Koenigsegg facility a full-scale production line for manufacturing the cars was being organized.
2001 - The silver production prototype CC 8S created a sensation following its presentation at the Paris Motor Show. Articles about it have been published in most of the world's car magazines. It has received several design awards, among them the prestigious German Red Dot award and a prize for excellent Swedish design. The Swedes recently voted the Koenigsegg CC the Car of the Year in the Swedish magazine Automobil. The magazine Car and Driver performed a series of tests on the car and found it beating its competitors on most counts, such as acceleration, lateral G and braking.
2002 - The first customer Koenigsegg CC 8S has been assembled and handed over to its proud owner at a ceremony at the Geneva Motor Show in March. This stunning red car is scheduled for an attempt at breaking the world speed record later this year. 1998 Koenigsegg CC
Year 1998
Make Koenigsegg
Model CC
Engine Location Mid
Drive Type Rear Wheel
Production Years for Series 2000 - 2002
Weight 1980 lbs | 898.1 kg
Introduced At 2000 Paris Motor Show
Performance
0-60 mph 3.1 seconds.
Top Speed 220 mph | 354 km/h Similar top speeds
Engine
Engine Configuration V
Cylinders 12
Aspiration/Induction Normal
Displacement 3820.00 cc | 233.1 cu in. | 3.8 L.
Valves 48 valves.
4 valves per cylinder.
Horsepower 500.00 HP (368 KW) @ 9000.00 RPM
Torque 500.00 NM (368.7 Ft-Lbs)
HP to Weight Ratio 4.0 LB / HP (Vehicles with similar ratio)
HP / Liter 131.6 BHP / Liter
Vehicles with similar horsepower and weight
Transmission Information
Gears 6
Transmission Manual
Dimensions
Seating Capacity 2
Exterior
Length 165.001 in | 4191 mm.
Width 79.001 in | 2006.6 mm.
Height 42.001 in | 1066.8 mm.
Wheelbase 105.001 in | 2667 mm.
Front Track 65.401 in | 1661.2 mm.
Rear Track 65.401 in | 1661.2 mm.
Vehicles with similar dimensions
Steering
Rack and Pinion
Brakes
Front Brakes Vented Discs
Rear Brakes Vented Discs
Front Brake Size 15.001 in | 381 mm.
Rear Brake Size 11.001 in | 279.4 mm.
Tires / Wheels
Tires Front : F 235/45ZR-17
Rear : R 315/45ZR-17 2001 Koenigsegg CC
Year 2001
Make Koenigsegg
Model CC
Engine Location Mid
Drive Type Rear Wheel
Production Years for Series 2000 - 2002
Price $268,000.00
Weight 2425 lbs | 1100 kg
Introduced At 2000 Paris Motor Show
Performance
0-60 mph 3.2 seconds.
Top Speed 240 mph | 386.2 km/h Similar top speeds
Engine
Engine Configuration V
Cylinders 8
Aspiration/Induction Supercharged
Displacement 4600.00 cc | 280.7 cu in. | 4.6 L.
Valves 32 valves.
4 valves per cylinder.
Horsepower 654.00 BHP (481.3 KW) @ 6500.00 RPM
Torque 553.00 Ft-Lbs (749.9 NM) @ 5000.00 RPM
HP to Weight Ratio 3.7 LB / HP (Vehicles with similar ratio)
HP / Liter 142.2 BHP / Liter
Vehicles with similar horsepower and weight
Transmission Information
Gears 6
Transmission Sequential
Dimensions
Seating Capacity 2
Doors 2
Exterior
Length 165.001 in | 4191 mm.
Width 78.001 in | 1981.2 mm.
Height 42.001 in | 1066.8 mm.
Wheelbase 105.001 in | 2667 mm.
Vehicles with similar dimensions
Steering
Rack and Pinion
Brakes
Front Brake Size 13.001 in | 330.2 mm.
Rear Brake Size 12.001 in | 304.8 mm.
Tires / Wheels
Tires Goodyear F1 2002 Koenigsegg CC V8 S
Year 2002
Make Koenigsegg
Model CC V8 S
Engine Location Mid
Drive Type Rear Wheel
Production Years for Series 2000 - 2002
Weight 1170 kg | 2579.9 lbs
Introduced At 2000 Paris Motor Show
Performance
0-60 mph 3.4 seconds.
1/4 Mile 10 . seconds.
Top Speed 240 mph | 386.2 km/h Similar top speeds
Engine
Engine Configuration V
Cylinders 8
Aspiration/Induction Supercharged
Displacement 4600.00 cc | 280.7 cu in. | 4.6 L.
Horsepower 655.00 HP (482.1 KW) @ 6800.00 RPM
Torque 750.00 NM (553 Ft-Lbs) @ 5000.00 RPM
HP to Weight Ratio 3.9 LB / HP (Vehicles with similar ratio)
HP / Liter 142.4 BHP / Liter
Vehicles with similar horsepower and weight
Transmission Information
Gears 6
Transmission Manual
Dimensions
Seating Capacity 2
Exterior
Length 165.001 in | 4191 mm.
Width 78.001 in | 1981.2 mm.
Height 42.001 in | 1066.8 mm.
Wheelbase 105.001 in | 2667 mm.
Vehicles with similar dimensions
Suspension
Suspension Front : Double Wishbones w/Öhlins Gas-Hydraulic Shock Absorbers
Rear : Double Wishbones w/Öhlins Gas-Hydraulic Shock Absorbers
Brakes
Front Brakes Vented Discs with 6-Pot Calipers
Rear Brakes Vented Discs with 4-Pot Calipers
Front Brake Size 13.001 in | 330.2 mm.
Rear Brake Size 13.001 in | 330.2 mm.
Tires / Wheels
Tires Front : 245/40 ZR 18
Rear : 315/40 ZR 18 2004 Koenigsegg CCR
Year 2004
Make Koenigsegg
Model CCR
Engine Location Mid
Drive Type Rear Wheel
Production Years for Series 2004 - 2005
Weight 1180 kg | 2601.9 lbs
Introduced At 2004 Geneva Switzerland
Performance
0-60 mph 3.2 seconds.
1/4 Mile 9 ONDS, END SPEED 235 KM/H (146 MPH). seconds.
Top Speed 395 km/h | 245.5 mph Similar top speeds
Engine
Engine Configuration V
Cylinders 8
Aspiration/Induction Normal
Displacement 4700.00 cc | 286.8 cu in. | 4.7 L.
Valves 32 valves.
4 valves per cylinder.
Valvetrain DOHC
Horsepower 806.00 BHP (593.2 KW) @ 6900.00 RPM
Torque 920.00 NM (678.3 Ft-Lbs) @ 5700.00 RPM
HP to Weight Ratio 3.2 LB / HP (Vehicles with similar ratio)
HP / Liter 171.5 BHP / Liter
Compression Ratio 8.6:1
Vehicles with similar horsepower and weight
Transmission Information
Gears 6
Transmission Manual
Dimensions
Cargo Volume 120.00 L
Seating Capacity 2
Exterior
Length 165.001 in | 4191 mm.
Width 78.301 in | 1988.8 mm.
Height 42.101 in | 1069.4 mm.
Wheelbase 104.701 in | 2659.4 mm.
Ground Clearance 100.001 mm | 3.9 in.
Vehicles with similar dimensions
Steering
Rack and Pinion with Power Assist
Brakes
Front Brake Size 362.001 mm | 14.3 in.
Rear Brake Size 362.001 mm | 14.3 in.
Tires / Wheels
Tires Front : 255/35-19 Michelin Pilot Sport 2. Unidirectio
Rear : 335/30-20 Michelin Pilot Sport 2. Unidirectio 2005 Koenigsegg CCR
Year 2005
Make Koenigsegg
Model CCR
Engine Location Mid
Drive Type Rear Wheel
Production Years for Series 2004 - 2005
Weight 2600 lbs | 1179.4 kg
Introduced At 2004 Geneva Switzerland
Performance
0-60 mph 3.2 seconds.
1/4 Mile 9 seconds
Top Speed 245 mph | 394.2 km/h (estimated) Similar top speeds
Engine
Engine Configuration V
Cylinders 8
Aspiration/Induction Twin-turbocharged
Displacement 4.70 L | 286.8 cu in. | 4700.7 cc.
Valvetrain DOHC
Horsepower 805.00 BHP (592.5 KW) @ 6900.00 RPM
Torque 678.00 Ft-Lbs (919.4 NM) @ 5700.00 RPM
HP to Weight Ratio 3.2 LB / HP (Vehicles with similar ratio)
HP / Liter 171.3 BHP / Liter
Fuel Type Gasoline - Petrol
Vehicles with similar horsepower and weight
Standard Transmission
Gears 6
Transmission Manual
Dimensions
Seating Capacity 2
Doors 2
Exterior
Length 165.001 in | 4191 mm.
Width 78.301 in | 1988.8 mm.
Height 42.101 in | 1069.4 mm.
Wheelbase 104.701 in | 2659.4 mm.
Front Track 100.001 in | 2540 mm.
Vehicles with similar dimensions
Steering
Rack and Pinion with Power Assist
Brakes
Front Brake Size 362.001 mm | 14.3 in.
Rear Brake Size 362.001 mm | 14.3 in.
Tires / Wheels
Tires 255/35-19 Michelin Pilot Sport 2. Unidirection 2006 Koenigsegg CCX
Year 2006
Make Koenigsegg
Model CCX
Engine Location Mid
Drive Type Rear Wheel
Production Years for Series 2006
Weight 2600 lbs | 1179.4 kg
Introduced At 2006 Geneva Switzerland
Performance
0-60 mph 3.1 seconds.
Top Speed 245 mph | 394.2 km/h (estimated) Similar top speeds
Engine
Engine Configuration V
90-degree
Cylinders 8
Aspiration/Induction Supercharged
Displacement 4700.00 cc | 286.8 cu in. | 4.7 L.
Valves 32 valves.
4 valves per cylinder.
Valvetrain DOHC
Horsepower 806.00 BHP (593.2 KW) @ 6900.00 RPM
Torque 678.00 Ft-Lbs (919.4 NM) @ 5700.00 RPM
HP to Weight Ratio 3.2 LB / HP (Vehicles with similar ratio)
HP / Liter 171.5 BHP / Liter
Redline 7600
Fuel Type Gasoline - Petrol
Vehicles with similar horsepower and weight
Dimensions
Seating Capacity 2
Doors 2
Exterior
Length 169.001 in | 4292.6 mm.
Width 78.601 in | 1996.5 mm.
Height 44.101 in | 1120.2 mm.
Brakes
Front Brakes optional 382 mm front discs are coupled to 8-piston calipers
Rear Brakes 6-piston calipers
Front Brake Size 382.001 mm | 15 in.
Rear Brake Size 362.001 mm | 14.3 in.
Tires / Wheels
Tires Front : 255/35 R19
Rear : 335/30 R20 CC8 Engine Chassis
A Koenigsegg is built on the same principles as a Formula One racing car; a mid mounted engine bolted to the chassis, covered by a carbon fibre body. The chassis incorporates a semi monocoque, a self supporting unit made of carbonfibre and aluminium honeycomb, which both protects the driver and provides superior rigidity. Koenigsegg goal has been to create the perfect machine for speed. This has meant that the engineering team has had to focus on reducing weight to a minimum. Turning to the aerospace industry for the latest materials and technologies, they have produced a monocoque unit weighing only 62 kg, while the fully equipped car is as light as 1180 kg.
Both the body and chassis are made of a laminated composite of carbonfibre and epoxy. This material is five times stronger than the same weight of steel, and it is completely resistant to corrosion. The Koenigsegg semi monocoque is a sandwich construction, built up of 21 layers of carbonfibre, including both unidirectional and woven material. The sheets of carbonfibre are pre-impregnated with epoxy, a method that speeds up the laminating process and provides unequalled rigidity, and also it decreases the weight of the final construction.
Moulded into the Koenigsegg monocoque is a layer of aluminium honeycomb spacing, which is the key to its unequalled strength and lightness. This technology is used in Formula One and Cart Cars, but in no other streetcars currently in production. The aluminium honeycomb is also used for safety reasons, since it is a great material for absorbing impact force in a collision. The carbonfibre parts are cured in an autoclave, an oven for heating composite material under vacuum-pressure, which is necessary to achieve the desired strength of the chassis. The monocoque has been evaluated by the University of Lund, and found to have a torsional rigidity of 28.100 Nm/degree, which is superior to that of any competitor.
The chassis consists of three modules; in front, a lightweight steel subframe forms a compact package that contains the power steering components, the CrMo wishbones, the anti-roll bars and shocks, and also leaves room both for the stowable hardtop and an unusually large luggage compartment. The CrMo subframe is mounted onto the centre monocoque module. The rear subframe unit includes the entire drive train, which is assembled separately and then bolted to the monocoque. Its main parts are the twin milled aluminium alloy brackets that support the CrMo wishbones and the Cima gearbox. The brackets, which are lightened using the latest computer assisted tools, are held in place by CrMo rods to ensure perfect rigidity.
In the process of developing the chassis layout much effort has been laid on perfecting its weight distribution. The final solution is in itself an engineering marvel, with a weight distribution that borders on perfection: 43/57% - f/r. All high density components are centred around the cockpit (engine, occupants, fuel tanks and batteries), giving a low polar moment of inertia and very quick reaction to directional changes.
The modular solution for joining the monocoque and rear subframe was chosen by Koenigsegg over other, simpler solutions. This type of chassis was developed for Formula One race cars, and has the advantage of both maximizing rigidity and minimizing weight. Other designs chosen by competitors must, by default, be weaker and heavier than this solution. Koenigsegg's modular system also has the benefit of great accessibility, enabling quick repairs during racing and easy maintenance for everyday road use.
The noise from the engine has been neutralized by the Koenigsegg engineering team through the development of special insulating materials, which hinder vibrations from transplanting through the subframe fix-points into the cockpit. This has as quiet a cabin space as possible, with the use of only 35 kg of noise reducing material. Engine
The Koenigsegg CCR is powered by a bespoke supercharged eight cylinder engine, specially developed by the Koenigsegg engineering crew for use in the CCR.
Its pure racing performance power and torque have been achieved whilst maintaining the low weight and superb drivability of the car. The 806 hp Koenigsegg CCR currently holds the Guinness World Record for the most powerful car in series production.
The CCR engine delivers 806 Hp at 7000 rpm and 920 (550 ft-lb) Nm of torque at 5,400 rpm. It is a state-of-the-art Quad Cam semi-stressed V8 construction with a 4.7 litre displacement and 32 valves. The CCR is boosted to its extreme power output by a unique Bi-compressor Supercharging system, which employs twin centrifugal compressors to enable a 1.4 bar maximum boost pressure at 5000 RPM. This system significantly increases power and torque across a broad rev band, and it also includes the revolutionary Koenigsegg RBC-System (Response Boost Control) (pat. pend), which completely obliterates on-off throttling lag time.
Another novel and vital part of the CCR engine is the minimum drag Koenigsegg DFCC-system (Dynamic Flow Catalytic Converter), nicknamed the ocket Cat? which ensures minimal exhaust back pressure despite allowing for a highly efficient filtering of emission gases. This technological feat cannot be overstated; no competitor has come close of creating an engine configuration with a power output of as much as 806 Hp, yet still keep exhaust gas emissions below certifiable levels.
KOENIGSEGG BI-COMPRESSOR SUPERCHARGING SYSTEM
The Bi-compressor Centrifugal Supercharging System features twin parallel mounted Rotrex compressors, which cooperate in generating the 1.4 bar boost pressure needed to create the colossal 806 Hp output. The innovative Danish Rotrex compressor represents the next generation of centrifugal superchargers; they exhibit a higher energy-efficiency level than any other, they are operational at higher RPM levels and also feature a new and completely silent ball bearing planetary drive system.
Due to its 80% energy-efficiency, the amount of energy consumed by the compressor is returned with both a quicker and greater build-up of air pressure. The general difference when compared to alternative supercharging systems is about 10 % in efficiency, however the increase in the low end of the rev band is even greater, putting the boost pressure of the Rotrex compressor above that of any screw compressor in the RPM range of interest to performance driving. Also the very high RPM capability (120 000 RPM) of the Rotrex turbine itself allows for an extremely high maximum air pressure very early in the rev band (1.4 bar at 5000 RPM), in all creating a spread of power and torque across the rev band unmatched by any competitor.
Koenigsegg engineers choose to equip the CCR with a dual set of specially adopted smaller Rotrex compressors, for several good reasons. First and foremost; a smaller compressor is operational at a broader RPM range, bringing greater boost pressure at both low and high revs. This is due to complex aerodynamics around the turbine; at low RPM a greater boost is obtained since fewer pockets of air is allowed to slip through unpacked by the rotor blades. At the high rev end the smaller diameter of the rotor blades brings down the speed at which the tips of the blades collides with the air, a speed that cannot be allowed to reach near speed of sound, at which efficient compression is no longer possible.
Using twin parallel Rotrex compressors means a doubling of these small size benefits; double the effect of low rev pressure, double the quantity of air that is propelled into the intercooler at any given point during acceleration, and also a far greater maximum boost pressure. The loss of energy suffered by pulling an extra compressor is minimal, amounting to less than 1.5 % of the total kinetic energy.
Though equal in size and weight to traditional turbo chargers, the twin Rotrex compressor lay-out, combined with the innovative Koenigsegg Response Boost Control (RBC) system, creates a model for supercharging with equal efficiency to any exhaust driven turbo configuration, and that with absolutely zero throttling lag time.
KOENIGSEGG RESPONSE BOOST CONTROL SYSTEM
Koenigsegg has developed the revolutionary RBC-system (Response Boost Control) to further increase the efficiency and drivability of the CCR engine. The RBC-system, which is currently being patented, aims to not only reduce, but completely eliminate response lag time at on-off throttling at any RPM or gear. In doing so, the RBC-system actually increases the energy-efficiency of the engine, and also optimizes the function of the supercharging system.
The Koenigsegg RBC-system replaces the traditional by-pass valve with an extra throttle, mounted before the compressors. This throttle is operated by an automatic vacuum sensor, which shuts it immediately at off throttling, thus effectively hindering a dangerous build-up of overpressure between the compressor and the main throttle.
The by-pass valve is a necessary component in all other supercharged engines. It releases compressed air back into the air intake at off-throttling to prevent damage to the intake system due to extreme overpressure, and to avoid excessive drag on the crankshaft i.e. extra energy/fuel consumption. Yet the conventional by-pass solution has several disadvantages; the released air takes with it a lot of energy that is lost to the engine, and while decompressing in the intake, this hot air heats up the fresh air, reducing the efficiency of the compressor and intercooler. More importantly to the drivability of the car, the common by-pass method induces unavoidably a certain lag in the response time at throttling. This lag is equivalent to the time it takes to rebuild the lost boost pressure at every gear shift or braking.
The RBC-system provides an equally simple and ingenious solution to this problem; the vacuum controlled extra throttle conserves a batch of pressurized air to feed the engine, giving it an initial boost at on throttling. Also it creates a low-pressure zone before the compressors, which allows the turbines to spin more freely with minimal resistance. In total this system ensures that at no point in any on-off throttling sequence, the engine is without a supply of charged air, therefore no lag time will be experienced by the driver.
In order to control both the maximum boost pressure and the amount of accumulated pressure at off throttling, the RBC-system is highly adjustable. A simple device ensures that the automatic vacuum throttle can be set to open at different times relative the main throttle. Also the total amount of intake air can be altered, so that the maximum boost pressure is reached early in the rev band, and that a constant maximum pressure is maintained while the engine is revving up.
THE DYNAMIC FLOW CATALYTIC CONVERTER SYSTEM
Regulations on emission levels in most countries have made it necessary to equip cars with highly efficient catalytic converters. Naturally, an engine with a greater power output will produce more exhaust fumes, which requires larger and better catalytic converters. In the most extreme supercars this is a huge problem, since these very large cats obstruct the flow of exhausts, creating a lot of unwanted back pressure. The cost in horsepower output is enormous. This is one major reason why it is such a challenge to build a street-legal car with more than 700 Hp.
The 806 Hp CCR engine is supplemented with an advanced exhaust system, which incorporates a brilliant solution to the back pressure problem; the Koenigsegg DFCC-system (Dynamic Flow Catalytic Converter). It brings down the back pressure in the manifolds from 1.2 to 0.3 bar at full power, making the gases pass through the exhaust with minimal loss of energy. Other advantages with this system are; improved emission cleaning, a built-in pre muffling capability saving weight and space, and also a built-in heat screen that keeps down engine bay temperature.
The Koenigsegg DFCC-system, nicknamed the ocket Cat? consists of a cylindrical box that contains both the pre-cat and the main cat. A merge collector streamlines the exhaust from the manifold before shooting it into the ocket Cat?box. A precisely measured pipe guides the fumes towards the pre-cat, which therefore is activated quicker at start-up. The pre-cat is mounted so that it is surrounded by air, which allows excess fumes to spill over and bypass the pre-cat at high flow rates. This way, when the engine runs at higher revs, most exhaust gases will flow only through the main cat, ensuring that the obstructing pre-cat is used as little as possible, and is not damaged at high RPM and output. This result in very low back pressure compared to traditional systems.
Additionally, the dynamic flow within the ocket Cat?box serves to pulverize the sound waves from the engine, in effect acting as a pre-muffler that makes possible a smaller and lighter main muffler. The heat screen effect is due to the insulating layer of air that surrounds the pre-cat, which makes sure that the heat stays within the pipe. This facilitates both better catalytic effect in the main cat and a lower engine bay temperature.
THE CCR ENGINE: GENERAL SUPPLEMENTARY DATA
The all aluminium 4.7L Koenigsegg V8 is built to cope with extreme stress during racing conditions; the CCR engine is equipped with dry sump lubrication, stainless valves, forged oil cooled pistons and connecting rods, complemented by bespoke camshafts designs and an exceptionally strong forged crankshaft manufactured by Gerlach Werke in Germany, known for their high quality and outstanding performance.
The CCR air intake system incorporates twin Rotrex centrifugal superchargers equipped with the Koenigsegg patented Response Boost Control system, coupled to a custom-built intercooler that lowers the charged intake air temperature from 150 C to 50 degrees C. This system enables a 1.4 bar maximum boost pressure and a compression ratio of 8.6:1.
A specially manufactured dry-sump engine lubrication system enables a low frame position, and subsequently a very low centre of gravity. A Koenigsegg engineered unique oil spray device provides efficient cooling for the pistons, thus adding to the durability and efficiency of the engine. The twin pump return fuel system with its large bore extruded aluminium rails ensures efficient and fail safe supply of fuel to the engine. The CCR engine's fuel supply system is designed to feed the engine up to well above 1000 hp.
Direct coil on-plug ignition and a fully compliant OBD II computer system guarantees an effective and stable combustion, making the engine reliable and low on emission levels. Upon request a distance monitoring uplink can be installed, which is a great tool for maintenance and service.
The CCR exhaust system is made of stainless steel and incorporates equal length tube headers and dual merged collectors. The Koenigsegg DFCC catalytic converter system effectively assist the engine in reducing emissions to certifiable levels, while at the same time support the high power output level. This exhaust system is designed for minimize exhaust drag beyond that of any comparable engine set-up.
The CCR engine is made of super lightweight materials, e.g. aerospace specified aluminium alloy, titanium and carbonfibre. The engines are equipped with carbonfibre valve, timing and front covers, which reduce overall weight by about 12 kg. Additionally, all parts of the highly efficient induction type air intake system are made of carbonfibre. It is a complex series of ducts and tanks, organically shaped to maximize the flow of air into the engine. The total weight of the Koenigsegg CCR engine is as low as 215 Kg. Gearbox
The Cima transaxle gearbox is specially designed for Koenigsegg. This 6-speed manual/sequential gearbox is probably the strongest and most reliable transaxle gearbox ever built for a mid-engine car. Cima, the high quality Italian manufacturer, has utilized a long experience from building custom racing gearboxes in the construction of Koenigsegg's transmission system. It is equipped with an internal oil pump for reliable lubrication and a large external Setrab air to oil cooler, which is necessary due to the immense force of the engine. It also features an advanced torque sensitive limited slip differential. The default set final gear ratio is calculated to propel the cars close to 400 km/h at 7300 rpm.
The gearbox is operated manually via the Koenigsegg developed shift mechanism, a clockwork piece of fine mechanics, which allows the gear lever to be mounted on a ball in a socket. This practical and aesthetically attractive device provides accurate feedback to the operator and also alleviates the otherwise necessary gate solution. The mechanism is designed for compactness and low weight, and it is easily adjustable to driver preferences. It also incorporates an electronic anti-theft device KACS
KACS (Koenigsegg Advanced Control System) is a system that enables the driver to adjust the road holding, suspension, aerodynamics and braking components to suit individual preferences. The KACS of the Koenigsegg CCR is set in a standardized, given pattern when delivered. This should only be altered after consulting Koenigsegg for the correct setting, e.g. for racetrack driving, as different racetracks may require different settings. A-arms
The key elements of the Koenigsegg suspension system are the double wishbones. They are A-arms made of precision welded chromemolybdenium steel tubes. Construction and choice of materials were determined by the necessity of low weight and superior strength. Their proportions are customized to suit the specific demands of this high-speed machine. The Koenigsegg A-arms are considerably longer than those of competing supercars. Their dimensions are similar to those used in Formula One racing cars, which has the benefit of less trackwidth deflection during suspension movements. This means a more controlled and comfortable ride in combination with better handling, less roll and higher cornering g-force, which can be as high as 1.3 G in a Koenigsegg.
A pyramidal lever construction directly connects the A-arms and the shock absorbers, which allows the shock absorbers to be mounted inside the car. This solution optimizes packaging aerodynamics and creates a progressive movement, which eliminates the need for progressive springs, and thereby provides far better control of the suspension setup. Flambloc bushings are used for mounting the A-arms to the chassis subframes. The Flambloc bushing has the advantage of friction-free movement on the axial plane, ensuring extremely low hysteresis levels compared to normal silent blocks. This further improves the good handling and road holding of a Koenigsegg. Shock Absorbers
To further enhance the unmatched road holding and handling of the Koenigsegg suspension set-up, the CCR is equipped with new shock absorbers, custom built and developed for the Koenigsegg CCR by VPS, Italy. These shocks are only produced in small series for racing purposes and have the advantage of greater adaptability and weigh less than any others on the market. They also allow extensive fine tuning to suit the racetrack or driver preferences.
Koenigsegg test driver Loris Biccochi, world-renowned for his expertise, has personally participated in the development of the CCR shocks. Their appearance is equally striking; all parts are of machined metal, the surface is titanium-coloured anodized aluminium. The system also includes an electronic ride height adjustment system that enables the driver to instantly increase ground clearance. Anti Roll Bars
The integral Z-shaped anti-roll bars are also incorporated in the KACS, and are completely adjustable, suiting each driver and any specific driving conditions. The function of the anti- roll bars can be set anywhere between very hard to ultra soft, just by replacing the cross-link. The ease with which different suspension characters can be accessed is one of the most appealing aspects of racing a Koenigsegg, according to test drivers. Adjustable length pushrods are connected to each top wishbone and transplant force into the cross-link. These progressive anti-roll bars were conceived and developed by Koenigsegg and are unique in the field of motoring. This simple but ingenious device is a key component in achieving the rock-steady road holding and wonderfully obedient handling of these high-speed machines. Brakes
AP-Racing has developed the steel alloy brakes especially for the Koenigsegg CCR. These pure racing brakes are power assisted and incorporate a state of the art ABS system from Bosch. Both front and rear brakes are equipped with six callipers. Designed to exhibit their unique airflow characteristics, these ventilated discs interact with the uprights and wheels to create a superior airflow that initially cools the wheel bearings, uprights and the discs themselves. These full metal brakes are state-of-the-art and provide better control and reliability than any other on the market.
Separate intakes and ducts supply air to the brakes. The front brakes are ventilated through the ostrils?on the bumper, while the rear system is supplied with air through intakes under the car. This exceptional brake cooling system has proven highly efficient in extensive test driving under extreme conditions.
The brakes are also a part of the KACS. It is possible to fine tune the disposition of braking power between the front brakes and the rear. The brake pads are carefully chosen and adapted to meet the specifications of the Koenigsegg vehicles. The brake system provides outstanding accuracy and enables the car to have an extremely short braking distance; the CCR stops in less than 31 m.
For the CCR brakes, AP-racing has employed a new technology that ensures perfectly intact braking capacity despite the unavoidable thermal shifts that occur in the brake disc. The discs are not mounted in a fixed position to the wheels, but are allowed to move a fraction of a millimetre in all directions, in a loating mount? This serves to absorb any thermal shift, which in combination with the Koenigsegg brake ventilation system makes the brakes exceptionally stable in any driving condition. Koenigsegg has chosen to go against the current trend for ceramic or ceramic-composite discs. Such materials are new and exiting, but have, as yet, neither proven as reliable nor as subtle as using steel alloy for brake discs. Ceramic disc are therefore a customer option.
Front brakes: Ventilated discs ?362 mm, 32 mm wide. 6 piston light alloy calipers. Power assisted. Koenigsegg Advanced Control system
Rear brakes: Ventilated discs ?362 mm, 32 mm wide. 6 piston light alloy calipers. Power assisted. Koenigsegg Advanced Control system CCR 我最喜歡向上開的門 At Car Show 2007 Koenigsegg CCGT:
This car complies with the ACO and FIA GT1 regulations,only have 1,000kg
Remove the superchargers but enlarge the engine to 5,000cc,
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