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  • [MUSIC PLAYING]

  • My name is Christian Von Koenigsegg.

  • I'm 40 years old.

  • And for half of my life, I've been on the quest to be a

  • leader in the hypercar industry, utilizing Swedish

  • design combined with visionary technical solutions.

  • Our latest car, the Agera R, is built in the old hangars of

  • a former Swedish fighter jet squadron.

  • Their symbol, a ghost, is now proudly painted on the back of

  • every Koenigsegg.

  • [MUSIC AND CAR ENGINE]

  • [CAR ENGINE]

  • [MUSIC PLAYING]

  • So here we have the Koenigsegg engine.

  • This is the base engine that goes into all our cars.

  • This is something we're very proud of, because it has been

  • built and developed here in Angelholm from the ground up.

  • It's a 5 liter V8, all aluminum apart from the carbon

  • fiber pieces you see up top, and apart from titanium

  • fasteners, and titanium connecting rods,

  • and things like that.

  • It's a very compact engine.

  • It only weighs 198 kilograms, which is very, very

  • lightweight, considering the power output of almost 1,200

  • horsepower.

  • It is a dry sumped engine to make sure we don't have too

  • high build heights.

  • We can get the center of gravity down.

  • But also, it's important to ensure scavenging at high

  • G-forces in cornering.

  • So we make sure that the engine is always lubricated.

  • [CAR ENGINE]

  • What you see here in front of the engine is actually, you

  • could say, a chassis member.

  • Because the engine is actually part of the car's chassis.

  • So it's solidly mounted to the carbon fiber monocoque.

  • And at the rear of the engine, the gear box and transmission

  • and rear suspension is mounted.

  • The advantage of doing it like this, instead of having a

  • rubber mounted gear box and engine, is that we can utilize

  • the inherent stiffness of these parts as chassis

  • members, and thereby not having to add other chassis

  • members to do the same job.

  • So basically getting two uses out of one component.

  • Our development process was probably quite different to

  • most other engine developing companies, or car companies

  • developing their own engines, as we did not set a goal what

  • we should reach.

  • The process was based on seeing how far can we go, over

  • a certain period of time.

  • So we have here our own engine dyno, chassis dyno, and

  • airfield available to us 24/7.

  • We have really ample opportunities to test these

  • things to the limit.

  • We also tune these engines in the dyno and in the chassis

  • dyno with different fuels for different markets.

  • For example, China has completely

  • different fuel to Europe.

  • In Brazil, they basically only have pure alcohol fuel, which

  • is a challenge.

  • Because it really needs a lot of the capacity from the fuel

  • system, as there is not as much energy in alcohol like in

  • normal petrol.

  • So it's even tougher than E85, which is 85% alcohol.

  • And we manage to tune that, in house here, with our own

  • equipment, our own software, hardware, to get it performing

  • really, really well.

  • [CAR ENGINE]

  • What we see here is our engine management system.

  • And this is something quite unique, as well.

  • Because we have developed the hardware, the circuit boards,

  • the casing, the software, the interface,

  • everything for it in house.

  • Also for the transmission, we have a similar box for the

  • transmission that communicates over cam with the engine

  • management so that they work together.

  • This is something not even large car corporations

  • normally do.

  • They have companies like Bosch, Visteon, Delphi,

  • developing control units, having their departments set

  • up the software, doing base programming.

  • And they're basically farming that out.

  • We're a small company.

  • And we need flexibility.

  • And the companies I just mentioned are big corporations

  • used to mass volume, large accounts, and are not that

  • flexible for companies like us.

  • And we're really, really happy that we have done it.

  • Because it enables us, as soon as we have an idea we want to

  • test, some new philosophy of how to interact with gear box

  • engine management, driveability, performance,

  • controlling heat, controlling the combustion process--

  • when we have ideas, we can easily test them.

  • There is no bureaucracy.

  • It's just from one day to another.

  • So what we see here at the back side of the engine, which

  • is quite interesting, this is our flex fuel sensor.

  • So basically what that does, it analyzes what kind of fuel

  • it is that's passing through it.

  • So we can sense the difference between alcohol and normal

  • petrol, basically.

  • And when it senses a certain amount of alcohol inside the

  • fuel, it readjusts the amount of timing, the timing of the

  • spark, the amount of fuel going into the engine

  • instantaneously, on the fly.

  • You don't have to stop or reset anything.

  • It just does it automatically.

  • It enables the engine to be flex fuel.

  • We pioneered this system for hypercars in

  • 2007, with the CCXR.

  • It was the first environmentally conscious

  • hypercar ever.

  • Now we're seeing other brands really getting into this side

  • of the business, with the Porsche 918.

  • We hear about the new Enzo coming out, or

  • the new McLaren P1.

  • They're all talking about some kind of green technology to

  • both enhance performance, but also to have

  • a smaller CO2 footprint.

  • When you want to be green with a hypercar, you also have to

  • make sure you get a bonus in something else, like

  • performance.

  • Because only being green is not good enough.

  • [CAR ENGINE]

  • So the technology we are developing here for our

  • hypercars have maximum performance, with a small CO2

  • footprint, with a not too big and heavy engine.

  • You will see this kind of technology trickle down to

  • more normal cars.

  • So it's kind of easy to understand what would happen.

  • If you would take our technology and downsize it to

  • a 1.3 liter engine, you would have a 1.3 liter engine,

  • flex-fuel capable, with 300 horsepower, weighing around 50

  • kilos, or something like that.

  • So it's basically an engine, equivalent to your normal

  • sized V8, but only a 1.3 liter, probably

  • three cylinder engine.

  • So it's really amazing what the future will bring in terms

  • of efficiency, weight, and size reduction when it comes

  • to combustion technology and combustion engines.

  • Many people are still saying that the combustion engine has

  • reached its development cycle.

  • And it's difficult to optimize it.

  • But there's still so much room to do new things to really,

  • really improve it drastically.

  • [CAR ENGINE]

  • We built them as good as we could, and as

  • strong as we could.

  • Then we put them on the dyno, or in a test car driving up

  • and down on the airfield, to see how far could we push it.

  • What will break?

  • And then, when we found a weak spot, we reinforced that and

  • made it better, and did that again.

  • And did that again.

  • And found a new weak spot at a higher level.

  • Analyzed that, modified it, and lifted the bar again.

  • So this engine, or the car itself, was never designed to

  • meet a certain goal.

  • It's been designed to see how far can we go.

  • And that is the development process we are following.

  • That's why we are presently, when it comes to our

  • competition, we have much higher horsepower.

  • Because we did not benchmark.

  • We just looked how far can we go.

  • And to be honest, it might sound strange.

  • Even with 1,140 horsepower, it has a safety margin.

  • It is truly remarkably extreme.

  • [CAR ENGINE]

  • [MUSIC PLAYING]

[MUSIC PLAYING]

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