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Swedens Koenigsegg Supercar Headed for America

Norse Exotic to join Elite Automotive Rank in America

Lets face it; we dont have enough supercars here in North America. While we get a few of the heavy-hitting all-stars like the Ferrari Enzo, Porsche Carrera GT and the Mercedes-McLaren SLR, were consistently missing out on some of the machines that come out of small, almost coachwork-style firms. We dont get Ascaris, Spykers, Nobles or the beautiful Paganis, and we certainly dont get Swedens only supercar, the difficult to pronounce but brutally fast Koenigsegg. Prior to the Bugatti Veyron (also unavailable in North America) the Koenigsegg CCR held the title of the worlds fastest automobile, with a top speed of more than 245 mph. The only way to have this truly desirable vehicle on North American soil was either on your computer screen or TV; that was until this years Geneva

The Koenigsegg CCX. Its definitely not your Uncle Olafs Volvo. (Photo: Koenigsegg Automotive AB)

motor show, where the brand unveiled the heavily reworked CCX, a version of the CCR, tailor-modified to North American rules and tastes.

The reason that most of the worlds great supercars or sports cars dont cross the Atlantic or Pacific Ocean is because they fail to meet a wide variety of federal standards, ranging from safety, to bumpers and emissions. The U.S. government requires that all cars sold here must have an airbag, be able to meet front side and rear impact tests, have bumpers that can withstand a 2.5 mph knock, and be able to pass the EPAs stringent emission

For a company that consists of just 30 people, the US-bound CCX was a heavy investment. (Photo: Koenigsegg Automotive AB)

and smog controls. This is very different from the state of things in Europe, where low-volume production runs and kit-cars bypass many of the rules and regulations of mass volume passenger vehicles, explaining why the Morgans and Caterhams of the world are still alive and kicking despite the use of outdated engines and underpinnings that are of questionable structural integrity.

Wishing to get in on a slice of the U.S. supermarket, Koenigsegg decided that it was worth the effort and the time to prepare the CCR for its big journey to America, but, like anyone preparing for a major trip to a far-off land, it needed an overhaul before it was granted a visa and passport.
Should be right at home on Sunset Boulevard. (Photo: Koenigsegg Automotive AB) />California is one of the hottest markets in North America for supercars. Out of all the states, its home to more movie stars, more music artists, more media moguls, and generally more rich and famous people than anywhere else, making it Americas supercar capital. But, as the saying goes, "theres no free lunch,"; California is one of the most difficult states to gain access to for any kind of automobile, as it has some of the worlds strictest emissions standards. In order to make the cut, without crippling the CCXs 806-horsepower rating, Koenigsegg had to significantly modify the engine and then retrofit a vastly more expensive and complex exhaust system. Koenigsegg also modified the engine to run on North American Premium fuels, which have an octane rating of 91, a value significantly lower than the regular grade of gasoline

Major revamp to the engine and exhaust means that the CCX retains all of its power, while meeting Californian emissions. Amazing. (Photo: Koenigsegg Automotive AB)

in Europe.
All Koenigsegg cars are powered by the DOHC 4v/cyl V8 engine found in the previous-generation Ford Mustang, albeit completely rebuilt from the ground up using new components; the CCRs powerplant measures 4.7 liters in displacement, and is boosted by two small Rotrex superchargers. To meet the outlying goals, the North American-bound CCX features new cylinder heads with larger valves for greater airflow, dual fuel injectors per cylinder, a new camshaft, and a new engine management system with different engine timing. Koenigsegg also fitted a new exhaust system with catalytic converters that have been placed closer to the engine for an earlier light-off time. To comply with the lower octane fuel, the engine was fitted with a unique combustion cooling system, which drops the combustion temperature significantly, allowing the engine to run on 91-octane gasoline thereby preventing the pre-detonation

Note the different headlamps, bumpers, lower roof line fog lamps on this European CCR. (Photo: Koenigsegg Automotive AB)

of the gasoline-air mixture which would otherwise result in serious power loss. As a result of these changes, the car has no loss of power compared to the European CCR, maintaining the 806-hp and 678 lb-ft of torque ratings.

Compared to the CCR, the CCX is slightly different in the way that it looks. Its bumpers feature repositioned fog lights, and larger air dams for different but improved aerodynamic properties, and a glass engine cover allows passersby to admire the engine. Other changes include a 2.0-in rise to the twin bulges on the roof, which gives the CCX more headroom than any other supercar currently on the market, making the cabin comfortable for drivers taller than six feet in height. Another significant interior-related improvement is the new carbon fiber frame seats that have a greater range of adjustment, and are available with Swedish Tempur-pedic memory foam padding. Overall, the car is 3.5 inches longer than before, mainly to meet the front and rear bumper regulations, not to mention the revised but longer exhaust

Carbon-ceramic brakes and carbon-fiber wheels are two more additions to the 380 different carbon fibre components already used in the CCR. (Photo: Koenigsegg Automotive AB)

system.

Other noteworthy changes for the CCX include the industrys first carbon-fiber wheels that save some 6.6 lbs at each corner compared to the standard-equipment magnesium wheels, as well as optional 15.0-inch front and 14.2-inch rear carbon-ceramic disc brakes which save a further 4.4 lbs at each wheel. Overall, when these two options are installed, the Koenigsegg snags the title of the supercar with the worlds lowest unsprung weight (mass not directly attached to the chassis). Koenigseggs engineers also took advantage of the bigger roof bulges to improve the CCRs ram-air intake system, located in the central ridge between the bulges. The taller roof height gives the system more suction power, enhancing the units effectiveness at supplying the engine with greater amounts of cold, dense air at high speeds.

At the time of launch, Koenigsegg did not reveal when the CCX would arrive in America, nor did it release a price tag, but in true supercar style every aspect of the car will be built to order, and is sure to cost upwards of $400,000.

Note: For more images of the CCX, the CCR, and Koenigseggs first car, the CC8, check out the gallery.

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