Koenigsegg Engineering

Contents
Introduction
Chassis
Engine
Gearbox
KACS
A-arms
Shock Absorbers
Anti Roll Bars
Brakes
Monocoque Uprights
Magnesium Wheels
Aerodynamics
CCR Specifics

Introduction
Not many people know that as much as 80 % of the parts in a Koenigsegg were developed inhouse by
Koenigsegg's own crew. This section offers detailed information on notable engineering features
of the Koenigsegg CC 8S and CCR. It contains extensive text and technological data that describes
a sample of inventions that makes these cars stand out functionally as well as aesthetically.
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 carbonfibre 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. Koenigseggs goal has been to create the perfect machine for speed. This
has required the engineering team 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 1175 kg (1180 kg for the CCR).
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, plus decreases the
weight of the final part.
Moulded into the Koenigsegg monocoque is a layer of aluminium honeycomb spacing, which is the
key to its unequalled strength and lightness; a technology 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; onto the center monocoque module is mounted a lightweight
steel subframe, a compact package that contains the power steering components, the CrMo
wishbones, the anti-roll bars and the shocks, and also leaves room both for the stowable hardtop and
an unusually large luggage compartment. 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 large 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 spent on perfecting its weight
distribution. The final solution with the current layout is in itself an engineering marvel, with a weight
distribution that borders on perfection: 43/57% - f/r. All high density components are centered around
the cockpit (engine, occupants, fuel tanks and batteries), giving a low polar moment of inertia and very
quick reaction to direction changes
The modular solution for joining the monocoque and rear subframe was chosen by Koenigsegg prior
to other, simpler solutions. This type of chassis was developed for Formula One racecars, and has the
advantage to both maximize rigidity and minimize weight. Other designs chosen by competitors must
by default be weaker and heavier than this solution. The Koenigsegg modular system also has the
benefit of great accessibility, enabling quick repairs during racing and easy maintenance 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 the vibrations from transplanting through the
subframe fix-points into the cockpit. This has made possible a relatively quiet cabin space with the use
of only 35 kg of noise reducing material.
Engine
The Koenigsegg CC 8S and CCR are powered by supercharged eight cylinder engines, specially
developed by the Koenigsegg engineering crew for use in these mid engine supercars. Their pure
racing performance power and torque have been achieved while maintaining the low weight and
superb drivability of the car.
The CC 8S engine delivers 655 HP at 6,800 rpm and 750 Nm (550 ftlb) of torque at 5,000 rpm. It is a
state-of-the-art Quad Cam semi-stressed V8 construction with a 4.7 liter cylinder volume and 32
valves. Built to cope with extreme speeds during racing conditions, the engine is equipped with forged
Diamond pistons and forged Manley connecting rods. This is complemented by Billet camshafts and
an exceptionally strong forged crankshaft manufactured by Gerlach Werke in Germany, known for their
high quality and outstanding performance. The CCR engine delivers an astonishing 806 hp at 6900
rpm and 920 Nm (678 ftlb) at 5700 rpm.
The CC 8S air intake system incorporates a large centrifugal supercharger, which is coupled to a
custom-built intercooler that lowers the charged intake air temperature from 150 C to 50 degrees C.
This system enables a 1.2 bar maximum boost pressure and a compression ratio of 8.6:1. The CCR
features a Lysholm Twin Screw compressor that feeds the engine with air at a 1.3 bar maximum boost
pressure. This compressor both significantly increases high-end power and low-end torque, and also
enables quicker on-off throttling responses. Another vital part of the CCR engine is the novel
carbonfibre monocoque intake plenum with hyperbolic trumpets.
A specially manufactured dry-sump engine lubrication system enables a low frame position, and
subsequently a very low center 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 nonreturn fuel system with its large bore extruded aluminium rails ensures an efficient and fail safe supply

of fuel to the engine. The CCR engine fuel supply 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 satellite uplink can be installed, which is a great tool for maintenance and service.
The exhaust system of the CC 8S is made of stainless steel and incorporates equal length tube
headers and merged fire-cone collectors. Integrated precat laminar flow merge collectors effectively
assist the main metal catalytic converters in reducing emissions to certifiable levels. This exhaust
system is designed to minimize drag in order not to obstruct the output generated by the engine. A
spectacular full titanium exhaust system adorns the Koenigegg CCR. This dark silver metal turns into
a rainbow of colours due to oxidation under heat. Supremly light-weight yet harder than steel, this
metal further improves both flow efficiency and lowers emission levels.
The CC 8S and CCR engines are made of super lightweight materials, e.g. aerospace specified
aluminium alloy, titanium and carbonfibre. Cylinder heads and block are manufactured for Koenigsegg
by Teksid in Carmagnola, Italy, who also supply blocks to Scuderia Ferraris Formula One engines.
The engines are equipped with carbonfiber valve, timing and front covers, which reduce overall weight
by about 12 kg. Another 11 kg are saved on the CCR engine by the carbonfibre intake plenum. All
parts of the highly efficient induction type air intake system is 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 CC 8S engine as low as 210 kg, while the CCR engine weighs 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 gearstick 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 CC 8S and CCR are 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.
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 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 trackwidht 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 for better control of the suspension setup. Flambloc bushings are used for mounting the Aarms to the chassis subframes. The flambloc bushing has the advantage of friction-free movement on
the axial plane, ensuring extremely low hysterisis levels compared to normal silentblocks. This further
improves the good handling and comfort of a Koenigsegg.
Shock absorbers
The hlins pushrod operated gas-hydraulic shock absorbers are specially designed for the
Koenigsegg CC 8S and produced in Sweden. hlins racing shock absorbers are also used in Formula
One, the Cart Series and in the Indy Racing League, and they are considered by racing car specialists
to be the among best in the world. Koenigsegg CCR has custom-built racing shocks from VPS, Italy,
which have been developed in cooperation with elite test driver Loris Biccochi specifically for this
extremest of vehicles.
Both these advanced coil spring shocks make the most of the chassis design and are completely
daptable for every desired setup. They also include an electronic ride height adjustment system that
nables 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,
to suit each driver and 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 testdrivers. Adjustable length pushrods are connected to each top wishbone
and transplant force into the cross-link. These progressive anti-roll 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 highspeed machines.
Brakes
AP-Racing has developed the aluminium alloy brakes especially for the Koenigsegg CC 8S. These
pure racing brakes are power assisted and incorporate a state of the art ABS system from Bosch. The
front brakes are equipped with six calipers each, while the rear system has four calipers on each side.
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. On the CCR are mounted even larger brakes, developed for Koenigsegg by AP-Racing.
They employ a new invention to prevent thermal shifts that may impair braking during hard racing
conditions. These full metal brakes are state of the art and provides 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
nostrils 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 CC 8S stops in 32 m at 100 km/h (62
mph), while the CCR stops in less than 31 m.
Monocoque Uprights
The ventilated monocoque upright is a complex hollow structure made of welded chromemolybdenium
high grade steel, which provides three times greater strength than conventional materials. This design
makes the upright both stronger and lighter than using solid aluminium, thus adding to the unequalled
rigidity of the Koenigsegg suspension system.
The hollow interior allows a stream of air to be drawn through the uprights and brake discs. Fresh air is
pushed into the uprights through ducts that are connected to vents in the body. A series of holes on the
exterior of the upright enables the air to be drawn directly into the interior of the brake discs, where it is
accelerated through the centrifugal motion of the wheel. This provides for a constant stream of cool air
to flow through the system, which works excellently to prevent overheating during hard race track
driving.
Magnesium Wheels
These five-spoked wheels are designed and developed by Koenigsegg to suit the specific
requirements of the CC 8S and CCR. They are produced by Dymag in Great Britain, who employ an
advanced magnesium alloy to achieve their lightweight characteristics. The very low weight of the
wheels is part of the effort to keep unsprung weight down to a minimum, in order to gain perfect
contact between road and tyre.
Their organic wave-shaped spokes are shaped to assist in the evacuation of hot air from the brakes.
The Koenigsegg engineered brake ventilation system has been optimized through the integration of
these wheels, which both draw hot air from the brakes and dispense of it. Racetrack test driving and
wind tunnel testing has confirmed the effectiveness of this system.
The use of centerbolts for mounting accentuates the aesthetic purity and racing heritage of the
Koenigsegg wheels, and the curved spokes are conceived to give the impression of coils ready to
spring, contributing to the cars dynamic attitude.
Both models have 20" rear wheels, the CC 8S has 18" front wheels and the CCR 19" front wheels.
The larger front wheels on the CCR is necessary in part to allow greater cornering speed, in part to
leave room for the gigantic CCR brakes.
These magnesium alloy rims are shod with Michelin Pilot Sport 2 tyres, generally considered to be the
best available on the market for supercars. The tyres are guaranteed to cope with speeds exceeding
400 km/h. They have large friction areas to allow lateral g-forces above 1.3 g, which is essential for
safe handling at extreme cornering speed.
Aerodynamics
In the process of developing the final body, Koenigsegg has focused on perfecting the aerodynamics
of the CC 8S and CCR. The body shape is remarkably low and streamlined; corners and angles are
restricted to a minimum. The goal has been to construct a body that will allow the car to travel at
speeds exceeding 390 km/h (240 mph). The CCR is calculated to reach a top speed of than 395 km/h
or more.
This has required reducing drag beyond that of any competitor, working with wind tunnel testing both
at Volvos test facility and at the Chalmers Institute of Technology, both in Gothenburg, Sweden.
Racing technology holds a key position; underneath the front bumper is an integrated wing that both
pushes air into the radiator and increases downforce, which is derived from the latest Le Mans cars.

The chassis layout is completely flat underneath, in order to optimize downforce and reduce drag.
Venturi tunnels act as rear diffusers to counteract any lift at high speeds. The design of the rear hood
incorporates two air outlets and a ducktail that cooperate to produce enough downforce to replace a
rear wing. Tests have verified a C value of only 0.297 with downforce. This aerodynamic perfection is a
result of the general organic and streamlined character of the body, which makes the car slip through
the air like a projectile. The minimal height of the vehicle, only 1.07 m (42.1 in), is also a crucial factor
in reaching the extreme projected top speed.
CCR Specifics
Lysholm Twin-Screw Compressor
The Koenigsegg CCR engine is equipped with a Lysholm Screw Compressor, which has several
advantages to the common centrifugal compressor. It creates a higher boost-pressure at lower rpm,
thus significantly increasing both acceleration and control at low speed. Lag time during shifts and onoff throttling are reduced to a minimum. The twin screw principle is also highly energy efficient, which
contributes to the extreme power and torque of the CCR machine. Boost-pressure in the CCR
carbonfibre plenum reaches levels as high as 1.3 bar, considerably higher than that of any competitor.
The Lysholm supercharger is the alone on the market today to combine both a positive displacement
design for maximum low-end torque and highly efficient top-end horsepower output. Also emission
levels at high speed and boost are lower than with other turbo- and supercharging systems.
Power output: 806 bhp at 6.900 rpm
Maximum torque: 920 Nm (678 ftlb) at 5.700 rpm
Compressor boost pressure: max. 1.3 bar
Compressor displacement: 3.3 L/REV/1.165CFM/REV
VPS 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 produced only in small series for racing purposes and have the
advantage of greater adaptability and lower weight than any other on the market. These superb
shocks also allow extensive fine tuning to suit the racetrack or driver preferences. Koenigsegg test
driver Loris Biccochi, world-renowned for his expertise in motoring, has personally participated in the
development of the CCR shocks. Their appearance is equally striking; all parts are of machined metal,
the surface is of titanium coloured anodized aluminium.
CCR Cylindrical Throttle
The Koenigsegg team of engineers has implemented Formula One technology in the construction of
the Koenigsegg CCR Cylindrical Throttle. It is a vital part of their effort to optimize intake air flow to the
engine and reduce drag to a minimum. The amount of intake air is controlled by the precise rotation of
a cylinder, through which an oval channel leads air into the plenum. This unique barrel-design greatly
increases the sensitivity and response at low-end throttling, while at the high-end the perfectly
unobstructed flow of air generates a higher horsepower output. It has been developed to work in
perfect harmony with the Lysholm Screw Compressor, which creates such a high boost-pressure as to
make ordinary throttles unstable. The massive metal cylinder is also very effective in dampening the
whistle-like sound from the compressor below certifiable levels. For patent reasons we unfortunately
cannot exhibit any images of this device.
Carbonfibre Air Intake Plenum
The Koenigsegg CCR engine incorporates an air intake plenum chamber made of carbonfibre. It was
designed and modelled by Koenigsegg engineers exclusively for the CCR. It helps to increase the
engines performance in a number of ways; it lowers the weight of the car by around 11 kg, it provides

a more aerodynamic flow of air into the engine and moves the pressure centre closer to the cylinders,
thus decreasing throttle lag time. The plenum is shaped to allow a stream of cooling air pass between
it and the engine block in order to keep the charged intake air as cool as possible.
The inside of the plenum chamber has eight carbonfibre trumpets that lead air into the cylinders. To
optimize the amount of air that can be pushed into the engine at any given time, it is needed that the
proportions of these trumpets are calculated very precisely. Length, width and curve all contribute in
the creation of a harmonic wave that works as a flow-dynamic lubricant on the air, smoothing its
passage into the block.
The organically shaped plenum box is cast of 10 layers of carbonfibre in a monocoque, i.e. in one
single piece, which is necessary for it to stand the extreme 1.3 bar boost-pressure, as well as possible
pressure peaks at over two bar. Its interior volume is adjustable by simple means, which allows the
configuration of different total plenum volumes for different engine set-ups.
Titanium Exhaust System
The CCR has a full titanium exhaust system. Besides the aesthetic splendour of this multi-coloured
shimmering metal, it brings several advantages to this record-braking supercar. Titanium is a material
with the strength of steel and the lightness of aluminium, yet it is virtually insensitive to high
temperature. Using this exquisite metal enables the construction of an exhaust system out of very thin
material without adding extra heat insulation, which improves the efficiency of the catalytic converters.
The CCR Titanium Exhaust weighs less than half of its stainless steel predecessor. It is also slightly
refined both in the design of the manifolds and the position of the cats, in order to further minimize
drag. This unmatched exhaust system was designed and developed by Koenigsegg and the titanium
parts are custom made exclusively for Koenigsegg in Sweden. The brutal yet sophisticated roar of the
CCR ows much to this exhaust, the very hard and thin metal emits a crystal clear interpretation of that
wonderful noise.
CCR Brakes
The Koenigsegg CCR brakes are specially developed for the model by AP-Racing. They feature a new
technology that ensures perfectly intact braking capacity despite the unavoidable thermal shifts 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 millimeter in all directions, i.e. what is called floating mount. This serves to absorb any
thermal shift, which in combination with the Koenigsegg brake ventilation system makes the brakes
exceptionally stable at any driving (racing) condition. Koenigsegg has chosen to go against the
currently trendy ceramic or ceramic-composite discs. Such materials are new and exiting, but has as
of yet not proven neither as reliable nor as subtle as using steel alloy for brake discs.
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 Aerodynamics
The body of the CCR shows some new features when compared with the CC 8S. Most notable are the
redesigned side air intakes and the new headlights. The air intakes new shape is an improvement
both aesthetically and aerodynamically. This design allows more air to be pulled into the cavity and
increases the air pressure on the actual cooler, which makes the oil cooler and intercooler work more
efficiently.
The CCR is also equipped with a front splitter made of carbonfibre. It functions as a dividing plane that
determines which part of the air-flow that shall pass above or below the vehicle. The purpose is to
better define the jetstream that rushes in under the car and builds up the venturi effect, which glues

the car to the ground. A fluctuating or turbulent such jet-stream causes the downforce to be unstable,
which can result in a loss of road holding during high speed cornering. This discrete splitter is also
designed to increase frontal downforce, both by pushing more air upwards and toward the sides and
by prolonging the curvature of the integrated wing on the underside of the bumper. Airpressure on the
main radiator and brake cooling inlets is also greater,which further enhances the excellent
performance of the Koenigsegg CCR.
For racing purposes Konigsegg has developed the Twin Fin Wings, a pair of triangular fin-like wings
made of carbonfibre. They are mounted horizontally on the rear hood and leaves a gap between them
to allow the driver better rear view. They can easily be removed if the drives so prefers. Their purpose
is to increase rear downforce, which is not necessary in other than the extremest of racing
circumstances, since the design of the rear hood with its integrated wing in itself provides sufficient
downforce. These wings are therefore a customer option, and they are delivered coloured or in clearcoat carbon according to the buyers choice.