Swedens Koenigsegg Supercar Headed for 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 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 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and kicking despite the use of outdated engines and underpinnings that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.

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 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 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 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.