A photo in Christian von Koenigsegg’s office shows one of the 41-year-old Swede’s limited-edition supercars — a 2011 Agera R, in fire-engine red — alongside a sparkly gold abomination that looks like it drove off the set of “Chitty Chitty Bang Bang.”
The latter is a
recreation of the car von Koenigsegg first saw at age 5 in a stop-motion
Norwegian film called “Flaklypa Grand Prix,” which tells the story of a
small-town bicycle repairman who builds a race car from scrap parts and —
in the face of doubt and ridicule from established automakers — goes on to win
the 24 Hours of Le Mans.
Bottom of Form
Von Koenigsegg watched
the film dozens of times and, with each viewing, became more certain of its
message: Anyone can make a great car.
“I just thought, ‘If a
bike repairman can do it, so can I,’” von Koenigsegg says in his office at
Koenigsegg Automotive AB, located on a former Swedish Air Force base on the
country’s verdant south coast.
Von Koenigsegg’s stocky
frame is clad in slim-fit designer jeans and a tailored blue oxford with a
small CvK monogrammed on the breast pocket — though these aren’t the first
things you’d notice about the man. He suffers from alopecia areata,
an autoimmune disease that causes the body to reject hair and can result
in partial or total follicle loss. The precise cause is undetermined. In early
company photos, von Koenigsegg has a full head of dark hair; however, for many
years, he’s been not only bald but also lacking eyebrows and any other
visible body hair.
“Maybe it’ll come back,”
he says with a shrug. “I don’t really know.”
Bond Villain
Von Koenigsegg’s bald
pate and his mellifluous, lightly accented English, not to mention his
headquarters on a remote, decommissioned military base, bring to mind a Bond
villain. And the association is apt, for while von Koenigsegg’s ambitions
may not be malevolent, he’s nevertheless bent on world domination, at
least in the realm of seven-figure supercars.
The automobile industry
is littered with the skeletons of failed startups driven by a single man’s
all-consuming vision. Think Tucker, DeLorean, Fisker — and those are just the
famous ones. (A major recent exception, of course, is Elon Musk’s
Tesla Motors Inc.) Conventional wisdom holds that it’s essentially
impossible to create a car company from scratch and actually make it work. The
costs are too high; the barriers to entry, too great. Yet that’s what von
Koenigsegg has done.
$1.4 Million And Up
Koenigsegg Automotive’s
cars — which start at $1.4 million — are today some of the most exclusive and
sought-after assembly-line vehicles on earth. In the best of years, the company
builds only 12 or 14, each one tailored to a specific buyer.
Earlier this year, the
company built the 100th car in its 19-year history. Nicknamed the Hundra
(Swedish for Hundred), the 1,030-horsepower, carbon-fiber Agera S was
constructed from more than 4,000 custom parts and finished with stripes of
24-karat gold leaf, applied by an artisan flown in from Italy. It’s bound
for a customer in Hong Kong.
“Asia is definitely our
biggest market,” von Koenigsegg says.
Koenigsegg Automotive’s
only effective competitors in the so-called hypercar space (loosely defined as
limited-edition, handbuilt cars costing in excess of $1 million) are Italy’s
Pagani Automobili SpA and France’s Bugatti Automobiles SAS; the
latter currently dominates the category with a whopping annual output of
30 to 35 vehicles.
Most Popular Hypercar
Koenigsegg controls
about 25 percent of the market but has the influence of a far larger brand, at
least among exotic-car aficionados. At April’s Geneva auto show, the Hundra was
named “Most Popular Hypercar,” beating out highly anticipated masterpieces
by Automobili Lamborghini SpA, Bugatti, Ferrari SpA, McLaren Automotive Ltd.
and Porsche SE.
Koenigsegg Automotive is
known especially for performance. The company holds the world record for acceleration
(zero to 300 kilometers per hour in 14.53 seconds), for braking (300 to zero
kph in 6.66 seconds) and — the one that makes its founder proudest — for
both acceleration and braking: zero to 300 kph and back to zero again in 21.19
seconds, a number that suggests outstanding overall performance rather than
just raw power.
Darren Jablow, a
supercar connoisseur and founder of online car-buying site Speedlist, describes
Koenigsegg cars as the “manic, peel-your-face-back, fighter-jet hot rods of the
hypercar world.”
Seven-Figure Sculptures
The field of hypercars
swells this year with the unveiling of seven-figure sculptures on wheels by
Ferrari (LaFerrari), McLaren (the P1) and Porsche (the 918 Spyder). Von
Koenigsegg isn’t concerned.
“Out of 7 billion human
beings, 100 a year are buying hypercars,” he says. “We’re already a big player
in a tiny segment.”
And although von
Koenigsegg plans to ramp up production for 2014 and beyond, it won’t be by
much.
“We could live very well
on 18 to 20 cars,” he says — a number so minuscule the company barely registers
within the wider automotive industry. Ferdinand Dudenhoeffer, director of the
Center for Automotive Research at Germany’s University of Duisburg-Essen,
estimates that about 67 million cars are sold annually worldwide and that even
an exclusive automaker such as Rolls-Royce Motor Cars Ltd. is selling some
4,000.
“A company like
Koenigsegg,” Dudenhoeffer says, “is more a hobby than a business.”
Born Tinkerer
Von Koenigsegg grew up
in the suburbs of Stockholm, the son of a serial entrepreneur and a haute
couture hatmaker whose clients included Sweden’s royal family. A born tinkerer,
von Koenigsegg took apart toasters and tape players before moving on
to go-carts, mopeds and motorbikes. Even as a child, he says, he wouldn’t
just look at a side mirror and think, “Cool!” Instead, he would wonder
precisely why it was constructed as it was.
“I never say I’m a car
designer,” says von Koenigsegg, who didn’t bother with college and has no
formal training in design or engineering, on a tour of his surprisingly quiet
factory.
The two-story space
housed Saab fighter jets for the Swedish Air Force until 2003; the squadron’s
logo, a ghost, has been appliqued on the back window of every Koenigsegg built
since the company moved in.
“I like to say the car
designs itself but that I’m the guide,” he says.
Napkin Squiggles
Most anything that ends
up in a Koenigsegg vehicle begins in the founder’s brain, often expressed as a
squiggle on a napkin. The shape of Koenigsegg cars today is still basically the
same as the one that von Koenigsegg first imagined in August 1994: a
midengine car with short front and rear overhangs, large side air intakes, a
round windshield and a detachable hardtop. It took von Koenigsegg two years to
make a running prototype of that car, which would become the CC (for
competition coupe).
“Let’s say the vision
has stayed intact,” he says, opening the door of a royal blue Agera R with
black accents.
Von Koenigsegg has just
returned from Singapore — he’s fighting fatigue, as well as a cold — where he
personally delivered an Agera S to that country’s first-ever owner of a
Koenigsegg. (Because of Singapore’s high automobile taxes, it cost
the buyer $4.5 million.)
“They say it is the
fastest, most powerful car ever sold in Singapore,” von Koenigsegg says, noting
that the speed limit in the tiny city-state is 90 kph — 300 kph slower than the
top recorded speed of an Agera S.
Rethinking Everything
The model for most
automakers, especially small ones, is to take existing parts — brakes, engines,
transmissions — and combine them in a car of proprietary design. It’s far
cheaper and typically more pragmatic from an engineering perspective to
buy parts from companies that have already spent thousands of hours and
millions of dollars on research and development.
Von Koenigsegg looks at
things differently. His company not only makes its own brakes, engines and
transmissions but also nearly everything else in the car, right down to the
titanium bolts, every one of which is stamped with the company logo,
a stripped-down version of the 900-year-old von Koenigsegg family crest.
The result, Car and
Driver editor-in-chief Eddie Alterman says, is a truly artisanal supercar. “He’s
rethought just about everything,” Alterman says.
A photo in Christian von
Koenigsegg’s office shows one of the 41-year-old Swede’s limited-edition
supercars — a 2011 Agera R, in fire-engine red — alongside a sparkly gold
abomination that looks like it drove off the set of “Chitty Chitty Bang Bang.”
The latter is a
recreation of the car von Koenigsegg first saw at age 5 in a stop-motion
Norwegian film called “Flaklypa Grand Prix,” which tells the story of a
small-town bicycle repairman who builds a race car from scrap parts and —
in the face of doubt and ridicule from established automakers — goes on to win
the 24 Hours of Le Mans.
Bottom of Form
Von Koenigsegg watched
the film dozens of times and, with each viewing, became more certain of its
message: Anyone can make a great car.
“I just thought, ‘If a
bike repairman can do it, so can I,’” von Koenigsegg says in his office at
Koenigsegg Automotive AB, located on a former Swedish Air Force base on the
country’s verdant south coast.
Von Koenigsegg’s stocky
frame is clad in slim-fit designer jeans and a tailored blue oxford with a
small CvK monogrammed on the breast pocket — though these aren’t the first
things you’d notice about the man. He suffers from alopecia areata,
an autoimmune disease that causes the body to reject hair and can result
in partial or total follicle loss. The precise cause is undetermined. In early
company photos, von Koenigsegg has a full head of dark hair; however, for many
years, he’s been not only bald but also lacking eyebrows and any other
visible body hair.
“Maybe it’ll come back,”
he says with a shrug. “I don’t really know.”
Bond Villain
Von Koenigsegg’s bald
pate and his mellifluous, lightly accented English, not to mention his
headquarters on a remote, decommissioned military base, bring to mind a Bond
villain. And the association is apt, for while von Koenigsegg’s ambitions
may not be malevolent, he’s nevertheless bent on world domination, at
least in the realm of seven-figure supercars.
The automobile industry
is littered with the skeletons of failed startups driven by a single man’s
all-consuming vision. Think Tucker, DeLorean, Fisker — and those are just the
famous ones. (A major recent exception, of course, is Elon Musk’s
Tesla Motors Inc.) Conventional wisdom holds that it’s essentially
impossible to create a car company from scratch and actually make it work. The
costs are too high; the barriers to entry, too great. Yet that’s what von
Koenigsegg has done.
$1.4 Million And Up
Koenigsegg Automotive’s
cars — which start at $1.4 million — are today some of the most exclusive and
sought-after assembly-line vehicles on earth. In the best of years, the company
builds only 12 or 14, each one tailored to a specific buyer.
Earlier this year, the
company built the 100th car in its 19-year history. Nicknamed the Hundra
(Swedish for Hundred), the 1,030-horsepower, carbon-fiber Agera S was
constructed from more than 4,000 custom parts and finished with stripes of
24-karat gold leaf, applied by an artisan flown in from Italy. It’s bound
for a customer in Hong Kong.
“Asia is definitely our
biggest market,” von Koenigsegg says.
Koenigsegg Automotive’s
only effective competitors in the so-called hypercar space (loosely defined as
limited-edition, handbuilt cars costing in excess of $1 million) are Italy’s
Pagani Automobili SpA and France’s Bugatti Automobiles SAS; the
latter currently dominates the category with a whopping annual output of
30 to 35 vehicles.
Hypercar
Koenigsegg controls
about 25 percent of the market but has the influence of a far larger brand, at
least among exotic-car aficionados. At April’s Geneva auto show, the Hundra was
named “Most Popular Hypercar,” beating out highly anticipated masterpieces
by Automobili Lamborghini SpA, Bugatti, Ferrari SpA, McLaren Automotive Ltd.
and Porsche SE.
Koenigsegg Automotive is
known especially for performance. The company holds the world record for
acceleration (zero to 300 kilometers per hour in 14.53 seconds), for braking
(300 to zero kph in 6.66 seconds) and — the one that makes its
founder proudest — for both acceleration and braking: zero to 300 kph and
back to zero again in 21.19 seconds, a number that suggests outstanding overall
performance rather than just raw power.
Darren Jablow, a
supercar connoisseur and founder of online car-buying site Speedlist, describes
Koenigsegg cars as the “manic, peel-your-face-back, fighter-jet hot rods of the
hypercar world.”
Seven-Figure Sculptures
“Out of 7 billion human beings, 100 a year are buying hypercars,” he says. “We’re already a big player in a tiny segment.”The field of hypercars swells this year with the unveiling of seven-figure sculptures on wheels by Ferrari (LaFerrari), McLaren (the P1) and Porsche (the 918 Spyder). Von Koenigsegg isn’t concerned.
And although von
Koenigsegg plans to ramp up production for 2014 and beyond, it won’t be by
much.
“We could live very well
on 18 to 20 cars,” he says — a number so minuscule the company barely registers
within the wider automotive industry. Ferdinand Dudenhoeffer, director of the
Center for Automotive Research at Germany’s University of Duisburg-Essen,
estimates that about 67 million cars are sold annually worldwide and that even
an exclusive automaker such as Rolls-Royce Motor Cars Ltd. is selling some 4,000.
“A company like
Koenigsegg,” Dudenhoeffer says, “is more a hobby than a business.”
Born Tinkerer
Von Koenigsegg grew up
in the suburbs of Stockholm, the son of a serial entrepreneur and a haute
couture hatmaker whose clients included Sweden’s royal family. A born tinkerer,
von Koenigsegg took apart toasters and tape players before moving on
to go-carts, mopeds and motorbikes. Even as a child, he says, he wouldn’t
just look at a side mirror and think, “Cool!” Instead, he would wonder
precisely why it was constructed as it was.
“I never say I’m a car
designer,” says von Koenigsegg, who didn’t bother with college and has no
formal training in design or engineering, on a tour of his surprisingly quiet
factory.
The two-story space
housed Saab fighter jets for the Swedish Air Force until 2003; the squadron’s
logo, a ghost, has been appliqued on the back window of every Koenigsegg built
since the company moved in.
“I like to say the car
designs itself but that I’m the guide,” he says.
Napkin Squiggles
Most anything that ends
up in a Koenigsegg vehicle begins in the founder’s brain, often expressed as a
squiggle on a napkin. The shape of Koenigsegg cars today is still basically the
same as the one that von Koenigsegg first imagined in August 1994: a
midengine car with short front and rear overhangs, large side air intakes, a
round windshield and a detachable hardtop. It took von Koenigsegg two years to
make a running prototype of that car, which would become the CC (for
competition coupe).
“Let’s say the vision
has stayed intact,” he says, opening the door of a royal blue Agera R with
black accents.
Von Koenigsegg has just
returned from Singapore — he’s fighting fatigue, as well as a cold — where he
personally delivered an Agera S to that country’s first-ever owner of a
Koenigsegg. (Because of Singapore’s high automobile taxes, it cost
the buyer $4.5 million.)
“They say it is the
fastest, most powerful car ever sold in Singapore,” von Koenigsegg says, noting
that the speed limit in the tiny city-state is 90 kph — 300 kph slower than the
top recorded speed of an Agera S.
Rethinking Everything
The model for most
automakers, especially small ones, is to take existing parts — brakes, engines,
transmissions — and combine them in a car of proprietary design. It’s far
cheaper and typically more pragmatic from an engineering perspective to
buy parts from companies that have already spent thousands of hours and
millions of dollars on research and development.
Von Koenigsegg looks at
things differently. His company not only makes its own brakes, engines and
transmissions but also nearly everything else in the car, right down to the
titanium bolts, every one of which is stamped with the company logo,
a stripped-down version of the 900-year-old von Koenigsegg family crest.
The result, Car and
Driver editor-in-chief Eddie Alterman says, is a truly artisanal supercar.
“He’s rethought just about everything,” Alterman says.
0:53New York Auto
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’We’ll Build You a
Helicopter’
In total, some 4,000
hours of handcraftsmanship goes into each vehicle. Though Koenigsegg offers
standard models — the Agera S and the Agera R (which runs on biofuel) are his
current offerings — the company considers itself a bespoke shop.
“People often ask, ‘How
customized can I have my car?’ If you pay us enough, we’ll build you a
helicopter,” von Koenigsegg says. “I think we are capable technically of doing
pretty much anything.”
When asked if there’s
anyone to whom he won’t sell a car, von Koenigsegg replies that until recently
he’d always said yes to anyone who could afford to buy one. That’s changed.
“We now say no if we
think they’re not the right buyer,” he says, adding that certain people are
simply too much trouble. “It doesn’t happen often, but that’s quite a nice thing
to be able to do.”
One thing that isn’t a
barrier to entry, he says, is skill. Every Koenigsegg car comes with a full
suite of what von Koenigsegg calls “safety nets,” including traction control,
stability control and an antilock braking system.
‘Easy to Handle’
“This makes the cars
very easy to handle and very safe in any driving condition,” he says. “Anyone
with common sense and a driver’s license can safely handle a Koenigsegg.”
All the systems, except
for the ABS, can be turned off if the driver feels he’s experienced enough to
do so — which von Koenigsegg does not often recommend. “If the controls are
turned off and full power is used, you need to be very skilled,” he says.
“In day-to-day traffic,
it is surprisingly docile and easy to drive,” says Jeffrey Cheng, Newport
Beach, Calif.–based president of JDJ Investments and the owner of a silver
Koenigsegg CCX, a model created exclusively to meet the standards of
the U.S. market. Of course, that’s not why he has one. “It’s just brute
horsepower when you step on the pedal — like a locomotive,” he says.
Cheng’s car is one of 12
known Koenigseggs in the U.S. He bought it in early 2013 from Ben Abrams, a
Seattle entrepreneur who felt he wasn’t making the most of it.
‘Dating a Supermodel’
“Driving a supercar like
the CCX on public roads with speed limits could be compared to dating a
supermodel but only being allowed to hold hands,” Abrams wrote on the website
eGarage upon selling the car.
Another American owner,
a telecommunications entrepreneur from Chicago who prefers to remain anonymous,
owns two Koenigseggs. He actually drives them to the grocery store, although
he’s also used one to achieve 215 mph on an airport runway, likening the
experience to piloting a jet plane.
So coveted are Koenigseggs
that even their namesake doesn’t own one.
To take a car off the
line would be to take a car away from a customer, so von Koenigsegg instead
drives a Saab 9-5 with a cracked windshield. He bought the white four-door —
the last all-new model Saab built — in 2009, when he briefly led
a coalition in a bold attempt to save the iconic Swedish brand. The deal
went so far as to be announced in the press before von Koenigsegg and his
partners pulled out, after negotiations dragged on for more than six months and
promises from various banks and governments went unmet.
‘Right Thing’
“Looking back, it was
the right thing to do,” he says. “Many people say to me now, ‘You were lucky
that never happened.’ They might be right.”
Still, it’s an
intriguing thought: What could Christian von Koenigsegg have done with Saab?
And would the ultimate artisanal automaker really have been happy
mass-producing automobiles?
“My dream has always
been to build cars,” von Koenigsegg says. “I love hypercars, but I’m just as
intrigued by the idea of improving a normal car.”
Back in his office,
Koenigsegg flips his computer monitor around to reveal a project that will
further redefine the concept of a hypercar — a money-is-no-object venture begun
at the behest of his Chinese dealer, who desired something “extreme”
to sell to his more demanding customers.
“We are spending
thousands of hours of engineering and tooling and testing for a very limited
number of cars,” von Koenigsegg says.
One:1
The One:1 is named after
its ambition to be the first assembly-line vehicle to truly achieve a
one-to-one ratio of weight and horsepower. If successfully produced, it will
weigh 1,400 kilograms and put out 1,400 horsepower, a quantum leap over
the 965 horsepower of the base-model Agera.
“Other cars have
achieved this but by measuring dry weight — no oil, no water, no fuel,” von
Koenigsegg says.
His number will take
into account all the necessary fluids and even the driver. Computer simulations
project that the One:1 will be the fastest Koenigsegg yet, capable of 450 kph
or more. If the computers are correct, it will also be the fastest car in
the world from zero to 200, from zero to 300 and from zero to 400. Engineers
expect the last number to be around 20 seconds. To put that in perspective, it
takes the Bugatti Veyron 45 seconds to achieve 400 kph. Von Koenigsegg expects
to have a prototype by the end of the year.
Land-Speed Record
Prospective buyers
should note that the strictly limited production of six has been presold and
that there’s already plenty of pent-up demand should any of those lucky few
fall through. The price isn’t yet public, but von Koenigsegg says
it’s “substantially higher” than that of the Agera S.
Even so, he admits, the
company will almost certainly lose money on the project — which he says doesn’t
concern him. Building a hypercar that sets new land-speed and acceleration
records will only burnish Koenigsegg’s credentials, and future Koenigsegg
cars will likely benefit from the trickle-down R&D originating with the
One:1.
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