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First Drive: 2006 Koenigsegg CCX
Overall Review
By: Drew Phillips
Photos by the author
September 21, 2006

Article Images

Koenigwhat? That’s usually the first response you get when this Swedish supercar is mentioned. Explaining the name and origins of the car used to be a problem only for Europeans, with the car unavailable for purchase in the United States. However, Koenigsegg was aware of the market potential this side of the Atlantic and has made the effort to certify the car for all fifty states. The result is the CCX, the latest generation of the CC models, the X standing for the tenth anniversary of the creation of the first prototype model. The CCX is more than just a modified CCR, the version available in Europe. Extensive changes have been made to the entire car, making it an entirely new generation of the CC. While the exterior appears the same, the CCX features completely new body panels including a new front bumper that passes crash tests as well as increases air flow to the front brakes. A new front scoop circulates air throughout the cabin. Other modifications include side skirts to improve aerodynamics and an increase in length by 88mm to comply with U.S. rear impact regulations. The interior has been changed as well, with new seats from Sparco delivering another 50mm in headroom.

While the general specifications remain the same – a twin-supercharged 4.7-liter V8 – the engine is actually almost all new. Previous generation engines had closer ties to the Ford Racing V8 they were based on, while the CCX has an all new block cast by the same company that builds the Bugatti Veyron engine and even some of the Formula 1 engines. The CCX also features completely unique internal reciprocating parts, a modified camshaft profile, as well as a new cylinder head with a large valve area. The carbon fiber intake is also new as well as a revised ECU and a redesigned catalytic converter built to U.S.-spec. In CCX form, the engine produces 806 bhp @ 6900 rpm and 678 lb-ft torque @ 5700 rpm.





As any supercar should, the CCX also offers the standard goods: 6-speed manual transmission specially-developed by Cima mated to a twin-plate AP Racing clutch, magnesium wheels wrapped in Michelin Pilot Sport 2’s, and massive 14.3-inch AP Racing brakes. Many of the components are built from carbon fiber, around 350 actually, helping to keep the curb weight down to 2600 lbs. Optional are carbon fiber wheels and 15-inch carbon ceramic brakes. Remember the “Top Gear” wing? It’s always been an option for the car. You can even request a roll cage to be put in the car.

While those publications with extensive budgets flew to Sweden to test the CCX earlier this summer, most waited for the car to be flown to the U.S. to get behind the wheel. The CCX made its debut at Caesar’s Palace in Las Vegas where the car is being sold exclusively through the exotic car dealership in the hotel. After the official unveiling at the showroom, it was off to the track at Las Vegas Motor Speedway the next two days for rides and drives for potential clients and the media.

Typical to summers in Las Vegas, the weather was swelteringly hot, reaching up to 105 degrees during midday. Even so, the car performed flawlessly, a testament to the engineering that went into the car. Koenigsegg specifically designed the car to be able to run in very hot climates, even up to 130 degrees, and it definitely paid off as the car ran strong both days despite the hot weather. It was lucky for me the car lasted through day two, as I didn’t get a chance to get behind the wheel until the second day. It was worth the wait. Before I could actually drive the car, I hopped in the passenger seat for a few hot laps with pro racecar driver Justin Bell who was on hand to demonstrate the full capabilities of the car. Besides driving the CCX around the track much faster than I’ll ever be able to, Justin was also able to give his perspective on the car compared to others he’s driven in his extensive racing career such as the Saleen S7 and the McLaren F1. The experience in the passenger seat was actually just as thrilling as driving the car simply because I could pay full attention to the sheer power and performance of the car without concentrating on making the shift or hitting an apex. However, I wasn’t complaining when it was time to switch seats and get behind the wheel.

Getting into the CCX is actually quite easy compared to many supercars. The nifty rotating doors provide a good amount of entry room, and although the side sill is wide, it’s not too difficult to get over it into the seat. The cabin is surprisingly roomy with plenty of headroom and a pleasantly wide footwell. The dials are easy to read, although some of the other controls would take a bit of learning to operate, especially the old-school phone dial right behind the shifter. I’m still not quite sure how to even start the car. However, the essentials are well placed – the steering wheel is right where it should be and the shifter falls perfectly into my palm as I reach for it. The clutch and shifter are quite heavy, although once you are accustomed to the weight they feel correct and are extremely precise. Perhaps it was because I was expecting something so overwhelming, but the initial driving experience was surprisingly easy. After all, you would expect to have some difficulty driving an 800 bhp rocket on wheels. I had full intentions of taking it easy around the track, but by the second lap I was pushing the car, fully confident that it wouldn’t lead me astray. The car is very well balanced and gives more than enough feedback to let you know what is going on every bump and curve in the road. The CCX has an unbelievable amount of grip – perhaps the most impressive aspect of the car. It’s one thing to build a car with over 800 bhp, but quite another to build a car that can actually handle that kind of power. This is probably the most remarkable thing Koenigsegg has done with the car, but for some reason it’s also somewhat dissatisfying. You almost want the car to scare you more and let you know that it won’t be tamed or controlled. Still, the driving experience was the most rewarding I’ve ever had.

Will the car be a success in the United States? Recent history has told us that smaller manufacturers have a tough time staying afloat, and Koenigsegg has done just that for a full ten years. When it all comes down to it, the true test of a supercar is whether people actually buy it. With its first year completely sold out, Koenigsegg seems to be on the right track.