My name is Christian
von Koenigsegg. I'm 40 years old. And for half of my life I've
been on the quest to be a leader in the hypercar industry,
utilizing Swedish design combined with visionary
technical solutions. Our latest car, the Agera R, is
built in the old hangars of a former Swedish fighter
jet's squadron. Their symbol, a ghost, is now
proudly painted on the back of every Koenigsegg. [CAR ENGINE] So here we are at station
six out of seven in our production line. And I'm going to talk a little
bit about our rear suspension on the car. If you want a car to go fast,
and especially around a track and in cornering and braking and
all of these aspects, it's not enough with a
powerful engine. You also need a chassis and a
suspension which is up to snuff to get the power to
the ground, really. So here we-- when I open this,
you can see what we call the Triplex suspension. First of all, it's
very unique. And it really enables our car
to get maximum traction, maximum level of comfort. This is actually a
road car as well. But with very little compromise
between comfort and handling and stability. [CAR ENGINE] It's basically one extra shock
absorber connecting the rear wheels together. They have one shock absorber
each here going down into the chassis with the spring
holding the car up. But then there is this extra
shock absorber tying the wheels together. And underneath here you can see
our quite unique z-shaped anti-roll bar. So the reason why we developed
this third damper connecting the sides together is that we
were getting so much power in the car that we were getting
more and more squat during take-off, which in one way
is good, to get traction. But you don't want too much
movement in the car so it's easy to handle and
that it's stable. But you still want a lot
of traction, of course. [CAR ENGINE] Most manufacturers solved this
need by changing the geometry of the suspension so the car
can't squat due to geometric restriction. The backside of doing that is
that it dilutes the geometry that you need for cornering
and the other parts of handling. In a way, it's an anti-squat
damper. It means we can have
a truer suspension geometry than otherwise. On top of that, it has other
side effects, as it is a new dimension of dampening where you
have forces going from one wheel to the other. So for example, if you're
driving on a road which is a little bit uneven from left to
right hand side, you have independent movement of the
wheels, which is good. But then you have the anti-roll
bar, which is there to stabilize in cornering, which
you'd rather not even have while driving straight on
a bumpy road, as it makes the car feel a little bit less
comfortable than without it. But what's interesting is that
this damper actually counteracts the forces of the anti-roll bar in that situation. So when this wheel moves up on
a bump and this is not hit by a bump, but you're still driving
straight, this link here pushes the anti-roll bar
this direction, pulls a similar link on this side that
direction, and wants to lift this wheel up as well, which
causes on all cars with anti-roll bars a certain
amount of harshness. But when that is happening when
driving straight on a road like that, this shock
absorber actually sends the force to this side of the wheel,
counteracting the force of the anti-roll bar, cancelling
that energy out. So you get the same or similar
type of comfort in a straight line as if you did not have an
anti-roll bar, which is a great side effect. [CAR ENGINE] Also, the damping curves of this
shock absorber are very, very special. Basically it's focusing on
low-speed damping force. So when you get high speed, when
you hit something harsh and fast, basically it's
not doing much. It's more for the lower-speed dampening, where it's efficient. So there are a lot of different
philosophies that can be applied and that we can
enhance in the future. But the starting point is to
reduce squat, increase comfort, and reduce roll by the
fact that we can have a stiffer anti-roll bar than
we otherwise could have without it. [CAR ENGINE] Now at the front of the car, we
can see we have a similarly complex suspension layout. And actually here, everything
is very, very low, to have, again, as low center of
gravity as possible. But also we needed to make it
low to be able to get our roof into the car, which is a
very unique feature. So we couldn't have anything
in the way for the roof to slide in here. But it had the side effect of
actually also lowering the center of gravity. So that's a perfect example of
two needs working together without compromise. [CAR ENGINE] Extreme [INAUDIBLE] technology,
extreme brake technology, all of these systems
combined made it possible for us to take the
world record from 0 to 300 to 0 kilometers per hour. It's really all the systems
working together. If one of the systems, like
suspension or brakes or engine or gearbox, weren't up to the
task, we could not make a record like that. So it's all systems working
together, putting the power to the ground, creating stability,
creating traction and braking power. [MUSIC PLAYING]
