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The CCGT came about as side project for Christian and the engineers at Koenigsegg. When Christian started to build and design the first CC prototype, racing was always part of the larger pictures. Hence Christian studied the ACO Le Mans regulation and made sure that his car would fit the regulation for one for the most interesting racing categories at the time – the GT1 Class.
The regulations stated that the car is not allowed to be wider than 2 meters and that the cockpit has to have at least 70% of the width of the car. So Christian designed the car to these exact measurements so that the road car would be a perfect basis for a GT1 car.
The CCGT was a side project that was worked upon when time was available from the engineering and building of the production cars. Hence it took several years to finish the first prototype. It was based on a Koenigsegg CCR, but with some elements from the CCX model, like the front lamps and some other small items.
The end result was staggering, the car was super stiff, weighed under 1000 kg without ballast, had over 600 kg downforce and over 600 hp normally aspirated, racing restricted hp.
The few people that have driven the CCGT state it handles like a dream and that it would have been very competitive
The reason why it never went racing? Two months after Koenigsegg started the first shake down runs of the first CCGT, the ACO and FIA changed regulations for the GT1 class. Carbon monocoques were no longer allowed and minimum production numbers went from a total of 20 cars over several years to 350 cars per year! Good night!
There is no need to move or recline the front seats in order to get in and out of the rear row. This is made possible through the Koenigsegg Automated Twisted Synchrohelix Actuation Doors (KATSAD), that opens the full interior without the obstruction of B-pillars. The KATSAD has a very small opening footprint, which allows effortless access even when parked with limited surrounding space. The Gemera’s B-pillarless door system, coupled with the KATSAD, creates a completely new type of four-seater megacar – one that does not compromise anybody’s comfort and treats all four passengers with an equal amount of respect – also when getting in and out of the car.
THE GEMERA’S B-PILLARLESS DOOR SYSTEM
The door openings reveal an impressive four-seater space that boasts equal ease of access, comfort and respect for both front and rear passengers.
KOENIGSEGG AUTOMATED TWISTED SYNCHROHELIX ACTUATION DOORS (KATSAD)
Koenigsegg’s patented dihedral synchro-helix doors are even more dramatic in this car, as they are much longer. The doors still open with the same tiny footprint as the added length of the door only makes it stand taller in its open position. That is the beauty of Christian von Koenigsegg’s door solution – it kind of magically disappears and is unobtrusive.
The newly developed Tiny Friendly Giant engine (TFG), is coupled to the proven and patented electrified Koenigsegg Direct Drive (KDD) first pioneered in the Regera – a combination providing ultimate response from standstill to top speed in the form of a single gear direct drive. The result is a combined output of 1700 bhp and 3500 Nm of torque. The Gemera comes equipped with a small 800V battery, allowing it to travel up to 50 km in EV only mode and an additional 950 km in highway cruise speed in hybrid mode, before needing a fill-up – totaling a range of 1000 km.
The Koenigsegg Gemera´s engine is small. At the same time, it is big when it comes to power, torque and sound. Still, it is small when it comes to emissions and consumption. In short – it is a contradiction of an engine, developed and created by Koenigsegg and its sister company, Freevalve. Therefore, it has been named the “Tiny Friendly Giant” – or TFG for short. Being a two-liter three-cylinder engine, the TFG is future-proofed given its extreme performance, reduced fuel consumption and lowered emissions – not to forget its ability to run on second-generation CO2 neutral renewable fuels.