All language subtitles for How.Its.Made.Dream.Cars.S02E12.Koenigsegg.One.1.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

Narrator: TODAY ON
"HOW IT'S MADE: DREAM CARS,"

THE KOENIGSEGG ONE:1.

THERE ARE SUPERCARS,
AND NOW THERE'S A MEGACAR.

-- Captions by VITAC --
www.vitac.com

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

THE KOENIGSEGG ONE:1
IS CALLED A MEGACAR

BECAUSE IT HAS A POWER OUTPUT
OF ONE MEGAWATT.

ALL THAT POWER IS CREATED HERE

AT THE KOENIGSEGG HEADQUARTERS
IN ANGELHOLM, SWEDEN.

CHRISTIAN VON KOENIGSEGG
WAS JUST 22

WHEN HE STARTED THE BUSINESS
IN THE EARLY 1990s.

YEAR AFTER YEAR,
KOENIGSEGG'S BRAND INNOVATES,

BREAKING WORLD RECORDS
IN THE PROCESS.

IN 2003, GUINNESS
DECLARED THE KOENIGSEGG CC8S

TO BE THE WORLD'S
MOST POWERFUL PRODUCTION CAR.

AND IN 2005, THE KOENIGSEGG CCR

BROKE THE PRODUCTION
ROAD CAR SPEED RECORD.

THE KOENIGSEGG ONE:1
IS NAMED FOR ITS INCREDIBLE

ONE MEGAWATT OF POWER,

BUT IT ALSO GETS ITS NAME FROM
ANOTHER ASTONISHING FEATURE.

IT HAS A POWER-TO-WEIGHT
RATIO OF 1:1.

THIS RATIO IS OFTEN CALLED

THE HOLY GRAIL
OF AUTOMOTIVE ENGINEERING.

IT EXPLAINS WHY THE CAR
CAN ACCELERATE FROM 0 TO 250

IN JUST 20 SECONDS.

IT TAKES
SOPHISTICATED ENGINEERING

TO CREATE A CAR
LIKE THE KOENIGSEGG ONE:1.

TO ACHIEVE THAT REMARKABLE
1:1 POWER-TO-WEIGHT RATIO,

THE MANUFACTURERS
HAD TO COME UP WITH UNUSUAL WAYS

TO MAKE THE CAR LIGHTER.

TECHNICIANS BUILD THE CAR'S HUBS
USING CARBON FIBER.

THE HAND LAYS SEVERAL
DIFFERENT KINDS OF CARBON FIBER

ONTO A MOLD.

WHILE DEVELOPING THE ONE:1,
KOENIGSEGG WORKED CLOSELY

WITH THEIR SUPPLIERS
TO ENSURE THE CARBON

COULD WITHSTAND THE INTENSE HEAT

THE HUBS MUST ENDURE
AT HIGH SPEEDS.

ONCE ALL OF THE CARBON FIBER
IS IN PLACE,

TECHNICIANS ENCLOSE THE MOLD
IN A VACUUM BAG

AND REMOVE ALL THE AIR.

THE HUB IS NOW READY
FOR CURING IN AN AUTOCLAVE.

THE AUTOCLAVE PROCESS
IS A PROPRIETARY,

MULTISTAGE,
HIGH-TEMPERATURE CURING PHASE.

ONCE THE CURING PROCESS
IS COMPLETE,

WORKERS REMOVE THE VACUUM BAG
AND REVEAL THE FINISHED PRODUCT.

KOENIGSEGG HAS TRADEMARKED

THE TECHNOLOGY
FOR MAKING THESE HUBS.

IT'S CALLED AIRCORE BECAUSE
THE COMPONENTS ARE HOLLOW.

THE ENTIRE RIM WEIGHS
BETWEEN 13 AND 16 POUNDS.

THAT MAKES IT 40% LIGHTER
THAN THE LIGHTEST ALUMINUM RIM.

BUILDING THE WHEEL SUPER-LIGHT
HELPS TO REDUCE

THE OVERALL WEIGHT OF THE CAR

AND THE UNSPRUNG WEIGHT
OF THE WHEEL ASSEMBLY.

THE CAR'S CHASSIS IS ALSO
BUILT OF CARBON FIBER.

AN ENGINEER USES
SPECIALIZED SOFTWARE

TO RUN OPTIMIZATION TESTS.

NOW A TECHNICIAN
ASSEMBLES THE CHASSIS UNIT.

HE USES A STRUCTURAL ADHESIVE

TO INSTALL A COMPONENT
CALLED THE CENTER TUNNEL.

THE KOENIGSEGG ONE:1 IS
A PERFECTLY SYMMETRICAL CAR.

THIS ALLOWS THE MANUFACTURER
TO EASILY CONVERT IT

FROM A LEFT-HAND
TO RIGHT-HAND DRIVE

AT VIRTUALLY ANY POINT
IN THE PRODUCTION PROCESS.

AFTER ALL THE ADHESIVE
HAS BEEN APPLIED,

THE WORKER FLIPS THE PART OVER
AND LOWERS IT INTO PLACE.

HE VERIFIES THAT THE PART
IS PERFECTLY CENTERED.

EVEN THE FUEL TANK IS LOCATED
IN THE MIDDLE OF THE CAR.

THE TECHNICIAN CAREFULLY
SCRAPES OFF ANY EXCESS ADHESIVE.

THE MANUFACTURER WORKS HARD
TO MAKE SURE

THAT EVERY CORNER OF THE CAR
IS BOTH STRUCTURALLY

AND AESTHETICALLY PERFECT.

THE TECHNICIAN RUNS HIS FINGER
ALONG THE JOINT

BEFORE REMOVING THE MASKING TAPE
TO REVEAL A SMOOTH, CLEAN SEAM.

THERE IS NO NEED
TO COVER THE JOINT

UNLESS A CUSTOMER CHOOSES TO.

NEXT, THE WORKER BRINGS THE
NOSE-CONE COVER TO THE CHASSIS

AND GLUES IT INTO PLACE.

THE NOSE CONE WILL COVER
THE PASSENGER

AND DRIVER'S LEGROOM AREA.

IT WILL ALSO PROVIDE
THE STRUCTURAL BASIS

FOR THE DASHBOARD
AND A MOUNTING PLATFORM

FOR THE WINDSHIELD ASSEMBLY.

HE USES QUICK-RELEASE CLAMPS

TO HOLD THE NOSE CONE
IN PLACE AS IT CURES.

THE WINDSHIELD FRAME IS DESIGNED

TO PROVIDE THE MOUNTING POINTS
FOR THE HOOD AND WIPER.

IT ALSO HAS INTERFACES
FOR THE DASH COMPONENTS

AND PROVIDES ROLLOVER
CRASH PROTECTION.

THE WINDSHIELD FRAME
HAS AN A-CLASS SURFACE --

THE HIGHEST-QUALITY FINISH
A CAR CAN HAVE.

MOST A-CLASS SURFACES ARE PANELS

DESIGNED TO COVER
THE STRUCTURE OF THE CAR.

BUT THESE PANELS
ADD WEIGHT TO A VEHICLE,

SO KOENIGSEGG DECIDED TO MAKE

THE SURFACES OF THE STRUCTURE
A-CLASS,

REMOVING THE NEED
FOR ANY EXTRA PANELING.

Narrator: KOENIGSEGG
BUILDS ITS CAR SEATS BY HAND.

YOU CAN ASK THEM
TO MAKE THE SEATS

OUT OF ANYTHING FROM OSTRICH
TO KANGAROO LEATHER.

THEY CAN EVEN MATCH THE LOOK OF
YOUR FAVORITE WALLET OR HANDBAG.

A CRAFTSMAN NOW PREPARES
THE LEATHER PIECES

FOR THE SEAT COVERS.

IN THE UPHOLSTERY DEPARTMENT,
EVERYTHING IS TAILOR-MADE.

EVEN THE LEATHERWORK REFLECTS
THE COMPANY'S PHILOSOPHY

OF HONING EVERY ELEMENT
TO ENHANCE VEHICLE PERFORMANCE.

CAR SEATS ARE AN
OFTEN-OVERLOOKED COMPONENT,

EVEN IN SUPERCARS.

THE DESIGNERS
OF THE KOENIGSEGG ONE:1

SAW THIS AS AN OPPORTUNITY
TO FURTHER OPTIMIZE

THE PERFORMANCE OF THE VEHICLE.

USING A COMBINATION
OF MATERIALS,

THEY WERE ABLE TO DESIGN
NEW SEATS THAT WEIGH 1/3 LESS

THAN THE ONES IN EARLIER
KOENIGSEGG MODELS.

HERE, A WORKER USES A TOOL
CALLED A SKIVING MACHINE

TO SHAVE THE LEATHER DOWN
TO A PRECISE THICKNESS.

IN THE PAST, LEATHER WORKERS HAD
TO PERFORM THIS STEP BY HAND.

NEXT, AN ARTISAN
JOINS THE LEATHER SECTIONS

USING A SEWING MACHINE.

THIS LEVEL
OF DEDICATED HANDWORK

RESULTS IN UNIQUELY FORMED
UPHOLSTERY.

EACH KOENIGSEGG ONE:1
IS TRULY ONE OF A KIND.

THIS ARTISANAL HANDCRAFTING
IS COMBINED

WITH AN INTENSE DEDICATION
TO CUTTING-EDGE TECHNOLOGY.

DESIGNERS USED
CUTTING-EDGE 3-D SCANNING

AND 3-D PRINTING TECHNOLOGY TO
DESIGN THE SEATS FOR THE ONE:1.

THIS TECHNOLOGY
ALLOWED DEVELOPERS

TO TAKE THE SEAT DESIGN
FROM INITIAL EXPERIMENTATION

TO FINAL PRODUCT
IN JUST FOUR WEEKS.

EVEN A SIMPLE FEATURE
LIKE THE CAR SEAT

ILLUSTRATES
THE COMPANY'S INTEREST

IN BRINGING TOGETHER
FINE CRAFTSMANSHIP

WITH THE MOST ADVANCED
TECHNOLOGY AVAILABLE.

KOENIGSEGG
CREATES SMALL SAMPLE MODELS

OF THE SEATS
FOR THEIR CUSTOMERS.

THESE OFFER A WAY
TO EASILY VISUALIZE

DIFFERENT PAINT
AND UPHOLSTERY COMBINATIONS.

AFTER ALL, WHEN YOU'RE BUYING
A MULTIMILLION-DOLLAR CAR,

YOU WANT TO BE SURE
YOU LIKE THE COLOR.

THE UPHOLSTERY DEPARTMENT HAS
A HIGH-SPEED EMBROIDERY MACHINE.

IT'S CAPABLE OF STITCHING
ANY IMAGE A CUSTOMER WISHES.

HERE, THE MACHINE
CREATES THE KOENIGSEGG LOGO.

THE LOGO DESIGN IS BASED
ON THE KOENIGSEGG SHIELD.

IT HAS BEEN
THE FAMILY COAT OF ARMS

EVER SINCE
THE HOLY ROMAN EMPEROR

KNIGHTED AN ANCESTOR
BACK IN THE 12th CENTURY.

THAT MEDIEVAL KNIGHT
MIGHT BE SURPRISED

TO SEE THE FAMILY CREST
ON A FUTURISTIC SPEED MACHINE

WITH MORE THAN 1,360 TIMES
THE POWER OF HIS HORSE.

THE LEATHERWORK IS NOW DONE.

IT'S TIME FOR A TECHNICIAN
TO PUT THE SEAT TOGETHER.

THE SEAT IS LIGHTWEIGHT,
COMFORTABLE, AND PLUSH,

BUT ALSO BUILT
WITH SAFETY IN MIND.

KOENIGSEGG CONSIDERS SAFETY
TO BE THEIR TOP PRIORITY.

THE CARS ARE CAREFULLY BALANCED
TO IMPROVE THEIR AGILITY

AND ARE EQUIPPED
WITH ALL MODERN SAFETY FEATURES.

THE DESIGNERS MADE ADDITIONAL
SAFETY-MINDED INNOVATIONS

LIKE INTEGRATING THE 18-GALLON,
HORSESHOE-SHAPED FUEL TANK

DIRECTLY INTO THE CHASSIS.

THE FINISHED SEAT LOOKS LIKE IT
COULD DRIVE THE CAR BY ITSELF.

Narrator:
UNDER ALL THAT CARBON FIBER

IS THE ONE:1 POWERHOUSE.

BUILT ENTIRELY BY HAND
AT THE KOENIGSEGG FACILITY,

THIS 5-LITER
V-8 ENGINE CAN CRANK OUT

AN OUTSTANDING
1,011 FOOT-POUNDS OF TORQUE.

BEFORE THE ENGINE IS EVEN BUILT,
KOENIGSEGG ENGINEERS

RUN THEIR DESIGN

THROUGH A SERIES OF
INTENSIVE COMPUTER SIMULATIONS.

THEY MAKE SURE ALL THE ENGINE'S
PARTS WILL BE FULLY OPTIMIZED,

CHECKING AIR FLOW, FUEL FLOW,
INTERNAL STRESSES,

AS WELL AS NOISE
AND VIBRATION OUTPUTS.

KOENIGSEGG
HAS A BUSY R&D DEPARTMENT.

HERE, A TECHNICIAN WORKS ON
A NEW KIND OF VALVE TECHNOLOGY.

KOENIGSEGG
AND FREE-VALVE ENGINEERS

ARE DEVELOPING INDIVIDUALLY
CONTROLLED PNEUMATIC VALVES

BECAUSE THEY ARE CONVINCED

THAT CONVENTIONAL CAMSHAFTS
ARE INEFFICIENT.

LIGHTER, SMALLER,
AND MORE EFFICIENT,

THIS DEVELOPMENT
WILL ALLOW COMPLETE CONTROL

OVER THE ENTIRE STROKE
OF EACH VALVE.

THIS WILL PRODUCE MORE POWER
WHILE SAVING FUEL.

OTHER CAR COMPANIES
HAVE SHOWN GREAT INTEREST

IN THIS INNOVATIVE
VALVE TECHNOLOGY.

BUT THE AUTOMOTIVE WORLD
WILL HAVE TO WAIT A FEW YEARS

BEFORE THAT ADVANCED SYSTEM
IS READY FOR PRODUCTION.

IN THE MEANTIME,
A TECHNICIAN WORKS ON INSTALLING

VALVE SPRINGS
AS HE BUILDS THE ENGINE HEAD.

ONCE THEY'RE IN PLACE, HE USES
A SPECIALIZED HANDHELD TOOL

TO POSITION THE LOCKING RINGS
ONE BY ONE.

KOENIGSEGG HAS CREATED
PISTON HEADS AND RINGS

THAT ARE EXTREMELY LIGHTWEIGHT.

THEY COAT THE COMPONENT
WITH TEFLON

TO CREATE A ROBUST
THERMAL BARRIER.

KOENIGSEGG HAS EVOLVED
THE ONE:1 ENGINE

FROM THEIR AGERA POWERHOUSE.

THEY HAVE FINE-TUNED
THE SOFTWARE

AND CHANGED THE CAMSHAFT,
SPRINGS, VALVES, INJECTORS,

FUEL PUMPS, AND TURBO CHARGERS.

THESE MODIFICATIONS ALLOW
THE ENGINE TO ACHIEVE MORE POWER

AT HIGHER RPMs WITHOUT PUTTING
ADDITIONAL STRAIN ON THE BLOCK.

NEXT, THE TECHNICIAN
PREPARES TO ATTACH THE RODS.

THE PISTONS
ARE MADE OF ALUMINUM,

WHILE THE RODS ARE TITANIUM.

TITANIUM PROVIDES
AN IDEAL COMBINATION

OF LOW MASS AND HIGH STRENGTH.

THE LOW MASS OF THE RODS

ALLOWS THE ENGINE
TO REV TO HIGHER RPMs.

WHILE SOME MANUFACTURERS

ARE STARTING TO CREATE
HYBRID SUPERCARS,

KOENIGSEGG IS DEDICATED

TO PERFECTING
THE INTERNAL COMBUSTION ENGINE.

HOWEVER, THE CARMAKER
DOES HAVE AN EYE

TOWARD ENVIRONMENTALLY FRIENDLY
TECHNOLOGY.

IN ADDITION TO RACE FUEL
AND REGULAR GAS,

BOTH THE KOENIGSEGG AGERA
AND ONE:1 CAN RUN ON BIOFUEL.

NOW A TECHNICIAN INSTALLS
THE COMPLETED PISTON ASSEMBLIES

INTO THE ENGINE BLOCK.

HE USES A POSITIONING TOOL

TO AVOID SCRATCHING
THE POLISHED CYLINDER LINERS.

ONCE ALIGNED, HE TAMPS
THE PISTON DOWN INTO PLACE.

HE ROTATES THE ENGINE BLOCK TO
GAIN ACCESS TO THE CRANKSHAFT.

HE THEN PREPARES THE BOLTS
THAT WILL JOIN

THE CONNECTING-ROD CAPS
TO THE CONNECTING RODS.

THIS WILL LOCK THE PISTONS
ONTO THE CRANKSHAFT.

THE ONE:1 ENGINE
IS THE LATEST ITERATION

OF THE POWERHOUSE KOENIGSEGG
HAS BEEN REFINING

SINCE ITS INCEPTION.

THIS ENGINE CAN TAKE THE CAR

FROM 0 TO 60
IN JUST 2.8 SECONDS,

AND 0 TO 120 IN 12 SECONDS FLAT.

TOP SPEED IS NOT
A PRIORITY FOR KOENIGSEGG,

SO THEY HAVEN'T CLOCKED IT
OFFICIALLY YET.

BUT UNOFFICIALLY,
THEY'VE REACHED

SPEEDS OF OVER
270 MILES PER HOUR.

THAT'S FASTER THAN THE FASTEST
CAR CURRENTLY ON RECORD.

HERE, A TECHNICIAN USES A TOOL
CALLED A TOP DEAD CENTER GAUGE

TO SET THE TIMING CORRECTLY
ON THE STEEL TIMING CHAIN.

WHEN YOU'RE BUILDING AN ENGINE
FOR A MEGACAR LIKE THIS,

EVERY ELEMENT
MUST ABSOLUTELY PERFECT.

Narrator:
THE EXTREME PERFORMANCE

OF THE KOENIGSEGG ONE:1
IS MATCHED BY ITS EXTREME LOOKS.

IT SHOULD COME AS NO SURPRISE
THAT THE WORLD'S FIRST MEGACAR

WOULD BE AS ASTONISHING OUTSIDE
AS IT IS INSIDE.

HERE IN THE FINAL ASSEMBLY HALL,

TECHNICIANS PUT THE FINISHING
TOUCHES ON A KOENIGSEGG ONE:1.

THIS HINGE IS THE SECRET

BEHIND THE ONE:1's
SIGNATURE DOOR SYSTEM.

KOENIGSEGG CAR DOORS
HAVE ONLY ONE HINGE,

BUT IT'S AN EXTREMELY COMPLEX
PIECE OF HARDWARE.

IT'S AN ENGINEERING FEAT
THAT KOENIGSEGG HAS DEVELOPED.

IT'S CALLED THE DIHEDRAL
SYNCHRO-HELIX DOOR SYSTEM.

IT CAN OPEN THE DOOR OUTWARD
AND UPWARD AT THE SAME TIME.

BECAUSE KOENIGSEGG CARS
ARE UNUSUALLY WIDE

AND LOW TO THE GROUND,
THE DOOR IS VERY LONG.

MOST VERTICAL CAR DOORS
TAKE UP A LOT OF SPACE,

BUT KOENIGSEGG'S UNIQUE DESIGN
SOLVES THAT PROBLEM.

IT'S NOW TIME TO ENSURE
THAT ALL OF THE BODY PANELS

LINE UP CORRECTLY TO PREPARE THE
CAR FOR PAINTING AND STRIPING.

FOR QUALITY CONTROL,
A WORKER USES A 3-D SCANNER.

A SPRAYED-ON STRIP
OF TALCUM-LIKE WHITE POWDER

REFLECTS
THE SCANNER'S LIGHT BETTER

THAN THE CARBON-FIBER SURFACE.

THE TECHNICIAN CAN CHECK
THE SCAN AGAINST THE CAD DESIGN.

A WORKER PREPARES TO ATTACH
THE POWER TRAIN TO THE CHASSIS.

MANUFACTURERS AT KOENIGSEGG
CALL THIS STEP

"DOCKING THE ENGINE
TO THE CHASSIS."

THE ONE:1 IS EQUIPPED
WITH TWO LITHIUM-ION BATTERIES

THAT GO INTO STANDBY MODE
WHEN LOW.

FEW OWNERS DRIVE
THEIR SUPERCARS EVERY DAY,

SO THOSE SPECIALIZED BATTERIES
CAN START A CAR

AFTER WEEKS OR EVEN MONTHS
OF INACTIVITY.

A WORKER NOW FITS THE
HOLLOW-CORE CARBON-FIBER RIMS

INTO A JIG AND BEGINS
INSTALLING THE TIRES.

THESE ARE NO ORDINARY TIRES.

THEY'RE MICHELIN
PILOT SPORT CUP 2s.

KOENIGSEGG
WORK CLOSELY WITH MICHELIN

TO DEVELOP TIRES
THAT ARE CUSTOM-MADE

TO HANDLE THE ONE:1's
OUTRAGEOUS TOP SPEED.

THEY ARE RATED
TO 270 MILES PER HOUR.

A WORKER HAND-TIGHTENS
THE SINGLE NUT.

THIS WILL LATER
BE MACHINE-TORQUED

TO 590 FOOT-POUNDS.

THE CAR IS NOW
COMPLETELY ASSEMBLED.

IT'S TIME TO INSPECT IT
TO ENSURE

ALL DESIGN PARAMETERS
HAVE BEEN MET.

THE KOENIGSEGG'S POWER TRAIN
IS UNDER A REAR LID

INSTEAD OF
THE TRADITIONAL FRONT HOOD.

A TECHNICIAN USES
A HANDHELD PROBE SYSTEM

TO MEASURE THE POSITION OF EVERY
COMPONENT UNDER THE REAR LID.

THE PROBE FEEDS ITS POSITION
BACK TO THE CAD DESIGN.

A COMPUTER THEN COMPARES
THE PROBE'S POSITION

WITH THE DESIGN, MAKING SURE
EVERYTHING HAS BEEN INSTALLED

IN THE CORRECT POSITION.

THE WORKERS ALSO USE THIS SYSTEM

TO ADJUST THE CAR'S ALIGNMENT
AND SUSPENSION GEOMETRY.

NEXT, SPECIALISTS TUNE
THE CAR'S INTERIOR ACOUSTICS.

THEY CREATE AN ACOUSTIC MAP
OF THE VEHICLE

BY CAREFULLY POSITIONING SOUND
EQUIPMENT THROUGHOUT THE CAR.

THIS HELPS THEM USE THE CAR'S
ACTIVE NOISE CANCELLATION SYSTEM

TO HONE THE SOUNDSCAPE
OF THE COCKPIT.

[ ENGINE REVS ]

THEY CAN SILENCE UNWANTED
ROAD NOISE AND MECHANICAL SOUNDS

BUT MAINTAIN
THE RUMBLE OF THE ENGINE.

THE ONE:1's EXHAUST SYSTEM
IS DESIGNED TO CREATE

A UNIQUE KOENIGSEGG GROWL

THAT THE CARMAKERS LIKE
TO CALL "HIGH-TECH THUNDER."

[ ENGINE ROARING ]

FINALLY, IT'S TIME TO TAKE
THE COMPLETED CAR OUTSIDE.

AN EXPERT DRIVER IS ACCOMPANIED
BY A TECHNICIAN WITH A LAPTOP.

THEY SPEND HOURS ON THE TRACK
TESTING AND TUNING

ALL THE OF THE VEHICLE'S
DYNAMIC SYSTEMS.

FOR EXAMPLE, THE ONE:1's
SIGNATURE REAR WING

CHANGES ITS ANGLE
DEPENDING ON AIR PRESSURE

AND THE CAR'S SPEED.

KOENIGSEGG IS HEADQUARTERED
IN THE CONVERTED HANGARS

OF A FORMER
SWEDISH AIR FORCE SQUADRON.

THE TECHNICIANS
CONDUCT THEIR TESTS

ON AN AIRSTRIP
BUILT FOR FIGHTER JETS.

THE INSIGNIA
OF THAT AIR FORCE SQUADRON

NOW ADORNS EVERY KOENIGSEGG CAR.

IT'S THE FIGURE OF A GHOST.

THEY CALL IT
"THE SPIRIT OF PERFORMANCE."

WHILE MANY SUPERCAR MAKERS

USE COMPONENTS
FROM OTHER MANUFACTURERS

TO ENHANCE PERFORMANCE,
KOENIGSEGG IS COMMITTED

TO BUILDING EACH OF THEIR CARS
ALMOST ENTIRELY FROM SCRATCH.

THAT'S WHY IT TAKES
MORE THAN 3,000 HOURS

TO MAKE A SINGLE CAR.

YEARS OF WORK,
THOUSANDS OF CUSTOM-MADE PARTS,

ONE MEGAWATT OF POWER --
THE KOENIGSEGG ONE:1

IS TRULY ONE OF THE MOST ELITE
CARS IN EXISTENCE.

BUT IF YOU HAPPEN TO WANT ONE

AND ALSO HAVE $3 MILLION
TO SPARE, YOU'RE TOO LATE.

KOENIGSEGG IS ONLY BUILDING
SIX OF THESE EXOTIC MACHINES,

AND THEY'RE ALREADY SOLD OUT.