2027 Koenigsegg CCGT1

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• Year: 2027
• Gearbox: automatic
• Drivetrain: RWD
• Engine: 5.0
• Fuel: petrol
• HP: 1250
• 0-60 m/h seconds: 2.4
• State: new
• Market: Europe / EU
• V_SWT: LHD
• Availability and logistics: EUROPE, USA, UAE, MONACO, UA
• Offer ID: 1008893

• Product description

  2027 Koenigsegg CCGT1 The Koenigsegg CCGT1 pays homage to the company’s iconic CCGT GT1 project, a legend revered within Koenigsegg circles both for the performance it demonstrated and for the potential it promised but never fully realized.

  Developed for GT1 endurance racing and unveiled in 2007, the CCGT program was put on hold before the car could even complete a single race lap following a change in the series’ rules, and was subsequently canceled.

  Just as the CC850 pays homage to the original CC8S, the new CCGT1 was conceived as a modern tribute to the CCGT.

  Since the original CCGT was recently approved for historic racing, the CCGT1 was created to mark this exciting new chapter.

  The CCGT1 was engineered to deliver both an exhilarating on-road driving experience and brilliant performance on the track, thanks in part to Koenigsegg’s first-ever factory-approved track package.

  The all-new optional three-spoke Aircore carbon wheels are among the lightest Koenigsegg has ever produced and feature a striking retro-style design.

  Aerodynamics—the Art of Balance Nearly every body panel on the CCGT1 has been redesigned since the CC850 was created.

  Only the doors and removable roof remain unchanged.

  The redesign had two main goals: to increase downforce and to provide sufficient cooling to support full track sessions at racing speeds.

  The most striking feature is the CCGT1’s massive rear wing—a direct nod to the original CCGT, now reimagined.

  It is active, with 30-degree adjustment, automatically switching between a low-drag mode on straights, an air-braking mode during heavy braking, and a high-downforce mode in corners.

  CFD engineer Andreas Tjernberg Persson led the aerodynamics program.

  “Everything in aerodynamics is about balance,” says Persson.

  “The rear wing works wonderfully and is a visual and functional nod to the original CCGT, but on its own it would be pointless.

  We also had to ensure the balance of the front end of the car.”

  To achieve this balance, a large front splitter and active underbody flaps counteract the downforce generated by the rear wing.

  They work in conjunction with a deliberately curved underbody—featuring struts that create low-pressure vortices and a unique rear diffuser—to do much of the heavy aerodynamic lifting, pressing the car down onto the asphalt like an inverted wing.

  “Yes, the rear wing is large, but its surface area is actually tiny compared to the floor,” explains Persson.

  “The floor is much larger and therefore much more effective at controlling and directing the airflow.”

  The result is 800 kg of downforce at 250 km/h—enough to keep the CCGT1 planted in high-G corners, while allowing the downforce to distribute itself at high speeds to protect the tires on the straights.

  “The Jesko Attack was once our car with the highest downforce,” says Persson.

  “Then came the Spear from Sadair, which has 30% more downforce than the Attack.

  The CCGT1 falls between the two in terms of peak downforce, but it was specifically designed to deliver usable downforce at comparatively lower speeds, giving the driver an exceptional driving experience.

  That’s exactly what good aerodynamic design can do.”

  The headline figure is impressive, but it’s the CCGT1’s usable downforce at low speeds that makes it such a powerful car on the track.