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Enter the Stig: performance-driving automaton, crash test dummy and handling consultant to Koenigsegg. "He made some suggestions, some of which we took on board," says von Koenigsegg.

"He wanted more traction, and less snappy oversteer. The dampers, anti-roll bars and spring rates are all adjustable, so we made the car slightly softer at the rear, increased grip, and also switched the brake balance to give more at the front."

He continues, "people ask how we could have reduced the lap time by so much, and, yes, the wing does make a difference. Downforce is certainly greater, although I guess the top speed is reduced by 10-15kph [6-9mph]."

There are a couple of co-conspirators in the CCX's enhanced aero set-up. Also looking resplendent in clearlacquered carbon fibre are some deep sill extensions and a jutting front splitter. The side skirts prevent air from being sucked under the car at high speed, also keeping turbulent air from being fed under the car from the tyres.

The splitter meanwhile sits millimetres from the ground, increasing the air pressure above the car and guiding it towards that vital rear wing. As the Stig was to find out, faster cornering as well as extra stability at speed are the reassuring results.

The third generation car to come from Koenigsegg, the CCX features stretched impact zones at front and rear that allow it to be sold in the US, along with extra headroom to allow the likes of Clarkson to fit inside. There's a CD player and aircon, but otherwise the car is fully focused on the task of covering ground insanely fast.

The bodywork and chassis tub are pure carbon fibre. Even the standard wheels are made from an exotic magnesium alloy and have race-car-stylecentre-locking hubs. Then there's the V8 engine, the one that Clarkson described as sounding "like the Norse god of thunder gargling a hammer." Somehow, from a 4.7-litre capacity, it squeezes 850bhp.

That's if you fill it with super unleaded - use E85 bioethanol instead, if you can find it, and it'll put out 900bhp. There are twin superchargers, a single-outlet exhaust big enough to fit your head inside, and a heavily strengthened block entirely of Koenigsegg's own design and manufacture.

"We are still quite new," admits von Koenigsegg. "All we can do is to show that a small factory like ours can produce a car that's able to compete with the longer-established supercar makers. That's why the Top Gear record was so significant. We have once more demonstrated to the world that Koenigsegg stands for absolute performance."

Quite. And for now. There's just one minor complication, and it's one that comes in the form of another über-powerful road car that, at the time of writing, still has to make its appearance on the Top Gear track. The 1,000bhp Bugatti Veyron.

Peter Grunert


Read Koenigsegg CC Car Review

Koenigsegg CC road tests
Koenigsegg - July 4, 2003