The world of EVs has accustomed us to startups that can challenge established names in the car world. And while Koenigsegg’s innovation-fueled business model would perhaps bring it closer to the former than the latter, the Swedes have steered clear of entering the all-electric vehicle arena so far. So when independent artist Emre Husmen recently came out with a breathtaking 3D design proposal for the next-generation Koenigsegg hypercar in hybrid form, we could only agree.
This photorealistic rendering mixes traditional Koenigsegg styling elements with a futuristic approach in a bid to portray the Swedish carmaker’s future hypercar, which digital artist Emre Husmen (@emrehusmen) has dubbed KXX. The accomplished pixel master (here’s his take on a luxury sedan) tells us this is the most detailed 3D model he has completed to date, having taken over a week to complete.
However, before we dive into the high-velocity details of the virtual beast, let’s take a few moments to see where Koenigsegg stands regarding its future, shall we?
Koenigsegg already builds electric motors and inverters, but not an EV
Throughout its nearly three-decade history, Koenigsegg has accustomed us to offering a single vehicle at a time. Things have changed in recent years, though. Last decade saw the company offering the Agera hypercar and its derivatives alongside the Regera plug-in hybrid grand tourer.
And while Koenigsegg is currently building the Jesko, which is the successor of the Agera, it has also presented a further-differentiated grand tourer in the form of the Regera four-seater plug-in hybrid (will they fix this Florida-flooded Regera?), which should enter production in 2024. Oh, and let’s not overlook this summer’s CC850, a homage to the automaker’s original CC8S model of the mid-1990s.
How does founder and CEO Christian von Koenigsegg feel about EVs? In a recent interview for Top Gear, CvK stated that while his company is prepared to build an electric car, he feels this is not the ideal way, at least for the time being. And his arguments are difficult to dismiss.
You see, Koenigsegg arguably makes the most innovative production transmissions out there. It’s not just the “transmissionless” Regera (think: sophisticated hydraulic coupling), but also the CC8S’ Engage Shift System, which essentially works as both a nine-speed automatic and a six-speed manual, electronically-controlled clutch pedal and all. As such, CvK wishes to steer clear of building a battery-electric vehicle for the sake of joining the booming number of carmakers who are doing this at the moment.
“Running on renewable fuel and saving 500 kg of weight and not driving 100,000 miles in two years, this is a very good environmental proposition compared to an EV,” he told TG. “But we are doing hybrid, and we have pure EVs on the drawing board and they are easier to actually develop than a hybrid,“
Koenigsegg vehicles are almost entirely built in-house, even the electronics, so the company is waiting for EV technology to advance, which would allow it to come up with an innovative proposal instead of simply jumping on the bandwagon.
The Koenigsegg KXX by Emre Husmen
I’ve spent quite a bit of time staring at Koenigseggs, new or old, especially back in December 2019 when I was the first to write about the Koenigsegg Sketch Challenge that former head of design Sasha Selipanov launched on social media. Just search for the #koenigseggsketchchallenge and you’ll find countless artists who responded to Selipanov’s invitation of portraying the future of the Egg brand.
And, right off the bat, the unofficial KXX passes as a Koenigsegg. It looks uber-fast standing still, it instills fear (in a good way), and sticks to the form-follows-function principle that has always helped Eggs stay out of overstyling trouble.
Some of these lines would probably be made even cleaner en route to production (especially at the rear), but this is just my assumption. And then we have the deets, which are a sight for sore eyes and speed-thirsty minds.
Husmen made use of his style, which he defines via “aerodynamic lines, strong graphics, flowing and sculptural surfaces”, mixing these with Koenigsegg-trademark styling cues. And this is why we get to feast our eyes on the double-bubble roof, the visor-like greenhouse, and the side air intakes.
For the tech part, the artist talks about a hybrid setup that involves wireless charging. His total output of 2,000 hp makes full sense—Koenigsegg’s hypercars have four-digit outputs starting with a “1”.
Besides, we can only assume the Swedish hypercars will continue to evolve at an amazing pace—CvK has previously talked about how his cars need to remain relevant in a landscape where Chevy offers the mid-engined Corvette for a reasonable price (here’s the C8 Z06 drag racing Italian exotics) and EVs keep boosting their performance.
Koenigsegg at Le Mans
The artist also talks about a potential Le Mans entry for his the KXX—and here we are, opening Koenigsegg’s box. Back in 2007, the carmaker built a race-ready machine dubbed CCGT, which adjusted the company’s second production model (CCR) to the requirements of FIA’s GT1 racing. However, rules were dramatically changed before the CCGT ever started a race and the company has never revisited the arena.
Sure, a recent rulebook revolution has seen endurance racing welcoming new top classes that are closer to production vehicles than the tiers they replace. But neither Le Mans Hypercar (LMH), nor LMDh (Le Mans Daytona Hybrid) allow competing automakers to build their own chassis, which is something Koenigsegg considers a must. So, at least for the time being, this remains a 3D dream, albeit a highly immersive one.
