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[a film by tangentvector]
The first time a child
can run—you might remember
that first time that you ran
and you felt the air
accelerate over your hair
and your ears and you thought,
wow, that’s a rush.
[CHRIS HARRIS]
It’s not about going fast.
It’s about sort of being fast.
It’s about—it’s about kind of
elevating human experience
into places that we’ve never
been able to go before.
[MIKE SPINELLI]
You don’t feel the car
very subtly, very gently
bringing you back
into kind of control.
This, I think,
is the biggest change
of the hypercar era
is the accessibility
of a thousand horsepower
or whatever it is.
[DAN NEIL]
I’m not gonna say no
to an open runway
and a thousand horsepower car.
So we go down. We go about 180.
Then he tells me to slam
on the brakes and take my hands
off the wheel while I’m doing it
in a car I’d never driven,
in a place I’ve never been,
going 180 miles an hour.
But if the guy who has
his name on the car
is telling me to do something,
I’m gonna do it.
[TRAVIS OKULSKI]
Capturing that imagination,
the spirit of what the enthusiast wants
and what an engineer wants
and what an artist wants,
it’s really
at the cutting edge of everything.
And that what makes it
so amazing.
It’s beyond art.
It’s beyond engineering.
It’s beyond sport.
It’s beyond racing.
It’s all
of those things together.
[DAN GREENAWALT]
So as long as one manufacturer
is making a car
beyond what anyone else can,
a child looking at it will say,
"Something better is possible."
[AND ALEX ROY]
The sheer beauty of driving,
the moment that one
can take the steering wheel
and try with this wheel
to communicate with the road,
to feel a series of emotions
that satisfy the five senses.
[HORACIO PAGANI]
I think things
that are kind of personated
and embodies positive emotions
and that you work closely with
and put your love into,
they kind of come alive.
And I think when you’re in the car
and it’s done the proper way
like most racecars are
they really feel
like an extension of yourself.
[CHRISTIAN VON KOENIGSEGG]
[APEX]
[THE STORY OF THE HYPERCAR]
[CINEMATOGRAPHY BY TOM MORNINGSTAR, WILLIAM BARBER]
[PRODUCED BY J.F. MUSIAL, CHRISTIAN SCHNEDLER, KATHERINA GACCIONE]
[NARRATED BY ZACHARY LEVI]
[DIRECTED BY J.F. MUSIAL, JOSHUA VIETZE]
What is a hypercar?
There may be no better way
to ignite an argument
than to try and define
what a hypercar is.
A car whose only purpose
is to inspire awe in every aspect.
The fastest,
the most powerful,
the rarest, the most striking,
the most thoughtfully designed,
the most cutting edge.
And even then, that definition
only takes us part of the way.
The hypercar,
like the supercar before it,
is the expression, in automotive form,
of tomorrow today.
These cars do things that,
from a power train
and energy efficiency
standpoint,
it was science fiction
10 years ago.
It’s the car
that’s the ultimate expression
of what they can do
with technology.
Really, it’s like creating
the Iron Man suit as a car.
A car whose price tag
pales only in comparison
to the desire it provokes
among those who can afford it.
They’re big projects.
There are hundreds of millions,
if not billions of dollars on the line.
They are very expensive vehicles
to produce.
A price class
above what anyone else
has ever made before.
It’s the kind of hubris
that we tend to do as humans
when we want to take something
to the ultimate level.
The hypercar is really
the ultimate expression
of intellect and ego.
It’s where those
two things meet.
It’s the manifestation
of our human instinct
to be superhuman, to have
that Iron Man suit, you know.
As a philosopher might say,
it’s to recreate God on Earth.
But, again, it’s also
about an automotive
global sausage fest
between these major manufacturers.
And I don’t think
there’s any question
that part of it
is just sheer ego.
So it’s brilliant.
So you’ve got Ferrari
waving its bits about
and McLaren going,
"I’ve got a bigger one
than you,"
and then you’ve Porsche
saying, "We got two."
Some of the biggest players
in the sports car world
have bet enormous budgets
and their reputations
on building hypercars.
The Porsche 918.
The Ferrari LaFerrari.
The McLaren P1.
These brands are locked
in a battle to define
what a hypercar is,
and the risk is very real.
After all, hypercars
sell not in the tens of thousands
or even thousands, but
in the hundreds or less.
There is a market or
there is a business model
for small, highly technical
super sports car manufacturing
that doesn’t have to grow
beyond 50 cars a year.
You don’t have to be GM
to succeed in the car business.
You don’t have to even be
Porsche or Ferrari.
It's just amazing
looking at these huge stands.
They’ve spent a fortune
on these things for two weeks
and then they tear
them down again.
It’s just shocking
in a way, I guess.
Christian von Koenigsegg’s firm
isn’t a global
multinational corporation.
But the vehicles that bear
his name are globally known
for helping define
what a hypercar is.
Christian Koenigsegg is
one of the finest people
I’ve ever met—
an intuitive engineer—
not a trained engineer
but a person
whose intuition is incredible.
And in his own quiet way,
he is changing the car business.
[ANGELHOLM, SWEDEN]
Angelholm, Sweden, is like
most northern European beach towns.
It’s quiet and cold.
But to sports car fans,
Angelholm is synonymous
with Koenigsegg Automotive,
a company founded by a man
whose desire to build
the world’s best sports cars
reaches all the way back
to his childhood.
For as far as I can remember,
I’ve been totally fascinated by cars.
When I was about—yeah—
5 years old,
I went to the movies with my father and
saw a Norwegian stop motion
animation movie,
which was really fantastically made.
And it’s about a bicycle repairman
who built his own car
on the Norwegian mountaintop
to race in kind of
a Le Mans style race
against the established teams
and cars
and drivers and,
of course, won.
And this is kind of a fairytale story,
but it’s really made
in a fantastic way and
it’s still shown in cinemas
in Norway today.
On every Christmas Eve,
they show it
on television in Norway.
It’s kind of a national icon there.
But I was really intrigued
by this movie and said,
"That looks like a lot of fun creating
and building your own car
"with a lot of unique inventions
and then go compete with it
against the establishment."
So I remember that point
very clearly
that I felt I wanted to do
what that bicycle repairman was doing.
Yes, build his own car
with his little team
and do something
fantastic with it.
It’s a dream shared by many
like him who grew up
worshipping the automobile.
But the difference—
Christian has done just that.
This is an old picture
from when we built
the first prototype.
This was before this car,
and this was in ’96.
This is Christian
and his co-workers
working on this car.
This was in Olofstrom
where Christian started the company,
and stayed there—
he stayed there for two years
preparing the first prototype.
I actually lived
in Olofstrom as well
with Christian during this period.
And here’s a picture
of us back then.
I think it was 12th of August 1994—
I said,
"Now I’m going to build the car."
So then I did everything—
designing, drawing,
creating some kind of business idea
planned around a development plan.
Then I started finding people around me
who could—who could help out.
Found a chassis engineer
and I found a designer
who could help me make
a model of my sketches.
But it took me two years
from the day I decided
to do it to have
a full running car prototype.
With every new
his performance iteration,
Christian von Koenigsegg
and his team at Angelholm
keep pushing
the hypercar envelope further.
But it’s his latest
creation that he hopes
will really leave a mark.
It’s the Koenigsegg One:1.
The name refers
to the perfect power-to-weight ratio,
horsepower to kilograms
of curb weight.
For every one kilogram
the car weighs,
its engine produces
one horsepower.
This is the first prototype One:1 car
that we’re going to showcase
at Geneva Motor Show.
So this is the company test car.
So as all other show cars
from Koenigsegg,
they start out as a show car
and then they become
our test car and demo car.
It will be
the first production sports car
with one megawatt of power.
That’s 1341 horsepower
in a car that weighs
1341 kilograms.
Usually, we spend
a lot of energy and time
making our cars elegant.
In this case,
as it’s going to be a road car
which is also very much focused
on racetrack driving,
we let aerodynamics take
the upper hand over elegance.
So it’s going to look very racy
on the normal road
but very at home
at the racetrack.
It might seem obvious,
of course, but the entire car
is made out of carbon fiber.
The monocoque, the chassis,
the body work,
all the aero features,
everything is carbon fiber
on this car,
even the wheels.
So as before with our
Agera R—
our more normal cars—
we have
the most carbon fiber intense
road car on the planet.
And that makes it lighter,
stronger, stiffer
than any other car.
Carbon fiber is an interesting one
because in so many ways
it is revolutionizing
our industry
and it will continue to do so.
But it isn’t the answer
to all problems.
There’s a feeling
in the industry at times
that you could solve third world debt
with carbon fiber.
You can’t.
It’s brilliant
because it’s moldable,
because it’s so light
and because it’s strong
when it’s moved in the direction
it wants to be moved.
Of course, it’s not
in the direction it doesn’t want
to be moved
and that has to be remembered.
In terms of forming
the structure of a car,
what we’d call a tub,
it’s genius.
Almost all parts
of a Koenigsegg is made
out of carbon fiber, and we only
use the most extreme type
of carbon fiber material available,
which is called prepreg.
It’s the same that’s been used
in Formula 1
and fighter jets and spaceships
and things like that.
Exotic materials
like carbon fiber were once used
solely in the realms
of aerospace and motorsport.
But by the 1980s,
a new paradigm would emerge
and it would change everything.
In the past, the top of the top
was the supercar.
Everything else was a sports car
or a super sports car.
[FERRARI F40]
Supercars were sports cars
incorporating race technology
that were street legal.
The F40 was street legal.
So the F40 was a car
that came together
where Ferrari used
all of its racing resources,
where they cared about
the aerodynamics.
They put it
through the wind tunnel
and they made sure
that it had the, you know,
the down force to make it
stable on the road
at 200 miles an hour.
You know, the F40 was a
really groundbreaking car,
even though it was sort
of built on the 288 GTO,
which was the car
I had on my wall.
It was like my personal
favorite supercar of the time.
The F40 took that platform
and just kind of threw it up
the technology ladder and said
its racing and road cars
at a level that nobody
had seen really before.
The 10 years before
the F40 came out
were a hugely fertile time
for racing technology.
You had giant advances
in aerodynamics.
Material science had
come a really long way.
You had materials like,
you know, composites,
carbon fiber, Kevlar,
really lightweight materials.
On the early ’90s,
the Ferrari F40 brought
Formula 1 racing technology
to the street.
A decade later, the next wave
in hypercars would focus
on absolute power and
straight-line speed.
[BUGATTI VEYRON]
Enter the Bugatti Veyron,
the first series production car
to break 250 miles per hour.
[MOLSHEIM, FRANCE]
I think we created
this segment of hypercars.
We were the very first
to develop a car
with a top speed of over 400,
and we were the first
with a car
with a performance of
more than 1000 horses.
And we were the first
to go in a price segment
above a million euros.
The Veyron is the application
of technology against psychology.
If you’re able to buy
one of these cars,
it’s not only your—
it’s not your first car.
It’s not your second car.
It’s not your tenth car.
It’s probably your hundredth car
in your collection
and being able to throw down
millions of dollars
really means nothing to you.
This was a step change
in the way people
felt about investment
in a car.
And people were used to spending
millions on the arts
or spending millions
on airplanes.
You know, you have to have
a plane situation
to be one of the people
that has this car.
You have to be able to ask somebody
one of your friends—
and say,
"What’s your plane situation?"
It took some time,
but people understood
that the substance of the car
is really worth
and justifies the price
of over a million.
It is completely unnecessary
but, I mean, our car
is not made for transportation
from A to B.
Our car is an A to A car.
It is like you buy
beautiful clothes.
It’s like you want to go
for the best.
What the Veyron does,
giving the customer
the possibility of driving
in a speed category
where he has not been
with his supercars before
obviously left something to desire
for the other manufacturers.
Other players in this arena,
they actually
are very thankful to us
that we opened this field—
this field of cars
of above a price tag of a million.
And for them,
this also opens a market
and opens the possibility
to build ultra sports cars.
The Koenigsegg headquarters
occupies a base
once used by the Swedish Air Force.
Runways from which fighter pilots
once took to the skies
patrolling Sweden’s sovereign perimeter
in jets mainly built
by Saab
are still across the property.
The guys here,
they tried to stop the Germans
from flying here,
helping the aircraft
from US and from England.
And this first division,
they always started
early in the morning
when the mist was still there.
And everybody just heard
and stopped.
They heard them land.
They couldn’t see them.
So they said,
"They must be ghosts."
So that’s—it’s taken up
as the division badge.
They came to us
with great pride
and showed us
their ghost symbol
and asked us,
"Would you do us the honor
"to put this on your cars?
"It would be a shame
for this to die
"just because
we have to shut down.
"And you’re doing something
very different,
"but it’s still kind of extreme,
fast-moving,
"fighter jet-like
kind of creature
"so we would be very happy
if you would put this
on your car."
So we said, "With great honor."
We accepted their symbol,
and ever since,
we’ve been putting a ghost
on each car we build.
Every car we build in that factory
will have a ghost.
If we build cars elsewhere,
we will not put the ghost
on the cars because they’re
not in that premises.
So we’re out
at the Koenigsegg runway,
which has been
very instrumental for us
in the creation of our cars
and what we do.
So our factory is actually
a former fighter jet squadron hanger.
And here, we can go 24/7
any day, any time, to test
whatever we want to test
with very little planning.
As soon as we come up
with an idea
for an engine tweak,
a gearbox tweak, break pads,
brake discs, aerodynamics,
whatever really,
we can just go out and test.
And that’s quite unusual
even for large car manufacturers
to have that opportunity,
and that has really shaped
what we’re doing,
and it’s the reason why our cars
can be so extreme
as they are as we anytime
can go out and test drastically.
While the Koenigsegg team
has yet to finish
their first One:1 hypercar,
one of the biggest names
in the global automotive market
is already in production
with a hypercar of their own.
Porsche’s legacy
of high performance cars
spans six decades.
But as the first mover
in unproven territory,
Porsche is shouldering
a big technological risk,
a hybrid electric hypercar.
[PORSCHE 918]
At a factory in Stuttgart, Germany,
Porsche has planned
a run of 918 cars
built at a rate of four per day.
In the hypercar market,
that quantity is unprecedented.
Are these big, risky decisions?
When we get
to the big car companies,
the proper car companies,
the Porsche, McLaren,
the Ferrari, that’s different.
The Porsche is the riskiest
because the Porsche is using
more complicated technologies.
It’s a much more complicated
calibration device
and it’s coming from
a brand that requires
a higher level of finish
and development, let’s say.
I’m not demeaning the other two,
but the Porsche has to meet
all the standards of durability
of a Boxster.
There’s lots of rich people
in the world now,
but to sell 918
when there’s another two hypercars,
three hypercars on sale
at the same time is a real gamble.
918 cars,
nearly triple what
Porsche’s closest rivals
have planned to build,
and each one with a price tag
of just under $1 million.
And they would go on to sell
every single one.
[CIRCUIT OF THE AMERICAS]
Here at the Formula 1 circuit
in Austin, Texas,
Porsche factory driver
Patrick Long is behind
the wheel of a 918 Spyder
for the first time.
Yeah, the beauty of this 918
is that you’re dealing
with a lot
of aerodynamic downforce
so that initial attack
on the brake is similar
to the race car
and you’re able to do that
with some added help from ABS
and hybrid charging.
That generation of electricity
really helps in stopping the car.
The most stunning feature
is its packaging density.
It’s the same size
as a Carrera GT.
It has one-wheel steering,
all-wheel drive,
a very elaborate
multistage hybrid system
with a crazy battery.
But you can’t get a postage stamp
under the skin
anywhere because every centi—
every millimeter
is filled with something.
The man behind the 918 project
is Dr. Frank Walliser,
who was able to take the 918
from concept to production car
in only four years.
Frank Walliser,
what a great guy.
Always smiling—
under massive pressure in 918—
massive pressure.
You know, Porsche, in fact,
had people saying
that it was a project
that wasn’t that loved internally.
It caused massive strife.
It was expensive.
Did they want to make it?
Should it have been a hybrid?
They were under huge pressure,
and Frank marshaled
the whole thing brilliantly.
We really started
with the development
in, let me say,
October of 2010.
And we had
around 200 people together
starting on the project,
working on everything.
We had a highly motivated team
that had a clear target.
We want to make
the best super sports car of the world.
When I think about the 918,
I think it was perhaps
the most technically complicated car
that will ever be built.
To get everything in
and in a beautiful enveloping shape
that’s also air efficient,
that you’ve got room
for the struts—it’s insane.
The thing is insane.
Porsche always starts
with racing, right?
So Porsche starts
with what works on a racetrack.
What can we learn
on the racetrack that we can apply
to the road cars and what,
in some cases,
do we learn from the road cars
that we can apply
to the racetrack?
We could really carry over
a lot of technology
from racing now to a street car
and definitely will come
from this street car
then to other street cars down.
And it just makes it—
makes it interesting and—
and, yeah, important for us.
It’s an important car for Porsche.
But what’s happened
is as they developed
these hybrid packages,
they found so much more performance
from them.
And they found a way
of augmenting torque,
of creating a new way
of building performance cars.
And I think the discovery process
has been enlightening.
You know, watching
Frank Walliser of Porsche
go through his battles visually
as I met him
over the three-year period,
you know, he started out going,
"What do I do
with this electricity?"
And then at the very end,
he’s confidently saying,
"This car is fast around a track
because it’s a hybrid."
Okay, competition is always nice.
It shows you it’s the best
that you can get.
You know who’s best
and it’s objective.
And I think with our car,
with the layout of the car,
considering the fuel consumption
and performance and they know
we'll bring day to day usability,
it’s definitely the best package.
[YASMARINA, ABU DHABI]
The P1 just feels like
it was just plunked on here
from another planet to me,
and I love that.
I just stood behind it at night
with light shining in the back of it.
It’s just completely porous
and it’s tiny
and it’s small. And I think
so much of that appeals.
I think you need to see
the effect this has
on a crowd of tourists as they
come out of the Yasmarina Hotel
to understand how important
the motorcar is in our lives.
This is the ultimate expression
of a motorcar.
And even if you don’t like cars
or are not interested in them,
when you see that shape,
you’re drawn to it.
These are magnetic objects that,
alongside things
like space shuttles
and very fast fighter jets,
represent the ultimate expression
of what human beings can do
with the materials
that we drag out of the ground.
We obviously add
the power and torque
from the electric motor
to give it additional,
you know, head-on performance.
But where the car
is totally transformed
is by using the hybrid power,
the electric motor power
to torque fill.
The only thing that comes close
is a Formula 1 car.
[WOKING, UK]
[MCLAREN TECHNOLOGY CENTRE]
McLaren developed the P1
at its cutting edge technology center
in southeast England.
Designed by world famous architect
Norman Foster,
the MTC is home
to McLaren’s Formula 1 team,
which is based
just a few steps away
from where McLaren’s road cars
are designed and built.
Company boss Ron Dennis is said
to have a particular eye for detail.
And so McLaren cars reflect
the sensibility of the place
in which they’re built.
This production line
is the P1 production line,
and at the moment
we’re building the P1 production cars,
the 375 cars,
and also the P1 GTRs.
So we’re making a track variant
of the car for customers
to play to their heart’s content
on the circuit.
It really is about the best technology.
Our target for the P1
is to produce the best driver's car,
the best technology
that was available on the day.
The McLaren P1
is a savage automobile.
It has the brightest response
of any of the three cars.
It has the most—
even though LaFerrari
doesn’t have a seat
and you’re sitting in the tub,
the P1 is—I would say
probably has
the quickest reaction time,
but it’s mostly just light.
It feels like
a titanium foil or something.
It’s just an amazing car.
So P1 is about ultimate performance,
ultimate drivability,
ultimate driver engagement.
Obviously the price tag is high.
That enables you
to really work with technology
and put that new technology
into these vehicles.
The fact you have
two driver modes in the P1,
the fact you have a comfort
mode for road driving,
with the press of a button,
the car lowers by 50 millimeters.
The aerodynamics,
the wing raises by 300 millimeters,
and there you get a car
focused for the track.
We were sold out
before a customer
had actually driven the car.
Independently, three OEMs
decided performance hybrids
were the right thing to do
in the ultimate segment
in this time period,
which is quite incredible.
I actually think
each car is better
because the other people
were doing the same thing.
This current batch
of ultimate segment cars
has been a great point in history.
Yeah.
I think the 3 manufacturers
coming out together,
presenting these cars, is great.
The question is—
when are we going to get
that next step?
And it’s probably going to be—
8 to 10 years' time
is going to be
when we get that next batch
of hypercars coming out.
The question is—
what is the technology?
What is going to be
the differentiator
for those batch of cars?
One thing about hypercars
is it’s not only
about the cars
and the technology.
And we can nerd out on them
all we want, but it’s really
about the performance
that people want to know about.
Which one is faster
than the other?
[THE NURBURGRING]
The Nurburgring is basically
the whole history of motorsports
on one single road.
I mean, it was built
in the ’20s in the Eifel Mountains.
It’s the most demanding racetrack
in the world.
It’s 22 kilometers,
144 corners.
It’s the ultimate test
of any car really,
I mean, because it tests
every part of the car.
Nurburgring is the only constant context
of measurement capability
of cars in the history
of the automobile.
It’s the only place
that manufacturers
have gone consistently
over time to test vehicles.
The Nurburgring is, of course,
an amazing track in Germany
in that it—
amazing in that it’s long
and it has an incredibly storied history.
But it’s become much more than that.
It almost has become the soul
of the auto enthusiast.
It is one of the last tracks
that’s truly dangerous
that we still see commonly used.
The curbs are really high
and you have to know which curbs
you can hit and which you can’t.
It’s going to unsettle
the car very quickly.
The tarmac is rougher in some sections
than the others,
so you want to have
a suspension that is loose enough
to take that but stiff enough
to keep the body,
you know, really level.
There’s sections of the track
where you might have rain
and another section
where it’s sunny and warm.
All of these things come together
to make a single lap
in the Nurburgring
almost a race in and of itself.
Some of it’s video games.
Some of it is
a self-fulfilling prophecy
where certain manufacturers
had success there
and were touting the number
and then more would
and more would and
it became the benchmark.
You know, they say
Nurburgring tested,
and you see the cars
being tested there
because there are people
with video cameras
just sort of hanging around the track
on industry days.
But what’s happening now
is that, you know,
people really, really want to know
which of the hypercars is fastest.
You have four cars that are all competing
with each other,
with the LaFerrari, the P1,
the 918, and now the One:1.
Everyone wants to say
that their solution
is the fastest thing around there,
and right now
the 918’s the only one
that’s published a time.
So right now, we know
that Porsche is about at 7 minutes—
right—so that’s the time to beat.
No hypercar maker
wants to be slower
than 7 minutes at this point.
You know, McLaren’s out there now
and they haven’t given
a lap time yet.
And everybody in the world
is waiting for McLaren
to, you know, say whether or not
they beat Porsche.
I mean, it’s really created
so much drama in the car world.
[ANGELHOLM, SWEDEN]
But while the enthusiasts
and automotive press
are waiting for McLaren’s lap time,
Christian von Koenigsegg
is back in Sweden
working to get
the first One:1 finished.
Even though the car’s
not done yet,
its purpose is to be
the fastest car ever made.
And that means it must tackle
the Nurburgring
with an official lap time.
Nurburgring is definitely on the agenda,
so that’s coming,
I think, sometime midsummer—
end of summer—
we’ll get into that seriously.
And do you actually start testing
in the summer then?
That’s the plan—yes—
to start tests in the summer.
- Cool.
Do you want to say anything
about lap times now or anything?
No. I have no idea.
Nurburgring is definitely
a very interesting track
to test that, and I don't see
why we shouldn’t be the fastest.
We should be the fastest.
That’s what our calculations tell us.
- Cool.
- So we’ll see.
And when Christian
first came up with the idea,
it was just, you know, we just—
okay let’s do it.
Yeah, and now we’re standing here
and the car is—
yeah, it’s getting ready,
so it’s gonna be great.
We have a lot of testing to do.
They’re going to be
thousands of kilometers on tracks
finding the perfect setting.
I mean, the idea is,
of course, we wouldn’t be here
if we would have been aiming
for second position.
Then we could have gone home
many years ago.
So, of course, we’re aiming
to be the quickest
around the Nurburgring
for street legal production cars.
And, I mean,
even if you haven’t been there
with the Agera R, we are very confident
that even that car
will set a very good lap time.
And even though
this is a limited edition,
it’s still a production car,
and that will be even quicker.
These hypercars
are amazingly engineered.
They’re breaking new ground.
They’re trying new things.
It’s experimentation.
It’s engineering.
It’s computer modeling.
All of those things go
into just shaving a hair—
a hair’s bit of time
off of that Nurburgring record
or off of that zero to 60 time.
For over a decade,
Dan Greenwalt has been on a mission
to take the cars
that only a few thousand people
in the world own
and make them accessible
to the masses via video game consoles
like Microsoft Xbox.
So this is actually a laser scan.
There’s millions of points
of data in here.
Even though it looks like
it was modeled,
this is actually just a laser scan.
He’s the creative director
of Turn 10 Studios,
the maker of Forza Motorsport.
[TURN 10 STUDIOS]
And in their small offices
outside Seattle, Washington,
the team is working
to accurately replicate and simulate
the driving performance characteristics
of these hypercars.
We’ve really been trying
to establish a vision
for car culture and gaming culture
and be on the vanguard
of what those two things mean
and what they’re going to be
in the future.
So new media—which is
video games and Facebook
and Twitter and
everything else—
has really changed
how car culture works.
And some people lament it.
You know, the magazines
are kind of going away,
but new things have emerged.
There’s a lot of things
that have come up
that are filling the void.
But what’s really speaking
to a group of players
or a group of car enthusiasts
that are becoming car enthusiasts?
What makes them into car enthusiasts?
Is it racing?
It’s hard to watch racing.
It’s hard to even get it
in the United States.
But I see it as the responsibility
of games like ours,
a franchise like ours,
to get a younger generation into cars,
to replenish our ranks as enthusiasts.
There’s a hand-in-hand
relationship there
that I think video games
are taking the spot
of a lot of the magazines.
Where what was on the cover
of the magazine,
what’s on the cover
of the video game?
What was the highlight story?
What’s the highlight race?
Now, you’re getting
to interact with it.
You’re getting to experience it.
But moreover today’s generation,
you’re getting to create
your own media out of it.
You get to be your own magazine.
You can paint the car.
You can put videos on Twitch.
You can have people watching your—
subscribing to your channel
on YouTube.
It becomes an ecosystem
where the group fuels itself,
and that’s why I’m not
too pessimistic about the future
of automotive when it comes
to the next generation.
And as a result, the car companies
have fundamentally changed
their relationship to video games.
They now see us
as an essential way
of communicating to a younger customer.
They’ve empowered us
to actually stoke passion
in a new generation.
[ANGELHOLM, SWEDEN]
The Geneva show
is less than two weeks away.
Christian and his team
at Koenigsegg are pulling
another all-nighter to get
the One:1 show car ready
in time
for its very first public appearance.
No one but the team
has ever laid eyes on it.
It has to be perfect.
The sub-assemblies,
we have front and rear bumper.
That’s the sub-assemblies
and polishing area.
The roof as well has had polishing.
It’s been done over there.
Yeah, of course, in sub-assembly.
Yeah.
Interior is in sub-assembly as well.
But some panels
are starting to come out now,
and we are finishing
the electrics tomorrow.
And after that,
we can put in the interior.
We were running a little bit late.
We started a little bit late
with this car,
so we have to push
really hard now in the end
to actually get the car done.
This is, for me,
the most hard one.
I’ve been working really hard
with this new car here.
And this is even harder
than when we showed off
the Agera first time.
One week to go
with three weeks' work to do,
so people just stay here working,
sleeping a few hours at home
or coming and going
or just pulling 24-hour shifts.
So it’s really super dedicated people
that brings
all their energy and love
into this to get it done.
Geneva is, for us,
the most important event every year.
It’s the most international,
prestigious car show
on the planet from my perspective.
It’s a small show but—
In the size it’s somehow small
but everyone is there.
If you’re not there,
you're not in the industry.
Like one or two days earlier,
it looks like this
is never going to happen,
but we’re really used to that
because it’s the same every year
when we do a new project for Geneva.
It just—
everything kind of just comes together
at the last point in time.
And it’s happening today again
and it looks really great,
and I think everyone
is feeling good about it.
It’s just working out well.
He’s the guy that thinks
that nothing is impossible,
and that’s how he is working.
It’s the same as working here
as working for Christian.
It’s not for everyone.
He puts a lot of pressure,
not pressure in a bad way
but pressure
as in he has high expectations
with the people he works with.
Of course, because the product
needs to meet a very high standard.
That spirit goes into the people
who work here
and into me, and it’s really fun
because he’s always motivating.
[ speaking Swedish ]
I think we chose—
I think we chose
this present shape here
exactly what it has to be
because we get flush there
and then—
And people may not know—
always think that way
or not just a toy or a thing you buy,
actually buy a story,
a dream that we try to create.
But that’s just so emotional
and the car looks just—
I just want to get in and drive it.
That’s all I can say.
It just gives this fantastic feedback
and it’s a ready to go kind of thing.
I know what’s gone into it.
I know it’s so for real.
It’s just going to—
just going to shine.
That’s all I can say.
If you have the power to influence
our own work,
that is very motivating to people.
And I think that’s what happens here.
Breaking new grounds
and doing the impossible
all the time and that's because
he truly believes they can do it.
And then when someone believes in you,
you can do it.
[GENEVA, SWITZERLAND]
All roads to the hypercar lead here,
to this glittering center
of global wealth
on the western shore
of Lake Geneva, a city of royals
and celebrities and the very, very rich.
It’s here the auto industry
puts on its most exotic face every year.
It’s where Italian design houses
parade their automotive haute couture.
The Geneva Motor Show
is the one motor show
that you have to go to.
It is compact and small
and anything that’s relevant is there.
And car manufacturers
will delay the launch of a car
often to make it happen at Geneva.
The Geneva Motor Show
is where you go
if you want to find
the auto industry’s most exciting,
most outrageous, and rarest of birds.
How are you?
I’m in the house.
- Good to see you again.
- Oh yeah.
- Are you running?
- Yeah.
It’s a very interesting place here
because
because everyone
kind of lowers their guard in a sense.
I mean, they’re showing off
their product like we are doing,
but there’s also an opportunity
to meet up and talk
in a fairly casual way.
And it’s more of an even-playing field.
I mean, we’re a tiny, tiny manufacturer
from Sweden,
but we get to talk
to the big boys and the execs
at the big companies,
and they treat us with respect,
which is really nice for us.
And I guess they think
we’re kind of an interesting flair
at a place like this as well.
So a lot of interesting stuff
is going on here,
apart from showing off cars.
There’s also mingling
and meeting contacts and so on.
I’d like to congratulate you
doing the One:1.
- Oh.
- It’s just a fantastic car.
- Thank you so much.
- Brilliant. Well done.
So let’s see.
There they have the super charger.
Have a quick look.
I really like Tesla.
I have a Model S.
It’s definitely
one of my favorite cars.
They’ve done a fantastic job
at kind of just pushing forward
the EV awareness
and the technology
and what you get for your money.
I mean, even though they’re expensive,
they’re a great value for money.
No one is even close to supplying
what they’re supplying presently.
Actually, we can stop just quickly here.
So it’s kind of like a door,
but it’s not a door.
It’s just panel.
This is just insane.
A Ferrari V8 trike or something.
And you have these intake tracks
in your face.
Imagine the sound of that.
Oh, did you see that cool thing
down at Porsche,
this concrete thing
with all the model cars?
- No.
- You need to shoot that.
That’s super cool.
This thing caught my eye.
I really like this thing.
I wanted one in my living room.
It’s so cool.
All these model cars
casted into this concrete block.
Just something about it.
I don’t know exactly what it is, but—
The Geneva show
is a triumphant moment
for Christian von Koenigsegg
and the One:1.
And there’s something else
to celebrate as well.
Koenigsegg’s entire run of cars
has already sold out sight unseen.
The enthusiasm
amongst the world’s hypercar buyers
bolsters Christian’s optimism
for the car and for his company.
A strong showing at the Nurburgring
later in the year will only add
to the One:1 mystique,
but only a few feet away,
a longstanding rival looms large.
It’s multi-million dollar display booth
projects one of the world’s
most powerful brands.
A name
that has always been synonymous
with the highest caliber of sports car—
Ferrari.
[MARANELLO, ITALY]
[FERRARI, LAFERRARI]
LaFerrari is about
holistic driver experience.
Not about zero to 60,
although it crushes.
Not about top speed,
although it’s 217.
Not about cornering, although it pulls
a staggeringly casual 2Gs.
The roads around Maranello
were not great.
There really are very few good roads.
There’s that one Ponte Samone road
that we’ve used for years
and I think I’ve driven
every single corner sideways
and I’ve probably nearly crashed
on every single corner.
So we drove the LaFerrari there
and after about quarter of an hour,
it was clearly apparent
that that was not the canvas
on which you could paint
any other performance.
It was just too much
to really enjoy yourself.
You have a great company
with a great history
and about 8000
of the smartest people in Italy
working at the campus
there at Ferrari.
And only the best
and the best of them got to—
promoted to LaFerrari.
There’s a mixture of emotions
when you come
to a place like Maranello
because we have heritage.
In fact, we have unparalleled heritage.
This is the home of fast cars.
It’s the home of the supercar.
It’s the home of the hypercar.
This is supercar valley,
so within a 20 mile radius,
we have Pagani,
we have Lamborghini, we have—
we used to have Bugatti
and many others that have tried
and failed to compete with the red one,
which remains the daddy of them all.
So we have history and heritage,
but also we have
this very forward-looking sense
that they’re trying to take
a type of motoring that perhaps
is unacceptable to people,
that perhaps need to change,
and they’re making new technologies
to take that forward.
What comes out of Ferrari
is so technically refined
and reified, you know,
so cost unconstrained
that when you put it all together
as they have,
it’s just a superb driving experience
and there’s a real—
as I say, it’s a real honor.
It’s like being—
my job is like being the art critic
in Florence, you know,
in the 15th century
because everybody
is fucking great, right?
You know, everybody’s—
everybody’s a genius
and I mean,
there’s no shit everywhere, right?
Every car is great.
- Awesome.
Now you should ask me
about the Pagani.
If you had to imagine in your mind
the autocratic charismatic creator
of probably
the most impressive hypercar brand
to emerge on its own
in the last 30 years,
you couldn’t actually
make up Horacio Pagani.
He is—he’s perfect.
I find inspiration everywhere.
I'm curious by nature.
I observe things,
and from every thing,
even from a button,
I get an idea.
That's why nature is a big inspiration.
You know, he made his bones in, I think,
military supply and then bikes.
Really, you know, frankly,
he didn’t even study
carbon composites that long.
I mean, he had a 10-month internship
at Lamborghini ages ago,
but the guy’s self taught.
Total autodidact.
A guy who doesn’t do e-mail,
doesn’t do CAD drawings,
doesn’t speak English,
which is the universal language
of engineering.
He’s the Italian Argentinean who says
he doesn’t speak English
but understands everything you say
and can speak English perfectly
but chooses not to.
I love that.
There is aesthetic research
and technical research.
In our specific case at Pagani,
the aesthetic design goes
a little further because we believe
that the automobile can be a work of art.
In fact, I do not want to trivialize
the word "art,”
but I believe that the work
of my designer colleagues
and that of my artisanal colleagues,
those who work with their hands
is a true artistic expression.
At our company, in our own small way,
we try to retrace the path
taught by Leonardo Da Vinci
where art and science join together.
There’s a creative energy
to him that comes out in his car
when you—especially when you go
all the way to the Huayra.
When you and spend
$1.5 million euros to buy a Pagani
or you end up spending
as much as $3 million euro
to $4 million euro to buy a Pagani
and in some countries that have
really high taxation, even more,
one can never think
that this was a rational act.
If you ask me,
this it totally irrational.
Because you would think to yourself
and you would say "Damn",
for the price of one Huayra
I could have bought myself
30 or 40 rational cars."
But the Pagani buyer
is purely emotional buying.
[PAGANI HUAYRA]
We are always the fabricators of dreams.
We are trying to satisfy a client
who wants a suit designed to fit.
Isn’t he a mystery?
Isn’t he an enigmatic figure?
He’s the living, breathing expression
of his cars.
He’s tangible and I love that.
He is
the ultimate hypercar business owner.
You know, he’s the man.
I think what's important
is to convey to all young people
regardless of your love
for the automobile
as long as you have dreams and passion
and with the energy that comes
with having dreams and passion
which is useful
in everything that you do.
Continue to believe in your intuition,
continue to believe in whatever you do
and do it with passion.
Speaking personally,
this message comes from someone
who started with nothing
and with average intelligence.
There’s this yin and yang.
There’s this push and pull
between engineering and artistry.
And I think when you look
at Koenigsegg and Pagani,
you’ve got a bit of opposite
in some ways
that Pagani
is really this artistry at its finest
and Koenigsegg
is really engineering focused.
Then there is Koenigsegg.
Koenigsegg is this young guy
that has a huge passion
and creates this car
with a lot of horsepower, very fast.
That's why he has his niche of clients
who love to own an object
that is so fast,
with such high performance.
That's why I said before,
all these brands have their own purpose.
Back in Sweden,
it’s business as usual.
The Koenigsegg team
is on the runway testing cars
for customer delivery.
After two years of development,
the One:1 is finally ready
to stretch its legs.
[KOENIGSEGG ONE:1]
Well, right now
we have five of our One:1s
in the same room
so they’re kind of going out
a little bit at once.
We’ve been building them
parallel to our testing program
where we’ve had our test car
running for almost a year now.
And we’re just
at the finalization stages
of that,
so we’ve already delivered one
to the customer and the other ones
are ready to go out the door.
So it’s an exciting moment.
I hope we don’t see as many
of them here at the same time
ever again
because it’s getting crowded, so.
September 2014,
Koenigsegg goes out to the Nurburgring
and they’re testing
a lot of the components
that are going into the One:1,
they’ve put into an Agera test car.
We were there for almost three weeks
and did a lot of miles
and got up to good speed.
And things go wrong.
Things can go wrong.
One corner just, you know,
messed up can cause tragedy,
and that’s kind of what happened
with Koenigsegg.
Yeah, we went off the track
at relatively high speed,
but everyone was okay.
A little bit shooken up.
The car was a little bit damaged.
But we checked the car afterwards,
technically looked all fine.
Our test driver said,
yeah, it was—could’ve been—
honestly it could’ve been something—
the track as a whole felt slipperier.
Well, we don’t know for sure
exactly what happened,
from the incident.
I mean,
the actual thing that caused it,
because, yeah,
on the industry board,
you have limited—
you know, you can’t video
as much and all that.
But—so there are a few different things
that could have been the cause.
But we focus on the new—
new challenge.
So—so we’ll see.
You know, there is pressure to do this.
I mean, these guys are under pressure
to get that lap time
and not only to test the car
and to test the components of it,
but to get the lap time,
to make a good showing out there.
We’re very keen to get back
on the ring with this car because,
when the weather gets better,
we’re going to be there
really to see what the car
can do officially.
But another tragedy
will soon make Christian rethink
his ambition to break
a Nurburgring record.
I often feel there’s something
to the danger
of driving that defines a lot of things.
I think some of the Nurburgring
is that it’s really dangerous.
It’s not like other tracks.
And we still have,
you know, Le Mans.
There’s—there’s still deaths
occasionally there.
And other FIA tracks.
But the Nurburgring
is dangerous on a level
that you just don’t see popularized
or publicized quite as much.
March of 2015,
a fatal crash during a race
at the Nurburgring.
The death seems to be
a final straw for officials,
ushering a series of unprecedented
restrictions at the track.
When we started getting info
like yesterday
or the day before that
there are speed restrictions
on this area called the Flugplatz
where this—I don’t know
if you saw this—some GPR
crashed out in the audience
a couple of months ago
in a—in the—in a GT race.
So they’re restricting that area
to 250 km per hour,
and we knew that for a while,
but that’s not a big issue.
We can live with that.
And then, there is another area
called Schwedenkreuz
or something
which is restricted to 200, 215.
We could also live with that.
But then, we started hearing
that the long straight
is restricted
to 250 kilometers per hour
and that’s where we can go
400 kilometers per hour.
So that’s a big restriction for us
but we said okay,
maybe we can get around that
or we’ll see how fast we can go.
And then, they said, we’re—
they’re not—
no one is allowed to go
for all-out records anymore this year.
So all of those things together
kind of put a lid on it today.
So we’re kind of scrambling
to get everything out
and get ready and now they said,
hang on, hang on.
What are we doing here?
If we’re not allowed to,
what are we doing?
So, yeah, so that’s where we are
basically suddenly.
For the One:1, the ban on hot laps
at the Nurburgring
now makes an attempt
at a lap record impossible.
We’ve already kind of done
a record at Suzuka
and we have to keep on going
and taking record at all
the other tracks
we’re allowed to take records at.
Disappointed but still confident,
Koenigsegg sets his sights elsewhere.
We can try to go back to Spa again.
I mean, we didn’t even try
to go for a record there.
We can drive probably
four or five seconds faster
than what we did already.
[SPA, BELGIUM]
I have a very close relationship
with Christian,
and he knows that I make the decision
what’s safe to do or not.
So he’s just gonna be—
do whatever you feel comfortable with.
Go as quickly as you can,
of course, but he knows
that I do the balancing
between pushing boundaries
and not putting cars at risk.
Because anyone can go out
and be super quick,
but what’s the risk?
You can take, you know,
world champion of something,
say go and do,
you know, a lap record.
And he might make it
and he’ll probably be quicker
than I am, but he maybe
will not make that at all.
And the question is—
is it worth it if you make it? Yes.
Is it worth it
if you don’t make it? No.
Spa-Francochamps,
an hour west of the Nurburgring,
a racetrack
built in the same motorsports era.
Spa is smaller than the Nurburgring,
but it challenges drivers
with high speeds and blind corners.
It’s been a long process
and, I mean, it's—
we’re never done
because as Christian says,
perfection is a moving target.
So there will always be new things.
I will always figure out
something new,
the suspension
or the air or something.
So there’s not really a goal for it.
We just want to make it
as good as possible
in the given time frame.
If the Koenigsegg One:1
were to set a lap record at Spa,
it would truly be
in a class by itself.
But Spa has its own dangers
and its own rules and regulations.
[LAP TIME, 0:00:00]
[SECTOR 1, 0:37:51]
[-0.89S]
[SECTOR 2]
[RED FLAG]
Just went red.
Fuck.
There was a red flag in every corner.
And I’m also standing
halfway out on the track
waving yellow and red flags, so.
Okay, well, we’ll—
we have check what is—
what is the problem.
What was going on at the end there?
Yeah, they put marshals
in the middle of the track.
Yeah, and there was red flags
all over the track.
In every single post,
there was a red flag
and there were red lights.
By the time I got to the end
of the straight first time,
the whole track lit up for red.
And they had marshals
physically on the track
to prevent me from going.
[ON THE DAY OF THE RECORD
ATTEMPT AT SPA,]
[CIRCUIT OFFICIALS POSTED
NEW NOISE RESTRICTIONS.]
[THE KOENIGSEGG ONE:1
EXCEEDED THE NEW LIMIT]
[BY TWO DECIBELS,
DISQUALIFYING THEM]
[FROM FURTHER
RECORD ATTEMPTS.]
[TELEMETRY SHOWED EARLIER
PRACTICE LAP TIMES]
[BROKE THE PRODUCTION
CAR LAP RECORD,]
[BUT NOT BY THE MARGIN
THE TEAM WANTED...]
I mean, what we’re doing
with hypercars or now megacars
or call them whatever you like,
I always ask myself,
what am I doing for humanity?
I mean, how is—
how are these, let’s say, "luxury,"
super expensive sporting goods
or whatever they are,
how do they influence
everyday lives of humankind
in a broader sense?
And I think it does actually.
Well, number one thing is,
of course, everyone thinks
I’m living my dream, which I agree,
and I think that is important thing
to show that it is possible,
that it’s important to dream
and to realize your dream
and that that really works.
That is one very important part of it.
But also the technology we develop
we’ve seen
many things already trickle down
into more normal cars.
Combustion engine philosophies,
how it interacts with the transmission
and the clutchand all of these things
that are really on the edge
in our industry,
is trickling down to more normal cars.
It’s like—
yeah the Bugatti Veyron had one
of the first dual clutch transmissions.
Now you’re finding it
in kind any—every Volkswagen
around the world more or less.
So that is just happening
and it’s one
of the few industries
where that’s going quite quickly
from high end to low end.
Christian is an inventor, I would say.
That’s his passion.
That’s what he lives and breathes,
to invent new things.
And at the moment,
he’s focused on race cars.
But it could well be anything.
Hypercars are built by people
where there’s a sort of cult
of personality around that person.
I mean, whether it’s Enzo Ferrari
built the Ferraris.
Ferruccio Lamborghini
wanted to best Ferrari, right?
He—there was a rivalry.
Guys like Horacio Pagani
and Christian von Koenigsegg come along
and they put their names
on the cars for a reason,
because they’re personal,
but this is where the ego part
kind of comes in
where they want to bend
the world to their will
to create something
that is just—
not only the highest expression
that they can come up with,
but the coolest thing
that they’ve probably ever dreamed of.
And that they can actually
put it together and—
and fabricate it, you know,
is kind of an amazing thing
for a car guy
or just for a kid who grew up
wishing that they could do that.
I get the feeling
that Christian’s that guy.
I think he knows what he wants.
He wants to experiment with technologies.
He wants to display
what he can do and he wants
to then sell it to people
and he wants to go really, really fast.
In the end, having a bloke
who wants to go
really, really fast
is a fantastic basis
for making a hypercar company.
So what is a hypercar?
If we believe those who build,
buy and obsess over them,
a hypercar is, in automotive form,
a vision for the future today.
So what is the future for the hypercar?
Like others, Christian von Koenigsegg
is betting on electric propulsion.
His next hypercar
will be called the Regara,
and he’ll push technology
and horsepower even further
using both an internal combustion engine
and an electric motor.
Where is it going?
We’re moving away
from fossil fuels inevitably.
BP, a couple of weeks ago,
went out and said it reckoned
there was 58 years of oil
left in the ground.
So, okay, I don’t believe
in peak oil theory,
but, you know, we are reaching
a point where extracting—
it’s costing too much.
We have to change.
Human beings—the human race
has always responded
to times of profound change.
That’s when we do things.
We—if you tell us
we ought to do something to mitigate
against a risk in the future,
and we’ll be lazy
and we won’t do anything.
But if you tell us we have to change,
then we will.
That’s why at times
of world war and conflict,
we tend to invent things much faster
and build things much faster
because we have to do things.
We have to respond.
So I think
this gradual process is okay,
but I think it will ramp up fairly soon.
Once the oil
becomes too expensive to get
out of the ground,
then you’re going to see
the electrification of the motor car.
It’s inevitable.
Engineers are smart.
We’re gonna keep figuring out
ways to make cars go faster.
My body can’t take a lot
of the stuff that these cars
can do now, and at some point,
Lewis Hamilton’s body
is not going to be able to take
the stuff that these cars can do.
That’s the place we’re heading to,
and I think it’s exactly
that idea that kind of comes
into our head that what— it’s
what makes hypercars so fascinating.
A car can’t do that.
It can’t do that.
And then it does.
So the—so the hypercar
is the most, you know,
important manifestation
of this democratizing force.
The—it’s the mani—
it’s the ultimate manifestation
of freedom, technology, and art.
It is the apex
of all these ideas in one statement
of what is possible, however irrelevant
that item—that thing is.
It is—it’s meaning
transcends its irrelevance.
It’s about being something
that you’re not.
And what you’re not is a,
you know, 250-mile-an-hour beast
that can kind of storm
across a landscape
and do superhuman things.
And that leaves only one question.
Will humanity’s desire
for speed endure?
It is just an anomaly
of human evolution,
temporary, a fad?
Or is it our desire
for speed that makes us human?
If someone who didn’t know
anything about cars
asks me why hypercars matter,
the only possible answer is—
like jazz, if you have to ask—
[WRITTEN BY MIKE SPINELLI]
[NARRATED BY ZACHARY LEVI]
[DIRECTED BY JF MUSIAL
JOSHUA VIETZE]
[STARRING
(IN ALPHABETICAL ORDER)]
[MANUEL BERGLLUND,
DR. STEFAN BRUNGS]
[CHRIST GOODWIN
DAN GREENAWALT]
[CHRIS HARRIS
CHRISTIAN VON KOENIGSEGG]
[HALLDORA VON KOENIGSEGG
JULIUS KRUTA]
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PAUL MACKENZIE]
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MIKE SPINELLI]
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