Shine on you crazy diamond

As contradictory as it might sound, there’s no shortage of low-production supercar manufacturers out there. Most offer exclusivity and outrageous performance, but few can match the jaw-dropping craftsmanship and build quality of Koenigsegg. Hand-built, fully bespoke, and lovingly finished, any car from the Angelholm-based automaker comes stuffed with insane technology and world-beating go-fast engineering, all the way down to the smallest of details. Amazingly, the Trevita manages to take all that goodness a step further thanks to its unique exterior aesthetic.

At a basic level, you could describe the Trevita as a limited-edition variant of the Koenigsegg CCXR Edition. The name means “three whites” in Swedish, a reference to the model’s extreme rarity and standout exterior hue.

While other composite supercars show their weaves in raw black (or, occasionally, a colored tint), the Trevita boasts white carbon fiber, created in-house using a unique manufacturing process. The resulting material gives off an enticing silver glean, which, applied to a car, creates a “diamond on wheels.”

Updated 08/18/2017: We added a series of new images taken during the 2017 Monterey Car Week.

Continue reading to learn more about the 2010 Koenigsegg Trevita.

History And Background

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Engineer and Bond-supervillain lookalike Christian von Koenigsegg founded the company that bears his name is 1994. Just 22 years old at the time, Koenigsegg had lofty aspirations, setting out to make a supercar capable of taking on the world’s fastest four-wheeled vehicles.

After years of prototyping and development, the first street-legal model was put into production in 2002. It was called the CC8S, and only six units were created.

Koenigsegg released the CCXR-Edition-based Trevita in 2009.

The CC8S spawned a variety of follow-ups, including the CCX, which debuted in 2006 at the Geneva International Motor Show. Designed to reach a global market (and in particular the U.S.), the CCX required a host of modifications to meet existing regulations and guidelines, including a new 4.7-liter twin-supercharged V-8 engine. Produced in-house by Koenigsegg, the fresh powerplant burned 91-octane fuel and managed to pass California’s strict emissions standards, which meant Koenigsegg’s creations could finally go stateside.

Not long afterwards, Koenigsegg launched the CCXR. Framed as a more environmentally conscious performance car, the CCXR used the same 4.7-liter V-8 as the CCX, but was reworked to run on E85 and E100 ethanol fuel. Funny enough, the green machine also got higher output, mostly thanks to the cooling properties and higher octane rating of ethanol.

In 2008, the CCXR got a special edition (simply called the “CCXR Edition”), which came with a slightly larger 4.8-liter twin-supercharged V-8. Peak power remained the same, but performance was upped thanks to a retuned suspension package and improved aerodynamics.

Finally, Koenigsegg released the CCXR-Edition-based Trevita in 2009.

Exterior

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There’s a lot that’s amazing about the Trevita, but it’s the car’s exterior that makes it truly unique. Koenigsegg calls the finish Shimmering Diamond Weave, saying that when the sunlight hits it, “it sparkles as if millions of tiny white diamonds are infused inside the visible carbon fiber bodywork.”

Essentially a combination of carbon and kevlar (plus a lightweight sandwich reinforcement), the Shimmering Diamond Weave was created by a special treatment that’s applied prior to processing of the pre-preg material.

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It’s a costly and time-intensive operation, one that Koenigsegg may never again implement. That makes the Trevita even more exclusive than the already ultra-limited production numbers would suggest. Thankfully, each model is equipped with a hydraulic lift system to protect the finish from curbs and bumps.

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It’s a costly and time-intensive operation, one that Koenigsegg may never again implement.

The targa bodystyle features a removable hardtop roof, which is neatly stored in the trunk under the front hood. In fact, the entire frontend was engineered specifically to fit the hardtop. There’s also a basic toolbox stashed underneath the front trunk cover, just in case.

The doors use something called dihedral synchro-helix actuators to open, which basically means they lift up and out from the car’s body in one smooth motion. In addition to sounding badass, the mechanism is somewhat practical, aiding ingress by creating a larger space to move through.

The Trevita sports some very pronounced aerodynamics, including a large front splitter, canards in the corners of the front bumper, louvers above the fenders, rear venturi tunnels, and a shapely double-decker rear wing, all of which are finished in the traditional black carbon fiber. There’s also a perfectly flat underbody. Total downforce at 250 km/h (155 mph) is 350 kg (772 pounds), while the coefficient of drag is a mere 0.36.

In the corners are custom nine-spoke rollers, made from forged aluminum-alloy and secured with a center lock. Sizing is staggered, with the wheels in front measured at 19 inches in diameter and 9.5 inches in width, while the rears are 20 inches in diameter and 12.5 inches wide.

But beyond all the specs and figures, the Koenigsegg Trevita is a magnificent thing to behold. It manages to combine the aggression and technical virtuosity of a race car with a real sense of beauty. The wings and cuts and dips that adorn the body don’t feel extraneous or glued on like they do on something like the Apollo N. Rather, the look feels cohesive, like a total package imagined as a singular unit from the get go. Add in the gleaming, mithril-like brilliance of the white carbon fiber, and the result is nothing less than stunning.

Exterior Dimensions
Length 169 inches
Width 78.6 inches
Height 44 inches
Ground Clearance 3.9 inches

Interior

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If you said the Trevita looked like some sort of nebula-skimming alien hypercraft from Planet X, I’d have to agree. But despite its outlandish appearance, the car is still very much a two-seater road goer. It’s got power windows, adjustable pedals, an adjustable steering column, adjustable seats, a rear parking sensor, climate control, dual airbags, a tire pressure monitor, and leather upholstery. It’s also decently practical (at least by supercar standards), with four and a quarter cubic feet of cargo space. Additionally, the infotainment system includes a touchscreen mounted high on the center console, satellite navigation, an MP3 player, and a USB connection for mobile devices.

Ok, so it’s got the same cabin features as a well-appointed Nissan Sentra. That doesn’t mean it looks… normal.

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The craziness begins with the key, which is shaped like the Koenigsegg badge and fits into a slot behind the driver’s right shoulder. Under the touchscreen, you’ll find a silver control layout that looks like it was plucked directly from a time machine, with a billet surround and a series of blinking lights. The “chrono dial” gauges behind the three-spoke, carbon-fiber-trimmed steering wheel register engine rpm, road speed, and supercharger boost in concentric rings, with a black backing and blue numbering.

Compared to something from Italy (Ferrari, Pagani), the Trevita’s interior is much more minimalistic. But that pure form works well for it, complementing the exterior in the process.

Drivetrain

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Like most top-shelf supercars, the Koenigsegg Trevita uses a rear-mid-engine, RWD layout. However, the powerplant used is unique to Koenigsegg. Just behind the cabin is a hand-built, aluminum 4.8-liter V-8, which comes with four valves per cylinder and double overhead cams. The block is totally bespoke, first cast in England, then machined in Sweden. The intake manifold is made from carbon fiber, and offers optimized intake tracts. There’s sequential multipoint injection, and the compression ratio is 9.2:1. A double serving of Rotrex centrifugal-type superchargers adds 1.6 bar (23.2 psi) of boost, while also using Koenigsegg’s patented “response charge system” to sharpen throttle response. Dry sump lubrication keeps it running cool. Finally, the fun noises exit via a tig-welded inconel exhaust system, which terminates with a single large-mouth tip centrally integrated with the rear bumper.

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Like most top-shelf supercars, the Koenigsegg Trevita uses a rear-mid-engine, RWD layout.

Total output comes to 1,018 horsepower at 7,000 rpm and 796 pound-feet of torque at 5,600 rpm. Redline is 7,500 rpm. A run from standstill to 100 k/h (62 mph) takes 2.9 seconds, 0-to-200 km/h (0-to-124 mph) takes 8.75 seconds, and top speed is in excess of 254 mph.

The entire engine, including the exhaust manifold and superchargers, weighs in at just 178 kg (392 pounds). And not that it matters, but with a tank full of E85 onboard, fuel economy is rated at 22 liters/100 km (10.7 mpg) combined. Fuel capacity is 18.5 gallons.

Interestingly, the electrical system uses solid-state digital semiconductors, which means no fuses or relays.

Unsurprisingly, the transmission was specifically designed for the Trevita, incorporating a transverse semi-automatic gearbox developed in conjunction with Xtrac (a well-known race equipment supplier). There are six forward gears selectable via a paddle-style shifter, with swaps occurring in as little as 13 milliseconds. The driveshafts are from GKN, using a hollow/gun-drilled design. Finally, a torque-sensitive limited-slip differential helps put the four-digit power to the ground.

Handling And Chassis

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The Koenigsegg Trevita uses a carbon-fiber monocoque and aluminum honeycomb, with integrated fuel tanks for better weight distribution and enhanced safety. Torsional rigidity is 58,000 nm/degree. Total weight for the monocoque is just 72 kg (159 pounds).

In front is a cro-mo subframe with integrated crash members, while the rear uses a semi-stressed engine and gearbox with support struts.

There is double-wishbone suspension in all four corners, with two-way adjustable VPS gas-hydraulic shocks and pushrod operation. There are also Z-style progressive sway bars, plus fully machined aircraft-spec aluminum uprights with Le Mans-spec 150 mm angle contact ball bearings from SKF. The ride height is electronically adjustable. Driver aides include F1-inspired traction control with five different settings to tweak the handling set-up.

Driver aides include F1-inspired traction control with five different settings to tweak the handling set-up.

Keeping the shiny side up are Michelin Pilot Sport 2 tires, measured at 255/35R19 in front and 335/30R20 in back. Throw it on the skid pad and you’ll get 1.5 G of max lateral grip.

The Trevita’s dry weight tips the scales at 2,821 pounds, with 45 percent over the front axle, and 55 percent over the rear.

The steering is an electro-hydraulic power-assisted rack-and-pinion set-up, with 2.7 turns required lock-to-lock.

The brakes come with power assistance and ABS. The ventilated discs are made from a carbon-ceramic material, with the fronts measured at 380 mm (14.96 inches) in diameter and 34 mm (1.34 inches) in width. Meanwhile, the rear discs are 362 mm (14.25 inches) in diameter and 32 mm (1.26 inches) in width. Eight-piston monobloc calipers from Brembo are mounted up front, while six-piston calipers from AP Racing squeeze the back.

All that stopping power makes for a 100-to-0 km/h (62-to-0 mph) stop in 32 meters (105 feet), with the 0-to-200-to-0 km/h (0-to-124-to-0 mph) test done in 13.55 seconds

Prices

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Koenigsegg originally planned on building three examples of the Trevita (hence the “three whites” name). However, the Shimmering Diamond Weave exterior was so hard to produce, the automaker ended up producing only two, making each even more of a unicorn.

The first Trevita was sold to an unnamed man in Geneva, while the second went to five-division world champion boxer Floyd Mayweather, Jr. Pricing was rumored to be around $4.85 million.

Competition

Lamborghini Reventon

2008 Lamborghini Reventón
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2008 Lamborghini Reventón
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After a debut at the 2007 Frankfurt Motor Show, Lambo made 21 Reventons total, with production kicking off in 2008. At the time, it was the most expensive road car the Raging Bull had ever created, with each example carrying a price tag of 1 million euros (or $1.13 at current exchange rates). Unsurprisingly, the exterior design is inspired by aeronautics, while the 6.5-liter V-12 drivetrain came from the Murcielago LP640. Top speed is reported to be a heady 221 mph.

Read our full review on the Lamborghini Reventon.

Bugatti Veyron

2006 Bugatti Veyron 16.4
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2006 Bugatti Veyron 16.4
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In many ways, the Veyron was really the first performance car to break into the outrageous specs we’re seeing today. Initially put into production in 2005, the original Veyron offered up 987 horsepower and 922 pound-feet of torque. These days, that’s about par for the course for top-shelf performance cars, but in 2005, it was a ludicrous sum for anything ground-bound and street-legal. Making those crazy figures is an 8.0-liter quad-turbo W-16 engine. Flat out, the Veyron can hit 254 mph, making it the fastest production car in the world in 2005. Cost when new was $1.25 million, which meant it was also the world’s most expensive.

Read our full review on the Bugatti Veyron.

Conclusion

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If you’ll indulge me for one second – the Trevita is a special edition of the CCXR Edition, which itself is a special edition of the CCXR. That makes it one very special car indeed.

All technicalities aside, the Trevita is a shining example of when boutique supercar makers get it right. It may be hand built and utterly bespoke, but it has the look and feel of a precision, high-volume manufacturer. And that’s a good thing.

What’s more, it’s got the goods in the speed department. While it’s true that both examples will most likely never be driven in real anger, the specs are there. Over a thousand horsepower is nothing to sneeze at, no matter where it’s applied.

Rolling sculpture? Yes. Technical achievement? Definitely. Drool-worthy fantasy? Absolutely. Now if we could only convince Koenigsegg to make more of them…

  • Leave it
    • Only two ever made
    • Insane price tag
    • Will never be driven to its maximum potential
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