We are covering the build of Koenigsegg Agera RS chassis 128 from start to finish here on the Koenigsegg website.

Chassis 128 will be the first Koenigsegg Agera RS to be fully homologated for the United States.

For all articles in this series, click here: Koenigsegg Agera RS Build 128 (USA)

Click any of the photos, below, to enlarge.


We last saw chassis 128 at Station 1, where the basic components were bonded together to form Koenigsegg’s super-strong and super-light tub chassis, complete with integrated fuel tanks.


The car now moves on to Station 2 – Body Alignment, where the tub chassis is loaded on to this jig……

Station2 (2 of 81)

…..and these parts, and many more, are attached to the chassis.

Station2 (1 of 81)

By the end of this stage in production, you’ll see something that looks a lot like a real car body. It’s somewhat of an illusion, however, as all the component parts you’ll see will be removed from the car again prior to Station 3. Station 2 exists primarily to assemble all the body parts and adjust them so that they all align properly with the right panel gaps and level surfaces. Once they’re aligned, the various body parts will be removed again and sent to Station 3, for preparation and paint.

So….. the tub chassis is mounted on to the jig to begin.

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Below is the engine/gearbox subframe jig – part of the larger jig structure – which we use to ensure correct placement of parts during this process.

The engine and gearbox subframes on our cars are connected directly to the tub chassis and this whole assembly, including the engine itself, contributes significantly to the stiffness of the car.

It’s essential to have these subframe jigs in place during this fitting process, but note that these subframe jig parts are not the final parts that will be used on the car.


Before we attach the large panels that make it appear more car-like, a number of smaller parts have to go on the chassis first. All these and more will be attached to the car during this part of the process.

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The bracket being fitted below is a hub that supports a lot of the engine mount framework. The correct placement of this part onto the chassis tub is crucial, which is why we use the engine/gearbox sub-frame jig (above) to re-create all the points that the framework is connected to. By having the correct receiving-end connection points in place, we ensure that the bracket placement on the tub is right where it needs to be.

The bracket is test-fitted and the framework beams are attached between it and the sub-frame jig.

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Station2 (8 of 81)

The bracket will be both bolted and bonded into place so the surface is prepared for bonding before final fitting takes place.

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The framework looks like this when it’s all in place….

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Station2c (7 of 8)

Here’s an image from a car further down the production line. You can see from this image how the framework interacts with the engine.

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The pieces you see below are all templates we use for marking and/or cutting different areas of the car. They’re all 3D printed pieces, made using the same CAD drawings we use for the parts they’re applied to.

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Here you see some of them in place. These are used to cut holes for the housings that secure our removable roof.

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Station2 (14 of 81)

Once they’re in place, the appropriate holes are marked and then cut out with a rotary tool. In the pictures below, Richard is cutting the hole for the housing that goes into the rollbar, at the back of the cockpit.

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When the hole is cut and cleaned, he can then do a test fitting of the housing.

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The hinges for the front and rear hood are fitted next…..

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The rocker panel is fitted next, below. This is the first of the exterior body panels fitted to the car. The rocker panels and the roof are both important reference points for body alignment as they’re central points on the car where several other areas meet. In the case of the rocker panel, it meets the door, the rear hood and the front hood. It might look quite humble, but the rocker panel is actually a crucial point of panel alignment for the vehicle.

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You can see our Dihedral Synchrohelix door actuation hinge below.

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Station2 (30 of 81)

This is one of the few instances where we accept a small weight penalty in the name of functionality. Our hinge weighs more than a typical door hinge, but it is a piece of cutting edge design and is actually super-light for the benefits it delivers. The Dihedral Synchrohelix system opens the door outwards and upwards in one smooth, sweeping motion. It’s as practical as it is beautiful; it takes less external horizontal space than a traditional door and less vertical space than a gullwing or scissor door. We think it’s prettier, too.

Any minor weight penalty is well and truly offset by the fact that our doors are featherweights compared to others.

Here’s a video of our door in action, as fitted to one of our earlier cars, a CCR. The system has been in place, virtually unchanged, from the CC8S.

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With the door fitted to the hinge system, Richard can start making preliminary adjustments for fit. Adjustments can be made both at the hinge and at the catch on the B-pillar.

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With the doors in place, work begins on extending outwards front and rear from the tub chassis. First, the front subframe is attached to the tub chassis.

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The sections that make up the front bumper support can then be fitted to the subframe.

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Station2 (37 of 81)

The rear bumper has been fitted to the jig in the photo above.

With the front bumper also fitted, all of a sudden the Koenigsegg silhouette is starting to take shape.

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With the front hood yet to be fitted, I thought it was a good stage to take a photo that would illustrate some of the detail that does into the design of our carbon fiber parts here at Koenigsegg. The photo below shows parts of the tub chassis and parts of the front bumper support that have just been fitted to the car. You can see the various thicknesses of carbon fiber marked by the numbers in the image below. Click to enlarge.


Each part is designed to be as thick (strong) as it needs to be, both for the function that it performs and for the safety of the car as a whole. By paying attention to every detail, the car is no heavier than necessary but has all the strength that it needs. There’ll be more lightweight detail further down.

The rear hood is the next part to be fitted. It’s not particularly heavy but it’s a large piece and very expensive so the guys from Station 1 are called in for support.

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Again, adjustments for fit can be made at all the various connection points to ensure proper alignment and fit.

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With the front hood fitted (not closed in the photo, below), we now have something that really looks like a Koenigsegg. Note that an outline for the indicator has been traced onto the front bumper using another of the 3D-printed templates. The front side indicator is a requirement for the US market only.

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Templates are used once again to mark the slots to be cut for the front winglets and the centre support for the front splitter. The holes are cut with a rotary tool.

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Station2 (45 of 81)

Once the hole is cut for the front/side indicator, the 3D template is used again to sand the edges and make sure they’re a perfect fit.

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The roof will arrive shortly, but we’ve now got all the basic bodily elements of the Koenigsegg Agera RS in place and ready for final alignment, gap checking, etc. The car looks quite spectacular, even at this early stage of the build.

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Station2 (49 of 81)

The roof is the final piece of the puzzle and once it is fitted to the car, the full alignment and gapping process can begin.

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The first stage is to check that all panels align with one another so that it’s a smooth flow from panel to panel.

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Our parts are made of carbon fiber and are of a level of complexity that precludes simplistic mass production. Every part, therefore, has to be custom-fitted to the car under construction. The whole process is very human-centric, befitting a car that is designed solely with the driver in mind.

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Adjustments are being made to the rear hood, above. The same thing happens all around the car until the flow from panel to panel is correct.

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Next, panel gaps are inspected and adjusted and/or sanded to ensure consistency around the car.

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The final job at Station 2 involves pre-installation of a number of interior pieces. These pieces will go to the trim shop later for upholstering and won’t be back on the car for some time, but it’s good to ensure proper fitment of these parts at this early stage of the build process.

This is our interior dashboard panel. Like everything else, it’s made of carbon fibre to save weight. It is typically trimmed with leather or alcantara before final installation into the car.

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The white 3D-printed pieces ensure that it’s located correctly prior to the pilot holes being drilled.

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The top covers for the ventilation system are also test fitted as part of this process…..

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This corner piece goes at the point where the hood and dashboard meet the A-pillar. It has three contact points with the rest of the car so precision fitting is tricky.

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Both the part and points it will be attached to are resurfaced in order to ensure the perfect fit.

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This piece is another example of Koenigsegg’s complete commitment to light weight and performance. The piece you see being fitted now is another trim piece. It will be completely covered by interior fabric and will never be visible to the human eye in the uncovered state you see here. It could have been made from the cheapest solid material available and no-one would ever know. But it isn’t, because every gram is precious and that means that even invisible parts like this are made by hand from carbon fiber.

The interior guys come to check their parts regularly during this final part of the process, just to make sure they’re happy with the fit. There has to be adequate space for extra materials to be laid over the pieces and still maintain appropriate interior panel gaps.

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That is all from Station 2.

The next part of the process actually begins at this station, as well. We’ll save that for our next entry, but this photo should give you an idea……


Thanks for joining us for the build of Koenigsegg Agera RS #128.

For all articles in this series, click here: Koenigsegg Agera RS Build 128 (USA)


  1. Comment by paulgreyhead

    paulgreyhead December 23, 2015 at 15:23

    Wonderful article. Well written with great photos.
    I really love the high level of engineering. It is a mixture of superb engineering and art.
    It must be a ‘dream come true’ for the people working there.
    Have you/Koenigsegg considered producing a hard backed book featuring this or a similar build? I would imagine (if reasonably priced) a book such as this would sell really well. I certainly would purchase one.
    Thanks for the article. Hurry with the next instalment.
    Wishing everyone there a very Merry Christmas, and best wishes for the coming year.

    • Comment by Steven Wade

      Steven Wade December 26, 2015 at 18:42

      It’s something worth thinking about….. (the book).

  2. Comment by Ces

    Ces December 23, 2015 at 20:31

    2 questions:
    1. When you fit the interior panels you have to leave an extra space (due to the use of alcantara, leather, etc.) how did you calculate that?
    2. You mention the rear hood is very expensive. How much?

    • Comment by Steven Wade

      Steven Wade December 26, 2015 at 18:41

      The cost is not for public disclosure, but it’s enough that you don’t want to drop one of these pieces 🙂 . The other cost is time. The time to have another piece made should the one in use get damaged. It’s not a matter of mere hours to replace one of these.

      Calculating space is pretty simple. The width of the materials that need to go into the space. This is measured when the car is first designed.

  3. Comment by Elias

    Elias December 23, 2015 at 23:53

    So how are the carbon fiber panels made?

  4. Comment by Alex Lam

    Alex Lam December 24, 2015 at 02:38

    Your employees have very cool tattoos. Does boss man have Koenigsegg tattooed to his bosom?

  5. Comment by Kris Singh

    Kris Singh December 24, 2015 at 15:01

    Amazing blog!!! This is what makes Koenigsegg special! No other manufacturers would do something like this. Thank you!!

    • Comment by Leonardo V de Anda

      Leonardo V de Anda December 27, 2015 at 03:30

      are you really kris singh? cool to see you looking at the same stuff as we do

    • Comment by Robin

      Robin December 27, 2015 at 22:03

      So when are going to buy one ?

      • Comment by Menno

        Menno December 29, 2015 at 15:20

        I think this documented build is actually of Mr. Singh car.

  6. Comment by Vess

    Vess December 26, 2015 at 05:03

    I agree that a book would be something that many people would be interested in buying. The reason for it is that this level of detail and engineering is infused with art, and it’s a feast not only for the mind but for the eye as well.

    The philosophy behind building cars like this (and the company itself) is also something I think many people would benefit from if they understood it.

    • Comment by Garry Sprake

      Garry Sprake December 28, 2015 at 03:11

      I get a lot of high quality books from Dave Bull Publishing. They have the tools to do an excellent expose on the Koenigsegg factory and models in particluar

  7. Comment by Leonardo V de Anda

    Leonardo V de Anda December 27, 2015 at 03:31

    i assume most of the time it all fits perfectly but what happens to the parts if they dont fit?

  8. Comment by Garry Sprake

    Garry Sprake December 28, 2015 at 03:07

    Great expose of the assembly line. Thanks for sharing with your fans 🙂

  9. Comment by Oscar

    Oscar December 29, 2015 at 10:20

    Hi Steven
    I wonder if anyone who has order a Agera RS specified it with regera wheels? Think that combinde with an awesome bright color such as orange, yellow or green perhaps on the Agera would be spectacular! If i had the money thats how i would have done:)

    • Comment by Steven Wade

      Steven Wade December 29, 2015 at 10:22

      I’ve not heard of anyone doing that and (I’ll have to check, but) I’m not sure it’s an option available to RS owners. I’m sure we could come to some arrangement if someone asked for them, though.

  10. Comment by Ichsan Ardy Pratama

    Ichsan Ardy Pratama December 30, 2015 at 15:19

    Koenigsegg make me keep dreaming to build my own car, supercar..
    thanks for inspiration and knowledge sharing..

    • Comment by Sushil Bari

      Sushil Bari January 3, 2016 at 13:12

      same here…..

  11. Comment by Sushil Bari

    Sushil Bari January 3, 2016 at 13:10

    It’s really very nice explained and made it clear with photos.
    This blog will really help me a lot.
    great work. Thanks for sharing.
    waiting for the next blog…..

  12. Comment by Nick Hadfield

    Nick Hadfield January 12, 2016 at 02:42

    I am loving this series so much – thanks to Koenigsegg as a whole, you the writer/photographer and the customer for allowing and helping this to happen. I have one question though: does the removable roof add to the total structural rigidity? The numbers you posted last time are incredible, and I’m wondering if they were with or without the roof.

  13. Comment by dypeterc

    dypeterc January 18, 2016 at 23:00

    Steve, would it be possible to include the days/man hrs spent at each step?

    • Comment by Steven Wade

      Steven Wade January 18, 2016 at 23:09

      I can look into that. It’s not always a reliable measurement as some stations will work on multiple cars at the same time (e.g. paint and polishing).

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