Top Gear portfolio 2012
Presige Cars & Luxury mag by Jan-Christopher Sierks, Photo by Mario-Roman Lambrecht
The very idea that the Agera might kick harder than a Veyron is enticing. G-forces of up to 1.6G on the other hand are daunting. The thunder of the motor in full battle cry and the sheer g-forces as this fairly light carbon-fibre arrow lunges for the horizon are simply stupendous.
Teknikens Värld mag by Erik Gustafsson, Photo by Glenn Lindberg
The soul is halfway to Nirvana when all 1115 horsepower come to life with a growl. In a millisecond your thoughts focus and everything feels self-evident, I’ve found my way home
0-60 mag USA by Matt Tuccillo:
Grip is nothing short of epoxy-like. Then as we head out to regular B-roads, the Agera composes itself perfectly. It’s docile, even. You could drive it daily, easily, and in comfort. The spring and damper rates offer a firm, yet not crashing ride over most imperfections and assuming you can find a bit of a dry pavement in a corner, the sheer amount of mechanical grip-out back will slingshot you through the apex before you are aware that you have arrived.
Top Gear Mag by Bill Thomas:
It rides beautifully, almost softly, breathing deeply over harsh bumps and longer undulations and combining that with body control and cornering agility from the very top drawer. I couldn’t give higher praise. I absolutely love it. The most exiting supercar on earth, bar none.
Sportauto Germany driven to the limit on the DubaiAutodrome:
Is it time to have fear? No, the Agera is by no means a motorized cannonball. Disingenuousness is not its thing. Despite the slightly rear-heavy weight distribution (45 to 55 percent) the car shines on the first fast track kilometers with neutral handling. While the Michelin tires slip slightly at the front axle during tight turns, they shine on the rear axle also with forced gas use from the apex with good traction. The Agera is truly a good natured racing machine that easily swallows load changes. Click, click, click. The new seven-speed sequential gearbox works faster and thanks to co-rotating shift paddles behind the steering wheel, it is less complicated than the semi-sequential gear lever predecessor.
Sportauto France by Laurent Chevalier:
The build quality and pure sensations of the Agera truly makes it belong to the Elite of the supercar world. With AP Racing 15.7-in. ceramic discs up front and well-calibrated ABS, the Koenigsegg simply stops. Dead. My passenger is laughing hard. Welcome to Planet Koenigsegg. Koenigsegg’s cars are not only beautifully finished. They’re astonishingly fast. Inside, the Agera resembles a Business Class space capsule. After clambering in — which requires a few contortions — you discover a workspace plusher than that of a Pagani. With its doors covered in leather, and its thick bucket seats and roof lined in Alcantara, the Koenigsegg feels more like a GT. “Our cars are also built to travel two-up,” says Koenigsegg. “There is a proper boot trunk, and even a space at the front in which to store the hardtop.” Like all other Koenigseggs, the Agera can of course be driven with the roof off. So, the million-dollar-plus question: Bugatti or Koenigsegg? In terms of technology and control over the power, the Veyron. But for pure, visceral sensory overload, there’s nothing quite like the Koenigsegg Agera.
Gulf News by Nick Hall. Agera Driven to the limit on the Dubai Autodrome:
I can feel the car tugging to the outside of the circuit, understeering ever so slightly on a constant throttle. Of course you can balance the rear slip angle with a delicate right foot or push straight through into lairy, sliding oversteer with a hefty application of throttle with the traction control switched off. But then with a turbo-powered car it makes sense to make it nose heavy. The brakes, meanwhile, are pin-sharp ceramics mated to six piston calipers and the car’s stability under heavy deceleration is a testament to the engineering throughout. The Veyron and this are two of the only cars that brake in a perfectly straight line without a hand on the wheel. The Koenigsegg doesn’t only fit the roof in that front end, it can even take golf clubs, a feat not matched by the Bugatti Grand Sport. It wins the practicality war by a mile (over Bugatti and Pagani).