One look at how the doors open reveals how thoroughly engineered this car is.
Press an electric button hidden in the side scoop and the door angles out and pivots forward until it is perpendicular to the ground and almost entirely ahead of the door opening.
As well as proving a talking point, it also provides superb access to the cabin, particularly if you are in a tight space. This is just as well for, once you're through the aperture, the Koenigsegg is none too easy to climb aboard.
This should be seen in context – compared to slipping into the McLaren's driving seat it's a doodle – but the wide sills, narrow seats and limited head- and leg-room make the interior a place best inhabited by those under six foot. Taller drivers can get comfortable, but not without first enduring an undignified entry.
The steering wheel adjust for rake and reach, but is set pretty close to the driver with the gear lever a mere hand's span away. The beautiful aluminium pedals are displaced considerably but not uncomfortably to the right, while the thinly padded carbonfibre seat tilts as well as slides.
Once in, the Koenigsegg is a thing of beauty. The hand-stitched leather contrasts well with the aluminium and carbonfibre trim to create a classy caving fully in keeping with the car's lofty price. And you can almost forgive the confusing labelling of the minor controls for the neatness of their arrangement in a circular pattern on the centre console.
There is little stowage space in the cabin, but the boot in the nose is surprisingly large, at least when it's not playing host to the carbonfibre and glass roof panel that can be removed by flicking two catches. This is one supercar you could contemplate driving for long distances.
Do so and you'll also find the Koenigsegg is admirably refined for a car capable of well over 200mph. Those vast Michelins do make a bit of a fuss, but the engine is quiet unless you floor the throttle, and wind noise is only obvious once you're well into three-figure speeds.