Steering, suspension and comfort

The Koenigsegg may not be a 240mph car, but if it were, it would have the handling to match. At first it's not promising: its two-metre width is intimidating and will inevitably restrict its effectiveness on country lanes, while at low effort the power-assisted helm feels overly light and lacks feel. Give the chassis some work to do, however, and it instantly comes alive.

Grip is never going to be an issue with a car this low, wide and light when allied to such colossal tyres, but that's just the start of the story. There's real feel here, too. You can sense the loads building through your fingertips and that moment when the front tyres are no longer able to follow your precise chosen course could scarcely be more clearly signalled.

Grip is never going to be an issue with a supercar that's this low, wide and light

Visibility ahead and to the side is also superb thanks to that panoramic front screen and super-skinny A-pillars, meaning you can place the car on the road with such sufficient ease that before long its formidable dimensions become less of an issue.

Correctly, the Koenigsegg is an inherent understeerer, though if it's dry you'll need to be on a private facility even for this to be apparent. It's more neutral at higher speeds, suggesting a tight limited-slip differential is at work, but you'll never start the back wandering without an aggressive right foot. If you are the owner of one of these, you'll need to be quick and accurate to catch the resultingly fast-moving tail.

The ride is uncompromising but stops short of uncomfortable. Some mid-engined cars are quite softly suspended but this isn't one of them, and the price you pay for being kept on such an even keel is a firm primary ride with occasional jolts from transverse ridges.

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Even so, it's not so stiff that progress is painful, nor is the suspension so unyielding that it makes the car skip and bounce off the bumps.