Bugatti Archives

Bugatti Chiron Sport versus Dassault Rafale Marine (w/VIDEO)

Drag races between supercars and aircraft are rare and do not take place very often as it would not be easy to get permission, especially if such an exercise which uses military equipment like a fighter jet. But once in a while, a publication or manufacturer can get the permission to organise and Bugatti was able to do so recently.

The French carmaker was able to arrange for its Chiron Sport – which has a top speed of over 400 km/h – to challenge the Dassault Rafale Marine, a French fighter jet that can fly at more than Mach 1.6 or around 1,975 km/h.

Second duel with a jet fighter
The high-octane rendezvous between the two super machines took place at a naval base in the north-west of France. It was not the first time a Bugatti challenged a jet before; in 2007, a Veyron 16.4 took on a Eurofighter Typhoon in a drag race. In the latest duel, the Chiron Sport and the Rafale Marine would be measured up against one another in acceleration, torque and even braking behaviour.

It wasn’t a matter of turning up on the runway and taking off. There was an elaborate process taking many weeks of planning to even the most minute detail. “Precision and preparation are everything. Everything happens very quickly in the Rafale Marine and every move you make has to be right. And the same goes for the Chiron Sport at high speeds,” explained French Navy pilot Etienne. “At high speeds, everything has to go perfectly both in the Chiron Sport and the Rafale Marine. The runway isn’t all that long or terribly wide for the both of us. This comparison will be a challenge for everyone,” added Pierre-Henri Raphanel, who drove the hypercar.

This encounter with a jet was a first for Raphanel, a racing driver. “We may only be driving straight ahead on a runway but setting off alongside a jet demands a great deal of attention and concentration, especially at high speeds,” he explained. With the Chiron Sport, it is the combination of seemingly never-ending power output and torque – 1,500 ps and 1,600 Nm – that delivers incredible thrust.

The hypercar takes the lead
It wasn’t surprising that the 8-litre Chiron Sport had the lead soon after taking off. The hypercar accelerated from 0 to 100 km/h in 2.4 seconds and then reached 200 km/h after just 3.7 seconds. 13.1 seconds after leaving the start line, it was already at a speed of 300 km/h and the total time it took to reach 400 km/h was 32.6 seconds.

“I pulled away from the Rafale over the first few hundred metres, but after a few hundred metres more, it was around 20 metres above and alongside me in the air. An incredible and fantastic sight!” recalled Raphanel later.

For the aircraft, it was a different measurement: it passed 165 km/h after 150 metres and 210 km/h after 250 metres, and lifted off the runway after 450 metres at around 260 km/h.

Stopping from high speed
To be able to decelerate stably at high speeds, both machines use extra-special brakes. The Bugatti driver initiated his braking manoeuvre after approximately 1.5 kms, at which time it was doing over 350 km/h. The stopping power was provided by a powerful brake system with disks with a diameter of 420 mm at the front (with 8 pistons) and 400 mm at the back (with 7 pistons).

It takes the Chiron Sport 491 metres to come to a standstill from 400 km/h. It covers 114 metres when decelerating from 200 to 0 km/h. Due to the shortness of the runway and the safety regulations, the Chiron Sport braked at just 210 km/h and the Rafale Marine at 250 km/h.

To compare its braking performance with that of the Chiron Sport, the Rafale Marine approaches the runway at approximately 280 km/h, makes contact with the ground, and catches the arresting gear with its tailhook on the rear, just like on an aircraft carrier. The plane comes to a standstill within 150 metres. “It’s a very extreme sensation, as if you were driving into a wall or like a controlled fall,” said Etienne. The Chiron Sport brakes powerfully but with less abruptness. “With the air brake at the rear, the Bugatti remains incredibly directionally stable, even during abrupt braking manoeuvres down from high speeds,” explained Raphanel.

A Bugatti engine on your wrist

FEATURE – The German engine that was born on a Japanese bullet-train

The most common engine layout is the in-line arrangement with the cylinders next to each other in a row. Many people would also be familiar with the vee layout, and Subaru owners would know their engine has a horizontally-opposed arrangement of cylinders. But most motorists would not be familiar with the ‘W’ which is prominently featured in Bugatti and Bentley models.

The initial W engine was conceived in 1997 in an unlikely place far from Germany – a Shinkansen bullet-train running between Tokyo and Nagoya in Japan. Then-Volkswagen CEO, Ferdinand Piech, had been having a conversation with Karl-Heinz Neumann, then head of powertrain development at Volkswagen, and sketched out an idea on an envelope on the fold-out table behind each train seat.

*The sketch by Ferdinand Piech on the back of an envelope which gave birth to the W engine.*

The idea had been in his head for some time and was something like a modular concept. The 6-cylinder VR6 engine was in wide use by Volkswagen by the mid-1990s; its uniquely offset cylinder banks made it compact enough to fit transversely even in small cars like the Golf. By marrying two of the relatively narrow engines in a further vee, a compact 12-cylinder could be made. The offset cylinders of the merged VR6 engines formed a ‘W’.

But what also emerged during the train ride was even more emblematic of the person who drew it: a massive 18-cylinder engine comprising three VR6 engines, configured in a tilted double-W shape. Springing from the back-of-the-envelope sketch into the real world, the W18 was a naturally aspirated 555 bhp, 6.25-litre powerhouse.

Piech was spearheading a growth movement as CEO of Volkswagen AG in the 1990s. As part of that movement, he was seeking a high-end, luxury brand to bring into the fold. Enter Bugatti which Piech’s son had recently insisted his father purchase a model of a Bugatti Type 57SC Atlantic for him, so the company was on his mind… and it also happened to be for sale. “An amusing stroke of fate,” he would write later in his autobiography.

In 1998. Volkswagen acquired the French car company which had been founded 89 years earlier. Piech immediately set about his goal of restoring Bugatti’s standing as producer of elite, state-of-the-art cars, and the new W18 engine found just the right place to make its debut.

With the aid of automotive designer Giorgetto Giugiaro of Italdesign, the Bugatti EB 118 design prototype was developed within a few short months. With its W18 engine mounted up front, the EB 118 debuted at the 1998 Paris Motor Show. Other concepts followed and by 2000, Piech announced that Bugatti would be launching a car that would be ‘the most exciting, innovative, and unprecedented of all time’. It would have 1,000 metric horsepower, break 250 miles per hour (400 km/h), and accelerate from 0 – 100 km/h in less than 3 seconds.

*Bugatti Veyron showcased the production W engine to the world.*

The Veyron, as the supercar would be known, would need to go through some revisions and refinement on the way to becoming a production model. The most dramatic of these was to its engine; a 2001 concept model, the EB 16:4 Veyron, had a W16 engine—essentially, two V8s joined at a 90-degree angle. Thanks to the W16 cylinder banks being separated at a 15-degree angle, the engine was compact enough to allow for the use of 4 turbochargers (the ‘4’ in ‘16:4’). The stats for the production Veyron were as staggering as promised: 8 litres, quad-turbocharged W16 engine with 987 bhp and 1,250 Nm of torque, 0 – 100 km/h in less than 3 seconds, and a top speed of more than 400 km/h. Succeeding Veyron models would eclipse even those numbers.

*W12 engine in the Bentley Continental GT (above) and Audi A8 (below).*

Of course, the W18 and W16 engines weren’t the only Volkswagen efforts to bring W engines to the road. Back in 1997, as Piech was sketching out what would become the W18, he and Giugiaro were also talking about a concept that Piech hoped would become a Volkswagen supercar, featuring a W12 engine. The W12 Syncro debuted the W engine to the world at the 1997 Tokyo Motor Show, with a W12 Roadster appearing at the 1998 Geneva Motor Show.

The best known W12 concept, however, was the Nardo. Revealed in 2001, the W12 Nardo had a 6-speed manual transmission that sent the 591 bhp from the 6-litre W12 engine to the rear wheels. However, this Volkswagen supercar never materialized in production form although the W engines did appear in some models.

*2001 Volkswagen Nardo prototype with W12 engine.*

2002 Volkswagen W8 Passat — *The rare Volkswagen Passat with a W8 engine which was sold in the early 2000s.*

From 2001 to 2004, a W8 engine was available as an option in the Passat and this particular variant is rare today, sought after by enthusiasts. The W12 saw production in the Phaeton and Touareg, as well as the Audi A8 and in a new generation of Bentley models from 2003 onwards. Spyker also bought a batch of W engines for use in some of its sportscars.

No replacement for displacement? Isuzu destroys that perception!

Prototype development of RM39.2 million Bugatti Centodieci underway

*Visit www.bhpetrol.com.my to find out more about other promotions at BHPetromart.*

With the Centodieci, Bugatti pays homage to the legendary EB 110. Only ten cars in the Few-off project are being built for an exclusive clientele, all of whom had made their bookings within hours of the concept model being presented at ‘The Quail – A Motorsports Gathering’ in California in mid-2019. Last year, further work was limited due to the pandemic conditions but now the company is building the first prototype of the hyper sportscar which has a starting price from 8 million euros (about RM39.2 million).

The design of the Centodieci with the flat front, deep-seated front spoiler and 3-part air inlets reinterprets the shape of the super sportscar of the 1990s. The EB 110 was an important milestone on the way to revitalizing the Bugatti brand in 1998, leading to the first modern hyper sports car, the Veyron.

Modern interpretation of EB 110
It was the Italian entrepreneur Romano Artioli and the star architect Giampaolo Benedini who created the EB 110 around 30 years ago. “It was a challenge for us not to get caught up in the design of the legendary EB 110 and to only work in the retrospective. We wanted to create a modern interpretation of the form and technology of the time. At the same time, we couldn’t lose the charm and character of the EB 110. Because the super sportscar is still fascinating today with its special design and technology, ”said Achim Anscheidt, chief designer at Bugatti.

Since the premiere of the Centodieci, the Bugatti development team has been working on the technical implementation of the strictly limited model. “Every newly developed vehicle is an immense challenge, as we develop a small series that must also meet and even exceed all quality and safety standards of a large series,” explained Andre Kullig, technical project manager for one- and few-off projects at Bugatti.

Complex development process
The engineers first delve into calculations of the body, aerodynamics, engine and transmission. They simulate the flow through the vehicle and check all components down to the smallest screw. At the same time, the design team works closely with the developers to control the styling, finalize it and design surfaces. Depending on the incidence of light, they adapt the curvature of the components so that they appear homogeneous in all lighting conditions – a complex development process. After well over a year of construction and simulation, the team has now developed the first prototype.

“With the newly designed body, there are changes in many areas that we had to simulate with the help of special computer programs. Using the data, we were able to set a basic set-up as a starting point for series development and the first prototype,” said Kullig.

The team was recently able to successfully put the rolling chassis into operation on the on-site roll test bench in the studio and check all functions of the. In the next step, the complex exterior is now being built.

“With such a powerful hyper sportscar like the Centodieci, the aim is to filter out subtleties that require concentrated and intensive development work due to the changed requirements of a completely new outer skin,” Kullig added.

The challenge of thermal management
The technical challenges have been enormous: an 8-litre engine with 1,600 ps generates high temperatures that require sophisticated thermal management. As with the EB 110, the engine is under a transparent glass surface. In favour of more efficient engine thermal systems, the Centodieci relies on a wide air outlet opening and modified air flows. In addition, guide flaps around the five round air inserts, placed as a rhombus, ensure sufficient air intake for the 16-cylinder unit.

The otherwise dominant Bugatti line, the ‘C line’, is therefore giving way to a new design. The rear forms a large air outlet opening shaped by the eight rear light elements. Further challenges in the development are the new lighting elements and the design of the rear wing,

But no matter how much data the development team can simulate and test on test benches, the Centodieci will also be tested dynamically. In the next few months, in addition to setting up the exterior and further simulations in the wind tunnel, there will also be road testing to start tuning the chassis.

A Bugatti engine on your wrist

A Bugatti engine on your wrist

Introduced in April 2020, the Jacob & Co. X Bugatti Chiron Tourbillon brought the iconic 16-cylinder Bugatti engine to life in timepiece form for the first time. It had taken almost a full year of development to come out with a case inspired by the flowing lines of the Chiron and the movement (or ‘engine block’) intended to duplicate the Bugatti engine placed under a massive sapphire crystal.

The Chiron Tourbillon was yet another outcome of the multi-year partnership between Bugatti and Jacob & Co. established in 2019 to create unique, never-before-seen timepieces. Now, four new editions of the Chiron Tourbillon have been added, these reimagined with new material choices for ultimate personalization.

The new versions
The overall shape of this stunning timepiece is shaped to suit its automotive counterpart. The first option is made of a solid block of sapphire crystal with a sapphire crystal caseback, using sapphire crystal for the crowns and pushers, and secured on the wrist by a rubber strap with a titanium buckle clasp.

The second possibility – limited to 72 pieces – features an 18-karat Rose Gold case, with a special anti-reflective sapphire crystal, an 18-karat Rose Gold open caseback and black DLC titanium crowns and pushers embossed with the Bugatti logo. This version includes a rubber strap with a black DLC titanium and 18-karat Rose Gold buckle clasp.

Limited to 52 pieces, another option features a case made of 18-karat Rose Gold material, set with sparkling white diamonds, with an anti-reflective sapphire crystal, plus an 18-karat Rose Gold open caseback and crowns and pushers made of 18-karat Rose Gold and set with baguette white diamonds – again embossed with the Bugatti logo – and secured by a rubber strap with an 18-karat Rose Gold buckle clasp decorated with white diamonds.

Finally, the version with a case made of 18-karat White Gold set with 391 black and white diamonds (approximately 20 carats) is the definition of premium luxury. The 18-karat White Gold open caseback is matched by crowns and pushers set with baguette white diamonds, with the rubber strap and an18-karat White Gold buckle clasp set with 18 white diamonds (approximately 1.76 carats).

Bugatti Chiron Tourbillon from Jacob & Co on Vimeo.

A Bugatti experience for the wrist
The representation of the Bugatti engine – which can produce up to 1,200 ps – begins once the right-hand crown of the timepiece is pushed. Just like the engine in the hypercar would come to life, the ‘crankshaft’ in the watch – one of the smallest and most complicated watch parts ever manufactured, made out of solid steel – turns and the ‘pistons’ pump up and down, mounted at varying angles to add to the complexity. A pair of ‘turbochargers’ on the side of the engine block spin while the 578-part powertrain runs, adding to the overall spectacle.

The movement is held in place in four places by miniature Chiron-style shock absorbers. The movement is, in fact, floating inside the case and can be observed moving slightly up and down. This suspension detail created an additional challenge for the watch designers, who had to create and patent a unique automotive-inspired transverse system to ensure the crown posts aren’t damaged by the movement in the case.

The crowns are found at the bottom of the case. The left crown sets the time, the middle crown winds the movement and animation for 60 hours of power reserve, while the push of the right-hand crown starts the animation. The power reserve for the animation and timekeeping are separate, yet both are wound through the winding crown – clockwise for the movement (60 hours), counterclockwise for the engine animation (approximately three activations). The power reserve for the movement even features the universal gas pump symbol on the side of the gauge.

As an interpretation of a Bugatti icon, the timepiece naturally remains true to the company’s design DNA and also conveys its emotionality. Beyond the flying tourbillon with the Jacob & Co. logo, a subtle ‘EB’ logo from Bugatti adorns the engine compartment, where the ‘crankshaft’ holds 16 pistons, all poised and ready for action. The window to the tourbillon is modeled on the horseshoe grille so iconic in Bugatti hypercars.

*Successor to the Veyron, the Chiron has been in production since 2016.*

A new Chiron has a starting price of almost US$3 million (about RM12.1 million), and while the watch is considerably cheaper, you still need to pay at least US$280,000 (about RM1.133 million) or more.

Bugatti Baby II soon to be delivered to customers

Bugatti Dimple Airscoop – a new invention for enhanced aerodynamics (w/VIDEO)

The effects of aerodynamics on the car body and influencing how air flows over it have been studied since the 1920s. As designers came to see how certain shapes and features could reduce drag and improve performance in various ways, the styling also evolved… sometimes to extremes as with the teardrop shapes.

The quest to lower wind resistance has never been greater, especially in this age of hybrids and electric cars where every bit of resistance removed means less of the motor’s power is wasted overcoming it.

And while you might think that sportcars, with their high-powered engines, don’t really need the assistance of good aerodynamics, this aspect is even more advanced. Even the Bugatti Bolide, a concept hyper sportscar with a 1,850 ps W16 8-litre engine has many aerodynamic innovations that contribute to its ability to reach a top speed claimed to be well over 500 km/h.

Morphable outer skin
Chief among them is the Dimple Airscoop – a new technology for which a patent application was submitted a few weeks ago by Nils Ballerstein, one of the engineers at Bugatti. Since the beginning of 2020, he has been preparing a doctoral thesis project to develop a special morphable outer skin for the company’s New Technologies department – and this has now been used for the first time in the Bugatti Bolide.

The idea for the invention began in 2019, while Ballerstein was doing his master’s degree thesis. The young engineer was undertaking research for Bugatti, looking at new 3D-printed brake calipers made of titanium which cooled water as it flowed through. In order to improve the heat transfer and dissipate heat more selectively, he used a dimple pattern inside the channels. The rounded dents in the boundary layer produce turbulence – similar a golf ball.

The result was that the fluid mixes better in the channels – and the temperature in the brake caliper drops. “I was positively surprised when I saw the results with the surface patterns. I then wondered whether the same effect couldn’t be achieved with airflow,” recalled Ballerstein.

Same advantages as golf ball design
For non-scientists, the effect of the aerodynamic design is similar that that of golf balls: the dimples on the surface minimise air drag to such an extent that the ball travels about twice as far with the same impact force compared to an identical golf ball without the dimples.

The same principle applies – the dimples create turbulence on the surface of the golf ball so that air adheres better to the surface, thereby reducing the vortex flow in the slipstream of the ball and subsequently also the drag.

Ballerstein simulated test objects with dimple patterns in order to establish a factual basis to underpin his idea. After completing his master’s thesis, he stayed on with Bugatti while also starting his doctorate at the Institute of Aircraft Design and Lightweight Structures at the Technische Universitat (Technical University) Braunschweig in Germany. He sees the Bolide project as a perfect way to advance his idea.

“Everything about the Bolide is exceptional and extreme. The dimples further improve the car’s already excellent aerodynamics, thereby increasing agility and efficiency,” explained Frank Gotzke, Head of New Technologies at Bugatti.

A world first
The morphable outer skin of the intake scoop on the roof is a world first. It ensures active airflow optimisation. When the hypercar is driven at a slow speed, the surface of the scoop remains smooth; at fast speeds, a field of dimples bulges out. The 60 individual elements extend variably by up to 10 mm depending on the speed – if this benefits the driving state.

From about 80 km/h upwards, air is the dominant resistance factor, and from about 120 km/h upwards, the dimples significantly improve the car’s aerodynamics by reducing this resistance. As with the golf ball, the pattern causes a more turbulent boundary layer, which means that the air flowing around it adheres to the surface for longer and does not detach until later. As a result, the detachment and recirculation areas are reduced and the car’s cd value decreases.

In order to respond swiftly to changes in speed, the dimples extend and retract very quickly, within tenths of a second, in the same way as the active rear wing on the Veyron and the Chiron, for example.

*The Bolide is an experimental study to create a track-only hyper sportscar featuring the W16 engine. No plans for production yet so it’s a superfast testbed for developing new technologies.*

10% less drag
The overall result is that the dimples reduce the aerodynamic drag of the scoop by 10% and also decrease lift by 17%. Airflow to the rear wing is also optimised; at 320 km/h, the downforce on the rear wing is 1,800 kgs while on the front wing, it is 800 kgs.

Another benefit is that the lower aerodynamic drag also reduces the car’s fuel or energy consumption. “This is why the new technology is so crucial – not just for Bugatti. Optimised airflow can save energy on all vehicles,” explained Ballerstein. “We’re still in the development phase, but tests so far show that dimples improve aerodynamics, thereby reducing drag and increasing efficiency.”

Bugatti Bolide – a no-compromise hyper sportscar

Bugatti Chiron Sport ‘Les Légendes du Ciel’ honours the ‘Daredevils’ of the past

Hand-sketched racing scenes on and in the car, diamond-cut aluminium and a reminiscence that have come true of Bugatti’s glorious Grand Prix days. These can be found on the Chiron Sport ‘Les Légendes du Ciel’, which honours the brand’s famous racing drivers from the last century.

“Bugatti has had close associations with aviation since the company was established more than 110 years ago. Many successful Bugatti racing drivers, such as Albert Divo, Robert Benoist and Bartolomeo ‘Meo’ Costantini, flew for the French Air Force, the French aviator legend Roland Garros privately drove a Bugatti Type 18 to be as fast on the road as in the air,” said Stephan Winkelmann, President of Bugatti. “It is therefore almost an obligation for us today to pay tribute to the legends of that time and dedicate a special edition to them.”

The ‘Daredevils’ who raced the car
Ettore Bugatti admired the fearless character and technical expertise of his drivers who were fascinated by high speeds – and also mastered them. On the road, the racing drivers benefited from the experience gained in aircraft cockpits. Known as the ‘Daredevils’, many of them were former flying aces, daredevils, technically skilled pilots who flew without fear.

They in turn admired Ettore Bugatti for his talent as an engineer and were fascinated by his agile, light and speedy cars, embodying on the road what their planes were in the sky. Roland Garros even called him the ‘incomparable artist who alone knows, how to give life to steel’.

The company’s founder was always inspired by aviation. Sometime around 1915, he personally designed aircraft engines and from 1937, he also developed an entire aircraft intended to break speed records. The project was stopped because of the outbreak of the Second World War, but Bugatti kept in close personal contact with the pilots throughout his life.

The ‘Les Légendes du Ciel’ edition
These legends of aviation are honoured with the ‘Les Légendes du Ciel’ edition, based on the Chiron Sport and limited to 20 cars. The new edition references many features of the historic aircraft in which Bugatti pilots flew. In addition to the unusual colour of the paintwork, each car comes with a special full leather interior with hand-drawn sketches and diamond-cut aluminium.

A striking feature of the Chiron Sport ‘Les Légendes du Ciel’ is its special, matt-grey ‘Gris Serpent’ paintwork. This is, a modern interpretation of the exterior colour of the aircraft from the 1920s. On the extending rear spoiler is a high-contrast, white gloss centre stripe.

The front wings are adorned with the ‘Les Légendes du Ciel’ logo. The ‘Le Bleu-Blanc-Rouge’ tricolour in Blue, White and Red decorates the front area of the side sills made of exposed black carbonfibre.

The horseshoe-shaped radiator grille also has a black gloss finish. The radiator grille mesh is made of laser-cut and deep-drawn aluminium, on which the dynamic pattern of the stitched seams is repeated on the leather seats, reminiscent of planes flying in formation in an air parade.

The door entry lights project the edition logo onto the ground when the doors are opened. The door sills are made of brushed aluminium with the special edition logo on the middle console inlays. The W16 engine cover is made of black exposed carbonfibre and the lightweight components are contrasted by white lettering. Black exposed carbonfibre and a black-coated exhaust trim cover made of 3D printed, high-temperature-resistant Inconel dominate the rear.

Interior almost completely in leather
The interior also visually evokes aircraft from the past century. Fine ‘Gaucho’ leather for the entire cabin, the light brown colour reminiscent of natural leather in those aircraft of days gone by. The natural material is contrasted only by aluminium trim.

As would be expected, each car will have special edition numbering ‘1 of 20’. Customers can also specify comfort seats and the ‘Sky View’ glass roof to look into the sky like in open-top aircraft of the past century.

On the door panels there is a hand-sketched racing scene between the Nieuport 17 aircraft and a Bugatti Type 13, which symbolizes the two souls honoured by the edition. The Type 13 is a very special model in Bugatti’s 110-year history as it was the first model to bear the name ‘Bugatti’.

Capable of more than 420 km/h
The Chiron Sport ‘Les Légendes du Ciel’ has the standard W16 engine with a displacement of 8 litres. Delivering up to 1,500 ps/1,600 Nm, its maximum speed is somewhere beyond 420 km/h but limited to that speed.

Bugatti will start production of the special edition towards the end of 2020. In the meantime, if you are keen to own one of the 20 units, the price starts from 2.88 million euros (around RM14 million).

Click here to read other news and articles about Bugatti

Bugatti Bolide – a no-compromise hyper sportscar

For a manufacturer to make a production model, the design cannot be too complex so as to not be too expensive to manufacture, and safety and emission regulations also need to be met. Designing a car for track use offer more freedom technical though safety is still important and there are also competition regulations to conform to.

Concept cars are the best then as they can do not need to meet regulations and can be have advanced technology that is still not ready for commercialisation. Typically, they show the design direction of the brand, and perhaps some new ideas being explored.

This is the case with the Bugatti Bolide, which is being presented as the answer to the question ‘what if Bugatti built a radically light vehicle around its iconic 8.0-litre W16 engine?’. The Bolide concept is a track-oriented hyper sportscar derived from production model intended to be the most extreme, uncompromising, fastest and lightest Bugatti concept car in the company’s recent history.

A ‘what if’ experiment
“Bugatti stands for the continuous quest for technological innovations – in alignment with the company’s brand values of excellence, courage, dedication. And Bugatti never stands still. We are perpetually aiming for new and exciting goals, and the question that we always keep in mind is: what if?” said Stephan Winkelmann, President of Bugatti.

“We asked ourselves how we could realise the mighty W16 engine as a technical symbol of the brand in its purest form – with solely four wheels, engine, gearbox, steering wheel and, as the only luxury, two seats. Important aspects of our considerations were fine-tuning our iconic powertrain without any limitations as regards the weight-to-power ratio. These considerations resulted in the Bugatti Bolide.”

Powertrain designed specifically for the racetrack
Explaining the concept further, Stefan Ellrott, member of the Board of Management of Bugatti and Head of Technical Development, said that the Bolide is the ultimate answer to the question of what if Bugatti built a track-focused hyper sportscar that met the FIA’s safety requirements.

“Designed around the W16 powertrain with the minimum body structure and unbelievable performance data. The result: the smallest possible shell for a breathtaking performance vehicle that allows the W16 to truly come into its own,” he explained. “All of Bugatti’s expertise has been condensed into the Bugatti Bolide. It is therefore an innovative information source for future technologies. The Bolide is thus more than just an intellectual exercise.”

In terms of technology and organisation, the Bolide is one of the most ambitious projects for its lead engineer, Frank Gotzke. After playing a crucial role in the development of the Veyron 16.4 and the Chiron, he was given the responsibility for the technical concept of the Bolide. In only 8 months, he created a completely new sportscar around the Bugatti W16 all-wheel drive powertrain, which was highly modified for the project.

The 8-litre 16-cylinder 1,850 ps engine was engineered specifically for use on the racetrack and has an optimised engine and gearbox, especially for higher engine speeds. Among other things, there are 4 specially developed turbochargers with optimised blades in order to build up more boost pressure and power at higher engine speeds. In order to achieve optimum lubrication even under extremely high centrifugal forces, the oil circuit, oil pressure, check valves, baffles, oil tanks, oil reservoirs, and pump design of the dry sump lubrication have been optimised. The weight of the drive system is also significantly reduced.

Instead of water-to-air intercooling, the Bolide has air-to-air intercooling with water pre-cooling for optimal performance on the racetrack. Two water coolers, which are arranged in front of the front axle, provide a more effective radiator system in terms of flow than is customary even in Formula 1. Three air-cooled oil coolers for engine, transmission, and differential with water pre-cooling reduce the temperature, while newly developed and hybrid carbon titanium turbofan radial compressors ventilate and cool the high-performance racing brake system.

In order to achieve a dry weight of 1,240 kgs for that impressive weight-to-power ratio of 0.67 kg per ps, every avenue was explored, both in terms of what is currently feasible and what will be possible in the future. These included expensive features like having all the screw and fastening elements of the made completely out of titanium. In addition, hollow, thin-walled functional components made of an aerospace titanium alloy are used in many places.

A worldwide innovation is the morphable outer skin of the intake scoop on the roof, which provides active airflow optimisation. If the car is driven at a slow speed, the surface of the scoop remains smooth. In contrast, a field of bubbles bulges out when driven at fast speeds. This reduces the aerodynamic drag of the scoop by 10% and ensures a 17% reduction in lift forces. In addition, the flow onto the rear wing is optimised. At 320 km/h, the downforce is at 1,800 kgs at the rear wing and 800 kgs at the front wing.

As in Formula 1, the Bolide uses lightweight brakes with ceramic discs and coatings. The front forged magnesium rims with central lock weigh 7.4 kgs, while the rear ones weigh 8.4 kgs.

Carbonfibre monocoque
The Bugatti team developed a light monocoque made of carbonfibre around the drive. The integral front end flanged to it is also made of high-strength carbonfibres, as are the fully aerodynamically effective underbody and the monocoque itself. The rear frame is designed as a welded steel assembly made of high-strength stainless steel usually found in aviation.

With an overall height of only 995 millimetres, the Bugatti Bolide is exactly the same height as the historic Bugatti Type 35, and about 300 millimetres flatter than the Chiron. Like in an LMP1 racing car, the occupants fold up the doors that are hinged at the front at an angle, sit on a sill that is only 70 mm wide and then position their feet in the interior.

Inspired by X-1 experimental jets
The stylistic challenge was to transform the unyielding demands of aerodynamics and lightweight construction into an aesthetic that reflects the unique Bugatti DNA, but at the same time illustrates the ambition of an impressive weight-to-power ratio. The overall appearance is dominated by air ducts that are more reminiscent of aerodynamically sophisticated Formula 1 racing cars than classic sportscars.

The appearance of the Bolide invokes the so-called ‘X-planes’ of aviation history that pushed the edge of the performance envelope. It is indirectly reminiscent of the Bell X-1 jet aircraft which was flown by Chuck Yeager, who was the first person to break the sound barrier in 1947. The Bolide does not get up to that speed, of course, but it is claimed to be able to go past 500 km/h.

“For the first time, we are showing what the W16 engine is really capable of. We have freed the vehicle of all baggage and have illustrated and combined the engine with the lightest possible chassis to create the ultimate Bugatti and to ensure the ultimate driving experience. With the Bolide, we are presenting our interpretation of a Bugatti track car of modern times to Bugatti enthusiasts all over the world and finally make their most fervent wishes come true,” said Winkelmann, adding that production plans are not decided yet.

A lap in the Bugatti Chiron Pur Sport hyper sportscar (w/VIDEO)

Bugatti Baby II soon to be delivered to customers

At the 2019 Geneva International Motor Show, Bugatti announced a new ‘baby’ as its 110th birthday present to itself. It was the reimagining of the original Bugatti Baby, developed in partnership with The Little Car Company, for enthusiasts old and new.

A year later, the company has completed the design and testing phase, with production of 500 units commencing. When it was first announced, all 500 cars were booked within just 3 weeks but as some customers have had a change in circumstances due to recent global events, there are now a few units still available. Prices range from €30,000 to €43,500 (equivalent to RM150,000 – RM216,000).

Like the original but bigger
The original Bugatti Baby was born in 1926 when Ettore and his son Jean decided to build a scaled-down Type 35 for Ettore’s youngest son, Roland, on the occasion of his fourth birthday. They had intended the present as a one-off car but customers who saw it were so enthusiastic that the Baby went into production and was sold between 1927 and 1936.

Cherished by Bugatti enthusiasts worldwide, no collection is complete without a Baby. However, with only around 500 ever made, they have been the preserve of the lucky few.

Bugatti T 52 Baby and Bugatti 35 — The original Baby, referred to internally as T 52, was a scaled-down version of the Type 35 (above). It was meant to be a one-off for Bugatti’s son but customers liked it so much that Bugatti built another 500.

While the original Bugatti Baby was a 50% scale version of the car that brought Automobiles Ettore Bugatti to fame in the 1920s, the Bugatti Baby II (as it is referred to) offers more in terms of size and considerably more in terms of performance.

Eight-year olds would struggle to fit in the original half-scale Baby whereas, at 75% scale and designed for ages 14 and above, the Baby II has definitely become more of a young adult. Those who have had the opportunity to drive it describe it as ‘more of an unruly teenager than a Baby’.

“Ettore Bugatti himself was already interested in catering to the children of Bugatti enthusiasts and designed the Type 52 miniature car as a genuine Bugatti. That was a sensation at the time,” said Stephan Winkelmann, President of Bugatti. “We are continuing this tradition with the new edition of the Bugatti Baby II, and I am delighted that we have found The Little Car Company, a partner that shares the same values as us. With the Bugatti Baby II, we invite a young generation of enthusiasts to fall in love with the wonderful world of Bugatti.”

Iconic design, today’s technology
The Bugatti Baby II is available in three versions – a base model, the Vitesse and Pur Sang. The base model has a composite body and a 1.4-kWh battery pack. With the Vitesse, there’s a more powerful 2.8-kWh battery pack in the carbonfibre body. Its upgraded powertrain includes a Speed Key like its big brother, the Chiron.

The Pur Sang version is targeted at collectors. This offers the same powertrain as the Vitesse but with hand-formed aluminium bodywork. Using the same traditional coachbuilding techniques as the original Bugatti Type 35, each aluminium body takes more than 200 hours of skilled craftsmanship to create.

Variable speed limit and power
Still rear wheel drive like the original, all versions of the Baby II have a limited slip differential, high performance hydraulic brakes and selectable driving modes. The Base model can be limited to 20 km/h in Novice mode while Expert mode limits speed 45 km/h with a maximum of 4 kW of power.

The Vitesse and Pur Sang versions include the Novice and Expert driving modes but also offer extra performance from the upgraded powertrain, unlocked by the legendary Bugatti Speed Key. This allows for up to 10 kW (13.4 bhp) to be used. With a total weight of just 230 kgs, the Baby II will be spinning the Michelin tyres as it sprints from standstill to a 70 km/h top speed. Depending on the weight of the driver, 0 – 60 km/h could be done in just 6 seconds.

Although the Baby II would not be legal on public roads so its driver won’t be travelling to the grocery shop down the road, the base lithium-ion battery pack combined with regenerative braking can give up to 25 kms of range on a single charge, with the larger battery pack in the Vitesse & Pur Sang doubling that figure. That means longer driving sessions on the test course around the home.

Like the full-sized electric cars, there’s the same balance of performance or range. If the driver prefers to enjoy the full performance of the Baby II, then the range would of course be less. If recharging is too time-consuming, the battery pack can be easily taken out and replaced with one already charged and ready to do.

2020 Bugatti Baby II — *Andy Wallace, a British racing driver who is also Bugatti’s test driver, was involved in tuning the handling of the Baby II.*

Authentic handling too
When it comes to handling, the Baby II is completely true to its mythical predecessor, the Bugatti Type 35. Based on a digital 3D scan of an original Lyon GP car with identical geometry and suspension, the handling is as authentic as an enthusiast could hope for.

The only nod to modernity is the introduction of adjustable dampers, allowing tailoring of the handling in ways not possible in the Type 35’s heyday. Bugatti’s test driver, Andy Wallace, was also involved in the final development of the tuning and set-up of the Baby II.

Other features which will appeal to enthusiasts include faithful working replicas of the original Type 35’s instruments, with some adaption for modernity. The turned aluminium dashboard is as present and correct as it was on the original Type 35, and custom ‘EB’ switches operate the LED headlights.

The car can even be customised in multiple colours for both the exterior and interior, including the exact same solid shades available on the Chiron, and an online configurator is available.

Bugatti Divo hypercar reaches final phase of development

The exceptional and exclusive Twin Turbo Furious 300+ from Jacob & Co.

In 2019, Bugatti and Jacob & Co. signed a partnership to create unique timepieces. To inaugurate this partnership led by performance, two timepieces were created. These watches, based on the Twin Turbo Furious and the Epic X Chrono, were directly inspired by the unique design and spirit of Bugatti hypercars.

This year, new watches in the Twin Turbo Furious collection are being introduced, as well as now the Bugatti Chiron, a completely new line. After the Bugatti Chiron Tourbillon, the watchmaker has created the Twin Turbo Furious 300+ – inspired by the fastest hypercar ever created.

Last year, the Chiron Super Sport 300+ made Bugatti the first carmaker to break through the mythical 300 mph (480 km/h) barrier. Behind the steering wheel of the car was Le Mans winner Andy Wallace who set the world speed record at 304.773 mph (490.484 km/h).

Only 3 pieces for sale
In order to celebrate the world’s fastest series production hyper sportscar, Jacob & Co. captured the essence of the Super Sport 300+ in the design as well as the sophisticated technology of their new creation. Only three pieces will be made for sale.

The Twin Turbo Furious Bugatti 300+ features a black titanium twin triple-axis tourbillon movement, that includes a decimal minute repeater and a mono-pusher chronograph with reference time. It is housed in a forged carbon and black DLC titanium case, to echo the exposed carbonfibre bodywork of the record-breaking hyper sports car.

Exclusive technology
The presence of a tourbillon in a watch’s movement already places a timepiece among the elite of the watchmaking world. Jacob & Co.’s Twin Turbo Furious goes one step further incorporating two accelerated triple axis tourbillons into its striking design. The tourbillons work together to compensate for the effects of gravity on the precision of the movement.

Another very rare component is the Twin Turbo Furious 300+’ decimal minute repeater. In order to simplify the audible indication of time, the Twin Turbo Furious chimes on demand the ten minutes intervals after the hours and before the minutes.

“In Jacob & Co., we have found a partner who understands the way we see exclusivity and how every object carrying the Bugatti name has to combine extreme power and the most sophisticated technology with pure luxury and the unmistakable Bugatti aesthetics and elegance. The Twin Turbo Furious is another product created in the spirit of this partnership,” said Bugatti President, Stephan Winkelmann.

A lap in the Bugatti Chiron Pur Sport hyper sportscar (w/VIDEO)

A lap in the Bugatti Chiron Pur Sport hyper sportscar (w/VIDEO)

The rear end breaks out slightly into a controlled drift, the tyres start to squeal. Sven Bohnhorst reacts with lightning speed and countersteers briefly. He keeps his foot on the accelerator, drifting with a smile on his face.

Bohnhorst, a chassis setup engineer at Bugatti, is testing the new Chiron Pur Sport at the limits of its handling dynamics. The aim is to improve the vehicle even further and to tune the chassis, steering and dampers even more precisely.

Aiming for ‘the perfect driving experience’
His starting point is in the area of fine nuances and minute details. These are almost imperceptible individually but will later convey the complete picture of a perfect driving experience to customers. After weeks of lockdown due to the COVID-19 pandemic, he and his colleagues were finally able to return to testing the new Chiron Pur Sport on a racetrack.

“The track at Bilster Berg with its very own topographic relief is challenging and demands a high level of concentration. It’s a technical circuit with varying radii, fast and slow sectors and severe elevation changes. A genuine challenge for us chassis developers,” explained Bohnhorst.

The track goes up and down, making the car lighter in some places, and pressing it down into the dips with significant spring compression. These are ideal conditions for fine-tuning the running gear and safety systems. This is where engineers can test and take the Chiron Pur Sport to its limits.

ESC Sport+ driving mode
Particularly suitable for this purpose: the new ESC Sport+ driving mode. Experienced drivers can activate this mode when driving on racetracks. For this first time, this mode allows larger drift angle with much easier controlled drifting – the driver is able to stay on the throttle much longer to control the rear end before the ESC kicks in. This turns the Chiron Pur Sport into an extreme Chiron derivative at the other end of the performance spectrum, a model with very active driving characteristics that is made for cornering.

“The combination of an uncompromisingly sporty and harder chassis set-up, new tyres with a softer rubber compound geared towards lateral dynamics, and the shorter transmission ratio make it possible to manoeuvre the Chiron Pur Sport out of any corner safely and at lightning speed. An incredible feeling at the wheel that makes the adrenalin flow,” said Bohnhorst enthusiastically.

‘A car for those who have petrol in their blood’
The new hyper sportscar is much firmer, dynamic and direct to drive than the Chiron. It generates more grip, understeers less and provides neutral handling even in fast corner combinations. “It’s a car for drivers, for all those who have petrol in their blood. I never want to get out again!” he exclaimed happily.

Even though Bugatti usually tests on longer race circuits like the handling track in Nardo or on the Nurburgring Nordschleife, Bohnhorst feels at home at Bilster Berg which he knows well. “I now know exactly how to drive around the track. Because the Pur Sport offers such confident handling, it is easy to familiarize yourself with the special characteristics of the track,” he explained.

The 8-litre W16-cylinder engine with 1,500 ps/1,600 Nm does not get as much attention during such tests as the engineers are not primarily focused on lap times. Instead, they want the Chiron Pur Sport to handle perfectly even in extreme situations.

“In terms of development, we are close to reaching our goals – the Chiron Pur Sport is very precise and extremely agile to drive, even on such a tight handling course,” added Bohnhorst.

Bugatti Divo hypercar reaches final phase of development

Piston.my

Bugatti

Bugatti Chiron Sport versus Dassault Rafale Marine (w/VIDEO)

FEATURE – The German engine that was born on a Japanese bullet-train

Prototype development of RM39.2 million Bugatti Centodieci underway

A Bugatti engine on your wrist

Bugatti Dimple Airscoop – a new invention for enhanced aerodynamics (w/VIDEO)

Bugatti Chiron Sport ‘Les Légendes du Ciel’ honours the ‘Daredevils’ of the past

Bugatti Bolide – a no-compromise hyper sportscar

Bugatti Baby II soon to be delivered to customers

The exceptional and exclusive Twin Turbo Furious 300+ from Jacob & Co.

A lap in the Bugatti Chiron Pur Sport hyper sportscar (w/VIDEO)

Bugatti Chiron Sport versus Dassault Rafale Marine (w/VIDEO)

FEATURE – The German engine that was born on a Japanese bullet-train

Prototype development of RM39.2 million Bugatti Centodieci underway

A Bugatti engine on your wrist

Bugatti Dimple Airscoop – a new invention for enhanced aerodynamics (w/VIDEO)

Bugatti Chiron Sport ‘Les Légendes du Ciel’ honours the ‘Daredevils’ of the past

Bugatti Bolide – a no-compromise hyper sportscar

Bugatti Baby II soon to be delivered to customers

The exceptional and exclusive Twin Turbo Furious 300+ from Jacob & Co.

A lap in the Bugatti Chiron Pur Sport hyper sportscar (w/VIDEO)

Archive

Nissan GT-R Gears Up for Its Final Act: A Limited-Edition Swan Song

GAC GS3 Emzoom Officially Launched From RM118,900 – RM128,900

Locally Assembled 2024 Kia Carnival Open For Bookings

Lamborghini Gallardo Spyder Burnt To Ashes Over Commission Dispute

BMW i3 Owners Stunned by Eye-Watering Battery Replacement Quotes

Follow us on Facebook

Follow us on YouTube

The Piston Show