Bugatti on Thursday lifted the veil on the heir to the Chiron throne, the potent V-16-driven plug-in hybrid hypercar dubbed the Tourbillon.
Opting not to draw from its tradition of naming after celebrated racers as seen with the Chiron and its forerunner, the Veyron, the Tourbillon instead mirrors the naming convention of luxury timepieces. Embodying engineering excellence akin to a bespoke timepiece, the Bugatti Tourbillon represents an affair of intricate machinery, proclaimed Mate Rimac, Chief Executive Officer of Bugatti Rimac, upon the vehicle’s introduction.
Confining production to a mere 250 specimens, Bugatti anticipates starting deliveries in 2026, with the cost hovering around $4 million. Before that, Bugatti intends to finalize its current lineup featuring W-16 engines, including the Bolide racetrack car and the Mistral convertible.
The inauguration of the Tourbillon under Rimac’s guardianship, which is also renowned for electric vehicular marvels like the Rimac Nevera and Concept_One, is noteworthy. Although Rimac is an evangelist for electric power, the emotional resonance attributed to traditional combustion engines prompted the design of an all-new naturally aspirated 8.3-liter V-16 that will take the baton from the quad-turbocharged 8.0-liter W-16 powerhouses that defined the Chiron and Veyron.
This brand-new V-16 engine, the first since the propellant that fueled the Cizeta V16T supercar of the 1990s, hits 9,000 rpm and produces 1,000 hp solo. It collaborates with an 8-speed dual-clutch gearbox and trio of electric machines (two fore, one aft) that contribute an extra 800 hp culminating in an aggregate of 1,800 hp with a wider torque delivery than the sole combustion motor could achieve independently.
Ensconced within the central tunnel and positioned behind the seating, a reinforced 25-kwh T-shaped battery module is purported by Bugatti to enable as much as 37 miles of electric motoring, although it remains vague whether this approximation adheres to the more liberal European WLTP standards or the stricter American EPA metric. Rimac submits that the Tourbillon retains a lighter footprint compared to the Chiron—even with the additional battery and motors—thanks in part to adopting 3D-printed components, with suspension parts claimed to shed 45% of the weight of those belonging to the Chiron.
Bugatti forecasts a 0-62 mph sprint in 2.0 seconds, 0-124 mph in a fraction under 5.0 seconds, 0-186 mph in less than 10.0 seconds, and 0-248 mph in just shy of 25.0 seconds. The climactic rush ceases at 276 mph.
Despite claims of no shared elements with the Chiron, the Tourbillon’s design follows an evolutionary approach. The iconic Bugatti horseshoe grille has broadened and advanced forwards, and the adjacent intakes have expanded. The contour that encompasses the lateral air ports persists, but now integrates McLaren-esque butterfly doors. The central spine paying homage to the riveted halves of the Bugatti Type 57SC Atlantic makes a comeback as well. A sizeable rear diffuser diminishes the dependency on an emergent rear spoiler and also serves as a crash mechanism.
Even with the elongated powertrain and the introduction of a battery module, Bugatti assures cabin space equivalent to that of the Chiron’s. The cockpit flaunts a complex mechanical dash panel crafted with Swiss horologists’ input, consisting of over 600 elements, some of titanium and precious stones. Carved out of aluminum and bespoke crystal glass, the center console reveals a touchscreen that materializes solely upon necessity.
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