2008 Bugatti Veyron 16.4

Review

I hate to admit it, but I've never been a numbers sort of guy. Differential calculus

swiftly marked the end of my mathematical career - and thus my engineering career - which is why these days I write about cars rather than partake in their development.

The thing is, everywhere you turn in the automotive world, there's much engineering to account for, even for the most humble of motoring appliances. Think of the advanced electronic brain that keeps a simple automatic transmission on the ball, the mechanical precision that is needed for variable valve timing, or even the geometry of the suspension in something like a Toyota Yaris. These things are taken for granted every time we get behind the wheel, but the development and implementation of such technologies represent an astronomical amount of hard work and determination. Then think about the Bugatti Veyron 16.4 and what its engineers achieved for a moment.

You don't need to have a doctorate in engineering or be a car guru to appreciate the following stats, as the numbers speak for themselves: 253 mph top speed, 0-60 mph in 2.4 seconds and the wholly absurd horsepower count of 1001 ps, or 987 horsepower. These are dizzying numbers all right, though not as dizzying as its asking price of 1.1 million euros, which can, without too much difficulty be argued as the deal of the century, but more on that later.

A golden watch probably wouldn't have done for Ferdinand Piëch. Without the now retired Volkswagen chairman, brands like Lamborghini and Bentley wouldn't be under the VW hat. And after all his accomplishments, this was his gift to the world and

proof that the Volkswagen empire could produce the ultimate modern automobile, a vehicle that would set the pace for others for years to come. Not only that, but the Veyron wouldn't - couldn't be like other temperamental supercars, it was required to function reliably and be useable on a daily basis. From the moment the guidelines were set, the Veyron 16.4 was destined to end up in the history books.

You really have to admire Piëch for adhering to as many Bugatti traditions as possible. Though the brand was revived for a brief period during the early ‘90s by Italian investor Romano Artioli, during which the EB110 was produced, VW started fresh from scratch opting only to buy the rights to the name. In the process, Bugatti Automobiles S.A.S. returned to its historic home in Molsheim, France; the original property on which Ettore Bugatti built the legendary Royale, Type 57 Atlantic and numerous racers, was purchased and restored. The magnificent Ch.teau Saint-Jean, a former guest house, has been transformed into Bugatti's corporate head office, and a number of other original buildings on the manicured grounds represent a harmonious equilibrium between Bugatti's values, history and modernity.

The exception is the factory. Bugatti wasn't able to purchase the original assembly facilities, currently in use by a state-owned aerospace firm that was unwilling to part with the building. So, a new assembly

facility, called the Atelier, was constructed. Designed by Gunter Henn, the horseshoe-shaped studio features tall, glass walls that let in natural light and a view of the Vosges Mountains, and a strategic floor layout with three stands, plus various other stations for further stages of automotive assembly. A handful of specially trained Alsatian craftsmen put together the vehicles in an environment so clean, so tidy, and so quiet, it's next to impossible to believe that motor vehicles, machines notoriously loud, oily and grimy, are assembled here. That said, only eighty or so vehicles will leave the Atelier this year, each taking a staggering 300 hours to complete.

It is important to stress that the Veyron is not fabricated or built here; no painting, welding or stamping is done on premises, but rather off-site before assembly. Like a giant, fully-operational model, the finest materials and products that Europe has to offer are fitted into a lightweight carbon fiber monocoque. The carbon fiber and aluminum body panels come pre-painted and shipped from Italy, the seven-speed DSG transmission from Britain's Ricardo Engineering and the massive sixteen-cylinder engine from Germany. Even the tires are built to spec, they are the widest fitted to any production car and were developed specifically by Michelin for the Veyron to cope with its 253 mph top speed.

From a mechanical standpoint, the Veyron's engine is a masterpiece. At eight liters in displacement, with sixteen cylinders arranged in three banks of eight, the compact engine is shorter in

length than a traditional V12. And yet, it packs the mightiest of punches, as the engine is boosted along with four turbochargers with variable vane geometry for lag-less thrust. Aside from cooling purposes, the engine is out in the open for all to see, its magnesium detailing a work of art.

Other key figures to do with the powertrain include 64 (the number of valves it has), 922 (the amount of torque it produces, in pound-feet), 37 (the number of pounds saved through its titanium exhaust system, a world first) and 10 (the number of radiators it has to keep everything cool). Despite the liberal use of extremely exotic, lightweight metals, the upshot of generating such copious amounts of power is that the drivetrain consisting of engine and transmission weighs 1,433 pounds. That's just 220 lbs shy of an entire Smart Fortwo.

Still, weight never seemed to be an issue in the Veyron's development. With more power than a Formula One race car, the 253 mph goal shouldn't have been difficult to hit, at least on paper. But power alone is not always enough to overcome wind resistance at high speeds. Eventually, with enough power anything is possible, but we're talking about a car that already has over 1,000 horsepower. The key to attaining the top speed goal was not to extend the boundaries of the engine, but to change the shape of car. Planes do it. Animals do it. So why not a car?

Bugatti's engineers came up with a particularly clever solution. They've employed an extremely sophisticated hydraulics system which controls the suspension system in conjunction with the aerodynamic aids, diffuser and power steering system to produce a vehicle whose profile morphs depending on speed. Under normal conditions (up to 220 km/h or 136.7 mph) the ride height and spoiler are set to normal heights. At speeds above 220 km/h, or at the driver's discretion up to 375 km/h (233 mph), Handling Mode can be called up, which drops the height by a further 3.7 inches up front and 3.1 inches in back, and raises the height and angle of the spoiler to produce 772 pounds of downforce, increasing stability and grip. But the chase for the final few digits in its top speed required a reduction in drag. The ride height drops a further 2.5 inches up front and 2.7 inches out back, but the rear spoiler tucks back down for the most slippery and streamlined shape. Downforce is reduced to just 110 pounds.

But as soon as you hit the anchors when traveling at such speeds, the rear spoiler deploys to help with braking. In less than four tenths of a second it extends to full height, and angles itself at 55-degrees, acting as an air brake. This alone provides 0.6 Gs of deceleration force, equal to that of a small economy car. Then, factor in the brakes. The discs are made from carbon ceramic and the calipers feature eight powerful pistons. The entire system is supplied by none other than Brembo. Amazingly, the Veyron comes to a stop from 60 mph 0.2 seconds faster than it can accelerate to it (2.2 seconds). The very fact that, using its full braking

power, the Veyron can produce nearly two Gs of deceleration force is, simply put, unheard of. But, you'd expect nothing less from a car that can travel over 250 mph.

Given what the Veyron is capable of, it would be almost easy to assume that the car is a bit of a brute to drive. But somehow, just by looking at the car, you instantly know it's different. It isn't the standard wedge-shape profile most top-speed chasing machines have; its bodywork is gracefully curved, and is surprisingly free of unnecessary vents. Every last detail of the vehicle, from its available titanium grille to the lightweight alloys casts an impression of prestige and sophistication. This particular vehicle, with a triple black color scheme, is classy and sleek, though the car can be ordered and painted in every color imaginable, including a number of classic-inspired two-toned schemes that are a tip of the hat to the days of the Royale.

It's a big step over the wide sills, but once you've set yourself down into the richly upholstered leather seat you realize that the Bugatti really is different from all the others. Its seats, while well bolstered, are genuinely comfortable, and with three different seat types available and height settings customized according to the driver, all shapes and sizes can be accommodated. What isn't swathed in fine leather or Alcantara is beautiful, solid metal. The design of the dashboard will not be dated by time, lacking gimmicks such as a physical in-dash navigation system or a fancy stereo head unit that peg a car to a particular era. Every area of the car is bespoke; no parts bin stuff here, separating it from Lamborghinis and Bentleys. Not even

something as lowly as a turn signal or a windshield wiper stock is overlooked - these are milled from ingots of metal and cost about what a VW Golf does.

With a prod of the start button, the Veyron's engine thunders to life, coming back to idle amidst the hum of its turbochargers. Though the initial firing will certainly cause heads to turn, the Veyron is exactly as it's been described to drive - as easy as a Bentley. The steering is fingertip light and uncannily smooth, and the gearbox seamlessly changes gears with nary a lurch. Even the quality of the ride is surprising; yes, every last crevice and expansion joint is felt and heard, but only the biggest of bumps are transmitted with outright clarity. If anything, the only liabilities the Veyron possesses around town are its width and its rather large blind spots, produced by thick A-pillars and side-view mirrors.

Though I would've loved to experience the Veyron at its top speed, de-restricted autobahns and a track test session weren't the order of the day. Instead, we headed for the hills, for roads on which Ettore himself tested his Le Mans racers. Besides the fact that the Veyron barely fits within the narrow, forest-lined lanes,

it feels perfectly at home. With the car in “Handling Mode,” there's quite literally zero body roll, which is backed up by a steering setup that's communicative and light. Your confidence in the Veyron's abilities will quickly grow; the faster you go, the better it seems to get. Its Haldex-based all wheel drive system, with a 30:70 torque split and active rear locking differential, has no difficulty getting the power down, even on rain-dampened roads, and with the majority of the weight over the back half of the car it feels outright neutral.

It's on these roads that the Bugatti has altered my understanding of physics. Here is a car that weighs 4,162 pounds - over two tons and then more with driver and fuel - and yet it feels eager to change direction, light on its toes and smaller than most other sports cars I've driven. Amazingly, it resists the understeer it ought to rightly exhibit. It's flabbergasting how good this vehicle is to drive and how little it demands of you.

Before heading back to the factory, with a clear stretch between the Veyron and our lead car, I put pedal to the floor. The Veyron inhales, squats ever so slightly on its hind wheels, and I am exposed to the most vicious, violent acceleration I've ever experienced. In less than three seconds, the individual trees lining the highway have become one solid green streak, and the sound of the intakes whooshing over my head will forever be etched in my memory. In the corner of my eye I see the needle rise to just above 750 horsepower; only three quarters of what the car is capable of producing, before I need to call on the brakes. Hand on pounding heart, I assure you, there is nothing else on four wheels like the Bugatti.

Given what it can do and how well it does it, the Veyron is a bargain at 1.1 million euros. Even at twice that price, it would be worth every last penny.

I left Molsheim and the Veyron with the cold realization that there may never be a greater car to touch rubber to pavement in my lifetime. Though the number of obscenely wealthy people is on the rise, and the number of Veyrons being shipped off to places such as Russia and China is growing, there is tremendous pressure for environmental consciousness that just cannot be ignored (it produces a little less than 600 grams of CO2 per kilometre driven and has a fairly large thirst for high-quality gasoline). These sorts of pressures weren't present during the time of the supercar boom at the beginning of the decade and during the ‘90s. Still, such challengers haven't stopped Bugatti from unveiling numerous special editions (all of which have sold out), nor launching the new Grand Sport convertible model.

If there is to be a car destined to top the Veyron 16.4, I wouldn't put it beyond Bugatti to make it. After all, the purpose of the company's existence isn't just to the produce great cars, it is simply to be the best.