The Tachonadel chases over 200, the driver forgets the breathing
Whoever thought the Bugatti Veyron Supersports was the measure of all things, must now rethink. The successor Bugatti Chiron is significantly stronger and makes everything better. Especially faster.
It is actually only a single question: How does it feel to drive 420 km / h? This is the top speed of the new Bugatti Chiron (and even at this speed, the car is still adjusted), and I had the opportunity to drive a morning by car. Time enough for an excursion to the highest temporegions, right?
Apart from the fact that we were not in Germany and that everything beyond 120 km / h was already forbidden: Tempo 420 is not so easy to reach. Because you have to stop the car, use a second key to unlock the high-speed mode and wait until the car has passed some self-tests. Without this procedure the Bugatti Chiron runs “only” 380 km / h, and this is a summit that is difficult to climb when other cars are on the motorway.
Perhaps I answer another question first: How does it feel to accelerate to 100 km / h in “less than 2.5 seconds” (factory data)? You are standing still, stepping on the throttle, feeling how the rear wheels jerk a little bit, and then you forget to breathe very briefly.
“My goodness”, one thinks, “I wanted to count”, because the Tachonadel already hunts over the 100 mark. One can count, still counts to four, and the car runs 200.
This is definitely something you have to get used to, and the ownership of a Porsche Turbo is not enough to train this acceleration feeling. Gottlob the Bugatti drives stable as an ICE, because everything goes so fast that one could not care about the correction of the straight run.
The engineers from the still eight-liter engine got 1500 hp, 499 more than the predecessor Bugatti Veyron and 300 more than with its strongest development stage Veyron Supersports. It is still a 16-cylinder with four turbochargers, which however were significantly enlarged and switched in pairs. Thus, the enormous torque of 1600 Newtonmeters is practically constant, the plateau of the maximum power ranges from 2000 to 6000 revolutions.
In practice, this means, in addition to an extravagant acceleration (13.6 seconds from 0 to speed 300), it does not matter in which of the seven gears the dual clutch transmission is. If you do not push it, the Bugatti seldom switches back, he always has enough reserves to meet the everyday acceleration requirements.
Rear spoiler rises steeply from 180 km / h upwards
With a knob on the steering wheel you can select four different chassis settings: EB (for Ettore Bugatti) is the standard program, then there is still lift (for easy lifting, if you want to pass edges), highway and handling. In the highway program, the steering is a little less direct, so you can go straight on straight.
In handling mode, on the other hand, it is more sensitive, but still more difficult, that goes in the direction of racing cars. Both settings are very well coordinated, and you can also bounce over a bumpy country road with the car adjuster, the chassis adjustment is more comfortable. The handling setting is mainly for running on race tracks, but we had not available.
In this respect, the initial question must remain unanswered, more than 336 km / h were not on the test day, and the Bugatti could effortlessly accelerate. But while the little devil on my shoulder shouted “Vollgas, Vollgas!”, The little angel on the other hand successfully spoke to me a guilty conscience. It also pointed out how narrow the highway had suddenly become.
So I will probably never know how the ride feels like 380 or even 420 km / h, because if I ever come back behind the wheel of a Bugatti Chiron, I seem rather doubtful. Test cars are not issued by the noblest of all Volkswagen daughters, and one of the 500 future Chiron owners will probably not lend me his 2,856,000 euro expensive specimen.
It will be a lot of luck to be able to experience a Bugatti once again in the wild. According to Bugatti CEO Wolfgang Dürheimer, only 30 percent of the cars will be built in Europe (only 150 cars). Another 30 percent go to the US, 26 percent to Arab countries, and the rest will, I think, still be a few Chinese billionaires.