Image credits: © Bugatti.

2007 Bugatti 16/4 Veyron news, pictures, specifications, and information

Over 60 Bugatti Veyron 16.4 delivered worldwide

Geneva 6th March 2007 _ by the end of February Bugatti Automobiles S.A.S. will have delivered 60 Bugatti Veyron 16.4 to date. As a result, the planned production volume has been exceeded.

After the start of production of the Bugatti Veyron in Alsatian Molsheim at the end of 2005 and the delivery of the ?rst vehicle in March 2006, Bugatti Automobiles S.A.S. has reached the planned 50 units for the ? rst production year. This is interesting to note, because the Bugatti Veyron 16.4 is a completely new model and thus has not been able to rely on already existing components.

In December 2003, the responsibility for Bugatti Automobiles S.A.S. went to Dr. Thomas Bscher, the new president of the company. Dr. Wolfgang Schreiber was appointed as technical director and manager of Bugatti Engineering. The entire Bugatti project was then completely reassessed and a new schedule for the completion date of the super sports car was decided. The objectives established in this process have all been achieved since then.

Production of the Bugatti Veyron has been limited to a maximum of 300 units. The number of units for the ? rst production year has amounted to – as announced – 50 vehicles. Today, Bugatti is already able to increase the annual production volume and thus is able to reduce the customer waiting time.

Promising order entry

'In 2007 we are planning to increase the production of the Bugatti Veyron', said Dr. Thomas Bscher at the International Geneva Motor Show, 'because the order entry for the Veyron is getting close to a 140 and we wouldn't want our customers to have to wait longer for their Bugatti.'

'It is not unexpected', continued Dr Bscher, 'that most of the orders come from the ÚS; traditionally the most important market for luxury vehicles. 30% of the 140 contracts received up to now wîth a down payment of EÚR 300,000, which is the condition for the production of the vehicle to start, come from the Únited States. This means that that is where – on a country basis – up to now most of the Bugatti Veyron have been delivered.

In Europe, the majority of the demand comes from England and Germany, which are the two most important markets for luxury cars outside the ÚS. Naturally, the Bugatti Veyron super sports car has also created interest in the Middle Eastern countries and deliveries to Arab countries underline the pleasant sales trend of this unique vehicle.

A worldwide network of contract partners Bugatti Automobiles S.A.S. highly values supporting the vehicles sold wîth a worldwide organisation of Bugatti bases. Within a year, a network of Bugatti sales and service partners has been developed – now covering 26 locations. Consistent wîth the sales ?gures, the ÚSA is also top in this area wîth nine contact points. Five on the west coast, one in Florida and the traditional areas in the east wîth three partners sharing the responsibility. Also in Europe, the important luxury car markets such as Germany, England, France, Monaco, Benelux, Austria, Italy, Spain and Switzerland are already covered.

It goes without saying that the uniqueness of the Bugatti Veyron 16.4 has also not gone unnoticed in the so-called new markets. Thus, increasing demand can be seen in China and Russia. As Bugatti has set itself the goal of delivering only to areas where the company is also represented by competent contact partners, these enquiries will be treated wîth a certain level of caution until the development of the sales and service organisation.

Old and new in Geneva

Today, the Bugatti Veyron 16.4 already has its place in car history as an undisputed classic. It embodies every-thing that is technologically and technically possible in automobile construction on a level which is absolutely unreached and will remain so for some time.

But also the Veyron models itself on the heritage and the value of the brand. « Art – form – technique » the legacy of the company founder is as signi?cant today as in 1931 when the Type 55 was created and one of these Type 55 models is shown at this year‘s International Geneva Motor Show on the Bugatti stand. Thus, the link between the 'thoroughbred' of the 30s and the 'pur sang' of the 21st century will be highlighted in an impressive way.

The Type 55 Roadster

In 1931, the Type 55 replaced the Type 43 super sport tour car wîth a Grand Prix motor. The Type 55 Bugatti now used the 2.3 litre Grand Prix motor wîth a compressor from the Type 51 and the very stiff chassis of the Type 47 designed for a 16 cylinder motor. Thus it brought together different ingredients to make one of the best Bugatti vehicles. The brakes and tyres of the Type 55 were identical to those of the Type 51. The draft of the lovely two-seater roadster body offered by the factory stemmed from Jean Bugatti. Apart from the roadster also the so-called 'Faux Cabriolet' was offered by the factory, a coupé whose design also came from Jean. In total 38 chassis of the Type 55 were manufactured between 1931 and 1935, 13 of them had the famous roadster body shown here.

The acceleration of the Type 55 was amazing. From 0 to 100km/h in under 10 seconds. Whilst §teering and road holding around bends convinced, many drivers wished for a gearbox like the Grand Prix one instead of the sluggish Type 49 gear box. In 1933, a test journalist wrote the following about the Type 55 in 'Autocar': 'One doesn't expect an engine of this type to run noiselessly. Whilst the exhaust noise of the car is noticeable but tolerable, there are a lot of mechanical noises that are caused by the gear box and the closely toothed wheels of the camshaft drive system. At high speed these individual noises turn into a wild, impressive howl. Road holding and handling are so excellent that one can zip around bends wîth the car. As it doesn't swerve one feels completely safe. For a car of this type the suspension can be called comfortable…. Some experience has to be used on the gear box, the ?rst and second gear slightly 'hang' at high engine speed otherwise they can be changed quickly'.

More than any other Bugatti, the elegant Type 55 is a wolf in sheep‘s clothing.

An international car

The new Veyron is an impressive platform of top end automotive technology and – loyal to Bugatti's heritage « nothing is too expensive, nothing is too beautiful » – only the best parts and materials in the trade are used in the production process. And the Veyron is a truly international car. One of the key- and most sophisticated parts, the 7 speed-sequential-DSG-double-clutch-gearbox, is made by motor sport specialists Ricardo in the ÚK, the unique 16 cylinder-8.0-litre-engine comes from the Volkswagen engine plant in Salzgitter in Germany.

The tyres – the ?rst production tyres in the homologated for speeds above 400 km/h – are a joint development wîth Michelin. The carbon ?bre mono coque is built by ATR in Italy, the front- and rear-structure in forged aluminium by Heggemann in Germany and the bespoke carbon-ceramic brakes by AP Racing in Great Britain. The paintwork is German, the leather Austrian, the windscreen is manufactured in Finland, and so it goes on.

50 years down the road, a car make once again

Vital Stats
Engine : 8.0 L., 16-cylinder
Power: 1001 hp
Torque: 922 ft-lbs

7-speed DSG
Today, nearly 50 years later to the day, the production of Bugatti automobiles in Molsheim is resuming, making Molsheim once again the hub of the Bugatti world. As a centre for reminiscence, this picturesque, small city near Strasbourg has never lost its signi? cance.

The area's ‘Enthusiasts Bugatti Alsace', together wîth their friends in the various Bugatti clubs throughout the entire world, are in large measure responsible for keeping the brand alive over the decades – even in the absence of the product itself. This is an experience, which various other prestigious automobile brands wîth melodious names have not shared.

It is in this fact that the strength of the Bugatti brand values is expressed most clearly. The admiration for ‘art on wheels', the cool achievement of the aesthetic tenacity of Ettore Bugatti, who was a man who was ? rst and foremost an artist, not a technician. The grandeur of the victories in the glorious years of dirt-encrusted heroes on the racecourses of this world and, not least, the suitability of these racing cars for everyday driving – the latter is what made Bugatti cars accessible to a broader clientele. The prestige of inspired design and the exclusiveness of individual models that helped catapult certain Bugatti models into the astronomical price classes.

In 1956, the ?nal attempts had failed, in the wake of the death of the company's founder in 1947 – preceded in death in 1939 by his son Jean, wîth whom he collaborated – to keep the substantially weakened company alive. After 47 years' production, in the course of which 7,950 Bugatti's of models 13 through 251 had been manufactured, the gates to the Bugatti factory in Molsheim were forced to close.

Source - Bugatti
Visitors to the Atelier in Molsheim are always intrigued to see the Veyron's high-tech components being meticulously assembled into an automotive work of art. Watching the car coming together, coupled wîth an admiration for the technical beauty of its structure, gave the designers the idea of finishing the car in its pure material configuration – meaning no colour coating. The result is the EB 16.4. Veyron 'Pur Sang', a two-tone study of pure materialness showing the car's true essentials: carbon and aluminium. The carbon monocoque holds the engine plus the passenger cell, while the polished aluminium panelling is enhanced by reflections in the sculpted bodywork.

Interestingly, the rawness of the materials even more strongly highlights the dual character of this car: performance power coupled wîth cruising comfort, structure and body, dark and light. A closer look at the details reveals the technical logic behind this stylistic appearance. The sophisticated monocoque contains all the core structural components, including the W16 engine, the passenger cell, the crash box and the linkages to the wheels. It is this purpose-driven fundament that is visible as the centre of the car in clear-coated carbon fibre.

Equally consistent is the use of the aluminium panelling. This lends shape and a unique body sculpture to the car, covering the wheels in a muscular and powerful expression by way of elaborately shaped fenders. Highly polished, these perfectly tensioned shapes strongly visualize the fascinating surface reflections that define every Veyron. The balanced graphic appearance is also visible when lòòking down onto the car from above. These qualities take on a distinct appearance – almost like that found in a Mondrian painting.

As its pur sang label suggests, this individualised customer car shares the same kind of DNA as that of classic cars from the Bugatti past: the 'Atalante', the Type 55, the Type 41 'Royal' all had an unmistakeable and characteristic graphic signature. It is this precise division of performance components and body panelling – in this form – that makes the EB 16.4. Veyron 'Pur Sang' unique in the supercar world.

Source - Volkswagen AG
Coupe
 
The Bugatti Veyron is the most expensive production car since the Duesenbergs of The Great Depression era. It is equipped with an 8.0 liter quad-turbo DOHC Aluminum W16 engine that produces 987+ horsepower. It is capable of doing 0-100 MPH in 5.5 seconds and back to 0 MPH in 4.4 seconds with a top speed of 253 MPH.

It features active aerodynamic for three driving modes:
1. 125mm ride height for normal driving conditions
2. 80mm ride height and rear wing deployment for high downforce conditions - or speeds from 125-233 MPH - generating 770 lbs of down force.
3. 65mm front and 70mm rear height with a low angle of incidence lowering drag from .37 down to .36 for top speed.

The rear aerofoil can deploy to 113-degrees to the direction of travel for additional braking force and 660 lbs on the rear wheels alone. The Veyron weighs 4,162 pounds and has aluminum panels over carbon fiber monocoque chassis. At wide open throttle, the engine is capable of draining all fuel in 12 minutes.

The owner of this car occasionally drives it to local car shows so that he can share it with fellow enthusiasts.
The trials of the fastest road sports car in the world have been successfully completed. One of the most ambitious projects in automobile history is entering its production phase. The first Bugatti Veyron 16.4 cars, built mainly by hand, are already being completed and will be delivered to customers this year.

The sports car, capable of more than 400 km/h, is driven by a 16-cylinder mid-engine, that at 710 mm long is no larger than a conventional V12 unit, and due to its lightweight construction weighs only about 400 kilos. Its compact dimensions are due to the unique arrangement of its cylinder banks in a W configuration. Two VR8 blocks, each wîth a fifteen degree bank angle, are joined in the crankcase to form one engine. Both eight cylinders are set at an angle of ninety degrees to each other and are aspirated by a total of four exhaust gas turbochargers. The engine delivers 1001 HP at 6,000 r.p.m. and provides a maximum torque of 1250 Newton metres at between 2,200 and 5,500 r.p.m.

To apply the power of the 64-valve unit to achieve satisfactory driving dynamics both in everyday traffic and on the racetrack, the Bugatti development team of Dr. Franz-Joseph Paefgen and Dr. Wolfgang Schreiber has realized a propulsion unit that is without parallel in its complexity. If the extreme engine power is a master stroke of genius, its conversion for road use is an equally tough challenge. As Dr. Schreiber says 'For 1000 HP propulsion power, the system demands approximately 2000 HP to be additionally generated as heat energy during combustion. Half in each case is dissipated in the exhaust gas and cooling water'.

To do this, the Bugatti engine has two water circuits. The larger of the two wîth 40 liters of cooling water has three coolers in the front section of the car, to keep the engine at operating temperature. The second circuit, called the low-temperature system, has a separate water pump and contains 15 liters of cooling water. These are used to cool, by up to 130 degrees, the charged air, heated during compression in the turbochargers, in two heat exchangers mounted on the engine. The cooled, charged air then passes through two 'air manifolds' into the combustion chamber, which it then leaves as exhaust gas at approximately 1,000 degrees. It then passes through the turbines of the exhaust gas turbochargers. This causes the exhaust gas to expand, so that it is cooled by up to about 150 degrees, is then cleaned in the catalyzer and exhausted.

In addition to its unique compactness, the high performance of the power unit is the centrepoint of the dvelopment. Lightweight materials are used that not only result in a low power-to-weight ratio but also particularly provide the spontaneous response of the moving engine-internal masses. In addition to piston rods of titanium, the so called 'easy runners', the eight-stage oil pump integrated into the crankcase for dry sump lubrication has light aluminum gears. Because the arrangement of the 16 cylinders ensures extremely quiet running, only a small flywheel is needed. The use of motor sport technology is evident not only from the plasma-coated running faces of the cylinders but also by the use of high-strength steel for the shafts and gears in the aluminum crankcase.

Únique in engine design is the integration of knock and misfiring detection in an ion current system. Because the multiplicity of cylinders means very quiet running and ensures that the velocity difference will be extremely small in the event of a cylinder misfire, cylinder-selective detection by measuring rough running is not reliable enough. Therefore, Bugatti Ion Current Sensing (BIS) is used. The ion current flowing at each spark plug at the timepoint of ignition is monitored by a separate evaluation sensor system. The data obtained is passed to both engine control units. If knocking combustion or a misfire is detected, the associated control unit immediately initiates countermeasures, such as retardation of the ignition timepoint, shutdown of the cylinder or reduction of the charge pressure. According to the head of Bugatti Únit Development Gregor Gries, 'The aim of our technology is
to generate the maximum performance from the engine in a stable, clean manner'.


The power generated in the engine is transferred to the flange-mounted direct manual gearbox (DSG). The torque and speed is then transmitted, through the gearing of seven forward and one reverse gear, via a universal drive to the front axle gearbox and via a second universal drive, along the right side of the engine to the rear axle gearbox. Both the DSG and both axle gearbox housings are of lightweight aluminum construction. The drive power is distributed to the front and rear axles by means of a Haldex coupling, an actively-controlled multi-disk, inter-axle lock directly connected to the front axle gearbox. The following front axle differential distributes the power to both front wheels. In the rear axle differential the power is distributed to the rear wheels via a bevel gear and a further differential. In addition, an actively-controlled, hydraulically-actuated, multi-disk differential lock is installed here. When necessary, it prevents speed differences between the rear wheels and ensures optimum directional stability when accelerating and when cornering under load. All load distribution functions are completely automatic and are undetected by the driver.

The Bugatti marque has since earliest times been regarded as a central force in the advancement of automobile development by innovative solutions. A position deservedly maintained by the first high-performance sports car of the modern Bugatti.

Source - Bugatti
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Image Left 2006 16.4 Veyron
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