Since its return to the ultra-high-performance supercar market in 2005, Bugatti has been all but synonymous with its unique engine, a woofling quad-turbocharged W16 that made big power and big sound. When the French automaker merged with Rimac Automobiles, many assumed that the W16’s days were numbered, with internal combustion giving way to electric motors of Rimac’s design for the next Bugatti hypercar.
That prediction turned out to be half-true, as the recently debuted Bugatti Tourbillon has ditched the four-turbo, 8.0-liter W16 of its Chiron predecessor in favor of a naturally aspirated, 8.3-liter V16 engineered in part by Cosworth. The development of a new internal-combustion engine is a surprise, one that’s wrapped up in sleeker, slinkier bodywork than just about any Bugatti in history.
Back To The Future
The V16 is a major throwback for this ultra-modern Bugatti, as that engine layout hasn’t been used in a production car since the 1940 Cadillac Series 90 – technically, the 1991 Cizeta-Moroder V16T used two V8 engines connected in the middle by a single output shaft to the transmission. The Bugatti V16 spins to 9,000 rpm, and its crankshaft is one whole meter long – exceeding the outgoing W16 by more than a foot. That extended length means the Tourbillon has more traditional supercar proportions than its short, wide Chiron predecessor, but more on that later.
Making 986 horsepower and 664 pound-feet of torque, the new V16 engine seems just a little bit light on muscle for a seven-figure ride, but don’t worry. Remember those Rimac electric motors? Two of them make an appearance on the front axle with a third in back, each making a healthy 335 hp all on their own – total power output for the new Bug is 1,775 hp. An eight-speed dual-clutch transmission sends power from the engine to the rear wheels, while the torque-vectoring front electric motors drive those wheels.
The Chiron makes 1,479 hp and 1,180 pound-feet of torque from its W16, meaning the Tourbillon is nearly 300 ponies more endowed than its predecessor. What’s more, Bugatti says the new hypercar will weigh less than the 4,398-pound curb of the Chiron. More power and less mass equal quicker acceleration, with the Tourbillon hitting 62 miles per hour in 2 seconds flat, 0.4 seconds quicker than the Chiron. Thrust, then, doesn’t seem to be a problem for the new Bug.
Neither is speed, as the automaker claims it will hit an outrageous 276 mph flat out, a number that exceeds every other production Bugatti – though a pre-production Chiron Super Sport 300+ hit nearly 305 mph with its speed limiter removed and a host of safety features built in. I’m not sure if the Tourbillon’s max velocity is held back by electronic nannies or if the car truly maxes out at 276. I also don’t care, as the only people who are qualified to test the numbers are far better drivers than just about anyone who actually buys one.
The Tourbillon will also be Bugatti’s first plug-in hybrid, with a 24.8-kilowatt-hour battery on board running on 800-volt architecture. The oil-cooled battery should provide an all-electric range of around 38 miles on the optimistic WLTP scale – likely about 30 miles in EPA testing.
Refined French Style
The Tourbillon maintains the Chiron’s two-mass styling, with the front end enveloped by the arched side intakes and rear fenders. However, the newest Bugatti is more angular than the rounded, organic Chiron (and Veyron before it). The side vents, for example, are almost trapezoidal, trimmed in a subtle spear of brightwork. The wider horseshoe grille looks cribbed from the droptop Bugatti Mistral, with chiseled lines sweeping from the front around the top and sides of the car. And then there’s the strong center rib – a Bugatti styling signature that’s appeared on the Chiron, Veyron, Type 57 Atlantic, and more – which extends over the roof and separates the open backlight in two.
Best of all, those of us who love curbside posing will appreciate that the Tourbillon gets a set of dihedral doors, making it even more dramatic than the already audacious Chiron. The only thing I don’t love about the new Tourbillon is its alien rear end. The taillights have attractive and intricate detailing, but their shape reminds me far more of a McLaren than a Bugatti. The gaping rear diffuser is another detail I don’t love, although one that carries over from the Chiron. I wish the automaker would return to the simple forms of the Veyron’s rear end. Still, the Tourbillon’s revised dimensions – it’s 5.0 inches longer, 0.5 inches wider, and 0.9 inches lower than the Chiron – give it undeniable presence.
Swiss Watch Precision
Named after an intricate mechanical device that enables a high degree of accuracy in a mechanical timepiece,the Tourbillon has a number of horology-inspired details inside. The fully analog gauge display, for example, makes use of two concentric dials for the speedometer and tachometer, as well as a power meter on the right for both the engine and electric motors and a three-dial binnacle on the left for battery charge, fuel level, and fluid temperatures. Look closely and you’ll notice that a set of intricately placed gears actually drive the instruments – no unrefined servos here – and the entire cluster resides under a pane of sapphire crystal, just like a watch.
Oddly, the gauge display and steering wheel hub remain fixed in place, with a pair of spokes attaching the top and bottom of the steering wheel rim to the column behind the instruments. This minimalist design carries over to the center stack, where the climate and radio controls each get a single dial with a display in the middle, likely to ease switching between functions like tuning and volume or temperature and fan speed. There’s also a infotainment tablet that’s removable to preserve the cabin’s sleek design – company CEO Mate Rimac claims that nothing dates a design like old technology, and this seems to be a clever solution.
The cabin’s styling – apart from the wild dashboard jewelry, recalls that of the Chiron. An arcing center rib separates the racy bucket seats, with a top-bottom two-tone color scheme on the debut vehicle that looks like it could’ve come from a Bugatti Type 57SC Atlantique.
Driven To Thrill, Priced To Kill
Unsurprisingly for a Bugatti, the Tourbillon is going to be one expensive number. Slated to start consumer deliveries in 2026, the newest French hypercar will start at 3.8 million euros ($4.1 million at current exchange rates). Given the 2006 Veyron started at around 1.6 million bucks, it seems that not even billionaires can escape inflation.
Still, its lighter platform, high-revving engine, outrageous electric power, and delightfully mechanical interior fittings should make it even more appealing to prospective customers. Ditto its 250-unit production run, which is half that of the Chiron and 200 less than the Veyron. Come up with the prodigious cash and the Bugatti Tourbillon is all but guaranteed to appreciate in value, with some incredible performance coming along for the ride.
