Bugatti Veyron Super Sport review

There are all sorts of crazed statistics about the new  Bugatti Veyron Supersport with which you can fray the outer edges of your imagination. Quite apart from the fact that it boasts 198bhp beyond that of the regular 987bhp Veyron and can do 268mph (431.07kph), when the crankshaft of this car’s 8.0-litre W16 engine is rotating at precisely 6400rpm in seventh gear, it will quaff its way through a 100-litre tank of fuel in just under eight minutes. That makes it a mere four times thirstier than a 650-seater Airbus A380.

 

The W16 quad-turbo engine also develops its maximum torque figure the entire time between 3000 and 5000rpm, so there is no torque ‘peak’ as such. How much twisting power does it actually generate? 

 

There will be just 30 Veyron Supersports in total, each one handmade at Bugatti’s small factory in Molsheim, at the foothills near the woods of Alsace. So far Bugati has sold some 260 Veyrons since the original planned batch of 300 went on sale in 2005. Think of the Supersport therefore as the last and final version – the best version no less – of the world’s best car.

 

When you put your foot down and feel your internal organs squeezed to one side under the sheer g-force, there is also the unique, rather lovely sensation of sitting in your favourite armchair in your favourite lounge while doing so. And in the end it is the Veyron Supersport’s pure breadth of ability that separates it so completely from the rest of the automotive world – the fact that it can throw you at the horizon with sufficient force to make you feel physically uncomfortable, while at the same time providing you with the sights, sounds and smells of the most luxuriant car money can buy.

By fitting bigger turbos, bigger intercoolers and improving the way it breathes, Bugatti was able to generate the extra power and torque required without trying too hard at all. What needed rather more time, effort and re-engineering skill was making sure the powertrain remained cool enough when on full reheat – as did the retuning of the chassis, suspension, braking and steering systems. And, most crucially of all, the aerodynamic package as well.

 

Because the Supersport accelerates that much faster than the regular Veyron, the speed and angle at which it deploys its various wings had to be completely recalibrated – otherwise, says Bugatti, the car would have become ‘terminally unstable’ before it got anywhere near its top speed. Hence the reason the massive bi-plane wing now emerges from the redesigned rear bodywork at 180kmh and at a different speed/angle compared with the standard car, whose wing doesn’t appear until 220kmh.

 

You can genuinely feel the difference on the move, too. The Supersport very obviously has more straight-line performance than before; however fast you think it might feel when you put your foot to the floor and hold it there for a few seconds, double it, add another 100 per cent and you still won’t be anywhere near. Yet despite its ability to go into hyperspace harder and faster than the standard car, the Supersport’s extra high speed stability and, surprisingly, its superior ride comfort (afforded by a set of ultra-trick new Sachs dampers) are every bit as apparent as its extra go.

 

And that’s before you even mention its gearbox, which remains, in my humble opinion, the stand-out item in a car that hits quite a few peaks. The speed and smoothness with which the Supersport shifts gear, up or down its seven ratios, is absolutely and completely extraordinary. 

 

As swansongs go the Veyron Supersport will take some beating. Of the other 25 Supersports that Bugatti will make over the next two years, just six cars remain unsold. If you fancy one, in other words, best get on the phone to the UK’s most renowned Bugatti dealer, Jack Barclay of Berkley Square, London, PDQ.

Let’s hope, no, let us pray that there’s more to come from Planet Molsheim in the months and years to come.