F From back bk page of comfort, consuming 18 cow hides, though its 66L of luggage space in the nose fits just one large suitcase.
It may not be what you’d call practical but it’s certainly more us usable than “su “supercars” at less than ha half its po power and pric price. T The powe powered seats are supportivesupp in a firm way way, not good for an all-daya stint but OKforOK for a few h hours. Th The f feelingli of f width is accentuated inside by a slim centre console, milled from a solid billet of aluminium and housing comfort and convenience controls. Nestled in the sill panel beside the driver is another start key, locked into place. This unleashes the full 420km/h potential. It’s just shy of the world speed record of 431km/h set by the Veyron — you can expect a version of the Chiron to top that eventually.
Today’s default top speed is 380km/h.
My co-driver Andy Wallace, winner of the 1988 Le Mans 24-Hour and no stranger to high-performance and highmaintenance Jaguar racers, says: “We’re sitting in a car with 300kW more (than the Jaguar V12) and it’s as tractable as a Volkswagen Polo and good for 200,000km before a major service.”
Bugatti lost money on every Veyron it made. A flagwaver for its engineers to show what was possible at the extreme end of performance, the Veyron eventually tallied 450 sales.
The Chiron has a different mandate, to be profitable while presenting the pinnacle of automotive engineering. The production run will be 500 cars, with 250 pre-sold.
Deliveries, in left-hand drive only, begin this month with a starting price equal to $3.4 million. There’s another stratospheric figure.