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Bugatti won't make a hybrid, but an EV remains on the table

Bugatti is in an exploratory phase as it seeks ways to expand its lineup during the 2020s. Adding a second model to its range is almost a given, and electrification is possible, but the company's chief executive revealed he doesn't believe hybrid technology is the right solution. Speaking to Motor Authority, Bugatti boss Stephan Winkelmann said the internal combustion engine is "the right way to go" and "the real state-of-the-art powertrain." He backed up his argument by pointing out a gasoline-powered engine like the Chiron's W16 delivers limitless power and incredible acceleration without adding an excessive amount of weight or creating a packaging nightmare. Launching a second nameplate positioned below the Chiron remains one of the CEO's priorities. While it sounds like the model won't receive hybrid technology, Winkelmann is open to the idea of releasing an electric car that will deliver zero-emissions performance. He outlined a battery-powered, 2+2 model with a relatively high seating position, and more ground clearance than a standard luxury sedan. Increasing the distance between the tarmac and the rocker panels doesn't necessarily mean releasing an SUV, however. Bugatti previously told Autoblog it is not planning on making an SUV. And, it's important to note a final decision on the model hasn't been made yet. Winkelmann also closed the door to a modern-day interpretation of the gorgeous Galibier concept (pictured) unveiled in 2009 and often rumored to be a candidate for production. The close-to-production design study took the form of a four-door sedan with an evolution of the Veyron's 8.0-liter W16 engine mounted in front of the passenger compartment rather than behind it. The executive explained an updated version of the concept would compete in a segment that's "going down." He added Bugatti would need to make long- and short-wheelbase variants to cover the global market. Bugatti has offered stately sedans in the past, so the heritage is certainly there, but one of the issues with making a long-wheelbase four-door is that it would undoubtedly attract chauffeur-driven motorists, notably in China. Winkelmann stated he believes Bugatti makes cars that should be driven, not ridden in. That's a strong hint that the second model — regardless of what it looks like, when it makes its debut or what it's powered by — will be engineered as a driver's car.

1931 Bugatti Type 56 Quick Spin | Not the Bug you'd expect

Bugatti stores a handful of historically significant cars in a picturesque building located a stone's throw from its factory. One doesn't blend in with the rest of the collection. It's a small, yellow and black two-seater named Type 56 that looks more like a horseless carriage than a grand prix-winning machine. It wasn't designed to race. Ettore Bugatti, the company's founder, built the electric runabout in 1931 to drive on his property. Why choose to go electric? It doesn't require an immense leap of imagination to picture Bugatti poetically wafting around his estate in a decommissioned race car. The answer likely lies in ease of use. In the 1930s, it took considerably less effort to start an electric car than one equipped with a gasoline-powered engine. Size might be another factor in this equation. The Type 56 is visibly shorter and narrower than a Smart Fortwo, so it squeezes through narrow passageways with ease and boasts a tight turning radius. Julius Kruta, Bugatti's head of tradition, showed us how to operate it. The driver sits on the right side of the bench seat and uses his left hand to turn the front wheels with a boat-like tiller. From there, the Type 56 becomes remarkably straight-forward to drive; it's not as daunting as it appears to be at first glance. After releasing the parking brake, getting the car into gear requires pushing down on a foot-actuated, spring-loaded lock and using the shorter of the two levers that stick out from the wood floor to take the car out of park and choose forward or reverse. The taller lever selects one of the four gears, which are all available in both directions of travel. Power comes from an electric motor mounted directly over the rear axle. It's derived from (but not identical to) the starter motor used in some of Bugatti's bigger cars. It makes a single horsepower, which represents little more than a rounding error on the Chiron's specifications sheet. Batteries hidden under the seat cushion zap the motor into action for up to 40 minutes. Charging them takes a couple of hours. The 770-pound Type 56 has a top speed of roughly 20 mph. It was fully street-legal when it was new. It kept up with horse-drawn carriages and many of the similarly-sized runabouts zig-zagging through the region at the time. Letting it loose in today's traffic would mean risking death by crossover.

Bugatti Veyron bids adieu with the Grand Sport Vitesse La Finale [w/video]

It's the end of an automotive era at the 2015 Geneva Motor Show as Bugatti unveils the last Veyron, and it's appropriately named La Finale. Based on the Grand Sport Vitesse, this vehicle is number 450 of a production run that included 300 coupes and 150 convertibles, over the last decade. Sitting right next to La Finale on Bugatti's Geneva show stand is the very first Veyron chassis built, and the pair purposefully carry similar stylistic cues. Where the original car combines a black-painted hood over red fenders, the final one switches the motifs around. Although, the color now comes from exposed carbon fiber, and this marks the first use of crimson carbon on a Veyron. The choice of material lends a muted, almost somber tone to the design, which is appropriate for the concluding model. A set of matching, maroon wheels and contrasting air intakes complete the look. The interior continues the scarlet theme with more exposed carbon fiber and a shade of leather called Hot Spur. Contrasting cream upholstery provides some visual relief, though. For their final outing, the designers took the opportunity to add a few unique touches, as well. Bugatti's famous elephant logo appears on the wheel center caps, fuel door and oil cap. There's also another one cast from bronze on the storage compartment cover inside the car. In addition, the La Finale gets written in a brighter shade of red under the passenger-side headlight and on the bottom of the wing. Mechanically, the La Finale doesn't receive anything extra over the other Grand Sport Vitesse vehicles. It still sports an 8.0-liter quad-turbo W16 with 1,184 horsepower and 1,106 lb-ft of torque. The sprint to 62 miles per hour reportedly comes up in a shockingly quick 2.6 seconds, and a top speed of 255 mph is claimed possible. While this ends the story of Veyron production, Bugatti isn't going to fade away now. The company says that development of its next vehicle is "well underway," in the La Finale announcement. "With the next Bugatti model, we are aiming to consolidate and expand the market-leading position we have established with the Veyron," said Bugatti President Wolfgang Durheimer. "Our challenge is to make the best even better." That certainly leaves something to look forward to. Related Video: Geneva International Motor Show 2015: Bugatti celebrates the Veyron World premiere of the 450th and final Veyron, the Grand Sport Vitesse "La Finale" ?