New Bugatti Tourbillon vs Chiron and Derivatives Comparison: Passing the Torch

However, a comparison versus the Ferdinand Piech-era Veyron wouldn't be right. Against the Chiron series, on the other hand, makes a whole lot more sense because Chiron was the gold standard among combustion-engined hypercars from early 2015 through May 2024. Why the month of May and not August? Because that's when the 500th example of the breed was finished, although that's not the end of the mighty quad-turbo W16.

Tourbillon customer deliveries are to begin sometime during 2026, after Molsheim's favorite son finishes Bolide and W16 Mistral production at the Bugatti Atelier. That said, let's kick this off with Bugatti's trademark metric, that being speed.

Using the Speed Key, the newcomer keeps on acceleration until the speedometer indicates a rather scary 445 kilometers per hour or 276 miles per hour. Chiron is good for up to 420 kilometers per hour (261 miles per hour), and its ultimate iteration tops 440 kilometers per hour (273 miles per hour). Defeating the electronic limiter helps the Chiron Super Sport 300+ get close to the 500-kph mark, with Andy Wallace hitting 490.484 kilometers per hour (304,773 miles per hour) back in August 2019 at Ehra-Lessien.

DIN weight favors the all-new Tourbillon. Although still not finalized, the Deutsches Institut fur Normung weight is under 1,995 kilograms or 4,398 pounds due to T800 carbon composite for the T800 carbon-composite chassis and bodywork. The Chiron also weighs 1,995 kilos, but as opposed to its replacement, Bugatti did not use the word under in the technical specifications sheet.

Tourbillon uses an eight-speed transmission of the dual-clutch variety compared to seven forward gears for all versions of the Chiron. Displacement? Make that 8.3 liters and 16 cylinders arranged in a V against 8.0 liters and 16 cylinders arranged in a W. Or – if you're crazy about oily bits – a WR because Bugatti's long-running W16 can be considered two narrow-angle VR8 engines mated at 90 degrees on the very same crankshaft.

Despite being larger, the naturally aspirated V16 doesn't hold a candle to the quad-turbo W16 in terms of maximum power and torque. From the Super Sport to the Super Sport 300+, Centodieci, W16 Mistral, and Bolide, it belts out 1,600 pferdstarke (1,578 horsepower) and 1,600 Nm (1,106 pound-feet). By comparison, the completely new motor develops 1,000 ps (986 hp) and 900 Nm (664 lb-ft). It does rev higher, though, with Bugatti quoting 9,000 revolutions per minute instead of 7,100 for the Chiron Super Sport 300+.

Bugatti's next-generation hypercar is extra special in terms of internal combustion, but said V16 wouldn't mean anything in this exceptionally competitive segment sans electric assistance. By combining a unique powerplant with three permanent magnet synchronous motors, Tourbillon reinvents the hypercar as we know and strikes an equilibrium between old and new school.

Around 1,800 ps (1,775 hp) is the yet-unfinalized total system output, whereas maximum torque is a bit of a mystery. In theory, the dual-motor front axle and the rear-mounted sibling develop 240 Nm (177 pound-feet) apiece, resulting in a grand total of 1,620 Nm or 1,195 pound-feet of twist.

Punchier than its predecessor, Tourbillon is rarer as well. Only 250 units are in the offing compared to 500 units for the Chiron series, 10 for the Centodieci, 40 for the Divo, 40 for the Bolide, and 99 for the W16 Mistral. It's not known how many offshoots Bugatti plans to unleash in the coming years, but 250 is a smaller number than 500.

Pricing isn't as easy to differentiate between these hypercars, but we can try. Bugatti wants €3.8 million or close to $4.1 million at current exchange rates for the V16-engined PHEV, whereas the Chiron was originally priced at €2.4 million or – adjusted for inflation – just around $3.1 million.

The most expensive Chiron derivative is – without a shadow of a doubt – the one-of-one La Voiture Noire at €11 million before tax or something like $13.3 million adjusted for inflation. Dimensionally, Tourbillon is longer than its forerunner at 4,671 millimeters (183.9 inches) versus 4,544 millimeters (1,789 inches). As for wheelbase, that would be much closer, namely 2,740 millimeters (107.9 inches) versus 2,711 millimeters (106.7 inches).

Be that as it may, Tourbillon is the more aerodynamic of the two because of a smaller frontal area enabled – in part – by a lower height. Bugatti quotes 1,189 millimeters (46.8 inches), while Chiron measures 1,212 millimeters (47.7 inches).

Before going into exterior styling and interior goodies, we should glance over the acceleration times from standstill to 100 kilometers per hour (62 miles per hour). Tesla says the Model S Plaid needs 1.99 seconds to reach 60 miles per hour (97 kilometers per hour) with rollout subtracted, meaning that Bugatti's new hypercar is quicker.

The advertised number is 2.0 seconds to 100 clicks by European standards, which is either 1.8 or 1.9 seconds to 60 miles per hour. The Chiron takes 2.4 seconds to 100 kilometers per hour, while its quickest iteration requires 2.3 seconds to reach triple-digit speeds. Exterior styling is – quite surprisingly – far more Bugatti than expected from a vehicle developed with input from Rimac.

The design team didn't make too many changes to the Chiron's design language, with the rear lights being obviously inspired by those of the W16 Mistral. The dihedral doors that cut into the roof à la the Rimac Nevera, meanwhile, are completely new for the Molsheim-based French company.

Harking back to the four-wheeled styling icon baptized Type 57 SC Atlantic, the central ridge that resembles a backbone running down the length of the car also carries over inside, partly due to the high-voltage battery accommodated in the center tunnel. The cockpit layout is extremely similar to that of the Chiron, save for three big changes.

First, a touchscreen infotainment system that deploys from a hidden compartment located at the top of the center console. Secondly, a tourbillon-inspired instrument cluster with analog gauges, which comprises more than 600 parts, including titanium parts, sapphires, and rubies. The ultra-luxurious instrument cluster is fixed to the fixed central hub of the steering wheel, meaning that only the rim of the wheel rotates while turning.

Finally, and this might come as a shock to certain enthusiasts, the seats are fixed to the floor. Worry not, though, because the 2026 Bugatti Tourbillon's pedal box and backrests are adjustable.