That’s all fed through an eight-speed ZF automatic that uses GPS data to predict shifts – the result is a box that’s smoother than a Michelin-starred maître d’
That’s all fed through an eight-speed ZF automatic that uses GPS data to predict shifts – the result is a box that’s smoother than a Michelin-starred maître d’
£4.5m Bugatti Divo revealed at Monterey Car Week
The new Bugatti Divo will be a more focused, aggressive and expensive sibling to the Chiron
The silk sheets have been taken off Bugatti’s new flagship hypercar, the Divo. Although the new Bugatti Divo shares its chassis and powertrain with the Chiron, its all-new bodywork and re-fettled chassis have, according to Bugatti, been designed to make the Divo a sweeter-handling hypercar than the Chiron. Priced at around £4.5million at current exchange rates, the model is limited to 40 units, all of which are already spoken for.
One look at the Divo and it’s obvious that it could only be a modern Bugatti. However, compared to the sleek and sophisticated Chiron, the Divo takes a more menacing approach, with all-new carbonfibre bodywork that’s studded with ornate aerodynamic detailing.
The new aesthetic starts with the ‘Bugatti line’. On the Chiron the iconic C-shaped line contains the cabin within its unbroken sweep. On the Divo, however, Bugatti has raised this line to halfway up the door, giving Bugatti’s designers the ability to integrate more complex groundwork aero skirting around the car.
The aggressive aero is most prominent on the front end, where a wider horseshoe grille dominates. The lower, stealthier nose might also initially look like its missing its headlights, but they now reside in a tiny 35mm shadow gap beneath the new daytime running lights, which stretch their way back up the front wings. At the light’s termination points are new 911 GT3 RS-like louvres.
Moving up and over the cabin, the roof now incorporates a wide but shallow NACA duct, split by a blue-coloured centre seam that recalls the weld seam that defined many historic Bugatti models, such as the Type 57S Atlantic. The carbonfibre that is exposed has been finished with a blue tint in the resin, but owners will be able to specify their own combination of colours.
The rear design takes a similar approach to the Chiron in having a fairly open tail to release the masses of heat being produced by the powertrain. The biggest design difference is the replacement of the Chiron’s distinctive full-width lightbar (milled from a single, giant piece of aluminium, no less) with a new, 3D-printed mesh that the taillights ‘bleed’ into. The effect is not dissimilar to that on the rear of the Aston Martin Vulcan. The Divo’s rear aero is also less subtle than the Chiron’s, as the wing no longer fully retracts into the rear bodywork. As a result, the new stacked wing is 23 per cent wider, contributing to the extra 90kg of downforce produced by the Divo. Overall weight has been reduced by 35kg compared with the Chiron, although at 1995kg you still wouldn’t call the Divo a lightweight.
Under the new carbonfibre skin is the same 7993cc quad-turbocharged W16 engine, connected to a Ricardo-built dual-clutch automatic gearbox powering all four wheels. Peak power is rated at 1479bhp at 6700rpm, with 1180lb ft of torque available across an astonishingly wide 2000-6000rpm powerband. Bugatti quotes a 0-62mph time of 2.4 seconds, but the top speed is limited to 236mph – because the Divo lacks the ‘Top Speed’ mode that can lift the speed limiter by a further 25mph on the Chiron.
Inside, much of the Chiron’s interior is carried over. The example picture here features an asymmetrical colour palette of light blue and black Alcantara. There’s a wider use of satin-finish carbonfibre, as well as a dark anodisation on the interior’s usually bright aluminium highlights around the steering wheel and dash.
Although many Divos will doubtlessly live their lives squirrelled away in private collections, all 40 vehicles will be homologated for road use.
Refinement specialist Startech to debut its upgraded DB11 at the 2018 Geneva motor show.
As well as extra power, Abt’s latest tuned Audi wears a new set of wheels with a carbonfibre aero lip
In the beginning there was F1, followed 15 years later by the P1 and soon after came the 675LT, a mighty line-up of no holds barred performance cars from McLaren. Now there is Senna. Or rather: the Senna. The most extreme McLaren road car to date, Senna has been designed to be the quickest track car possible. And the name is no meaningless cash-in, either. Ayrton’s nephew Bruno Senna has been instrumental in the car’s development and McLaren Automotive has worked closely with the Senna Foundation in order to be able to use the name. A financial contribution will be made to the Senna Foundation for the sale of all the cars.
What will each owner who takes delivery of a Senna be getting, exactly? A 789bhp, 590lb ft, 11198kg (dry) mid-engined road car that looks like it has driven straight out of an LMP pit lane, that’s what. It may have a passing resemblance to the current cars that are produced in McLaren’s Woking factory, but when you start to pick up the details it’s clear the Senna is something very special.
Aerodynamics are why the Senna looks the way it does, designed to produce genuine performance enhancing downforce for the track via active-aerodynamics like no other seen on a road car.
An ankle height splitter combined with over-sized intakes dominate the front end, and within each outer opening are the active flaps and winglets to direct the air either under and through the body for aero purposes, or into the radiators and oil coolers for the powertrain. The latter’s warm air is forced out of the opening in the front bonnet area and over the roof of the car, neatly missing the engine’s roof mounted air intake that captures the cooling air flowing that’s required. Turbulent and disruptive air built up within the front wheel arch is accelerated out through the opening in the back of the front wheel arches
Along the flanks of the Senna two further intakes suck air through to the engine bay and out through a set of staggered louvers on top of the engine cover, or under the car and through the single piece double diffuser positioned at the rear of the car. And then there is the twin-plane rear wing, that’s fixed to the bodywork by two pylons that attach themselves to the top of the wing rather than in the more tradition position under it. This allows for an uninterrupted 6,500 square centimetre surface area.
Playing an integral role in the Senna’s active aerodynamics, the rear wing is hydraulically controlled and constantly moves to suit the driving situation. In its most upright position it sits 1.2-metres above the ground, can angle through nearly 90-degress when working as an airbrake, and is also part of a drag reduction system (DRS).
Built around MonoCell III, McLaren’s lightest and stiffness carbon-fibre tub, the Senna’s bodywork is also made exclusively from carbon fibre in a bid for ultimate lightness. How light, exactly? The front wings weigh just 600grams compared to the 2kg that the same item on a 720S weighs.
Behind the bulkhead of MonoCell II is the latest iteration of McLaren’s 4.0-litre twin-turbocharged V8, albeit one that has had every possible component lightened. The results are a formidable 789bhp and 590lb ft of torque – up 79bhp and 47lb ft respectively over a 720S – and a power to weight ratio of 669bhp. The company’s seven-speed double clutch gearbox is retained, but modified accordingly to suit the engine’s increased performance.
Retaining the double-wishbone set-up with hydraulic dampers and anti-roll bars, the Senna also features the latest evolution of the variable stiffness and ride height technology first introduce on the P1. The engineers have further developed the Race active chassis control II system (RCC II), primarily to work with the increase in aerodynamic loads that will be forced through the chassis. The active dynamic system now also features a Race mode accompanying the Comfort, Sport and Track options we’ve become accustomed to. In Race the dampers switch to their stiffest setting as well as the ride height dropping 50mm.
Behind the nine-spoke, centre-lock alloy wheels (which are equipped with McLaren specific Pirelli Trofeo Rs) is a set of the latest carbon-ceramic brakes, with discs that reach their peak operating performance at a temperature 150-degrees lower than McLaren’s normal ceramics. They are also lighter, but do take seven months to manufacturer instead of one…
Functional is how best to describe the interior. Carbon and Alcantara are the materials of choice. There is also number of neat touches to mark Senna out as something special. The door ‘handle’ for example is a switch positioned in the roof along with the engine stop/start button, controls for the air-con fan and the switch to enable Race mode. In fact there’s nothing fixed to the doors aside from the visible gas strut, painted blue on this car to match the contrasting colour used to pick out its active aerodynamic components. The gear selector panel is also fixed to the driver’s seat and moves fore and aft with it. The flip instrument display is from the 720S. Being a car designed for the track, the Senna has no luggage storage except room for two crash helmets and races suits to be stored behind the seats in the rear bulkhead. And the front number is fixed to a removable bracket to optimise airflow when driving on track.
The Senna is dripping in detail, all of it functional, all of it necessary to be the most extreme and fastest road going McLaren the company has built. In the carbon fibre it looks brutal. To sit in it feels every inch the perfect driver’s car. The lucky 500 who have been notified by McLaren that their order has been accepted (they are, unfortunately all sold) will be owners of one the most extreme road cars of 2018 and for many years to come.
At last – Evo’s review of the Alpine A110 – And it sounds like a cracker!
A very strong return for the Alpine brand. Lighter, faster and in many ways better to drive than an entry-level 718 Cayman.
+ Absence of weight provides exceptional agility; quick; sounds great for a four-cylinder – Luggage space is limited; brand lacks ultimate credibility (for the time being)
The A110 is the first all-new Alpine in two decades, and it marks a welcome return for one of France’s most iconic sports car brands. The car itself is a rear-wheel-drive mid-engined two-seater made largely from aluminium to ensure its kerb weight is kept to a bare minimum. With fluids it weighs just 1103kg, which makes it significantly lighter than a Porsche 718 Cayman or Audi TT RS. When it goes on sale in the UK next year the A110 will cost a whisker under £50,000.
The Alpine A110’s mid-engined chassis, its all-round double-wishbone suspension and most of its body panels are fashioned almost entirely from aluminium, hence the impressively low kerb weight. The engine is a new 1.8-litre, four-cylinder turbo unit that will eventually come in various power outputs, starting with the base version here that has 249bhp. This entry-level motor gives a power-to-weight ratio of 229bhp per ton, which just edges the 225bhp per ton of an entry-level 718 Cayman.
There are three different drive modes to choose from – Normal, Sport and Track. In each, the parameters for the engine, gearbox, steering, exhaust, ESC and electronic differential alter to suit the conditions and/or your desires. But the dampers remain unchanged throughout, Alpine wanting to maintain a degree of comfort, as well as control, no matter which mode the driver selects.
Alpine also wanted to keep the aesthetics of the A110 as clean as possible, hence the lack of a rear wing. Instead, there is a functional rear diffuser and some clever aerodynamics at both ends that help generate the required stability at high speed while reducing drag at all speeds.
An electronic (rather than mechanical) differential, complete with a torque-vectoring function, can tickle the rear brakes to minimise traction loss – effectively doing the job of a proper limited-slip diff but without the added weight and with added control under braking and during turn in.
Engine, transmission and 0-60mph time
The A110 is powered by a new 1.8-litre, four-cylinder engine with a single turbocharger and direct injection. In the fullness of time this engine will produce 300bhp-plus, says Alpine, but for now it offers 249bhp at 6000rpm and 236lb ft at just 2000rpm. That’s sufficient energy to propel the lightweight A110 to 62mph in a claimed 4.5sec and to an electronically limited top speed of 155mph.
Emissions and economy are highly competitive, with a claimed 46.3mpg combined economy figure and 138g/km of CO2. Somewhat controversially, perhaps, the A110 is not available with a manual gearbox, Alpine instead going with a seven-speed dual-clutch gearbox by Getrag, complete with column-mounted aluminium shift paddles behind the wheel.
What’s it like to drive?
Pretty sensational, if we’re being honest. In simple terms, we reckon the A110 could well be a better sports coupe than the 718 Cayman, full stop. That is saying something, but we really do mean it.
How so? Well not only does the A110 weigh several hundred kilograms less than a 718, it also has a higher power-to-weight ratio and carries far less inertia around with it, so it’s quicker and more agile. It also makes a much nicer noise, is built to a surprisingly high standard and, to some eyes, looks rather lovely too.
And despite its relatively tiny dimensions, the A110 doesn’t feel small or cramped inside, either. Alpine MD Michael van de Sande is a towering six foot seven inches tall and he fits into it, just, so for anyone of remotely regular proportions there is plenty of room in which to operate. Not that the A110 feels in any way clinical on the move, anything but.
Press the starter button and there’s a distinctive, surprisingly loud burst of noise from behind as the 249bhp 1.8-litre turbo engine settles to a meaningful burble at idle. Engage first via the right-hand paddleshifter – as we’ve said, there is no manual gearbox option, instead you get a dual-clutch transmission, like it or not – and the moment the A110 starts to move it feels correct, feels right, feels great. As only the very best-sorted performance cars do.
There’s a refreshing absence of inertia to it right from the word go, not just via the light but feelsome electrically assisted power steering but through the seats as well – through everything, in fact. And when you put your foot down it goes, properly, and sounds raspy and sporting and potent in a way that a Cayman never really does.
There’s a touch of lag but that’s OK. In a curious kind of way it almost adds to the A110’s overall appeal because when the torque arrives, it does so in a rush, in an old-fashioned kind of way, and you feel like you need to hold on tight to the reins just to keep up. Subjectively this makes the A110 feel both quicker and more exciting than a Cayman.
The gearbox works fine but isn’t a highlight. It’s fast, efficient, decent. But not mind-blowing, even though the auto blips on downshifts are well executed and there are some nice crackles to be heard on overrun in Sport and Track modes.
The chassis, on the other hand, is very much the star of the show. With a classic set-up of double unequal length wishbones at each corner and a lightweight aluminium body and frame, the A110 has all the credentials to deliver ride and handling greatness. But even so, the way in which it flows across the ground, ‘breathing’ with the road like only the best cars from Lotus did all those years ago, still comes as a very pleasant shock.
The steering is light, delicate and accurate, but delivers genuine feel through the rim, in all of its modes. You place the A110 to the nearest millimetre through most bends and have total faith in the front end because the turn-in response is so crisp, without being hyper-reactive.
At the same time the tail is also beautifully controlled, and very well balanced relative to the front end. And while all of this is going on there’s a fundamental composure to the ride that provides the A110 with a unique sense of maturity on the move. As a first-time effort it is phenomenally sharp, even if the amount of luggage space is a bit disappointing and the price seems a touch high for a relatively unknown brand.
Prices, specs and rivals
Alpine has yet to confirm an exact UK price, although the limited Premiere Edition launch model is listed at 58,500 euros. There will be just 1955 of these but they are all sold out.
The UK price of the regular A110 is due to come in at a whisker under £50,000, which will make it more expensive than the less well equipped entry-level 718 Cayman (£42,897) and a touch more than the more powerful (394bhp) but also far heavier Audi TT RS (£52,100).
Check out the WorldRX style “drift stick” on the Focus… That’ll be fun!