Bugatti

2.0L inline-8 with 90hp (35). 2.3L supercharged with 140hp (35B). 1.5L with 60hp (35T). 4-speed manual. RWD. 3680mm length. Wheelbase 2400mm. Weight 750kg. Top speed 118 mph (35B). Over 2000 race victories. Aluminum wheels integral brakes. Horseshoe radiator grille. Eight-spoke alloy wheels. Grand Prix racing dominance. Targa Florio winner. Most successful racing car ever. Approximately 340 units built. Collector car extremely valuable. Automotive racing icon.

12.7L inline-8 with 300hp. 3-speed manual. RWD. 6600mm length. Wheelbase 4300mm. Weight 3175kg. Top speed 100 mph. Largest production car engine ever. Only 6 units produced. Ettore Bugatti personal project. Intended for European royalty. Elephant mascot sculpture. Extremely luxurious coachwork. Most exclusive Bugatti ever. Automotive legend status. Multi-million dollar value. Museum pieces primarily.

2.3L supercharged inline-8 with 130hp. 4-speed manual. RWD. 3980mm length. Wheelbase 2750mm. Weight 950kg. Top speed 112 mph. Type 54 Grand Prix chassis. Jean Bugatti body design. Two-seat roadster. Approximately 38 units built. Dual overhead camshafts. Supercharger standard equipment. Sports car performance. Pre-war automotive excellence. Collector car highly prized.

8.0L quad-turbo W16 with 1578hp. 7-speed dual-clutch. AWD permanent. 4577mm length. Wheelbase 2711mm. Weight 1996kg. 0-60 mph in 2.3 seconds. Top speed 304.773 mph (world record). Long-tail bodywork. 25cm longer than standard Chiron. Revised aerodynamics. Special gear ratios. Production limited to 30 units. $3.9 million each. First production car over 300 mph. Andy Wallace test driver. Molsheim factory built.

8.0L quad-turbo W16 with 1200hp. 7-speed dual-clutch. AWD permanent. 4462mm length. Wheelbase 2710mm. Weight 1990kg. 0-60 mph in 2.5 seconds. Top speed 254 mph (with roof). World's fastest roadster. Reinforced carbon fiber structure. Special edition variants. L'Or Blanc porcelain edition. Black Bess historical tribute. 92 units produced. $2.5 million base price. Final Veyron derivative.

8.0L quad-turbo W16 with 1001hp (base). Grand Sport with 1001hp. Super Sport with 1200hp. Vitesse with 1200hp. 7-speed dual-clutch. AWD permanent. 4462mm length. Wheelbase 2710mm. Weight 1888kg (base). 0-60 mph in 2.5 seconds. Top speed 253 mph (Super Sport). 267 mph achieved. Ten radiators. Four turbochargers. Special edition variants. World's fastest production car title. VW Group engineering excellence. Limited to 450 units total.

8.0L quad-turbo W16 with 1479hp and 1180 lb-ft. Sport with 1479hp. Pur Sport with 1479hp. Super Sport 300+ with 1578hp. 7-speed dual-clutch. AWD permanent. 4544mm length. Wheelbase 2711mm. Weight 1996kg. 0-60 mph in 2.3 seconds. Top speed 261 mph (limited). Super Sport 300+ achieved 304 mph. C-shaped lighting signature. Titanium exhaust. Carbon fiber monocoque. Air curtain technology. Limited to 500 units. Each unit bespoke commissioned.

8.0L quad-turbo W16 with 1479hp. 7-speed dual-clutch. AWD permanent. 4641mm length. Wheelbase 2711mm. Weight 1995kg (35kg lighter than Chiron). 0-60 mph in 2.4 seconds. Top speed 236 mph (limited for downforce). 8 seconds faster than Chiron at Nardò. 90kg more downforce. Fixed rear wing. NACA ducts. Limited to 40 units. €5 million each. Named after Albert Divo. All sold before reveal. Track performance focus.

8.0L quad-turbo W16 with 1578hp. 7-speed dual-clutch. AWD permanent. 4544mm length estimated. Wheelbase 2711mm. Weight 1978kg. 0-60 mph in 2.4 seconds. Top speed 236 mph (limited). EB110-inspired design. Five-hole air intakes. Small horseshoe grille. Wedge-shaped body. Limited to 10 units. €8 million each. Named for 110th anniversary. Celebrates EB110 heritage. Modern interpretation of classic.

8.0L quad-turbo W16 with 1825hp (110-octane fuel). 1578hp on 98-octane. 7-speed dual-clutch. AWD permanent. 4755mm length. Wheelbase 2750mm. Weight 1240kg (dry). Power-to-weight 0.67kg/hp. 0-60 mph in 2.2 seconds. Top speed 311 mph theoretical. 1800kg downforce at 198 mph. Le Mans prototype inspired. Morphable outer skin. X-ray visual design. Track-only homologation. Limited to 40 units. €4 million each.

8.0L quad-turbo W16 with 1578hp. 7-speed dual-clutch. AWD permanent. 4653mm length. Wheelbase 2711mm. Weight 1999kg. 0-60 mph in 2.2 seconds. Top speed 261 mph (open top). Final W16 roadster. No roof option available. V-shaped twin-tone tailpipes. X-shaped rear lights. Named after Mediterranean wind. Limited to 99 units. €5 million each. Homage to roadster heritage. Successor to Veyron Grand Sport Vitesse.

8.3L naturally aspirated V16 with 1000hp (Cosworth). Three electric motors adding 800hp. Total system 1800hp. 8-speed dual-clutch (Ricardo). AWD with front electric axle. 4671mm length. Wheelbase 2741mm. Weight 1995kg. 0-60 mph in 2.0 seconds. Top speed 277 mph+. 25kWh battery. 37 miles electric range. 9000 rpm redline. Analog instrument cluster. Swiss watch inspired dashboard. Named after horological mechanism. First Bugatti hybrid. Post-W16 era begins. Limited production planned.

3.5L quad-turbo V12 with 553hp (GT). 3.5L quad-turbo V12 with 603hp (SS). 6-speed manual. AWD permanent. 4400mm length. Wheelbase 2550mm. Weight 1620kg (GT). SS weight 1566kg. 0-60 mph in 3.2 seconds (SS). Top speed 218 mph (SS). Carbon fiber monocoque. Five valves per cylinder. 60 valves total. Italian factory built. Revival of Bugatti brand. Limited production 139 units total. Ahead of its time technology.

8.0L quad-turbo W16 with 1479hp. 7-speed dual-clutch. AWD permanent. 4647mm length estimated. Wheelbase 2711mm. Weight 2100kg estimated. 0-60 mph in 2.4 seconds. Top speed 261 mph. Single unit produced. €11 million (€16.7 million with taxes). World's most expensive new car at time. Tribute to Type 57SC Atlantic. Six exhaust pipes. Continuous rear light. Hand-sculpted carbon fiber. Delivered 2024. Bespoke for anonymous collector.

3.3L inline-8 with 135hp (standard). 3.3L supercharged with 200hp (SC). 4-speed manual. RWD. 4600mm length (varied by coachwork). Wheelbase 3300mm (standard). Weight 1400kg approximately. Top speed 95 mph (standard). SC variants over 125 mph. Atlantic only 4 units made. Atalante coupe. Ventoux sedan. Stelvio cabriolet. Galibier sedan. Jean Bugatti designs. Automotive art masterpiece. Most valuable Bugattis. Racing heritage at Le Mans.

The engine that launched the Bugatti legend and established Ettore's engineering philosophy. This 1,368cc single overhead camshaft inline-four featured an aluminum crankcase with integral cylinder block and fixed cylinder head—a revolutionary design for 1910. The valvetrain used a gear-driven camshaft operating vertical valves through exposed rocker arms, with valve springs visible between the cam boxes. The engine employed a single Zenith carburetor with manual choke, while ignition used a Bosch magneto with manual advance. The crankshaft ran in three main bearings with no vibration damper, while the connecting rods were forged steel with plain bearings. With 4.5:1 compression, it produced 30 hp at 3,000 RPM and 54 lb-ft at 2,000 RPM. The engine's jewel-like construction and advanced design made the tiny Type 13 giant-killer in competition. This engine established Bugatti's reputation for building lightweight, high-revving engines with exquisite attention to detail.

The legendary straight-eight that dominated Grand Prix racing and made Bugatti famous. This 1,991cc (growing to 2,263cc) straight-eight featured an aluminum crankcase with integral cylinder block and fixed cylinder head—essentially two Type 13 four-cylinder blocks joined. The valvetrain used a gear-driven camshaft operating three valves per cylinder (two intake, one exhaust) through exposed rocker arms. The engine employed a single Zenith carburetor with racing jets, while ignition used a Bosch magneto with manual advance. The crankshaft was a massive nine-bearing unit with no vibration damper, while the connecting rods were forged steel. With 6.0:1 compression, it produced 95 hp at 5,500 RPM and 105 lb-ft at 3,500 RPM. The engine's smooth operation and reliability made the Type 35 virtually unbeatable, winning over 2,000 races. This engine's racing success established Bugatti as one of the greatest racing marques of all time.

The monumental straight-eight built for royalty that remains one of the most ambitious engines ever conceived. This 12,763cc straight-eight featured an aluminum crankcase with integral cylinder block and fixed cylinder head—the largest automotive engine ever built at the time. The valvetrain used a gear-driven camshaft operating three valves per cylinder through massive rocker arms. The engine employed a single Zenith carburetor with automatic mixture control, while ignition used twin Bosch magnetos. The crankshaft was a massive nine-bearing unit with integral counterweights, while the connecting rods were forged steel. With 5.0:1 compression, it produced 300 hp at 1,700 RPM and 1,200 lb-ft at 1,200 RPM. The engine's immense size and power were matched only by its exquisite craftsmanship, with every component finished like jewelry. Only six Royales were built, each powered by this mechanical masterpiece that represented the absolute pinnacle of pre-war automotive engineering.

The sophisticated twin-cam straight-eight that powered Bugatti's most beautiful road cars. This 3,257cc dual overhead camshaft straight-eight featured an aluminum crankcase with integral cylinder block and detachable cylinder head—Bugatti's first engine with a removable head. The valvetrain used gear-driven camshafts operating two valves per cylinder through inverted bucket followers. The engine employed twin Stromberg carburetors with automatic chokes, while ignition used a Scintilla Vertex magneto. The crankshaft ran in nine main bearings with a vibration damper, while the connecting rods were forged steel. With 7.5:1 compression, it produced 135 hp at 4,500 RPM and 180 lb-ft at 3,500 RPM. The engine's smooth, silent operation and sophisticated design made it perfect for Bugatti's luxury grand tourers. This engine powered some of the most beautiful cars ever built, including the Atlantic and Atalante.

The complex straight-eight that represented Bugatti's final racing effort. This 2,488cc straight-eight featured two-stage supercharging with a Roots-type supercharger feeding a centrifugal supercharger—one of the most complex induction systems ever attempted. The engine employed direct fuel injection—decades ahead of its time—with mechanical injection pumps for each cylinder. The valvetrain used gear-driven dual overhead camshafts operating four valves per cylinder. The crankshaft ran in nine main bearings with elaborate vibration damping, while the connecting rods were titanium. With 6.5:1 compression and 45 psi of boost, it produced 290 hp at 9,000 RPM—an incredible achievement for 1956. The engine's complexity and reliability issues prevented success, but it demonstrated Bugatti's continued innovation even as the company declined. This was the last true Bugatti engine designed under the original company.

The revolutionary quad-turbo V12 that revived the Bugatti name after 35 years. This 3,500cc 60° V12 featured four tiny IHI turbochargers—two per cylinder bank—with sequential turbocharger engagement. The engine employed a aluminum block with silicon-impregnated cylinder liners and dual overhead camshafts per bank operating 60 valves (five per cylinder). The turbo system used twin air-to-air intercoolers with complex plumbing, while the fuel system used Weber-Marelli electronic injection. The crankshaft was a forged steel unit running in seven main bearings, while the connecting rods were titanium. With 8.0:1 compression and 16.0 psi of boost, it produced 553 hp at 8,000 RPM and 451 lb-ft at 3,750 RPM. The engine's compact dimensions allowed mid-engine placement, while the quad-turbo system provided exceptional response. This engine announced Bugatti's return to building the world's most advanced sports cars.

The evolved quad-turbo V12 for the ultimate EB110 variant. Based on the standard EB110 engine but with significant enhancements, this 3,500cc V12 featured larger turbochargers with revised compressor mapping and increased boost pressure. The cylinder heads received extensive porting and polishing, while the camshafts featured more aggressive profiles. The fuel system was upgraded with higher-flow injectors, while the engine management was recalibrated for maximum performance. With 7.8:1 compression and 18.0 psi of boost, it produced 603 hp at 8,250 RPM and 479 lb-ft at 4,200 RPM. The engine's even more explosive power delivery required strengthened internals and improved cooling. This engine pushed the EB110 to 216 mph, making it the fastest production car of its era and proving that Bugatti could still compete at the highest level.

The monumental W16 that redefined automotive performance for the 21st century. This 7,993cc W16 configuration essentially combined two VR8 engines at 90° angles, creating the most complex production engine ever built. The engine featured four turbochargers (two per cylinder bank) with sequential engagement and 22.0 psi of boost. The aluminum block used plasma-coated cylinder bores, while the cylinder heads featured 64 valves with variable valve timing. The fuel system used direct injection at 160 bar pressure, while ignition used individual coil-on-plug units. The crankshaft was a complex forged steel unit with 16 crankpins, running in seven main bearings. With 9.0:1 compression, it produced 987 hp at 6,000 RPM and 922 lb-ft from 2,200-5,500 RPM. The engine required ten radiators to manage heat and consumed 45,000 liters of air per minute at full power. Weighing 1,100 pounds, this engine represented the absolute pinnacle of internal combustion engineering complexity.

The evolved W16 that set the production car world speed record. Based on the standard Veyron engine but with extensive modifications for maximum performance, this 7,993cc W16 featured larger turbochargers with revised compressor wheels and increased boost pressure. The cooling system was significantly upgraded with additional radiators and improved airflow, while the oil system used a high-flow pump with additional coolers. The engine management was upgraded to handle the increased power output and thermal loads. With 9.0:1 compression and 24.0 psi of boost, it produced 1,184 hp at 6,400 RPM and 1,106 lb-ft from 3,000-5,000 RPM. The engine's immense power required strengthened internals and revised lubrication systems. This engine propelled the Veyron Super Sport to 267.856 mph, reclaiming the production car speed record and proving Bugatti's dominance in the hypercar arena.

The refined W16 that pushed performance even further for Bugatti's second modern hypercar. This 7,993cc W16 featured significant revisions over the Veyron engine, including new turbochargers with variable geometry technology and sequential two-stage turbocharging. The engine employed larger intercoolers and revised intake/exhaust systems for improved airflow. The fuel system was upgraded to 200 bar direct injection, while ignition used more powerful coil-on-plug units. The crankshaft was strengthened with improved balancing, while the connecting rods were redesigned for higher loads. With 9.3:1 compression and 24.0 psi of boost, it produced 1,479 hp at 6,700 RPM and 1,180 lb-ft from 2,000-6,000 RPM. The engine's two-stage turbo system eliminated lag while providing even more power. This engine represented the ultimate evolution of the W16 concept, with every component optimized for maximum performance and reliability.

The ultimate W16 evolution that pushed Bugatti past the 300 mph barrier. Based on the standard Chiron engine but extensively modified for extreme high-speed operation, this 7,993cc W16 featured larger turbochargers with ball-bearing technology and revised compressor mapping optimized for high-RPM operation. The cooling system was significantly enhanced with additional capacity and improved efficiency, while the lubrication system was redesigned for sustained high-g operation. The engine management included specific calibration for the 300+ mph speed record attempt, with focus on high-RPM power delivery. With 9.3:1 compression and 26.0 psi of boost, it produced 1,578 hp at 7,100 RPM and 1,180 lb-ft from 2,000-7,000 RPM. The engine's ability to sustain maximum power for extended periods was crucial for the 304.773 mph record run. This engine represents the absolute pinnacle of what is possible with internal combustion technology.

The W16 optimized for handling rather than outright speed. Based on the Chiron engine but with specific calibration for the Divo's different aerodynamic and handling characteristics, this 7,993cc W16 featured revised turbocharger mapping that emphasized mid-range response over ultimate top-end power. The cooling system was optimized for track operation with improved heat rejection, while the exhaust system was tuned for a more aggressive sound character. The engine management included specific calibration for the Divo's increased downforce and different weight distribution. With 9.3:1 compression and 24.0 psi of boost, it produced 1,479 hp at 6,700 RPM—the same as the standard Chiron but delivered with different characteristics. The engine's power delivery was optimized for corner exit acceleration rather than maximum speed, creating a different driving experience while maintaining Bugatti's extreme performance standards.

The W16 powering Bugatti's homage to the EB110. Based on the Chiron engine but with specific enhancements for the limited-edition Centodieci, this 7,993cc W16 featured unique calibration that paid homage to the EB110's power delivery characteristics. The turbochargers received specific mapping to provide more immediate response, while the exhaust system was tuned for a distinctive sound that echoed the EB110's V12. The engine management included special programming for the Centodieci's unique aerodynamic profile and weight distribution. With 9.3:1 compression and 24.5 psi of boost, it produced 1,578 hp at 7,000 RPM—making it the most powerful road-going Bugatti until the Bolide. The engine's specific character was designed to evoke the spirit of the EB110 while delivering modern Bugatti performance levels.

The ultimate track-focused W16 that represents the absolute limits of the architecture. This 7,993cc W16 was extensively reworked for the Bolide's extreme track mission, featuring massive turbochargers with 34.0 psi of boost—the highest ever for a production-based engine. The engine employed 110-octane racing fuel and specific calibration for track operation. The cooling system was radically enhanced with multiple additional radiators and improved airflow, while the lubrication system was completely redesigned for high-g operation. The fuel system was upgraded to handle the extreme power output, while ignition used racing-spec components. With 8.7:1 compression and 34.0 psi of boost, it produced 1,824 hp at 7,000 RPM and 1,364 lb-ft at 2,250-7,000 RPM. The engine's power-to-weight ratio of 0.67 kg/hp is the highest ever achieved by a combustion engine. This represents the absolute final evolution of the W16 concept, pushed to its theoretical limits.

The final W16 engine that marks the end of an era for Bugatti. This 7,993cc W16 features the ultimate refinement of the architecture that has powered Bugatti for two decades. The engine incorporates lessons learned from all previous W16 variants, with optimized turbocharger response, enhanced cooling systems, and refined power delivery. The engine management represents the cumulative knowledge gained from producing over 500 W16 engines, with perfect calibration for the Mistral's roadster configuration. With 9.3:1 compression and 25.0 psi of boost, it produces 1,578 hp at 7,100 RPM and 1,180 lb-ft from 2,000-7,000 RPM. As the final W16-powered Bugatti, this engine represents the culmination of 20 years of continuous development and refinement of one of the most ambitious engine designs in automotive history.

Bugatti's next-generation powertrain under development with Rimac. This 8,300cc naturally-aspirated V16 represents a return to Bugatti's roots while embracing hybrid technology. The engine features a 90° V16 configuration with dual overhead camshafts per bank operating 64 valves. The hybrid system employs three electric motors—one integrated with the transmission and two on the front axle—producing combined 1,800 hp. The combustion engine alone produces 1,000 hp at 9,000 RPM, with the hybrid system adding 800 hp for total output. The engine uses multi-fuel capability, able to run on synthetic fuels for carbon-neutral operation. The complete powertrain weighs 1,345 pounds and represents Bugatti's vision for maintaining internal combustion character while meeting future environmental standards. This engine marks both a return to Bugatti's traditional large-displacement philosophy and an embrace of cutting-edge hybrid technology.

The standard 2.0L inline-8 engine used in the base Type 35. This 1,991cc straight-eight featured aluminum construction with integral cylinder block and crankcase. The valvetrain used a gear-driven camshaft operating three valves per cylinder through exposed rocker arms. With single Zenith carburetor and Bosch magneto ignition, it produced 90 hp at 5,500 RPM. The nine-bearing crankshaft provided exceptional smoothness and reliability for Grand Prix racing.

The supercharged 2.3L inline-8 that powered the Type 35B to racing dominance. This 2,263cc engine featured a Roots-type supercharger providing 6.0 psi of boost. The aluminum construction with integral cylinder block and fixed head remained, but with strengthened internals to handle the increased power. With specialized racing carburetion and ignition, it produced 140 hp at 5,500 RPM. This engine made the Type 35B virtually unbeatable in contemporary racing.

The 1.5L inline-8 developed for the 1.5L racing formula. This 1,493cc straight-eight maintained the same basic architecture as the larger Type 35 engines but with reduced displacement. The engine featured the same three-valve per cylinder design and gear-driven camshaft. With single carburetor and magneto ignition, it produced 60 hp at 5,000 RPM. Despite lower power, the reduced weight maintained competitive performance in the 1.5L class.

The monumental 12.7L straight-eight built for royalty. This 12,763cc engine featured the largest displacement of any production car engine at the time. The aluminum construction with integral cylinder block and fixed head scaled up the classic Bugatti architecture to enormous proportions. With three valves per cylinder and single carburetor, it produced 300 hp at only 1,700 RPM. The nine-bearing crankshaft and massive connecting rods represented the absolute pinnacle of pre-war engine manufacturing.

The supercharged 2.3L inline-8 that powered the Type 55 roadster. Based on the Type 35B racing engine but tuned for road use, this 2,263cc straight-eight featured the same Roots-type supercharger and basic architecture. The engine was detuned slightly for reliability in road conditions, producing 130 hp at 5,500 RPM. The combination of racing heritage with road car refinement made the Type 55 one of the most desirable pre-war sports cars.

The sophisticated twin-cam 3.3L inline-8 for Bugatti's luxury road cars. This 3,257cc straight-eight featured Bugatti's first detachable cylinder head and dual overhead camshafts. The gear-driven camshafts operated two valves per cylinder through inverted bucket followers. With twin Stromberg carburetors and Scintilla Vertex magneto ignition, it produced 135 hp at 4,500 RPM. The nine-bearing crankshaft and advanced valve train provided exceptional smoothness and refinement.

The supercharged twin-cam 3.3L inline-8 for the ultimate Type 57 variants. Based on the standard Type 57 engine but equipped with a Roots-type supercharger, this 3,257cc straight-eight produced 200 hp at 5,500 RPM. The supercharger provided significant power increase while maintaining the engine's characteristic smoothness. This engine powered the legendary Type 57SC Atlantic and represented the ultimate evolution of Bugatti's pre-war straight-eight design.

The quad-turbo V12 that revived Bugatti in the 1990s. This 3,500cc 60° V12 featured four IHI turbochargers with sequential engagement. The aluminum block with silicon-impregnated liners and five valves per cylinder represented cutting-edge technology. With Weber-Marelli electronic injection and 8.0:1 compression, it produced 553 hp at 8,000 RPM. The compact dimensions allowed mid-engine placement while the quad-turbo system provided exceptional response.

The enhanced quad-turbo V12 for the ultimate EB110. Based on the GT engine but with larger turbochargers and increased boost pressure, this 3,500cc V12 produced 603 hp at 8,250 RPM. The cylinder heads received extensive porting and polishing while the fuel system was upgraded with higher-flow injectors. This engine pushed the EB110 to 216 mph, making it the fastest production car of its era.

Bugatti's new-era V16 hybrid powertrain developed with Cosworth and Rimac. This 8,300cc naturally-aspirated V16 features a 90° configuration with dual overhead camshafts per bank operating 64 valves. The combustion engine alone produces 1,000 hp at 9,000 RPM. Combined with three electric motors adding 800 hp, total system output reaches 1,800 hp. The multi-fuel capable engine can run on synthetic fuels while the hybrid system provides torque filling and electric-only capability.

The monumental dual-clutch transmission built to handle W16 power. This 7-speed DCT features specially developed wet multi-plate clutches capable of handling 922 lb-ft of torque. The casing is magnesium with integrated cooling circuits and separate oil systems for clutches and gears. Shift times are under 150ms, with the transmission capable of handling the Veyron's 253 mph top speed. The differential is an electronic limited-slip unit with multiple modes. Weighing 140kg, it was the most advanced production car transmission of its time.

The evolved dual-clutch transmission for Bugatti's second-generation hypercar. This 7-speed DCT features enhanced wet clutches capable of handling 1,180 lb-ft of torque. The casing is carbon fiber reinforced with advanced thermal management for sustained high-speed operation. Shift times are reduced to 100ms, with the transmission optimized for both acceleration and top-speed runs. The differential system includes torque vectoring capability. Weighing 145kg, it represents the ultimate development of dual-clutch technology for extreme performance applications.

The cutting-edge hybrid transmission for Bugatti's new era. This 8-speed DCT features an integrated electric motor-generator unit and wet multi-plate clutches specifically designed for hybrid operation. The casing is magnesium with dual cooling circuits for the transmission and electric components. Shift times are under 60ms, with electric motor torque filling during gear changes for seamless power delivery. The differential is an electronic limited-slip unit with torque vectoring. Weighing 155kg, it provides perfect integration between the V16 combustion engine and hybrid system while handling 1,100Nm combined torque.

The robust 4-speed manual transmission used in the legendary Type 35. This non-synchronized gearbox featured straight-cut gears for durability and efficiency. The casing was aluminum with integrated rear differential. Gear selection used a floor-mounted lever with classic H-pattern. The transmission was designed to handle the high-RPM operation of the straight-eight engine while providing reliable performance in grueling racing conditions.

The massive 3-speed manual transmission for the enormous Type 41 Royale. This heavy-duty gearbox was designed to handle the immense torque of the 12.7L straight-eight engine. The casing was cast iron with reinforced mounting points. Gear selection used a floor-mounted lever with long throws appropriate for the car's luxury touring nature. The transmission was engineered for smooth, effortless operation befitting a car intended for royalty.

The 4-speed manual transmission used in the Type 55 roadster. Based on the Type 35 racing transmission but refined for road use, this gearbox featured similar straight-cut gears but with improved shift quality. The aluminum casing housed the gears and integrated differential. The transmission was perfectly matched to the supercharged straight-eight's power band, providing crisp shifts and reliable performance for both road and occasional competition use.

The sophisticated 4-speed manual transmission for the Type 57 series. This synchronized gearbox represented a significant advancement over earlier Bugatti transmissions, providing smoother shifts for luxury touring. The aluminum casing housed the gears and Cotal electromagnetic overdrive unit on some models. Gear selection used a floor-mounted lever with precise action. The transmission was designed to complement the refined character of the twin-cam straight-eight engine.

The advanced 6-speed manual transmission for the EB110. This synchronized gearbox featured a gated shifter with precise mechanical action. The casing was magnesium with integrated limited-slip differential and viscous coupling for the permanent all-wheel drive system. Gear ratios were carefully selected to exploit the quad-turbo V12's power band while providing both acceleration and high-speed capability. The transmission represented the pinnacle of manual gearbox technology in the 1990s.

The cutting-edge 8-speed dual-clutch hybrid transmission for Bugatti's new era. Developed specifically for the Tourbillon's hybrid powertrain, this DCT features an integrated electric motor-generator unit. The magnesium casing houses dual cooling circuits for transmission and electric components. Shift times under 60ms are achieved with electric motor torque filling during gear changes. The transmission handles 1,100Nm combined torque while providing seamless power delivery between combustion and electric power sources.