The aerodynamics of the model
have been intensively fine-tuned and the suspension and chassis settings have
been modified. As a result, the Divo is 35 kilograms lighter and has 90
kilograms more downforce than the standard Chiron2. The lateral acceleration of
the Divo has been boosted to 1.6 g. Its maximum speed is limited to 380 km/h. The
Divo can lap the Nardò handling circuit in southern Italy eight seconds faster
than the Chiron. The series will only consist of 40 vehicles. Upon the start of
presentations to selected customers, the strictly limited small series, with a
net unit price of €5 million (rs 40.80 crore approx.), sold out immediately.
“When I took up my position at
Bugatti at the beginning of the year, I soon learnt that our customers and fans
were waiting for a special vehicle which would tell a further story for the
brand in addition to the Chiron,” said Stephan Winkelmann, President of Bugatti
Automobiles S.A.S. “The Bugatti team was also very eager to implement a project
like this,” he said.
It was therefore decided to
build a super sports car with a different character from the Chiron which would
still be immediately recognisable as a Bugatti.
The aerodynamic properties of
the Divo were improved by a considerable amount of detailed work. The front
cover is equipped with air intakes which reduce the effective cross-sectional
area of the vehicle at the same time as ensuring improved air flow at the front
and increasing aerodynamic efficiency. An optimized “air curtain” makes for
better air flow over the front and rear sections of the car’s sides.
The newly-designed, wide front
spoiler provides higher downforce and guides more air to the front air inlets.
The cooling system therefore receives a higher mass flow and overall cooling
performance is improved.
The brakes are cooled by four independent
air sources on each side of the vehicle: air flows in from the high-pressure
area above the front bumper, the inlets on the front wings, one inlet on the
front radiator and the diffusers ahead of the tyres. Vanes direct the cold air
from these areas onto the brake discs. A heat shield carries the hot air out
through the wheels. This means that the brakes do not overheat and the tyre
temperature is always kept in the optimum range. This system, which is already
used on the Chiron, receives additional support from the vacuum generated by
the air curtain on the tyres in the case of the Divo. In addition, the wheel
arches are ventilated via slats on the wings.
The roof of the Divo has been
designed to form a NACA air duct, a flow-optimized air inlet. In combination
with the specially designed engine compartment cover, this ensures a very high
air mass flow to the engine compartment, playing a key role in temperature
management in this area of the vehicle.
The rear end of the Divo
features a new, height-adjustable rear spoiler which functions as an air brake
when turned forwards and is set to different angles for the individual driving
modes. The rear spoiler has a width of 1.83 metres (72”) and is therefore 23
percent wider than on the Chiron. The wider spoiler improves efficiency and
results in higher air brake performance as well as significantly more
The downforce is also boosted
by the rear diffuser which has been entirely redesigned for greater efficiency
and accommodates four tailpipes. The total downforce generated is 456
kilograms, 90 kg more than on the Chiron.
New chassis and suspension
settings as well as weight reduction make the Divo a star performer on corners.
The main objective of chassis development work was to improve cornering
dynamics; the Divo was to be sharper, more agile and more nimble. For this
purpose, the camber was increased. As a result the maximum speed of the Divo is
limited to 380 km/h. In contrast to the Chiron, there is therefore no Top Speed
mode. As regards lateral acceleration, the Divo reaches 1.6 g. These changes
alone ensure a perceptibly different driving experience on winding roads.
The steering and suspension
have been set to ensure more direct response and significantly sportier driving
behaviour in all modes (EB, Autobahn and Handling). The Divo is 35 kilograms
lighter than the Chiron. The weight reduction is the result of a number of
design modifications including new lightweight wheels and a carbon fibre
intercooler cover. Weight was also saved by the fixing of the front diffuser
flaps, a reduction in the amount of insulation material used and the
installation of a lighter sound system. In order to reduce the weight, stowage
compartments on the central console and in the door trims have also been