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Glass ceiling
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This article is about a metaphor. For more information about the barrier that prevents minorities from reaching the upper rungs of the corporate ladder, see Gender pay gap.
It has been suggested that The Glass Escalator be merged into this article. (Discuss) Proposed since June 2017.
A chart illustrating the differences in earnings between men and women of the same educational level (USA 2006)
A glass ceiling is a metaphor used to represent an invisible barrier that keeps a given demographic (typically applied to minorities) from rising beyond a certain level in a hierarchy.[1]
The metaphor was first coined by feminists in reference to barriers in the careers of high-achieving women.[2][3] In the US, the concept is sometimes extended to refer to obstacles hindering the advancement of minority women, as well as minority men.[2][4] Minority women often find the most difficulty in "breaking the glass ceiling" because they lie at the intersection of two historically marginalized groups: women and people of color.[5] Asian and Asian American news outlets have coined the term "bamboo ceiling" to refer to the obstacles that all Asian Americans face in advancing their careers.[6][7]
Within the same concepts of the other terms surrounding the workplace, there are similar terms for restrictions and barriers concerning women and their roles within organizations and how they coincide with their maternal duties. These "Invisible Barriers" function as metaphors to describe the extra circumstances that women undergo, usually when trying to advance within areas of their careers and often while trying to advance within their lives outside their work spaces.[8]
Contents
[hide]
1 Definition
2 History
3 Gender pay gap
4 Glass escalator
5 Sticky floor
6 The frozen middle
7 Glass Ceiling Index
8 Second shift
9 Mommy Track
10 Concrete floor
11 See also
12 References
13 Bibliography
14 External links
Definition[edit]
The United States Federal Glass Ceiling Commission[9] defines the glass ceiling as "the unseen, yet unbreachable barrier that keeps minorities and women from rising to the upper rungs of the corporate ladder, regardless of their qualifications or achievements."[1]
David Cotter and colleagues defined four distinctive characteristics that must be met to conclude that a glass ceiling exists. A glass ceiling inequality represents:
"A gender or racial difference that is not explained by other job-relevant characteristics of the employee."
"A gender or racial difference that is greater at higher levels of an outcome than at lower levels of an outcome."
"A gender or racial inequality in the chances of advancement into higher levels, not merely the proportions of each gender or race currently at those higher levels."
"A gender or racial inequality that increases over the course of a career."
Cotter and his colleagues found that glass ceilings are correlated strongly with gender. Both white and minority women face a glass ceiling in the course of their careers. In contrast, the researchers did not find evidence of a glass ceiling for African-American men.[10]
The glass ceiling metaphor has often been used to describe invisible barriers ("glass") through which women can see elite positions but cannot reach them ("ceiling").[11] These barriers prevent large numbers of women and ethnic minorities from obtaining and securing the most powerful, prestigious and highest-grossing jobs in the workforce.[12] Moreover, this effect prevents women from filling high-ranking positions and puts them at a disadvantage as potential candidates for advancement.[13][14]
History[edit]
The first person to use the phrase was Marilyn Loden, during a 1978 speech.[15][16] The concept of the glass ceiling was later popularized at the National Press Club in July 1979.[citation needed] This was at a Conference of the Women's Institute for Freedom of the Press led by Katherine Lawrence of Hewlett-Packard. This was part of an ongoing discussion of a clash between written policy of promotion versus action opportunities for women at HP.
The term was later used in March 1984 by Gay Bryant. She was the former editor of Working Woman magazine and was changing jobs to be the editor of Family Circle. In an Adweek article written by Nora Frenkel, Bryant was reported as saying, "Women have reached a certain point—I call it the glass ceiling. They're in the top of middle management and they're stopping and getting stuck. There isn't enough room for all those women at the top. Some are going into business for themselves. Others are going out and raising families."[17][18][19] Also in 1984, Bryant used the term in a chapter of the book The Working Woman Report: Succeeding in Business in the 1980s. In the same book, Basia Hellwig used the term in another chapter.[18]
In a widely cited article in the Wall Street Journal in March 1986 the term was used in the article's title: "The Glass Ceiling: Why Women Can't Seem to Break The Invisible Barrier That Blocks Them From the Top Jobs". The article was written by Carol Hymowitz and Timothy D. Schellhardt. Hymowitz and Schellhardt introduced glass ceiling was "not something that could be found in any corporate manual or even discussed at a business meeting; it was originally introduced as an invisible, covert, and unspoken phenomenon that existed to keep executive level leadership positions in the hands of Caucasian males."[20]
As the term "Glass Ceiling" got more issued within society, public responded with differing ideas and opinions. Some argued that glass ceiling is a myth rather than a reality because women chose to stay home and showed less dedication to advance into executive suite.[20] As a result of continuing public debate, the US Labor Department's chief, Lynn Morley Martin, reported the results of a research project called "The Glass Ceiling Initiative" formed to investigate the low numbers of women and minorities in executive positions. This report defined the new term as "those artificial barriers based on attitudinal or organizational bias that prevent qualified individuals from advancing upward in their organization into management-level positions."[18][19]
In 1991, as a part of Title II of the Civil Right Act of 1991,[21] Congress created the Glass Ceiling Commission. This 21 member Presidential Commission was chaired by Secretary of Labor Robert Reich,[21] and was created to study the "barriers to the advancement of minorities and women within corporate hierarchies (the problem known as the glass ceiling), to issue a report on its findings and conclusions, and to make recommendations on ways to dis- mantle the glass ceiling."[1] The commission conducted extensive research including, surveys, public hearings and interviews, and released their findings in a report in 1995.[2] The report, "Good for Business", offered "tangible guidelines and solutions on how these barriers can be overcome and eliminated".[1] The goal of the commission was to provide recommendations on how to shatter the glass ceiling, specifically in the world of business. The report issued 12 recommendations on how to improve the workplace by increasing diversity in the organization and reducing discrimination through policy[1][22][23]
Number of women CEOs from the Fortune Lists has been increasing from 2012–2014,[24] but ironically women's labor force participation rate decreased from 52.4% to 49.6% between 1995 and 2015 globally. However, it is evident that some countries like Australia has increased the labor force participation of women over 27% since 1978. Furthermore, only 19.2% of S&P 500 Board Seats were held by women in 2014, of whom 80.2% were considered white.[25]
Gender pay gap[edit]
See also: Gender pay gap and Gender pay gap in the United States
The gender pay gap is the difference between male and female earnings. In 2008 the OECD suggested that the median earnings of female full-time workers were 17% lower than the earnings of their male counterparts and that "30% of the variation in gender wage gaps across OECD countries can be explained by discriminatory practices in the labour market."[26][27] The European Commission suggested that women's hourly earnings were 17.5% lower on average in the 27 EU Member States in 2008.[28] A paper by political activist website "nationalpartnership.org" suggests that as of April 2017, women in the United States were on average paid "80 cents for every dollar paid to men, amounting to an annual gender wage gap of $10,470".[29] It may help from a research perspective to note that there are many disagreeing viewpoints on this issue, and the research cited here is presented in favor of the side that asserts society's view on minorities is the cause of the pay gap.
Although people[who?] argue that the gender pay gap is not relevant anymore, statistics show that it will take at least 70 years from now for the gap to close[citation needed]. Scholars[who?] have predicted that, at the current rate of increase of women's wages, the gender pay gap would not close until 2056.[30]
In her article "Women and Politics", Irina Zamfirache claims that the glass ceiling can be explained by woman's place in society. The article suggests that the gender pay gap is decreasing over time, which seems appropriate seeing as women are no longer portrayed as housewives[citation needed]. However, according to Zamfirache, despite the media still projecting a disadvantageous image of women[citation needed], the change of stereotypes and perceptions of not only women but also minorities suggests that the glass ceiling can eventually be dissolved.[31]
Glass escalator[edit]
In addition to the glass ceiling, which already is stopping women from climbing higher in success in the workplace, a parallel phenomenon called the "glass escalator" is occurring. This can be defined as how more men are joining fields that were previously occupied mainly by women, such as nursing and teaching, and within these job fields, the men are riding right past women and going straight to the top, similarly to if they were on an escalator and a woman was taking stairs. Men are being offered more promotions than women and even though women have worked just as hard, they are still not being offered the same chances as men are in some circumstances.[32] The chart from Carolyn K. Broner, Ph.D. shows an example of the glass escalator in favor of men for female-dominant occupations in schools.[33] While women have mostly occupied the position of teachers, men are taking the higher positions in school systems as deans or principals.
Research on the career paths of men who have occupations in female-dominated fields, such as nursing or teaching, come to a conclusion that men benefit financially from their gender status. This can be extended to say that men are able to abuse their gender advantages in such contexts, often "reaping the benefits of their token status to reach higher levels in female-dominated work."[citation needed] Not only are males taking power from women in more female oriented jobs, but they are rising to the top more steadily than females.[citation needed]
A 2008 study published in Social Problems found that sex segregation in nursing did not follow the "glass escalator" pattern of disproportional vertical distribution; rather, men and women gravitated towards different areas within the field, with male nurses tending to specialize in areas of work perceived as "masculine".[34] The article noted that "men encounter powerful social pressures that direct them away from entering female-dominated occupations (Jacobs 1989, 1993)". Since female-dominated occupations are usually characterized with more feminine activities, men who enter these jobs can be perceived socially as "effeminate, homosexual, or sexual predators".[34]
Sticky floor[edit]
In the literature on gender discrimination, the concept of "sticky floors" complements the concept of a glass ceiling. Sticky floors can be described as the pattern that women are, compared to men, less likely to start to climb the job ladder. Thereby, this phenomenon is related to gender differentials at the bottom of the wage distribution. Building on the seminal study by Booth and co-authors in European Economic Review,[35] during the last decade economists have attempted to identify sticky floors in the labour market. They found empirical evidence for the existence of sticky floors in countries such as Australia, Belgium, Italy, Thailand and the United States.[36]
The frozen middle[edit]
Similar to the sticky floor, the frozen middle describes the phenomenon of women's progress up the corporate ladder slowing, if not halting, in the ranks of middle management.[37] Originally the term referred to the resistance corporate upper management faced from middle management when issuing directives. Due to a lack of ability or lack of drive in the ranks of middle management these directives do not come into fruition and as a result the company's bottom line suffers.The term was popularized by a Harvard Business Review article titled "Middle Management Excellence".[38] Due to the growing proportion of women to men in the workforce, however, the term "frozen middle" has become more commonly ascribed to the aforementioned slowing of the careers of women in middle management.[39] The 1996 study "A Study of the Career Development and Aspirations of Women in Middle Management" posits that social structures and networks within businesses that favor "good old boys" and norms of masculinity exist based on the experiences of women surveyed.[40] According to the study, women who did not exhibit stereotypical masculine traits, (e.g. aggressiveness, thick skin, lack of emotional expression) and interpersonal communication tendencies are at an inherent disadvantage compared to their male peers.[41] As the ratio of men to women increases in the upper levels of management,[42] women's access to female mentors who could advise them on ways to navigate office politics is limited, further inhibiting upward mobility within a corporation or firm.[43] Furthermore, the frozen middle affects female professionals in western and eastern countries such as the United States and Malaysia, respectively,[44] as well as women in a variety of fields ranging from the aforementioned corporations to STEM fields.[45]
Glass Ceiling Index[edit]
In 2017, the Economist updated their glass-ceiling index. It combines data on higher education, labour-force participation, pay, child-care costs, maternity and paternity rights, business-school applications and representation in senior jobs.[46] The countries where inequality was the lowest were, in order of most equality, Iceland, Sweden, Norway, Finland, and Poland.
Second shift[edit]
The second shift focuses on the idea that women theoretically work a second shift in the manner of having a greater workload, not just doing a greater share of domestic work. All of the task that are engaged in outside the workplace are mainly tied to motherhood. Depending on location, household income, educational attainment, ethnicity and location. Data shows that women do work a second shift in the sense of having a greater workload, not just doing a greater share of domestic work, but this is not apparent if simultaneous activity is overlooked.[47] Alva Myrdal and Viola Klein as early as 1956 focused on the potential of both men and women working in settings that included paid and unpaid types of work environments. Research indicated that men and women could have equal time for activities outside the work environment for family and extra activities.[48] This "second shift" has also been found to have physical effects as well, especially for women. Women whom engage in longer hours in pursuit of family balance, often suffer more mental health issues such as depression, anxiety, and other problems. Irritability, low motivation and energy, and other emotional issues have been found as well. The overall happiness of women can be improved if the balance of career and home responsibilities are met.[49]
Mommy Track[edit]
"Mommy Track" is a term used to describe women who simply disregard their career and professional duties in order to satisfy the needs of their families. Women are often subject to long work hours that creates an imbalance within the work-family schedule.[50] There is research suggesting that women were able to function on a part-time professional schedule compared to others who worked full-time while still engaged in external family activities. The research also suggests, flexible work arrangements allow for the achievement of a healthy work and family balance. A difference has also been discovered in the cost and amount of effort in childbearing amongst women in higher skilled positions and roles, as opposed to women in lower-skilled jobs. This difference leads to women delaying and postponing goals and career aspirations over a number of years. A large number of women across the country who have vocational/professional certifications and degrees have been found to be not a part of the working force at the estimated rate more than twice times as male counterparts. Also, the Deloitte Touche, a professional hiring service firm, confirmed that they had recorded dropout rates in each entering class of hires and reported that indeed women's rates were very high compared to males due to mother- and family-related responsibilities.[51]
Maternal brain is a term that is also associated with the glass ceiling. Maternal brain is a hormonal and brain change that occurs during pregnancy.[52]
Concrete floor[edit]
The term concrete floor has been used to refer to the minimum number or the proportion of women necessary for a cabinet or board of directors to be perceived as legitimate.[53]
See also[edit]
Celluloid ceiling
Equal Pay Day
Equal pay for women
Female labor force in the Muslim world
Feminization of poverty
Gender equality
Gender inequality
Gender pay gap
Gender role
Glass cliff
Material feminism
Mommy track
Sex differences in humans
Sexism
Stained-glass ceiling
Superwoman (sociology)
Time bind
Work–life balance
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External links[edit]
Catalyst research report (1996). Women in Corporate Leadership: Progr (2003). Women and Men in U.S. Corporate Leadership: Same Workplace, Different Realities?
Catalyst. Women and Men in U.S. Corporate Leadership: Same Workplace, Different Realities? New York, N.Y.: Catalyst, 2004, ISBN 978-0-89584-247-3.
Catalyst. 2010 Catalyst Census: Financial Post 500 Women Senior Officers and Top Earners.
Federal Glass Ceiling Commission. Good for Business: Making Full Use of the Nation's Human Capital. Washington, D.C.: U.S. Department of Labor, March 1995.
Federal Glass Ceiling Commission. Solid Investments: Making Full Use of the Nation's Human Capital. Washington, D.C.: U.S. Department of Labor, November 1995.
Carvajal, Doreen. The Codes That Need to Be Broken. The New York Times, January 26, 2011.
Cotter, David A., Joan M. Hermsen, Seth Ovadia, and Reece Vanneman (2001). The glass ceiling effect. Social Forces, Vol. 80 No. 2, pp. 655–81.
Effects of Glass Ceiling on Women Career Development in Private Sector Organizations – Case of Sri Lanka
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Bugatti Veyron
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Bugatti Veyron EB 16.4
Bugatti Veyron 16.4
Overview
Manufacturer
Bugatti Automobiles S.A.S (Volkswagen)
Production
2005–2011 (Veyron 16.4)
2009–2015 (Grand Sport)
2010–2011 (Super Sport)
2012–2015 (Grand Sport Vitesse)
Assembly
Molsheim, Alsace, France
Designer
Jozef Kabaň[1]
Body and chassis
Class
Sports car (S)
Body style
2-door coupé (16.4, Super Sport)
2-door targa top (Grand Sport, Grand Sport Vitesse)
Layout
Longitudinal, mid-engine permanent all wheel drive
Related
Audi Rosemeyer
Bentley Hunaudières
Powertrain
Engine
8.0 L (488 cu in) quad-turbocharged W16
Power output
Standard (Coupé), Grand Sport Roadster: 1,001 PS (987 hp; 736 kW)[2]
Super Sport (Coupé), Grand Sport Vitesse (Roadster): 1,200 PS (1,184 hp; 883 kW)[3][4]
Transmission
7-speed DSG automatic transmission
Dimensions
Wheelbase
2,710 mm (106.7 in)
Length
4,462 mm (175.7 in)
Width
1,998 mm (78.7 in)
Height
1,159 mm (45.6 in)
Kerb weight
1,838–1,990 kg (4,050–4,390 lb)
Chronology
Predecessor
Bugatti EB 110
Successor
Bugatti Chiron
The Bugatti Veyron EB 16.4 is a mid-engined sports car, designed and developed in Germany by the Volkswagen Group and manufactured in Molsheim, France, by Bugatti. It was named after the racing driver Pierre Veyron.
The original version has a top speed of 407 km/h (253 mph).[5][6] It was named Car of the Decade and best car award (2000–2009) by the BBC television programme Top Gear. The standard Bugatti Veyron also won Top Gear's Best Car Driven All Year award in 2005.
The Super Sport version of the Veyron is recognised by Guinness World Records as the fastest street-legal production car in the world, with a top speed of 431.072 km/h (267.856 mph).[7] The roadster Veyron Grand Sport Vitesse version is the fastest roadster in the world, reaching an averaged top speed of 408.84 km/h (254.04 mph) in a test on 6 April 2013.[8][9]
The Veyron's chief designer was Hartmut Warkuss and the exterior was designed by Jozef Kabaň of Volkswagen, with much of the engineering work being conducted under the guidance of engineering chief Wolfgang Schreiber.
Several special variants have been produced. In December 2010, Bugatti began offering prospective buyers the ability to customise exterior and interior colours by using the Veyron 16.4 Configurator application on the marque's official website.[10][11] The Bugatti Veyron was discontinued in late 2014.
Contents
[hide]
1 Origins
2 Bugatti Veyron (2005–2011)
2.1 Specifications and performance
2.1.1 Engine output
2.1.2 Top speed
2.1.3 Braking
3 Bugatti Veyron 16.4 Grand Sport (2009–2015)
4 Bugatti Veyron 16.4 Super Sport, World Record Edition (2010–2011)
4.1 Top Speed World Record
5 Bugatti Veyron 16.4 Grand Sport Vitesse (2012–2015)
5.1 Special editions
5.2 Records
6 Specifications
7 Production
8 Future development
9 Sales
10 Reception
10.1 Top Gear
10.2 Martin Roach
10.3 Gordon Murray
11 See also
12 References
13 External links
Origins[edit]
Bugatti Veyron EB 16/4 Concept
Bugatti Veyron EB 16/4 Concept
In May 1998, Volkswagen AG acquired the rights to use the Bugatti logo and the trade name Bugatti Automobiles S.A.S. To succeed the EB 110 model produced under previous ownership, the maker quickly released a series of concept cars that would culminate in the Bugatti Veyron 16.4.
Between October 1998 and September 1999, Bugatti introduced a series of Giugiaro-designed concept vehicles, each with permanent four-wheel drive and powered by the Volkswagen-designed W18 engine. The first, the EB118, was a 2-door coupé presented at the 1998 Paris Motor Show. The next, the EB218, was a 4-door sedan presented at the 1999 Geneva Motor Show. A third, the 18/3 Chiron, was a mid-engined sports car presented at the 1999 International Motor Show in Frankfurt.[12]
In October 1999, Bugatti unveiled a fourth concept car at the Tokyo Motor Show. The EB 18/4 Veyron was a mid-engined supercar styled in-house under the direction of Hartmut Warkuß.[13] In 2000 a modified version, the EB 16/4 Veyron, was displayed at motor shows in Detroit, Geneva, and Paris. Rather than the three-bank W-18 of the four previous concepts, the EB 16/4 featured the four-bank W16 engine architecture installed in every production example of the Bugatti Veyron.[14]
The decision to start production of the car was made by the Volkswagen Group in 2001. The first roadworthy prototype was completed in August 2003. It is identical to the later series variant except for a few details. In the transition from development to series production considerable technical problems had to be addressed, repeatedly delaying production until September 2005.[15]
The Veyron EB 16.4 is named in honour of Pierre Veyron, a Bugatti development engineer, test driver and company race driver who, with co-driver Jean-Pierre Wimille, won the 1939 24 hours of Le Mans while driving a Bugatti.[16] The "EB" refers to Bugatti founder Ettore Bugatti and the "16.4" refers to the engine's 16 cylinders and 4 turbochargers.[17]
Bugatti Veyron (2005–2011)[edit]
Specifications and performance[edit]
The Veyron's quad-turbocharged W16 engine
The Veyron features an 8.0-litre, quad-turbocharged, W16 cylinder engine, equivalent to two narrow-angle V8 engines bolted together. Each cylinder has four valves for a total of 64, but the configuration of each bank allows two overhead camshafts to drive two banks of cylinders so only four camshafts are needed. The engine is fed by four turbochargers and displaces 7,993 cubic centimetres (487.8 cu in), with a square 86 by 86 mm (3.39 by 3.39 in) bore and stroke.
Bugatti Veyron 16.4
The transmission is a dual-clutch direct-shift computer-controlled automatic transmission with seven gear ratios, with magnesium paddles behind the steering wheel and a shift time of less than 150 milliseconds, built by Ricardo of England rather than Borg-Warner, who designed the six speed DSG used in the mainstream Volkswagen Group marques. The Veyron can be driven in either semi-automatic or fully automatic mode. A replacement transmission for the Veyron costs just over US$120,000.[18] It also has permanent all-wheel drive using the Haldex Traction system. It uses special Michelin PAX run-flat tyres, designed specifically to accommodate the Veyron's top speed, and cost US$25,000 per set.[18] The tyres can be mounted on the wheels only in France, a service which costs US$70,000.[18] Kerb weight is 1,888 kilograms (4,162 lb).[19] This gives the car a power-to-weight ratio, according to Volkswagen Group's figures, of 530 PS (390 kW; 523 bhp) per ton.
The car's wheelbase is 2,710 mm (106.7 in). Overall length is 4,462 mm (175.7 in) which gives 1,752.6 mm (69.0 in) of overhang. The width is 1,998 mm (78.7 in) and height 1,204 mm (47.4 in). The Bugatti Veyron has a total of ten radiators:[20]
3 heat exchangers for the air-to-liquid intercoolers.
3 engine radiators.
1 for the air conditioning system.
1 transmission oil radiator.
1 differential oil radiator.
1 engine oil radiator
It has a drag coefficient of Cd=0.41 (normal condition) and Cd=0.36 (after lowering to the ground),[21] and a frontal area of 2.07 m2 (22.3 sq ft).[22] This gives it a drag area, the product of drag coefficient and frontal area, of CdA=0.74 m2 (8.0 sq ft).
Engine output[edit]
According to Volkswagen Group and certified by TÜV Süddeutschland, the final production Veyron engine produces 1,001 metric horsepower (736 kW; 987 bhp) of motive power, and generates 1,250 newton metres (922 lbf⋅ft) of torque.[3][23] The nominal figure has been stated by Bugatti officials to be conservative, with the real total being 1,020 metric horsepower (750 kW; 1,006 bhp) at 6,000 rpm.
Top speed[edit]
German inspection officials recorded an average top speed of the original version at 408.47 km/h (253.81 mph)[6] during test sessions on Volkswagen Group's private Ehra-Lessien test track on 19 April 2005.
This top speed was almost matched by James May on Top Gear in November 2006, at the Ehra-Lessien test track, at 407.5 km/h (253.2 mph)[6]. May noted that at top speed the engine consumes 45,000 litres (9,900 imp gal) of air per minute (as much as a human breathes in four days). Back in the Top Gear studio, co-presenter Jeremy Clarkson commented that most supercars felt like they were shaking apart at their top speed, and asked May if that was the case with the Veyron at 407 km/h (253 mph). May responded that the Veyron was very controlled, and only wobbled slightly when the air brake deployed.[24]
The car's everyday top speed is listed at 343 km/h (213 mph). When the car reaches 220 km/h (140 mph), hydraulics lower the car until it has a ground clearance of about 9 cm (3.5 in). At the same time, the wing and spoiler deploy. In this handling mode, the wing provides 3,425 newtons (770 lbf) of downforce, holding the car to the road.[20]
Top speed mode must be entered while the vehicle is at rest. Its driver must toggle a special top speed key to the left of their seat, which triggers a checklist to establish whether the car and its driver are ready to attempt to reach 407 km/h (253 mph). If so, the rear spoiler retracts, the front air diffusers shut, and normal 12.5 cm (4.9 in) ground clearance drops to 6.5 cm (2.6 in).
Braking[edit]
The Veyron's brakes use cross drilled, radially vented carbon fibre reinforced silicon carbide (C/SiC) composite discs, manufactured by SGL Carbon, which have a much greater resistance to brake fade when compared with conventional cast iron discs.[citation needed] The lightweight aluminium alloy monobloc brake calipers are made by AP Racing; the fronts have eight[20] titanium pistons and the rear calipers have six pistons. Bugatti claims maximum deceleration of 1.3 g on road tyres. As an added safety feature, in the event of brake failure, an anti-lock braking system (ABS) has also been installed on the handbrake.
Prototypes have been subjected to repeated 1.0 g braking from 312 km/h (194 mph) to 80 km/h (50 mph) without fade. With the car's acceleration from 80 km/h (50 mph) to 312 km/h (194 mph), that test can be performed every 22 seconds. At speeds above 200 km/h (120 mph), the rear wing also acts as an airbrake, snapping to a 55° angle in 0.4 seconds once brakes are applied, providing an additional 0.68 g (6.66 m/s2) of deceleration (equivalent to the stopping power of an ordinary hatchback).[20] Bugatti claims the Veyron will brake from 400 km/h (250 mph) to a standstill in less than 10 seconds, though distance covered in this time will be half a kilometre (third of a mile).[20]
Bugatti Veyron 16.4 Grand Sport (2009–2015)[edit]
Bugatti Veyron Grand Sport
Bugatti Veyron Grand Sport
The targa top version of the Bugatti Veyron EB 16.4 dubbed the Bugatti Veyron 16.4 Grand Sport was unveiled at the 2008 Pebble Beach Concours d'Elegance.[25][26] It has extensive reinforcements to compensate for the lack of a standard roof[27] and small changes to the windshield and running lights. Two removable tops are included, the second a temporary arrangement fashioned after an umbrella. The top speed with the hardtop in place is the same as the standard coupé version, but with the roof down is limited to 369 km/h (229 mph)—and to 130 km/h (81 mph) with the temporary soft roof. The Grand Sport edition was limited to 150 units, with the first 50 going exclusively to registered Bugatti customers. Production began in the second quarter of 2009, with the car priced at €1.4 million (excluding taxes and delivery).
A version was introduced at the Qatar Motor Show 2012 with a horizontal colour split with a bright yellow body framed in visible black carbon (including black-tinted wheels), seats in yellow-coloured leather upholstery with black stitching, middle console in black carbon, dashboard, steering wheel and gearshift made of black leather with yellow stitching.[28] It was priced at €1.58 million.
Bugatti Veyron 16.4 Super Sport, World Record Edition (2010–2011)[edit]
A Bugatti Veyron 16.4 Super Sport World Record Edition – the fastest road legal production car reaching 431 km/h (268 mph)
Bugatti Veyron Super Sport
The Bugatti Veyron 16.4 Super Sport is a faster, more powerful version of the Bugatti Veyron 16.4. Production is limited to 30 units. The Super Sport has increased engine power of 1,200 PS (880 kW; 1,200 bhp), a torque of 1,500 N⋅m (1,100 lbf⋅ft), and a revised aerodynamic package.[29] The Super Sport has a 431.072 km/h (267.856 mph) top speed, making it the fastest production road car on the market[4][30][31] although it is electronically limited to 415 km/h (258 mph) to protect the tyres from disintegrating.[29]
The Bugatti Veyron 16.4 Super Sport World Record Edition is a version of the Bugatti Veyron 16.4 Super Sport. It is limited to five units. It has an orange body detailing, orange wheels, and a special black exposed carbon body.[32]
The vehicle was unveiled in 2010 at The Quail, followed by the 2010 Monterey Historic Races at Laguna Seca, and the 2010 Pebble Beach Concours d'Elegance.[33]
The Super Sport is valued at GB£1.2 million.[1][34]
Top Speed World Record[edit]
On 4 July 2010 James May, a television presenter on BBC Two's television show Top Gear, drove the Veyron Super Sport at 417.61 km/h (259.49 mph). Later that day, Bugatti's official test driver Pierre Henri Raphanel drove the Super Sport version of the Veyron on Volkswagen's Ehra-Lessien (near Wolfsburg, Germany) high-speed test track to establish the car's top speed. With representatives of the Guinness Book of Records and German Technical Inspection Agency (TÜV) on hand, Raphanel made passes around the big oval in both directions achieving an average maximum speed of 431.072 km/h (267.856 mph), thus taking back the title from the SSC Ultimate Aero TT as the fastest production vehicle of all time.[7] The 431.072 km/h mark was reached by averaging the Super Sport's two test runs, the first reaching 427.933 km/h (265.905 mph) and the second 434.211 km/h (269.806 mph).[35][36]
When the record was certified it was already well-known to the public that the customer car would be electronically limited to 415 km/h (258 mph). Yet, after a query by the Sunday Times Guinness' PR director Jaime Strang was quoted on 5 April 2013: "As the car’s speed limiter was deactivated, this modification was against the official guidelines. Consequently, the vehicle’s record set at 431.072 km/h is no longer valid." On 10 April 2013 it was written on its website: "Guinness World Records would like to confirm that Bugatti's record has not been disqualified; the record category is currently under review." On 15 April 2013 Bugatti’s speed record was confirmed: "Following a thorough review conducted with a number of external experts, Guinness World Records is pleased to announce the confirmation of Bugatti’s record of Fastest production car achieved by the Veyron 16.4 Super Sport. The focus of the review was with respect to what may constitute a modification to a car’s standard specification. Having evaluated all the necessary information, Guinness World Records is now satisfied that a change to the speed limiter does not alter the fundamental design of the car or its engine."[37][38][39]
Bugatti Veyron 16.4 Grand Sport Vitesse (2012–2015)[edit]
Bugatti Veyron Grand Sport Vitesse
The Bugatti Veyron 16.4 Grand Sport Vitesse is a targa top version of the Veyron Super Sport. It produces a maximum output of 1,200 PS (880 kW; 1,200 bhp) @ 6,400 rpm and a maximum torque of 1,500 N⋅m (1,100 lb⋅ft) @ 3,000–5,000 rpm. These figures allow the car to accelerate from a stand still to 100 km/h (62 mph) in 2.6 seconds. On normal roads, the Vitesse is electronically limited to 375 km/h (233 mph).
The vehicle was first unveiled at the 2012 Geneva Motor Show [40][41] and later appeared at the 2012 Beijing Auto Show [42] and the 2012 São Paulo Motor Show.[43]
The Base price of the Vitesse is €1.69 million (without tax and transportation), with the car shown at the Geneva Motor Show costing €1.79 million and the car shown at the São Paulo Motor Show costing €1.9 million.
Special editions[edit]
A number of special editions of the Vitesse were made. The Vitesse SE, inspired by Bugatti Type 37A, was unveiled in 2012 and sold for €1.74 million (US$2.2 million).[44][45][46] The World Record Car (WRC) Edition was limited to 8 units, debuted in 2013, and went on sale for €1.99 million.[47][48][49]
In 2013, Bugatti produced a series of Vitesse dedicated to racing legends, including Jean-Pierre Wimille[50][51] Jean Bugatti,[52][53] Meo Costantini,[54] and Ettore Bugatti.[55]
Records[edit]
A Bugatti Veyron 16.4 Grand Sport Vitesse driven by the Chinese racing driver Anthony Liu at Volkswagen Group's proving grounds in Ehra-Lessien became the fastest open-top production sports car, with speed of 408.84 km/h (254.04 mph).[48]
After the world record attempt, Dr. Wolfgang Schreiber, President of Bugatti Automobiles S.A.S, said “When we introduced the Vitesse, we established the top speed for open-top driving to be 375 km/h. Still, we could not let go of the idea of reaching the 400 km/h mark with this car as well. The fact that we have succeeded in reaching 408.84 km/h is a thrill for me, and it reaffirms once again that Bugatti is the leader when it comes to technology in the international automotive industry." The driver, Anthony Liu, claimed "Even at such high speeds it remained incredibly comfortable and stable. With an open top, you can really experience the sound of the engine and yet even at higher speeds I did not get compromised by the wind at all.”[47]
Specifications[edit]
Basic Specifications[3][4]
Layout and body style
Mid-engine, four-wheel drive, two-door coupé/targa top
Base price
€1,225,000 (GB£1,065,000/US$1,700,000)
Super Sport:
€1,912,500 (GB£1,665,000/US$2,700,000)
Internal combustion engine
8.0 litre W16, 64v 2xDOHC quad-turbocharged petrol engine
Engine displacement
and max. power
7,993 cc (487.8 cu in)
1,001 metric horsepower (736 kW; 987 bhp)@6000 rpm
Super Sport:
1,200 metric horsepower (883 kW; 1,184 bhp)@6400 rpm
Performance
Standard Super Sport
Top Speed
408.47 km/h (253.81 mph)[56] 431.072 km/h (267.856 mph); 415 km/h (258 mph) limited[36]
0-100 km/h (62 mph)
2.46 seconds[57][58]
0-200 km/h (124 mph)
7.3 seconds[59][60] 6.7 seconds[61][62]
0-300 km/h (186 mph)
16.7 seconds[59][60] 14.6 seconds[61][62]
0-400 km/h (249 mph)
55.6 seconds[60] ?
Standing quarter-mile (402 m)
10.1 seconds[63] 9.7 seconds[61]
Standing mile (1609 m)
25.9 seconds at 204.4 mph[64] 23.6 seconds[61]
Braking from 100 km/h (62 mph)
31.4 m[59][61]
0-200-0 mph
? 23.6 seconds[61]
Lateral acceleration
? 1.4 g[61]
Fuel economy[65]
EPA city driving
8 miles per U.S. gallon (29 L/100 km; 9.6 mpg‑imp)
EPA highway driving
14 miles per U.S. gallon (17 L/100 km; 17 mpg‑imp)
Top speed fuel economy
3 miles per U.S. gallon (78 L/100 km; 3.6 mpg‑imp), or 1.4 U.S. gal (5.3 L; 1.2 imp gal) per minute
Production[edit]
As of 6 August 2014[update], 405 Veyrons have been produced and delivered to customers worldwide, with orders have already been placed for another 30. Bugatti was reported to produce 300 coupes and 150 roadsters up to the end of 2015.[66]
Only 450 Bugatti Veyrons were produced in a span of over 10 years. The final production vehicle, a Grand Sport Vitesse titled "La Finale" (The End), was displayed at the Geneva Motor Show from 5–15 March 2015.[67]
Future development[edit]
In 2008, Bugatti then-CEO Dr Franz-Josef Paefgen confirmed that the Veyron would be replaced by another high-end model by 2012.[68] In 2011, the new CEO Wolfgang Dürheimer revealed that the company was planning to produce two models in the future — one a sports car-successor to the Veyron, the other a limousine known as the Bugatti 16C Galibier, which was later cancelled since Bugatti was later then working on a successor to the Veyron, which became the Bugatti Chiron.[69]
Originally the new model due in 2016 was meant to be no faster or more powerful than the Super Sport. This was later changed after a faster and more powerful in-game counterpart of the Super Sport appeared in Gran Turismo 6, known as the Bugatti Vision Gran Turismo. The Vision Gran Turismo debuted at the September 2015 Frankfurt Motor Show.
A toned-down version of the Vision Gran Turismo concept car, now called the Chiron, debuted at the March 2016 Geneva Motor Show. Production started in 2017 and will be limited to 500 units.
Sales[edit]
Year
Units sold
2005 5[70]
2006 44[70]
2007 81[71]
2008 71[72]
2009 50[72]
2010 40[73]
2011 38[74]1
2012 31[75]
2013 47[76]
Total 407 ISI
^ The last Veyron, No. 450 was sold May 2014.
Reception[edit]
Top Gear[edit]
All three former presenters of the popular BBC motoring show Top Gear have given the Veyron considerable praise. While initially skeptical that the Veyron would ever be produced, Jeremy Clarkson later declared the Veyron "the greatest car ever made and the greatest car we will ever see in our lifetime", comparing it to Concorde and S.S. Great Britain. He also pointed out that the actual production cost of a Bugatti Veyron car was GB£5 million, but was sold to customers for just GB£1 million. When asked why, he jokingly said that Volkswagen designed the car merely as a "Technical Exercise". James May described the Veyron as "our Concorde moment." Clarkson test drove the Veyron from Alba in northern Italy to London in a race against May and Richard Hammond who made the journey in a Cessna 182 aeroplane.
A few episodes later, May drove the Veyron at the VW test track and took it to its top speed of 407.16 km/h (253.00 mph). In series 10, Hammond raced the Veyron against the Eurofighter Typhoon and lost. He also raced the car in Series 13 against a McLaren F1 driven by The Stig in a one-mile (1.6 km) drag race in Abu Dhabi. The commentary focused on Bugatti's "amazing technical achievement" versus the "non-gizmo" racing purity of the F1. While the F1 was quicker off the line and remained ahead until both cars were travelling at approximately 200 km/h, the Bugatti overtook its competitor from 200 to 300 km/h and emerged the victor. Hammond has stated that he did not use the Veyron's launch control in order to make the race more interesting.
The Veyron also won the award for "Car of the Decade" in Top Gear's end of 2010 award show. Clarkson commented "It was a car that just rewrote the rule book really, an amazing piece of engineering, a genuine Concorde moment". When the standard version was tested in 2008, it did not reach the top of the lap time leader board, with a time of 1:18.3, which was speculated as being due to the car's considerable weight disadvantage against the other cars towards the top. In 2010 the Super Sport version achieved the fastest ever time of 1:16.8 (dethroned the Gumpert Apollo S, replaced by the Ariel Atom V8 in 2011),[77] as well as being taken to a verified average top speed of 431 km/h (268 mph) by Raphanel on the programme,[78] thenceforth retaking its position as the fastest production car in the world.[79][80][81]
Martin Roach[edit]
In 2011, Martin Roach's book Bugatti Veyron: A Quest for Perfection – The Story of the Greatest Car in the World[82] took the stance that the car had now become so famous that it is effectively a bona fide celebrity. The book follows its author as he attempts to track down and drive the car, along the way interviewing chief designers, test drivers, and the president of Bugatti.
Gordon Murray[edit]
During its development period McLaren F1 designer Gordon Murray said in UK auto magazine Evo: "The most pointless exercise on the planet has got to be this four-wheel-drive, thousand-horsepower Bugatti." But after driving it he called it "a huge achievement".[83]
Murray was impressed with the Veyron's engine and transmission after he test drove one for Road and Track magazine. He also praised its styling: "The styling is a wonderful mélange of classic curves and mechanical edges and elements — this should ensure that the car will still look good years from now, and therefore have a chance of becoming a future classic."[84]
See also[edit]
List of fastest production cars
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