1994 Bugatti EB110

The Bugatti marque remained dormant since 1952 before the storied marque was awakened by Italian Ferrari dealer Romano Artioli. The belief that it could be resurrected to its former glory was ambitious and ambitious, with his plan centered around the construction of a new supercar. Artioli established Bugatti Automobili SpA in October 1987 and broke ground on a state-of-the-art manufacturing facility the following year in Campogalliano, Italy. Artioli and his team of designers and engineers worked for four years to create a car worthy of the fabled Bugatti nameplate. On September 15, 1991, the new supercar made its debut in Paris. In celebration of Ettore Bugatti's 110th birthday that same day, the car was appropriately named the EB110.

The development of the engine and chassis was entrusted to Tecnostile, headed by Tiziano Benedetti, Achille Bevini, and Oliviero Pedrazzi. Chassis drawings were distributed to several designers for bodywork proposals. Among the list were Nuccio Bertone, Marcello Gandini, Paolo Martin, and Giorgetto Giugiaro. Marc Deschamps of Bertone created a design but soon lost interest in the project, and eventually, the design was used for the Bertone Lotus Emotion. The ID90 prototype proposed by Giugiaro was shown in 1990 at the Turin Car Show. Gandini had the advantage of being well known by Stanzani, the Technical Director of Tecnostile, and had created the styling for the Cizeta V16 which was powered by an engine designed by Tecnostile. Thus, early prototypes were based on Gandini's design.

The designs by Marcello Gandini had graced numerous vehicles including those by Lamborghini, Lancia, Maserati, Nissan, Renault, De Tomaso, Cizeta, Alfa Romeo, Autobianchi and more. Many of his creations, including his design proposal for the new Bugatti, had angular, wedge-shaped profiles. Artioli did not agree with this design direction, nor was he impressed by the aluminum honeycomb chassis design proposed by Stanzani. Gandini created another design proposal with softer lines and numerous styling revisions but again, Artioli was not impressed. After Gandini refused to make any more changes, the design was handed over to Gianpaolo Benedini. The scissor doors and large windshield and side windows proposed by Gandini were retained, but the previous pop-up headlight design was replaced with fixed headlamps. In the front was a network of cooling ducts integrated into the front bumper section and along the sides, beyond the two large headlamps. A speed-sensitive electronic rear wing and active air flaps near the rear window were operated manually, via a switch. The Super Sport version had a fixed rear wing.

Extensive testing of the aluminum honeycomb prototype chassis revealed that it lost torsional stiffness over time, resulting in degradation of handling. Artioli found this unacceptable and following requests for a redesign, prompted the departure of Gandini and Stanzani. In their wake, the role of technical director was filled by Nicola Materazzi who worked on improving the torsional stiffness. A new carbon fiber chassis was developed and supplied by Aerospatiale.

Mounted mid-ship was a 3.5-liter V12 engine with five valves per cylinder (for a total of 60 valves) and four turbochargers. It had a bore and stroke of 3.19 x 2.23 inches respectively and used 12 individual throttle bodies, and delivered 553 horsepower at 8,000 RPM and 451 lb-ft of torque at 3750 RPM. Power was sent to an all-wheel-drive system which provided better handling than most other supercars of the era. Other innovative technologies used by the EB110 included the carbon fiber monocoque chassis and active aerodynamics. The transmission was a six-speed manual unit and the suspension was comprised of double wishbones.

The EB 110 Super Sport was introduced in 1992 at the Geneva Motor Show, a mere six months after the unveiling of the EB 110 GT. The Super Sport variant weighed 150 kg (330 pounds) less than the EB 110 GT and was more powerful. It used carbon-fiber body panels on the interior and exterior, and the engine was tuned to produce 603 bhp at 8,250 RPM and 479 lb-ft of torque at 4,200 RPM.

Between 1991 and 1995, a total of 139 examples of the EB 110 were built. The EB110 had proven to be a worthy model to wear the Bugatti name and was among the most exotic, best-handling, and fastest car of its era. Despite the car's success, the company became financially strained when Artioli purchased Lotus Cars while simultaneously developing a four-door saloon model named the EB112. Bankrupt, the company was rescued by Dauer Racing GmbH of Nuremberg, Germany and the remaining, semi-finished chassis in the assembly plant was later developed by B Engineering into their Edonis sports car which uses the monocoque chassis of the EB 110 combined with a modified version of its engine. B Engineering planned to produce 21 examples of the Edoni using parts of the original EB 110 when Bugatti S.p.A. went bankrupt.

by Dan Vaughan

Coupe
Chassis number: ZA9AB01EOCD39052

The Bugatti EB110 GT prototype was launched at Versailles on 11 September 1991. The production version followed a year later. The EB110 GT came with a 213 mph top speed and an equally remarkable price tag. Unfortunately, it was introduced during a worldwide economic recession, during which the market for expensive supercars quickly evaporated. A short time later, the company was dissolved and the assets were sold to Jochen Dauer, after just 115 cars had been built, including 84 EB110 GTs, as well as prototypes and racing variants. Dauer completed another 11 from partially completed cars as well.

The 561 horsepower, quad-turbocharged V12 engine was developed by Gandini and Stanzani. The four turbos were an industry first and featured dual overhead camshafts and fuel injection. It was centrally located and mated to a six-speed manual transmission and all-wheel drive. It was the first production car with a fully carbon fiber chassis and also featured a sophisticated and roomy leather interior and air conditioning.

This example has 16,250 kilometers and is finished in silver with grey leather interior.

In 2012, this car was offered for sale at the Monaco sale presented by RM Auctions. The car was estimated to sell for €220.000-€260.000. Bidding reached €200.000 but was not enough to satisfy the vehicle's reserve. It would leave the auction unsold.

by Dan Vaughan

Coupe

This Bugatti was designed by Marcello Gandini and has been featured in the rare yellow paint finish, the same as Michael Schumacher's EB110SS. It recently arrived (2019) into the United States for its debut.

Coupe
Chassis number: ZA9BB02E0RCD39015
Engine number: 107

This Bugatti EB110 Super Sport is one of approximately 30 originally produced. It is finished in Grigio Chiaro over Nero Inchios interior and currently has fewer than 10,000 km (6,215 miles) on its odometer. While the engine powering the EB110 GT delivered 53 horsepower, the Super Sport version delivered 603 hp, thanks to a new ECU, larger injectors, and a less restrictive exhaust system. Weight was reduced by over 330 pounds due to some aluminum panels being replaced with carbon Kevlar panels bonded to the chassis and fitting magnesium BBS wheels. Zero-to-sixty mph took a mere 3.2 seconds and had a stated top speed of 221 mph.

The EB110 cost in excess of $350,000, which was a significant amount considering the declining global economic conditions. Just 139 examples of the EB 110 were built before the company entered receivership in 1995.

This example completed factory testing on April 29th, 1994, after which it was delivered to a collector in France. It would later travel to Switzerland, where it would remain until it was purchased by the current caretaker and imported to the United States. At this time, it had 9,500 kilometers (5,905 miles).

Prior to being sent to the U.S., the car received a technical inspection at the B Engineering facility in Italy. A correct-type EB 110 SS front bumper was sourced, replacing the EB 110 GT-style unit that had been fitted previously.

In 2018, Bugatti of Geneva, Switzerland, performed service work on the car with invoices totaling over 35,000 Swiss Francs ($38,000 USD). After its arrival in the United States, the car received additional work performed by Miller Motorcars of Greenwich, Connecticut for nearly $27,000. The work included the installation of new brakes, Pirelli Rosso tires, differential service, as well as other tasks.

This chassis was displayed by Bugatti at the unveiling of the Centodieci at the 2019 edition of The Quail, A Motorsports Gathering, as well as on the lawn at the Pebble Beach Concours d'Elegance.

by Dan Vaughan

Coupe
Chassis number: ZA9AB01E0NCD39012
Engine number: 086

This Bugatti EB110 GT is one of a small handful of second-series prototypes and one of the very few cars used for official factory exhibitions and promotional events. It is equipped with several one-off features including the rear grille and interior pieces. The car was completed in 1992 as a carbon fiber developmental prototype, built on Aérospatiale frame number 12, and finished in dark green metallic paint with a grey leather interior. It received very little drive-testing use, and became a demonstration and exhibition car.

Among the vehicle's presentations were in December 1992 at the Bologna Motor Show and at the Grosvenor House Hotel in London in February 1993. The following year, the coachwork was refinished by the factory in Bugatti Blue for further exhibition opportunities over the following two years. It was later selected for emissions testing requirements to satisfy Swiss and American regulations. In preparation, the car was modified with revisions to the engine, fuel injectors, exhaust system, and the fuel tanks.

When Bugatti Automobili SpA became insolvent two years later, the company's assets passed to outside ownership, including several cars (including chassis number 39012). Registered in Italy as AM 389 LA, the prototype was eventually refreshed with a refurbished spare motor, and the interior was reupholstered in light grey, with complementary-colored trim parts.

It is believed that the car was sold to its second private owner in 2000, who retained the car for over 12 years. In late 2012, the car was exhibited at the Monaco Motor Museum. A year later, the car was advertised in The Netherlands, and in 2014 it was serviced in Germany. In 2015 the Bugatti was sold to an American collector based in Chicago, Illinois.

This 1994 Bugatti EB110 GT Prototype had 681 miles on its odometer (1,095 km) when it was offered for sale in 2022 at RM Sotheby's auction in Amelia Island. As the auction concluded, the car had sold for $2,100,000, which included buyer's premiums.

by Dan Vaughan

Coupe
Chassis number: ZA9BB02E0RCD39012
Engine number: 086

The Bugatti EB110 GT had an electronically deployable rear wing while the EB110 Super Sport was a more exclusive version designed for all-out performance with an additional 53 horsepower. They had larger injectors, a new ECU, and a less restrictive exhaust system. Weight was reduced by over 150 kg thanks to the replacement of some aluminum panels with carbon Kevlar panels bonded to the chassis. Of the 136 EB110 examples built, 30 of those were regular-production Super Sport models. The EB110 Super Sport was introduced in 1992 at the Geneva Motor Show, six months after the launch of the EB110 GT.

The Bugatti EB110 SS came equipped with a V-12 engine designed by former Lamborghini engineer Paolo Stanzani. It had four turbochargers, 12 individual throttle bodies, 60 valves, and developed 603 horsepower, allowing the EB110 Super Sport to sprint from zero-to-sixty mph in 3.26 seconds on its way to an official top speed of 220 mph.

This particular Super Sport was delivered on March 23rd of 1994 to Ariane Müller in Germany via the dealer Auto König. It left the factory wearing Grigio Chiaro Metallizzato (Light Gray Metallic) with a black leather interior. During its lifespan, it spent some time in a collection in Japan and was sent to Switzerland in 2012.

When this Bugatti EB110 Super Sport went to Gooding and Company's auction in Pebble Beach in 2022, it had approximately 991 km on its odometer. In 2019, mechanical work was performed by B. Engineering S.r.l. in Italy.

by Dan Vaughan

When Ettore Bugatti died in 1947, the Bugatti Company ceased production. The long, historic, and prestigious lineage of the famous Bugatti Company was no more. That is until 1989 when an Italian entrepreneur named Romano Artioli purchased the rights to the Bugatti name and began automobile production in an area north of Modena, Italy.

To honor Ettore Bugatti, the EB 110 was created. 'EB' was short for Ettore Bugatti. Launched on Ettore's 110 birthday, 09-15-1991, the naming EB 110 was formed. It was first shown to the public at the Grande Arche at La Défense in Paris, France.

The powerplant is one of the most advanced and complex engines ever created while the chassis and design is just as superb. Marcello Gandini of Bertone was tasked with creating a unique and stylish body that would be a modernized tribute to the glorious designs of the past. The result was an aerodynamic masterpiece with a horseshoe-shaped grille and an aluminum body. Aluminum was chosen because of its lightweight but sturdy characteristics. Aerospatiale, a French aviation company, was commissioned to aid in the production of the body, due to the metals being difficult to shape. The body panels were bonded to the carbon fibre monocoque chassis, one of the first road-going vehicles to use this design and technique. In the front were push-rod operated shock absorbers while the rear featured dual shock absorbers on each side.

Mounted mid-ship was a 60-degree 3.5-liter V12 with dual overhead camshafts and producing an impressive 550 horsepower. Four IHI turbochargers aided the engine in producing its impressive power. This power was sent to all four wheels, 73% going to the rear, with the help of a six-speed manual gearbox. Zero-to-sixty was accomplished in about 3.6 seconds while top speed was achieved at 209 mph. Ventilated Brembo disc brakes brought this monster to a stop.

The scissor doors were truly exotic. The engine was visible through a glass cover, and the rear wing was speed sensitive. Five pre-production prototypes with aluminum chassis were constructed, followed by eight with composite.

If this wasn't enough, an EB 110 SS version, meaning Super Sport or Sport Stradale, was created. The interior was void of unnecessary amenities and luxurious. In total, more than 150 kg was stripped from the vehicle. The four-wheel drive system could be replaced with a lighter, rear-wheel drive configuration, decreasing the weight even further. The turbo boost was increased and the compression was dropped to 7.5:1, resulting in a rise in horsepower to around 615. Further modifications set the horsepower rating to as high as 650. Air holes located behind the side windows and seven-spoke alloy wheels helped distinguish the standard GT car from the SS.

The Bugatti EB110 SS made an appearance at the 1994 24 Hours of LeMans race. This was their first appearance in 55 years. Positioned in the GT1 class, vehicles with horsepower up to 600, the Bugatti was the fastest during training, outperforming the Dodge Vipers, Porsche Carrera RSR's, DeTomaso Pantera's, and the rest of the competition.

Right before the race, a fuel leak was discovered. Araldite was used to seal the leak but it meant that the Bugatti had to use a half tank of gas for the first couple of shifts. After the Araldite dried, a full amount of fuel could be used. The Bugatti quickly showed its potential, cracking the top-ten. A problem with the turbochargers sent the team scrambling to replace them. The problem was fixed and the Bugatti was back on the track. Near the close of the race a tire failure sent the Bugatti into the barriers and the EB110 SS was forced to retire.

Since that time, the EB110 SS has raced at Watkins Glen, Daytona 24 Hours, and other races. Gildo Pallanca-Pastor drove an EB 110 SS on the frozen sea in Oulu in Finland, in 1995, capturing the World Speed Record on Ice with a speed of 296.3 km/h.

Produced from 1991 through 1995, only 95 GT's and 31 SS's were produced. One of the SS's was purchased by Michael Schumacher. It is unfortunate that the EB110 was introduced just when the supercar market crashed. The $350,000 SS model was expensive but well worth the money. The Bugatti Company was forced to file for bankruptcy while the remaining materials were sold to B Engineering and used for the use of their sports car, the Edonis.

During the close of the 1990's, Volkswagen AG secured rights to the Bugatti name, again reviving the nameplate.

The EB110 is a car Ettore would be proud to wear his name. It successfully captured the lineage of Bugatti and modernized it into a 210+ mph road-going sports car. The four-wheel-drive system was heavy, meaning it was not as fast as other supercars of the day. In wet and rainy weather, the EB110 could easily outperform the rest of the class.

by Dan Vaughan