The Racing commitment of the EB110 and the implication of the Campogalliano factory is an unknown part of the history of Bugatti. Indeed, history will have only retained that the involvement of private teams have led internally to the development of racing EB110s, but the story is very different.
Not only the factory has played a key role in the commitment and development of competition vehicles but in addition, a real lineage exists from first EB110 racing prototypes to the last EB110 GTS1 SC 1995, the direct descendant of the EB110 LM 1994.

The Bugatti Competition Projects were born in 1993 of an idea of the architect Benedini, who saw a way to develop the brand communication.

However, there were many obstacles to this idea : first of all, the EB110 was a pure road car whose DNA was to offer safety and ease of driving to its owner, resulting in a compact size car that was not well adapted to develop a race car. Then, the competition requires massive investments, which the factory can not afford as the sums already invested are huge. Finally, lack of experience in competition requires establish a partnership with external partners.
Ultimately, Artioli and Benedini decided to launch the project, but looking for partners, both financial and technical.

It can be considered that the first "racing" developments of the EB110 were made on the Supersport evolution prototypes, the C9 and SS04.
The goal was not at this moment to engage the car in competition but rather to improve the car in order to establish the records that will ensure the reputation of the model. These two prototypes will be significantly lightened and improved aerodynamically to be the best performing on the Nardo Ring, to certify the performance of the Supersport version in the summer of 1993.
However, the first two EB110s that have experienced specific developments in the competition are the prototypes S5 and S8 (which turns out to be the old prototype C9 reconditioned after the record of Nardo). The roles of these 2 cars are not very well documented but the S5 prototype has been used very early to develop aerodynamic solutions that will be partially found on racing cars and will be the first EB110 equipped with a roll cage.
Later in 1995, the S5 prototype was used as a mule for the EB110 Sport Competizione (IMSA car) to test engine specifications and specific racing parts
The S8 prototype was not only used as the mule of the EB110 Supersport series, but also as a development laboratory to define a number of specifications for future Bugatti race cars. In October 1993, the S8 will be tested in Campogalliano with specific suspension level adjustments and in early January 1994, the S8 will be equipped with suspensions and slick tires and the roll cage from the prototype S5. The goal is to evaluate the potential of the EB110 as a basis for a racing car.
During the first half of 1994, the S8 prototype will be used as a development mule for the LM version of the EB110.
Indeed, the leaders of Bugatti have probably found the partners so hoped to launch the EB110 in the big bath of the competition.

The leaders of Bugatti have fairly advanced discussions with the representatives of Michel Hommel, a great French press boss, interested in running the car in the new GT category at the 24 Hours of Le Mans 1994. Another partner, who will serve as a relay between Hommel and the Bugatti factory, will be the Bugatti importer for France, British Motors. The press contact of the importer, the famous pilot and journalist José Rosinsky, will closely follow the project and serve as an intermediary between the various protagonists.
The chosen technical partners are Synergie Automobile, led by Lucien Monté and Meca Système, directed by Philippe Beloo. These two companies worked on the development of the race version of the Venturi 400, for the setting up of the Venturi Trophy, a monotype formula reserved for gentlemen drivers. The project's communication is focused on celebrating the 55th anniversary of a Bugatti victory at Le Mans, with drivers Wimille and Veyron, on a T57 "Tank".

The Reparto Esperienze of the factory, under the direction of Ing. Carletti, is mobilized on the project but the timing is tight. On January 21st, 1994, the Bugatti and Synergie teams got together to divide up the work, the Campogalliano staff taking care of the specific equipment of the EB110, as well as their evolutions (in particular engine), and Synergie and Méca Système were in charge with racing equipment aspects. Synergie will also be in charge of running the car in the race.
On January 31st, 1994, an endurance test was set up by Bugatti and Synergie at the Castellet circuit (France), with the S8 prototype driven by Jean Philippe Vittecocq, the factory tester. The Synergie staff realizes that the EB110 is an excessively complex car technologically and that its definition out of standard (compact, 4 turbos, 4 wheel drive ... etc) will not facilitate its transformation and its exploitation in race (no simple access to mechanical devices in case of intervention for example). The car is badly battered and shows a very good balance, but its standard components suffer and its engine block (No. 022) will finally collapse.

The Bugatti team is back at Le Castellet from 05th to 07th February 1994, still with the prototype S8, equipped with a new engine block, the N ° 027. After three days of testing, with Dieter Gass and Eric Helary behind the wheel, the report is without appeal. The car is too heavy and big technical changes have to be done to gain maximum weight. This means that the task will be even more complicated than expected. More, the race version will have to be homologated, due to a technical definition that moved far away from the serial version. The idea of using a standard EB110 Supersport and then modifying it at Synergie is therefore abandoned in favor of the construction of a complete car.
On February 18th, 1994, Synergie asked Bugatti to send a nude car, built on its carbon chassis and equipped with its aluminum roof. From an administrative point of view, it is the financial partner of the operation, Michel Hommel, who will order the car to the factory on February 25th, via the British Motors importer.
This EB110 "Le Mans" will be listed as chassis SS16, built on the carbon chassis No. 106, but the identification plate on the carbon chassis is absent. The incomplete number on the Bugatti plate indicates its origin in the margin of production.  In early March 1994, the S16 chassis arrives at Synergie, near Le Mans. The assembly of the mechanical elements starts and round trips between Le Mans and Campogalliano are continual.
The Bugatti factory contacts the various subcontractors to obtain specific parts for the EB110 LM: BBS for removable rims, Michelin for competition tires, Esso for petrol and oil, Carbone Industrie for the manufacture of discs and brake pads in carbon..etc.

One of the very first engine blocks manufactured by Bugatti, the block No. 003, has been used by the Reparto Esperienze for several weeks to test the various engine configurations, using the regulatory flanges of restrictions for turbo  air delivery. On March 18, the factory starts manufacturing the main engine block No. 104, intended for the race, and probably at a close date, of the spare engine No. 105. The engines will be completed approximately one month later, in mid April 1994. Another experimental engine is used with the LM project, the N°087, a standard block probably used for testing racing gasoline and lubricant, adapted with the electronic mapping developped for LM version. The engine N°087 will fit the prototype S8 during several test sessions, for several thousand kilometers.

On March 21st, the homologation file for the carbon braking system is filed with the Italian Ministry of Transport, and measurements will be made on prototypes S5 and S8, all of them equipped with the experimental system manufactured by Carbone Industrie. The extension of approval is obtained on April 30th.

On April 11th, Ing. T. Carletti is replaced at the head of the Bugatti Competition program by Dieter Gass, who was already involved in the project as a driver and technical expert (Author's note :  Dieter Gass will become in 2015 the head of Audi Sport in DTM).

April 25th: Synergie knows some difficulties with assembly on the EB110 LM. The car is then transported to Campogalliano to be completed and motorized at the Reparto Esperienze of the factory.
On April 28, the EB110 LM receives its engine, the No. 104 with racing specifications, equipped with its 4 intake flanges (diam 25.9 mm) to the 4 turbos, developing 442 KW (600 hp) at 6200 rpm, with 71 kgm of torque at 5000 rpm, equipped with a dry sump.
After long hours of assembly, by several teams taking turns day and night, the car is completed on the 29th around noon, then is immediately transported to the circuit of Varano for its first drive, in the afternoon. Everything seems to work. The tests follow one another, the car is transported to France, at Lurcy Levy from May 1st to May 3rd, with Jean Phillippe Vittecocq as a test driver, to perfect the settings.

On May 5th, 1994, the car arrives at Le Mans for the preliminary tests of the 24h of Le Mans, which will take place from May 6th to May 9th, 1994. All the Synergie team, reinforced by personnel of the Bugatti factory, is on deck. The drivers are Alain Cudini, Eric Helary and Jean Pierre Malcher. The whole team is reassured, the car # 34 is very efficient and performances are there.

On May 16th, aerodynamic tests were carried out at Michelin's Ladoux facilities. It is then decided to modify the front bumper and to add a blade to increase the support. The brake cooling scoops are enlarged and moved to the front of the shield, next to the horizontal blades. Long headlamps take the place of old scoops. The EB110 LM is now in its final aerodynamic configuration.

A series of photos is produced for the press.
A new test session at Le Mans will be held from May 27th to May 29th, to perfect the suspension settings. Koni dampers are finally adopted instead of the original WPs. The car now has nearly 1400 km of tests. For some unknown reason, engine N°104 is removed from the EB110 LM and the block returns to Campogalliano. It undergoes a motor evolution and June 06, the block is renamed 104A. On June 09th, the block is being tested on the engine bench of the factory. In mid june, although it is not really documented, it seems that the spare engine N°105 is installed in the EB110 LM for the 24h of Le Mans.
As a nod to the glorious hours of endurance and to celebrate with panache the return of a GT category at the 24h of Le Mans, Bugatti returns to a forgotten tradition by arriving by road to Le Mans. Escorted by the police force bikers and a demo Bugatti EB110 GT (the JM Borel GT080), the EB110 LM, registered with a temporary license plate from the Sarthe department, joins the others cars engaged for the technical verifications and the weighing.
The next day, the practice of the 24h of Le Mans starts and the EB110 LM, enroled in the LMGT1 class, is credited of the 17th time, with a chrono of 4'16''94 s, at an average speed of 190.55 km/h, which place the car in the 9th row on the starting grid, alongside the Callaway Corvette N°51. The drivers are Eric Helary, Alain Cudini and Jean Christophe Bouillon.
The pre-grid is in place at 15:20 and the start of the 62nd 24h of Le Mans is given at 15h 59 min and 55s, by Charles Pasqua, the French Minister of the Interior. The 48 registered race cars for the most prestigious endurance event in the World are launched.

Eric Cudini is driving the Bugatti EB110 LM N°34 for the launch.
The car turns like a clock, the fuel refueling, changes of drivers or tires punctuate the race. The EB110 LM is slowly back in the rankings, to raise to an incredible 7th place overall at the mid race with a very good lap time of around 4'22'' / 4'24''.
At 3:27 am, the discs and pads of the EB110 are changed and Cudini leaves 10 minutes later. The car is still progressing in the rankings to occupy in the 15th hour the 6th place overall. Nobody was waiting for the EB110 at such a party for its first participation.
At sunrise, the car is still on the attack and the whole team has a smile, but the first problems will happen in the early morning.
A first alert is at 7:15 when JC Bouillon returns to the stand. The car knows a problem of turbo but leaves pits anyway. Alas, the EB110LM is back 20 minutes later, for  the replacement of the 2 turbos located on the left side of the V12. The team has a huge work to do because all body panels surrounding the entire bonnet have to be removed. The car retrograde in the rankings but ends up in 10th position. At 9:33, Cudini returned to the pits for a hose problem then at 9:59, Helary met new problems with turbos. He takes the track but is forced to stop at 11:46, for a big intervention: 3 of the 4 turbos need to be replaced. At 1:35 pm, following an oil spill on one of the turbos, a start of fire takes place but is quickly under control, without damage to the car.
3:13 pm: 45 minutes from the finish, while the technical problems seem to have been solved and the EB110 goes up the rankings, JC Bouillon avoiding a Viper in bad position in the straight line of Mulsanne loses control of the car which violently hits the safety rail. The EB110 LM is too damaged to return to the stands (broken rim and distorted front axle-tree) and officially abandons at 3:45 pm after 230 laps.
Although the car is not ranked, everyone agrees that the EB110 LM has achieved a remarkable race and the 4 mechanics of the team (P. Bichet, M. Meiche, M. Benevelli and A. Benedetti) receive the ESCRA award. The car is brought back on a flatbed truck and its No.105 engine is dismantled and sent to Campogalliano.

The various mechanical devices, in particular certain peripherals such as filters or turbos, are appraised in order to understand the failures encountered during the race. No supplier will detect any construction problems. For IHI, the Japanese manufacturer of turbochargers, it is the restriction flanges on the air intake imposed by the regulations which is at the origin of the problems of reliability of the turbos. The internal blades of the turbines have worn out abnormally.

The EB110 LM was rebuilt in the summer of 1994, using the main block N°104. Then, the car was on exhibition at the Lohéac museum until 2013. After the inspections on the engine N°105, this one was refurbished and shipped to Lohéac, where it was on display next to the EB110 LM and all body parts recovered after the Le Mans accident.
The engine N°003 was sold to the Monaco Racing Team of Gildo Pastor in 1997. In 2016, the engine N°003 was sold as spare engine with the EB110 Supersport SS17 "Ice Speed Record".
No trace of the engine N ° 0087.


Although the 24h of Le Mans 1994 ended in the retirement of the EB110 LM, the adventure is very positive in terms of image for Bugatti. In addition, the work done to develop a racing version of the EB110 showed that the car had great potential.
The Bugatti teams and in particular the Reparto Esperienze have put on paper their vision of a more competitive racing EB110. The thoughts relate to all limiting points encountered during the Le Mans race :

- need of a drastic reduction in the mass of the vehicle,

- bodywork elements have to be in a single-piece, especially hoods, for a simplified removal during interventions,

- the instrumentation should be specific with a digital display, allowing a quick view of the most relevant mechanical data,

- ideally, a simplification of the engine to overcome the problems of turbos and associated flanges. The solutions envisaged are the conversion of the V12 quadriturbo to a V12 biturbo (1 larger turbo, for each row of cylinders) or even the use of the atmospheric V12 of the EB112.

During the 1994 summer, part of the Bugatti R&D teams are working on the development of the EB110 GT "Greengas". The EB110 chassis GT049, a demonstration model used for press testing, is converted to run with a methane injection (Ecogas2000 system, developed by Bugatti Electronics, in partnership with SNAM and Florgas societies). This system has the advantage of significantly reducing pollutant emissions, which makes possible the access of markets with very stringent regulations (California for example). It could be also a solution to anticipate some tightening of emission standards. The GT049 undergoes a severe weight loss at the same time as the engine modifications to establish a new speed record for a "serial" car in Nardo (Italy) on July 3, 1994. Loris Bicocchi signs a top speed of 344.7 km/h.

On June 1st, 1994, while the race of the 24h of Le Mans is imminent, a new Supersport engine with competition specifications is put into production, the N°128. According to the engine assembling sheets, it was intended for a German championship, without further precision, project that may have been abandoned thereafter. The engine was completed on July 22nd, 1994 and will equip the "competition" prototype S5 during almost 8 month, with more than 3600 km performed in test (for a purpose still unknown). This engine N°128 will have a particular fate later.

So, it seems that the Bugatti competition program has continued after the Le Mans project. Finally, this program will be put in sleeping mode few months, the time to find new financial partners.

In the second half of 1994, the Bugatti factory was contacted by Gildo Pallanca-Pastor, a young entrepreneur, heir to a large family of Monegasque property developers. The young man is a gentleman driver and has set up a racing structure, the Monaco Racing Team (MRT).

His idea is ambitious: he wants to run with a GT in the American Championship IMSA (GTS1 Supreme class), in the competitive BPR championship and finally Le Mans, with 2 cars + an option for a 3rd reserve car.
The project immediately interests Bugatti who wants to lead the development of the car in-house. What worked well for the Le Mans project is renewed and the Synergie structure is contacted, but as a subcontractor this time, on the project called internally "IMSA".
The Italian company Turbo Motor, specialist in the construction of mechanical parts specific to the competition is also associated with the project. Although the experience accumulated during the Le Mans project is considerable and should make things easier, the timing is not much more comfortable. Indeed, if the practical discussions start in December 1994, the 1st IMSA race is planned for June 1995 ... and there is a lot to do.

In December 1994, Bugatti made contact with its suppliers to obtain specifications, conditions and prices for competition parts needed for the future EB110 IMSA, which will be called SC, for Sport Competizione. All the elements necessary for the car are listed, the weight of each competition parts is scrupulously compared to the original parts.

The battle against the weight of the car is engaged, from the engine to the side mirrors. Each major item of expenditure is forwarded to the MRT for validation. During the month of January 1995, Bugatti engineers are working on the development of the running gear of the car to correct the lack of stability seen on the EB110 LM during the braking phases.
The factory is in discussion with Michelin to determine the optimal characteristics of the tires.
From February 1995, Campogalliano motorists start using a very old engine block (No. 004) to carry out various tests and adjustments, in particular to determine the best engine mapping adapted to the regulatory flanges for turbos. This parameter led to a major reliability problem during the Le Mans 94 race and must be solved. In mid-February, the Bugatti team began to have a clear idea of the budget necessary to prepare 3 complete cars. On 23rd, February, the technical specifications of the EB110 SC are finalized in agreement with the MRT.
In the first quarter of 1995, Gildo Pallanca-Pastor competes in the french Trophée Andros (ice races championship) and plans to break the ice speed record on the all-new Porsche 993 twin-turbo, equipped with 4-wheel drive, in association with a partner of the Porsche factory. While the organization of the attempt is virtually complete, the project is abandoned at the last minute by the partner of Pastor. The MRT, at this moment in permanent contact with Bugatti, turns to Campogalliano to know if the factory would be interested in the process.

The factory accepts and provides the MRT a prototype of the Bugatti EB110 America, the Supersport SS17. The America version is heavier than the standard version which aims to improve its traction.

However, it is likely that Bugatti "slightly" prepared the car to its advantage, eliminating many unnecessary items (mirrors, interior trim, passenger seat…). It is also quite possible that the plant has tested the IMSA motor specifications by installing the block No. 150 IMSA 2 in the SS17, the time of the record attempt.

On the frozen lake of Oulu (Finland), on March 3rd, 1995, the EB110 SS17 equipped with non-studded Michelin tires travels the 7 km to more than 315 km/h. The return run will be more unfavorable with a fairly constant wind and the FIA homologated the record finally to 296 km/h.

During this positive interlude for Bugatti's communication, the IMSA project continues its development.

On March 6th, 1995, the racing rim sets of the EB110SC are ordered from BBS and on March 10th, the roll-cage model proposed by Synergie is approved by the IMSA.

However, the economic health of Bugatti has deteriorated since late 1994 and the relationship with subcontractors is no longer the same. Indeed, the level of orders of EB110 is far from reaching objectives and Bugatti is now struggling to pay its subcontractors. In addition, the pressure exerted by some competitors on suppliers causes a shortage of spare parts, which begins to paralyze production. This tense situation will disrupt the IMSA project from its origin. As a result, Bugatti is faced with suppliers turning their backs or demanding integral payment before sending the parts.
The team in charge of the development of the EB110 SC must deal with these hazards and the project will gradually be scaled down.

In these troubled times, Bugatti has to do a lot with little, even to recycle what is in the factory. Thus, the famous engine N°128 is recovered from the prototype S5 and refurbished from March 28th to April 26th, in order to be integrated into the IMSA program. The engine is renamed N°128/1 (and referenced IMSA N°1).
In February began the construction of the engine N°150 (IMSA N°2) then in mid May is started the assembly of the engine N°151 (IMSA N°3). Added to this is the engine No. 004, now noted 004 IMSA, probably the bench test block of the program.
These 4 engines are the only ones manufactured by the factory to IMSA specifications.

During the month of April, engine tests are still on going on the IMSA block No.004 to determine the optimum settings with the turbo flanges. Technical exchanges continue with Michelin for the supply of tires and in mid-April, discussions are underway with Tubi Style for the exhaust system.
On March 18, Brembo is asked for the production of 8-piston brake callipers, adapted to the wheel hub designed specifically for the EB110SC. On April 19th, Sparco was contacted to provide the security elements (fire extinguisher, fireproof sheaths ...) as well as the "car lift" of AP Racing, a hydraulic system to lift the car thanks to verrines.
In May, orders for racing parts are sent. Finally, the Brembo 8-piston calipers will not be ready on time and the factory will be content with 4-pistons models and 13- and 14-inch discs. In mid-May, Bugatti worries with all the parts coming from Turbo Motor (brake distributor, pumps, suspensions, shock absorbers, roll bar ... etc). Finally, after several weeks of conflict, only a part of the ordered parts is delivered, allowing the manufacture of a single car, moreover incomplete. From the 25th to the 29th of May, a new battery test for turbo flanges settings is performed on the engine N°004. Many parts specific to the SC, especially regarding braking, are tested on the prototype S5 before being validated.
In June, the assembly of the EB110 SC is underway in Campogalliano, on chassis No. 044. This chassis number remains an absolute mystery, for a large number of reasons. First of all, it is noted with a 3-digits number without a letter S in front, that is to say, exactly how the factory notes GT chassis numbers.
Moreover, while the series of numbers of GT and Supersport are continuous and increasing, this 044 number does not follow the same logic. Indeed, in mid 95, the GT numbers are above 100 and the Supersport numbers are around 35. The largest number assigned to a Supersport will be 40, for a car that will remain unfinished. when the plant is closed. There is no trace of chassis 41, 42 or 43.
The easier explanation was that the EB110 SC was built on the chassis of the GT044 (perhaps crashed?) but this EB110 still exists nowadays (built on a new chassis?)... For the moment, it is still an open question.
These numerical considerations set aside, the assembly of the car is completed around June 14th. The engine N°151 was finished the week before but it seems that it is the engine N°128 which equips at first the SC.

It is possible that the engine N°128 is conform with the IMSA regulation and the N°151 with the championship BPR/Le Mans. The EB110 SC is transported to the circuit of Vallelunga on June 19th to perfect the suspension settings, with JP Vittecocq driving. On June 20th, the car passes one last time on the measurements bench at the Campogalliano factory.
It is finally over, the EB110 Sport Competizione is ready and weighs 1390 kg once all the fills made, with its engine equipped with the 27.4 mm turbocharger flanges for the IMSA championship.

The Bugatti EB110 SC is then immediately shipped to the USA for its first race.

The EB110 SC in the Lysol 200 Busch Nascar at Glen Continental, class GTS1 (Grand Touring Supreme) is flanked with the N°01. Finally, Good Year tires replace Michelin tires. The drivers, Gildo Pallanca-Pastor and Patrick Tambay, sign the 25th time in practice with a time of 2 '01.749’’.

At the end of the 3h race, the EB110 SC finished in 19th place overall, but at an encouraging 5th place in the GTS1 category. A great performance for a car so freshly finished.


After the state of New York, change of scenery for California and its Sears Point Raceway.

The race being on a short format (1h 45min), Gildo Pallanca-Pastor drives alone. He qualifies in 22nd position with a time of 1 '43.786''. In the race, despite a tire puncture, the EB110SC finished in 6th place in GTS1 and 16th overall.

Change of championship (BPR) and distance (1000km) for the Suzuka championship round in Japan.
The regulation of the BPR being different from the IMSA one, especially in terms of the diameter of the intake flanges of the turbos, the EB110SC passes by Campogalliano to switch its engine, with that to specifications BPR (probably N°151). Contrary to previous races, the car is equipped with Michelin tires (perhaps also a regulation difference between BPR and IMSA). Side mirrors are the small shell-shaped ones from Magneti-Marelli.

The pilots are Gildo Pallanca-Pastor and Eric Hélary. The car started from 12th place after qualifying in 2'09.560’’.

The EB110 SC gives up after 104 laps, following the breakage of the gearbox.
The car is then shipped to the factory for repair, but on September 15th, 1995, Bugatti is declared bankrupt by a court administrator and access to the Campogalliano factory is strictly prohibited. The car is therefore sequestrated temporarily and procedures are launched to be able to recover it. This administrative detention seals the end of the season of the EB110 SC for the year 1995.

Restart of the IMSA season for the Monaco Racing Team on January 8th, 1996 for testing on the Daytona circuit in Florida. The IMSA specification engine equips the EB110 SC, which marks the 16th time of the day, and the 2nd time of the GTS1 class, with a time of 1 '53.247'', missing the pole position of the category at 4 hundredths of a second.
On the following February 3, the car flanked with the N°05 is driven by Gildo Pallanca-Pastor, Derek John Hill (son of Phil Hill) and Olivier Grouillard. The qualifying went well and the car maked a chrono of 1'52.611 '', putting it in 21st place. During the race, which takes place on dry track at the start but will quickly become wet, the 4-wheel drive of the Bugatti leads it quickly to the front of the stage.

From the second hour of the race, the EB110 SC is ranked at a surprising 6th place overall! Quickly, the car knows some technical problems (gearbox) and electronic, which will force it to give up at the 7th hour of racing, after covering 153 laps.
After the Daytona race, the car is sent to Europe. As the Campogalliano factory is now closed, mechanical interventions must be carried out in the MRT workshops in Monaco. The Sport Competizione is registered for the BPR Championship round at Monza (4 Ore GT di Monza, 24 March 1996) but the car will not show up. It is possible that the team is focusing on the Le Mans race and is working to get the car ready in time for the pre-qualifying tests.

The EB110 SC is flanked N°62 and the drivers are Gildo Pallanca-Pastor and Patrick Tambay.

The car has evolved a lot aerodynamically, with a larger rear wing and oversized brake scoops on the top of the front fenders. Mini rearview mirrors give way to standard EB110 mirrors, headlights are simplified with a single light and long spans are dropped to save a little weight.

While Patrick Tambay is driving for a timed lap, the EB110 SC is coming off the track violently. The French driver is not injured but the car is very damaged: the carbon chassis is fractured and can not be repaired. The MRT does not have a spare carbon chassis and the factory is no longer in operation.


The MRT will then get in touch with Bugatti Fallimento SPA, the structure in charge of liquidating Bugatti's assets, to try to obtain a nude carbon chassis or an EB110 during assembly. It is this second solution that will finally succeed: even if the production line was stopped since months in the Campogalliano factory, several EB110 Supersport are still on the production line.
The body of the Supersport S32 (carbon chassis N ° 132) will be taken from the line and sent to the workshops of the MRT in Monaco. Once the car rebuilt, staff of the "Bugatti Fallimento" structure will move in the principality to put a Bugatti identification plate, taking the chassis number of the EB110SC. For the engine number, as the car changes the block following the championships, only the engine code (B110-01) is engraved.

Gildo Pallanca-Pastor is associated with Bertrand Ballas for this round of the BPR championship. The EB110 SC, put back in configuration BPR and flanked with the N°18, works hard by qualifying in the 4th place with a chrono of 1'24.517''.
The first race runs smoothly and the EB110 SC climbs to the 3rd position. Alas, in the 2nd round, the EB110 hits a competing Porsche and abandons. The shortage of parts and the delays too short to repair the car will prevent it from the participation at the 24 Hours of Le Mans 1996, ringing the end of the sports career of the EB110 Sport Competizione.

The car will then be repaired and the bodywork will initially be immaculate gray, then several years later, the car will dress the IMSA 1995 decoration with the N°01. The SC will be kept by Gildo Pallanca-Pastor in Monaco at the MRT show room until June 2015. The car, still equipped with the engine N°151, is then sold to a particular who registers it in France (DZ-431-DG).
In 2016, the auction house Artcurial presents the EB110 SC on the sale of Rétromobile. The informations available at the time suggested that it could be a simple GT, converted into a racing car by a private initiative, not a real ‘Works Car’ from a competition project lead by the factory. This did not stop the SC from setting a record for an EB110 in auction with a final adjucation at € 941,680.

1997: The Bugatti adventure is now over but not the career of the EB110 yet. Indeed, the Monaco Racing Team will buy, at the auction of April 1997, a nude car without paint from a car accident, refurbished and kept by the Reparto Esperienze. The car is numbered with an EB110 GT chassis number with swiss specifications but a lot of evidence suggests this car is not just any car. It could be a well known one : the S5 prototype for racing development. No factual document allows for the moment to validate this hypothesis and this car is thus called proto 012, the GT012 and SS12 appellations being already used.
The proto 012 is based on a very early carbon chassis, the N°0024, manufactured in November 1992 (so before the delivery of the first EB110 series) and its chassis plate, instead of being riveted to the body is ... summarily glued (...). The actual identity of this car really lends itself to caution.
The Monaco Racing Team, which now has many parts and engines after the auction, finishes the assembly by equipping the proto 012 with the engine N°004 IMSA. More, the car is fitted with a set of racings or specific parts: roll cage, reinforcing bars in the engine compartment, different electrical layout, central engine management lightened doors, lexan sliding side windows, Supersport dashboard with US type console (MY96) and silencer-free exhaust of the Le Mans version.

Around 2000, the proto 012 will know some modifications to be the most efficient possible: the engine n°004 was replaced by another IMSA block, the powerful engine N°128 (raised to 680 ch) and the car will also be equipped with the xenon lights provided for the US MY96 version, taken from the US SS30 prototype.

It seems that the MRT has thought of equipping the N°128 engine of the methane bi-fuel system to beat the speed record held by Bugatti, but this will never happen.

Pavel Rajmis, who worked for several years at Bugatti in Campogalliano, is now a consultant at Volkswagen. He will act as an intermediary between the German VW group and the Gildo Pallanca-Pastor structure to supply Volkswagen with a development vehicle for its future Bugatti supercar.
The proto 012 will then experience a new life on the Wolfsburg side, serving as a development mule for the future Bugatti Veyron. After Rajmis, other former members of the epic Bugatti will strengthen the ranks of the VW group, with Loris Bicocci and Dieter Gass. A scent of Italy blows on the German revival of Bugatti.

Surprisingly, once the Veyron was commercialized, VW's EB110 will not be forgotten.
The proto 012 will be used for benchmarking tests to compare new sports cars produced by the VAG group until 2009, almost 17 years after the model was released. The EB110, a model of longevity!

After this second career as R&D car, the proto 012 will finally be sold to a private owner. In 2009, the car will be presented to the public for the first time at the Bugatti Centennial in Molsheim and in 2010 at the Festival of Speed in Goodwood (UK). Later, the car was exhibited at Essen (2015) and will be tested by the magazine Octane.
 

The Bugatti Racing Projects
Watch the wonderful film directed by Davide Cironi, about the 2 EB110 racing cars, on Youtube:


- Johann Petit -

The Bugatti EB110 Registry