The Bugatti EB110 Registry

1988 : The technical staff is working on the definition of the new Gran Turismo, that will be call "EB110", for Ettore Bugatti's 110th birthday in 1991. Paolo Stanzani wants to introduce advanced solutions including 4 wheel drive, a compact 3,5L V12 engine coupled with 4 turbos, 5 valves per cylinder, and the use of titanium and composite materials. An active suspension and a carbon disc brakes system are early considered but the limited development period causes abandonment of these options. The goal was to create the best sportcar in the world and for that, Bugatti established technical partnerships with leading companies, such Aerospatiale for the design and the construction of a lightweight carbonfibre tub, Michelin to develop tyres adapted with 200 mph speed and Elf for high performance lubrifiant.
Drawings of the chassis are fixed on the 19th October 1988 and specifications are send to Aerospatiale. Initially, Stanzani and the staff have opted for an aluminum chassis to prevent maintenance problem. The first aluminium chassis is delivered by Aerospatiale in the beginning of the 1989 year. The 16th of march 1989, the first engine comes to life and screams on the test bench. It is now time to think about a suit of lights to dress the future diva.

1989 : The chassis drawings were sent to 4 Italian design firms : Paolo Martin, Giorgetto Giugiaro, Nuccio Bertone and Marcello Gandini. Eng. Paolo Stanzani gave them some guidelines : compact dimensions (4,10 m), lengthwise and compact engine (due to the integration of the 6 gearbox at the parallel of the block engine). Stanzani conceived several aerodynamic techniques to provide considerable grip to the car : the air stream passes under the front of the car, used for the radiators cooling, and then extracted with a large rear diffuser.

Paolo Martin (the author of the Ferrari Modulo and the Rolls-Royce Camargue for example) made a rather revolutionary proposal, though quite provocative, with the 110 PM1. The car was dressed with a sliding cockpit and an exuberant back air wing.

Giorgetto Giugiaro (the famous designer of the Volkswagen Golf, Maserati Ghibli or Lotus Esprit) works on the drawings but no agreement has been found to complete the transaction. For its own account Giugiaro will make a proposal for the 1990 Turin Car Show, called the ID90. The car was interesting but too far from the Artioli's modern Bugatti idea.

Nuccio Bertone, with his head designer Marc Deschamps, gave his vision of a contemporary Bugatti.
A 1:1 scale model were built in clay and tested in the first months of 1990 in the Pininfarina wind tunnel, under the supervision of Oliviero Pedrazzi. This development was well advanced but Bertone no longer believes in the project and chose to end the Bugatti adventure.
However, one year later, in 1991, Bertone has presented a concept car, the Lotus Emotion, that seems strongly inspired by the EB110 proposal.

(pictures courtesy of Passione Automobile)

Marcello Gandini is one of the most talented designers in the history of the automobile. He signed some of the finest sports cars : Lamborghini Miura and Countach, Lancia Stratos..etc. In the design selection, he has the advantage to be involved in the project since the early beginning. First, the idea to reuse the design of the Cizeta V12 of Claudio Zampolli was put forward but the project was abandoned.
In a first step, Gandini signed an angulous and fonctional shape for the Bugatti chassis, choosen to dress the aluminium prototypes.

A wooden model was built by DMD80, in Venaria and the aluminium skin was formed at Golden Car, in Caramagna. In October 1990, to everyone's surprise, after a disagreement with Artioli, Stanzani is landed from the adventure. He's replaced by Eng. Nicola Materazzi (the father of the Ferrari F40), with the support of Pavel Rajmis (ex Audi, he worked on the Quattro system). Now, the development of the car begins a more dynamic phase, with intensive aerodynamic test and driving sessions.

Early 1990 : Carbone Industries delivers 7 aluminium chassis.
The beginning of the building of the two first cars occured in may 1990 and at last, 5 cars were bodied by Golden cars and numbered first from A1 to A5 (A for aluminium frame), and painted differently : silver (A1), dark blue (A2), metallic middle blue (A3), Bugatti Blue (A4) and metallic royal blue (A5). The A1 prototype was tested in the Pininfarina wind tunnel in Turin. The 23th of august, the car is back in Campogalliano for first dynamic run, through the complex track. Some days later, a test ride is organised in France, at the Ladoux track, property of Michelin. For the first time, Loris Bicocchi, the Bugatti's test driver, works with Jean Philippe Vittecoq, the Michelin responsible for high performance tires tests. The talent of the french test driver impress the Bugatti staff and he's invited to join the adventure.

The saturday 15th september 1990, a date that matches with the Ettore Bugatti's birthday, the new Bugatti factory in Campogalliano is inaugurated. For this event, a group of 77 classic Bugatti have made a travel between Molsheim and the new factory, with a flame fixed on a T57 radiator, in order to make a symbolic link between the past and the future.
The factory is composed of a large production hall, a cafeteria, several engines test rooms, an administrative building, an internal track and an heliport. A small building is built, called the Foresteria, to house the customers that wanted to take delivery of their car directly at the factory.

All people that have worked for the Bugatti wake up are invited at the inauguration : Ferruccio Lamborghini, Nuccio Bertone, Jean Marc Borel or Marcello Gandini. However, Paolo Stanzani is not present following his dismissal. In a Romano Artioli's speech, the car is annonced in exactly one year. The production is planned to 150 cars annualy and a carbon chassis is annonced for the future supercar. In the presentation area, the A1 prototype is hidden under a cloth.

The technical development of the A1 and A2 prototypes are running during the end of 1990 year, and progressively, some differences appears between the two cars. The A2 car is choose for reference by the test drivers and as consequence, the A1 is set aside. A2 car is transport to the Monza track the 14th of january 1991, with a part of the development staf : Rajmis, Bicocchi and Vittecoq.
A3, A4 and A5 prototypes are assembled in the first 1991 months. The 110 protos improvements are intensive and Bugatti peoples are working hard, through european tracks : Varano di Melegari, Ladoux, Monza, Misano, Maggione, Jerez de la Frontera and the Nurburgring.

Some defaults are quickly identified on the prototypes : the Michelin MXX 17' inches tires are too thin to correctly transmit the power and the chassis resistance is not sufficient. In april 1990, Michelin provides new 18' tires (325/30 for the rear ) and the car has to be broadened with plastic adapter around the back wheel arch. Concerning the chassis rigidity, Materazzi is convinced by the carbon solution proposed by Aerospatiale. The first carbon chassis will weighs the same than the aluminium one (115 kg) but offers a torsion stiffness 2 fold higher.

The two test drivers have the difficult task of developing a powerful car that must be easily used everyday. For this, JP Vittecoq is working on the four wheel drive repartition and the final setting is fixed at 28% to the front and 72% to the rear. In the same way, a big effort is done to improve the elasticty of the engine power, with a 500 Nm torque available at 4000 rpm.

Meanwhile, homologation procedures are launch and a new chassis number identification is applied to the prototypes. However, since the A1 prototype is no longer used for the dynamic development, the car is dismantled (but the chassis is reused in 1991 for an assymetric styling study).
The new numerotation is applied to the following prototypes (A2 to A5) : the chassis of the A2 receives number 001 and the A2 thus becomes the first Bugatti of the new era.

Since the departure of Stanzani, a reconsideration of the EB110 definition is evocated both in technical terms (with the adoption of the carbon chassis) than in esthetical ones. The 110 prototype style signed by Gandini is now critized and a new body shape is under reflexion, under the supervision of the Artioli's cousin, Giampaolo Benedini, the architect who signed the factory design. A smoother and more modern line is approached, with fixed front lights and in a second time, a frontal air intake representing the shape of the Bugatti's radiator. Several clay models, with a strange covered rear wheel arch (that seems removable), are built and aerodynamic tests are performed in the Pininfarina wind tunnel in Milan.
Gradually, the design of the EB110 is emerging

The first challenge of Romano Artioli is successful, the presentation of a model that could appeal to supercars customers is done 110 years after the birth of Etorre, the 14th september 1991. The EB110 is on time with Bugatti history.
Before the inauguration, some special guests were invited to the Centre International de l'Automobile, a museum located in Pantin, to eat at a special buffet, in presence of two 110 prototypes : A2 and A4..

As usual with Artioli, the presentation of the car is done in a sumptuous way, with a direct connection with the Bugatti past. The ceremony is organised in France, in honor of the country which houses the brand. The La Defense square in Paris, at the side of the CNIT and under the arch, is the venue of the presentation, for its large surface and its modernity symbol.

Several dizain of classic Bugatti are forming a horseshoe in front of the Arch. The newborn car is in the center, hidden under a blue sheet. Slowly, more than 5000 guests and journalists pile up in the square.

After the press conference and the Romano Artioli's speech, Renata Kettmeier, the Artioli's wife and Alain Delon, french actor and collector of Bugatti objects, lift the veil on the new diva .

The car reveals for the first time its new shape to the press and the public. The Bugatti team had worked with discretion but also with speed because the new vehicle is completed, both mechanical as the interior and exterior. This car use the first carbon chassis (C6, chassis number #39005) and is finish in Bugatti blue, with a light grey leather interior. To illustrate this engineering success, the car had then a drive with Jean Philippe Vittecoq as driver and Alain Delon as passenger, from the Defense square to the Place de La Concorde, through the Champs Elysées, escorted by A2 and A4 prototypes.
The EB110 presentation is a complete media success.

A special diner is organised on the evening, in a very particular place : The Orangery of the Palais of Versailles, where 1800 guests could enjoy the majesty of the place, eating and partying under the arches.

The next day, on sunday, the C6 car is bring to Molsheim, in the East of France, for a public exhibition with the two 110 prototypes. A press meeting is set at the Schlumpf Collection in Mulhouse, with the new GT exhibited among the 150 classic Bugatti models.

For several months, the C6 car become a media icon and is tested by hundreds of journalists from around the world. Critics are very positive and potential customers seems interested. However, the Bugatti engineers have to achieve quickly the transformation of a prototype into a production car. A new development phase begins with the building of 8 carbon chassis (from #39006 to #39013) who will undergo numerous tests and homologation procedures. C7 (finished in Bugatti blue) and C8 (deep black) prototypes are built as development prototypes, without any comfort equipments and are hardly use by the two Bugatti test drivers. These two cars shows subtil body differences with C6 car : the lateral air intake is shorter and the retractile back air wing is longer, which resulted in the removal of air vents on the sides of the air wing. These cars used definitive BBS GT rims. However, the C6 car seems to have been refurbish later with the different esthetical evolutions.

January 1992 : In coordination with Bosh, JP Vittecoq, L. Bicocci and the technical staff are in Sweden to achieve the set up of the ABS system. The complexity of the settings results in the compromise between the all wheel drive transmission and the sport character of the EB110. Two cars are used for the tests, equiped with BBS gold rims : C7 and an unknown silver experimental car (C10 or C12?)..

Early 1992 : Bugatti raises the possibility of developing a lighter and more powerful version of the EB110.
The idea is to offer to customers the possibility to buy the EB110 in sportier and more stripped declinaison, in order to use the car in a more brutal way.
One of the first GT carbon chassis (C9, #39008) is dress with a slightly modified body : the nose is less round (and this design will be applied on next prototypes and GT production models), as well for the side mirrors, the lateral and rear windows are replace respectively by a flat plate with 9 holes and 2 giants Naca air intakes. The back air wing is static, with a dual central pod. The BBS rims are inspired from the famous classic Bugatti ones with 5 spokes. For the first time, a "window in window" sytem is installed.
The interior is consider in a racing spirit also with the suppression of all comfort equipments (electric windows, conditioned air system, Hifi, electric seats...). Two nice 2 bucket seats are installed and the wood dashboard is replace by a carbon one and the center console is simplified.

The 5th of march 1992, the cosmetic prototype of the EB110 S (for Supersport) is presented at the Geneva Motorshow. The factory announces a weight of 1418 kg (instead of 1618 kg for the GT) and an engine upgrade with a power rises to 600 bhp.
(First picture courtesy of Passione Automobile)

At the end of may 1992, a part of the development team arrive at the Nardo track in Italy, with 3 prototypes : A5, C7 and C8. The aim of this track session is to homologate the EB110 performances under the supervision of Frederico Trombi, and the secret wish is to break the world speed record for a serial car. The black C8 prototype is used as a mule and C7 is the car for the runs. The 24 of may, JP Vittecoq is on board of C7 (aerodynamicaly optimized but weighted to 1850 kg to simulate a passenger) and the performance recording can start. The french test driver rushes to the 12,6 km ring and the results are excellents :

- 0 to 100 km/h : 3,46 s
- 400 m : 11,4 s (speed : 200,4 km/h)
- 1000 m : 20,7 s (speed : 259,7 km/h)
- top speed : 342 km/h
The contract is completed "with style" : the EB110 is the most powerful car of the moment.

The development work is running on prototypes along the year 1992 and follows the roadmap. Some interesting technical evolutions can be seen on C12, exposed at the Paris Motorshow 1992 : the threshold for opening the door is lowered to facilitate the boarding and the rear extractor is simplified. This car can be considered as a pre serial model, instead of a development prototype. The 16th of september 1992, the EB110 is officially homologated after the crash of the C14 prototype at 52 km/h, against a concrete barrier at the UTAC (France).

In Campogalliano, the production line is ready, customers orders arrive. The building of the first serial EB110 is beginning and the first delivery is done the 1st december 1992 to a swiss customer, Franz Wassmer.

The 4th of February 1993, the EB110 launch is celebrated in the United Kingdom. As usual with Bugatti, a large party is organised near Hyde Park and Park Lane. Three left hand drive EB110 GT are exposed at the Grosvenor House Hotel.
The RHD model is not previoused yet.

Bugatti create a new surprise in march 1993 with the presentation during the Geneva Motorshow of the 4 doors Saloon concept call EB112, dressed with a fantastic shape signed by Ital Design. The car measure 5,13 m (3,1 m wheelbase) but remains elegant with a modern design, despite some allusions to Bugatti legends such as the T57 SC Atlantic for the caudal line or T41 Royale for the wheels. The EB112 is powered by a central front position atmospheric V12 6,0L 60 valves that develop 460 ch at 6300 rpm, with a torque of 590 nm at 3000 rpm. The public and the press are very positive and Artioli take the decision to produce the car and plan to add it to the Bugatti model range in 1996. A new developmental phase must be initiated by Mauro Forghieri and the technical staff.

After the presentation in 1992 in the Geneva Motorshow of the cosmetic prototype of the Supersport evolution of the EB110, the engineers have to develop the car. Many test are realized on tracks and the C9 car gradually move into an experimental machine. C9 is presented again in public in october 1992 for the Paris Motorcar show, and in march 1993, at the Palexpo in Geneva, near the EB112 concept. The car is now equiped with slick tires and black rims.

Mondial Paris, 1992

Geneva Motorshow , 1993

Development is performed on several experimental cars. Another GT chassis is used to achieve the Supersport set up : the C13 one. This mysterious car is used as laboratory car for the SS development but has started its life as a GT experimental car
In April 1993, the first real Supersport chassis is under construction (numbered SS 39004 because the 3 first chassis numbers were reserved for the Sultan of Brunei). Some differences appears between SS 39004 and the C9 proto : the monopod back air wing is replaced by a new system attached on both side and fixed more forward.

At the end of May 1993, the technical team arrive for 3 consecutive days in Nardo with two cars : C9 and SS 39004. The C9 car has evolved : the back air wing is the same than SS 39004, the double Naca air intake on the rear hood is suppressed. The SS 39004 is not a definitive Supersport yet : the front spoiler and the lateral plate are not production ones. The aerodynamic of C9 is a little bit improved after some test at the Pininfarina wind tunnel.

The 29 of may, Jean Philippe Vittecoq initiate the performance tests for the homologation. Once more, the EB110 explodes the records and the Supersport becomes the fastest car of the world:
- 0 to 100 km/h : 3,26 s
- 400 m : 10,9 s
- 1000 m : 19,61 s (speed : 276,5 km/h)
- Top speed : 351 km/h

On 27th august 1993, Bugatti create once more time the surprise : General Motors sold Lotus for 300 millions of Euros to the Bugatti holding. One of the major idea is to acquire the very efficient research department of the Hethel manufacturer, in order to develop certain technical solutions in-house like air bag, US homologation...etc

In September 1993, the EB110 Supersport is almost ready for production. On the side of the EB112, an undefinitive model is exhibited at the IAA Frankfurt Motorshow, characterized by a new lateral plate, with 5 big holes instead of 9 smaller ones, with a new engine air intake just on the side of the driver window. The front spoiler is still an undefinitive one. The maximum power of the engine is annonced at 611 bhp at 8250 rpm, with a maximum torque of 650 Nm at 4200 rpm.

At the end of the 1993 year, British Motors, the Aston Martin dealer for Paris, is annonced as Bugatti importer for France. The Edgar Bensoussan establishment is well known and famous for sales of classic Bugatti.
For Switzerland, the official importer is The Garage de l'Athénée (with other authorized dealer : Carugati, Freddy Khumshick...), Alvan Motors for Belgium, AutoKoenig for Germany, Winter BV for Nederlands, Autospeak for Italia and HR Owen for Great Britain. Negociations are almost complete with Nico Roeherke (Nicole Racing) for the future distribution in Japan.

1994 is probably the best year for the Artioli's enterprise : the production is now fully operationnal, sales volumes of the EB110 GT are correct (though lower than estimated), orders for the Supersport model arrives and the mission is now to set up the car for the US market, probably the key to overcoming the critical level of profitability.
In order to adapt the car to the future new markets (Germany, Japan...), a larger color palette is announced for the EB110.

Bugatti Blue	Dark Blue	Monaco White	Bugatti Yellow	Dark Red


Light Grey	Medium Grey	Dark Grey	Dark Green	Deep Black

March 1994 : In order to celebrate this new scheme of colors, the Campogalliano factory presents at the 1994 Geneva Motorshow a colorful stand, with for the first time in public, a production model of the EB110 Supersport (SS 39009). Two GT are presents : a dark red and a medium grey one.

The SS model is equiped with black wheels and exhibits a new conformation : the front spoiler is more aerodynamically worked with side deflectors, a brake air intake is positioned behind the front wheel arch.

Another surprise is presented at the 1994 Geneva edition, the Swiss tuner Rinspeed presents its own interpretation of the EB110, the Cyan (GT 39051).
The car is finished in Bugatti Blue, with a dual tone interior light grey / blue leather. The wood dashboard is replaced by an aluminium one, a strange kit dress the body.

The 11st march 1994, the US Department of Transportation gives a temporary exemption to Bugatti concerning the air bag system, the technical staff must know complete the reduction of the motor pollutant emissions and perform the US crash test.

13th of April 1994 : a fastuous ceremony is held to celebrate the presentation of the EB110 in Japan. Romano Artioli knows that the Japan has a real Bugatti culture and represents a potential interesting market.
A large delegation of cars is bring to Japan : 3 EB110 GT (the two tone blue 39026, 39027 and 39042), 1 Supersport (SS 39004) and the Concept EB112. Except the EB112, all these cars will be sold into Japan.

The 28th of April, a special customer is coming to the factory to get its own car. This is the Formula 1 champion Michaël Schumacher who has decided after a test realized for the german magazine Auto Bid to buy a Supersport model. His yellow Bugatti car (SS 39020) is quite special however : except the steering wheel, the car is equiped with a full comfort interior, finished in blue leather.

During this time, the development of the US version is still running with the help of Lotus Engineering. The 5 of may 1994, at the TUV Rheinland (Germany), the GT 39011, the star of the Paris Motorshow 1992, is partially destructed for a side impact crash test, called standard 214. The TUV consider than the results are excellent and conform with the std 214. This is the first step toward the US homologation. Many others crash tests are performed later in 1994, at the TNO in Nerderlands, with a refurbish 39011 and an un-numbered US Supersport prototype.

5th of june 1994 : Romano Artioli likes symbols and communication. The idea is to organize a large Bugatti meeting through Italy, in order to put together Molsheim and Capogalliano cars during five days, through Cremone, Mantoue, Venice, to the Campogalliano's factory. The meeting is an incredible success with no less than 114 Bugatti all over the ages, with 11 EB110 (2 Supersport and 9 GT). The hottest moment of this meeting is certainly the exposition of 40 selected cars on the Saint Marc Square, in Venice.

Michel Hommel, a wealthy press group owner, has a real passion for GT, symbolized by its wonderful car museum in Lohéac (France). The idea is to run the 24 hours of Le Mans in the GT1 category with an actual GT and then add it to the museum. The choice for a Bugatti was made considering the 55th anniversary of the last Bugatti race in Le Mans (with T57G Tank)... then, it would be an interesting opportunity to engage a 4 wheels drive if, by chance, there are rainy weather conditions.The car, a Supersport model (chassis SS39016) buy with the intermediary of British Motors, roll out the production line on november 1993. The team Synergie (headed by Lucien Monté and Philippe Bone), located near Le Mans, is in charge with the preparation into a real race car. Seriously lightened with carbon parts, it had been upgraded with aerodynamics and cooling improvements. The car weight reaches 1280 kg (300 kg lower than the serial car) and the engine delivers 600 bhp at 6200 rpm. The 3 drivers are Alain Cudini, Eric Helary and Jean-Christophe Bouillon.

18th of june 1994 : After a remarkable qualification ranking (17th, with a lap time of 4' 16,940'', at an average speed of 190,55 km/h), the car knows many problems during the race (a fuel leak before the launch, many turbo failures) but performances are excellents, the car is running among the top 10. Unfortunately, after 230 laps, one hour before the end of the race, the car left into the barriers on the Mulsanne straight, probably after a tire failure.

Bugatti is on all fronts and even on research and development one. With its subsidiary "Bugatti Electronics", the Campogalliano factory sets up the #39049 EB110 GT that can run with methan gas. However, the interest is that the engine can run with classic high octan gazoline, with a double alimentation system and cartography, called Ecogas 2000, signed by Giovanni Barbanti.
3rd july 1994 : Loris Bicocchi realizes a new speed record on Nardo track with a maximum speed of 344,7 km/h.

In october 1994, the EB110 Greengas (39049) is presented in public during the Paris motorcar show, with a new white EB110 Supersport (SS 39026) and a dark red GT (39089).

The economic situation of Bugatti in this second half of 1994 year starts to become complicated. Sales should increase in order to avoid to the company to find itself in danger... investments are huge and banks don't seem to be patients.
The European market does not generate the expected number of orders and Bugatti need to enter new markets : USA, Middle East and Far East.

The RHD EB110 :
The 20th of october, at the Birmingham Motorshow, Bugatti unveils the right hand drive version of the EB110. Further to the strong demand coming from the UK and the ex Commonwealth countries, Bugatti expects the car will be welcomed in the Far east markets as well as in Australia and New Zeland.
As usual with development cars from Campogalliano, the car is a special one. Chassis and engine are coming from a GT model (39055), modified into an uncomplete Supersport model (GT spoiler, no vertical air intake for brakes behind the front wheel arch).

In the cockpit, the gear box is located at the same positions on the central transmission tunnel than in LHD car, that induces a distance to catch the gear command.

The EB110 America :

In the second half of 1994, Bugatti and Lotus Engineering have achieved their mission : the US version of the EB110 is ready (SS39017). The Supersport model is the first version to be adapted for the North American market. The modifications are numerous and include the structure and collision parts. The nose of the car is completely reviewed in order to answer to U.S. safety standards : the Bugatti logo is located higher on the nose, just below the headlights, on a thin body panel. Lateral reflectors are positionned on front and rear spoilers. The back air wing is modified with new fixation on both extremities.

The car is presented to the american public during the 1994 Concorso Italiano, in Monterey and win the trophy for People's Choice.
On early 1995, the EB110 SS America is the star of the Chicago Auto Show that occurs during the first half of february.

At the same moment, Bugatti is working with some US Lotus dealers to set up a solid distributor network : Los Angeles (California), Salt Lake City (Utah), San Antonio (Texas), Chicago (Illinois), Detroit (Michigan), New York City (New York), Philadelphia (Pennsylvania) and West Palm Beach (Florida).

Because another US prototype is in construction at the Campogalliano factory (SS 39025), the silver US prototype SS39017 is quickly reused for another type of exercice. Indeed, the car is send toward Monaco principality, at the Monaco Racing Team, a structure headed by Gildo Pallanca-Pastor, in order to be adapted for very low temperature and runs on ice.
Supersport rims are replaced by GT ones with Michelin winter tires, without spikes. The back air wing is replaced by a black standard one.
The 2nd of march 1995, Gildo Pastor drives the EB110 America on the frozen sea in Oulu, Finland. The car weight is increased to improve the motricity. He reaches the average speed of 296,34 km/h on 1 km launched.
A few weeks later, the car is exhibit on the Bugatti stand of the 1995 Geneva Motorshow, side by side with the two other record cars : the EB110 GT Greengas and a serial EB110 Supersport.

First half of the 1995 year : Bugatti is now in serious financial trouble. Cash-strapped, the company is trying to sell Lotus but offers are low and the investors want to exploit the situation to further reduce the price. A public stock offering proposal also failed. More than 20 suppliers are asking for bankruptcy of Bugatti, due to the payment failure.

During this time, Gildo Pastor and the Monaco Racing team are still working on a competition programme with the EB110, despite the problems of the Campogalliano factory. The car is engaged in the North American WSC GT races program, in GTS-1 class (Grand Touring Supreme 1).

25 of june 1995 : Watkins Glen
Patrick Tambay and Gildo Pastor are qualifying the WSC EB110 Supersport at the 10th position. The team is finishing the race at an excellent 5th position.

July 1995 : Sears Point
The EB110 SS is qualified on 22th position and the car arrived at the end of the race at the 16th overall position and 6th in GTS1.

Later, in february 1996, the WSC EB110 Supersport will run at the Daytona 24 hours (driven by Gildo Pastor Pallanca, Derek John Hill and Olivier Grouillard ) but due to electronic problems, the car will abandonned after 7 hours. In April 1996, Gildo Pastor will take this EB110 to pre-qualification for Le Mans 1996, but during practice, Patrick Tambay hardly crash the car and damaged the carbon fiber tub. This will be the end of the sporting career of the WSC EB110 SS.

August 1995 : the production of the Bugatti EB110 is on hold. However, 16 orders for EB110 America arrives from the US dealers, for a pre-paid amount of $1.5 million. Potential buyers are desperately looked for... some major groups are interested (BMW, Benetton, some investors from India..) but nothing is concluded.

23th of september 1995 : the Bugatti Automobili SpA has been declared bankrupt, with a total debt of more than $200 millions. The factory is closed by the "curatore", a judicial administrator, and the 220 Bugatti workers become unemployed.

28th of october 1995 : Strangely, probably at the initiative of the Japanese importer, a Bugatti stand is present at the 31st Tokyo Motor Show.

January 1996 : Many people still hope the Bugatti SPA rescue, mainly after the decision of Lotus sale, to Perusahaan Otomobil Nasional Bhd (Proton) a Malaysian car company. Unfortunately, in february 1996, the Bugatti bankrupcy is definitive. This is the sad end of the Bugatti history in Italy, the failure of the Artioli's dream.

Even today, the number of EB110 really produced is difficult to know... probably between 130 and 150 cars. Perhaps, we will never know, unless the registry is fully completed!

Sometimes, an Automobile brand can reborn, this was the case for Bugatti and this will happen again, for a third time, with the acquisition of all Bugatti trademarks by Volkswagen in 1997.
On very rare occasions, a car can reborn. That's what will happen to the EB110.

4th of April 1997 : a public auction is organized to disperse all the Bugatti pieces and machine tools.
- The Volkswagen group buys the Bugatti name and all associated trademarks (logo..etc).
- Dauer Racing GmbH, a German sportcar company headed by Jochen Dauer, well known for their road-legal Porsche 962, buys original parts, semi finished cars left on production lines and the "EB110" name and logo.
- Gildo Pastor-Pallanca buys some prototypes (the two US protos and the EB112 concept) and the EB112 parts of the previoused experimental cars.
In 2001, officially two EB112 models are built by the Monaco Racing Team (perhaps a third one for a German collector). The two cars are varnished black with black leather. The first one is located in Switzerland (GE 700935) and the second one is keep by Pastor in Monaco (X067). The rear lights are differents between the two cars.

All parts and 27 nude carbon chassis are bring into Nuremberg's Dauer workshop, as well as the unfinished cars. The number of these cars is still mysterious, perhaps 2 GT and 3 Supersport. The first job of the German company is to finish the assembly of these cars, almost identical to the Campogalliano's EB110 (some differences however, some GT parts equiped SS models, like GT seats or electric windows). Dauer is organizing a mini Bugatti factory and hires former Campogalliano's technicians. A service activity is proposed for EB110 owners.

1998 : Dauer starts a communication operation in order to announce this EB110 revival. Two Supersport cars are freshly build : a Bugatti blue US version with a mixed GT / SS interior and a european version finished in Bugatti yellow, with black rims. Press pictures are realized. A shooting is organized in Paris, at the Vendôme square and in front of the Grand Palais.
May 1999 : The yellow Supersport is bring to Monaco, during the F1 Grand Prix.

2000 : The Dauer company is changing its social reason into Dauer Sportscars GmbH. The company is now working on the development of an upgraded EB110 Supersport, with ex employees of Bugatti. A new logo is designed and the unused chassis take place in the assembling hall.
A new story is beginning for the EB110.

The car, based on the US EB110, is lightened (1690 kg only, in comparison to the 1920 kg of the EB110 America) by the extensive use of carbon, many details and components are improved to increase the performance of the car. Major changes are the replacement of the aluminium and steel body by a carbon fiber one and the engine upgrades (645 bhp at 8250 rpm, turbo settings modifications for erase the turbo lag). With the special exhaust system, the power can raise 705 bhp.
Performance level of the Dauer EB110 S is astonishing :
- 0 to 96.56 km/h : 3,3 s
- 1000 m from stop : 19 s
- top speed 370 km/h
The first car (#TP7289) is unpainted with a lacquer covering on the carbon skin. The interior is a SS one but fully dressed with tan leather, with a Kenwood navigation system (DVD + TV player). The price of the car is $480 000.

Potential clients seems interested and many medias are enthusiastic with the EB110 come back.

Dauer is building 4 supplemental cars in the relooked assembling hall.

Many new equipments are set up : GPS, reverse camera, plate holder, rear air wing ... etc

Another mysterious Dauer is build later, probably in 2005. The car is extremely lightened, with the loss of the 4WD system. This experimental car, painted upon a drawing of W. Maurer, seems to have been tested in the Nurburgring track. Unofficially, the car has run the Nordschleife in less than 7 min.
A 2WD car, with a carbon EB110 S chassis, that completely disapeared after... is it a mule for the Edonis from B-Engineering?
The Dauer company ceased activities the same year. The Bugatti parts left are bought in 2011 by Toscana-Motors GmbH, in Germany.The company seems ready to perform EB110 services.

The Edonis has been created by a handful of ex-Bugatti staff, headed up by Jean-Marc Borell. They formed B Engineering after the collapse of Bugatti. The aim of the project is to create a sport car, without any compromise, based on the EB110 chassis and mechanics.
The car is a re-engineered EB110 Supersport, dressed with a brutal shape signed by Marc Deschamps. The 3.5 liter Bugatti engine has had its displacement increased from 3500 cc to 3760 cc. The original four small IHI turbo have been replaced by two larger units. Engine power has been boosted from 610 bhp and 650 Nm of torque to 680 bhp at 8000 rpm and 735 Nm.
In addition, the 4WD triple-differential drivetrain from the original Bugatti has been replaced with a much simpler and lighter RWD transaxle, thus saving approximately 70 kg from total weight. These power figures give the 1500 kg Edonis a power to weight ratio of 480 bhp/ton. In addition, the engine's specific power output is an unprecedented 181 bhp/liter. The brand claims a maximum speed of 365 km/h (227 mph), while accelerating from 0 to 100 km/h in only 3.9 seconds.

B Engineering plan to use the 21 chassis left, unused by Dauer. The expected Edonis' price was around €760,000. Unfortunately, no homologation were possible for the car and only 2 prototypes were built.