The Bugatti EB110 was one of the 90's greatest supercars with an amazing combination of a high technological level (carbon frame, central engine - 560 bhp for the GT, 610 bhp for the Supersport -, 4 wheel drive and 1550 kg only) and an incredible ease of use. The EB110 became a legend due to its performance, the pedigree of its creators but also for the brevity of its history : from the first car delivered to the bankruptcy, only 3 years have passed.

EB110 GT
EB110 Supersport

This web site is dedicated to this "falling star", with the intention of tracing its history from conception to production, then to explain the different developments. Concerning the production step, I'm trying to establish a complete registry of all the Bugatti EB110 models made, with a complete listing of all the EB110 chassis produced (identified by their Vehicule Identification Numbers, more informations here). If you have specifications, colours, pictures, serial numbers or questions, comments, reviews (really?), go to the Contact Page.
If you want to follow the actuality of the EB110 Registry, check the Facebook page of the site :
The EB110 Registry Facebook page!

And now, let me tell you a story. Once upon a time, in Italy...

The story of a brand, in particular with a car factory, is always a human story. The Bugatti resurrection was due to an encounter of 4 men in the mid 1980s : Ferruccio Lamborghini, the well known creator of the Santa Agatha's sportcars; Jean Marc Borel, a french financial company director, author of some books about Lamborghini; Romano Artioli, a Ferrari distributor in Italy and Germany and Paolo Stanzani, the father of many legends of the Automobile, like the Lamborghini Countach or the Ferrari 288 GTO.

At the beginning of the discussions, the idea was to develop a new supercar in a small structure but Romano Artioli wanted something more ambitious : his dream was to reborn Bugatti from the ashes. Jean Marc Borel was excited about the idea of reviving a French brand but Ferruccio thought to do something completely new and above all, something less ambitious. Lamborghini left the adventure but remains constantly involved on the background of the Bugatti project.

Ferruccio Lamborghini
Jean Marc Borel
Romano Artioli
Paolo Stanzani

In May 1987, after 2 years of negociations, Artioli and Borel achieved the deal with Messier Hispano Bugatti to buy the name. It was a hard task because the French Department of Industry was not thrilled to see a symbol such as the Bugatti name leave France.

n October of 1987, Bugatti Automobili SpA is set up, with a start-up capital of approximately 2.5 millions euros. Bugatti International Holding detains 65% of the capital and the remaining 35% is in the hands of Stanzani and Tecnostile, which is brought in as capital. At Tecnostile, a dozen of people (many ex Lambo employees : O. Pedrazzi, T. Beneditto and A. Bevini for example) are working on the realization of the new sports car.

t the end of 1987, Stanzani finds an area of 75.000 m2 at Campogalliano, highly appropriate for the construction of the new factory. The area was located beside the Modena to Verona highway.

In the first half of 1988, construction starts of the test areas, the administrative building, the production hall and the warehouse (in total 13.000 m2). Architect Giampaolo Benedini, a member of the family of Romano Artioli, is in charge of the entire layout of the site. Meanwhile, the capital is raised for all these projects to be funded.

(pictures courtesy of Passione Automobile)


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. The idea of an agile and easy-to-drive car imposes limited dimensions, which will dictate a large number of technical choices thereafter, including a limited engine in cubic capacity, in order not to be too bulky. Paolo Stanzani wants to introduce advanced solutions including 4 wheel drive, the compact 3.5 L 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.

Early 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 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 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 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 gave a second life to the EB110 proposal.

(pictures courtesy of Passione Automobile)
Marcello Gandini Marcello Gandini, is one of the most talented designer 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, called Bugatti 110.

Late 1989 :
A wooden model was built by the society DMD80, in Venaria and the aluminium skin was formed at Golden Car, in Caramagna.

1989, October 30th, the first aerodynamic test is performed on the Gandini mock up at the Pininfarina wind tunnel, under the supervision of Paolo Stanzani.

Early 1990 :
Carbone Industries delivers 7 aluminium chassis (pictures courtesy of Passione Automobile).
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 1990, 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.

Mid 1990 : a clash of thunder
To the general surprise, Paolo Stanzani is disembarked from the adventure, after a disagreement with Romano Artioli. Some say he tried to take extra shares through associates, which will have displeased Artioli. Be that as it may, it is the Eng. Nicola Materazzi (the Ferrari F40's father) who takes his succession, with the support of Pavel Rajmis (ex Audi, he worked on the Quattro system).
Nicola Materazzi

1990, September 15th :
The date 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.
Except Paolo Stanzani, 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. In a Romano Artioli's speech, the car is annonced in exactly one year. The production is planned to 150 cars annualy and under the impulse of Materazzi, 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 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. Some defaults are quickly identified on the prototypes : the Michelin MXX 17' inches tires are too thin to correctly transmit the power and the aluminium chassis resistance is not sufficient.
1990, April:
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.

1991, January 14th :
The A2 prototype is transport to the Monza track, 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.
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.

Giampaolo Benedini 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 race against the clock is engaged. Hardly the last aerodynamic tests completed in August 1991, the construction of the first rolling prototype "Benedini" is launched, based on the first carbon chassis (after A5, it will be C6, C for carbon). The first turns of wheels are made at night, August 13, 1991. On August 20, the car, still without door, is drove by the boss Romano Artioli, always at night, in the perimeter of the Campogalliano factory. In less than 1 month, the car should be completely operationnal and it must appear as a production car.

1991, September 14th :
he 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, to the day. 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 Romano 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, a french actor and collector of Rembrandt 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 interior and exterior. This car use the first carbon chassis (C6, chassis number GT 005) 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 Bugatti EB110 presentation is a complete media success.

Yet this is not the end of the festivities for the guests. 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.

1991, September 15th :
he C6 car is bring during the night to Molsheim, in the East of France, for a public exhibition on sunday 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.

Romano Artioli, at this stage of development of the car, was not completely fixed on the EB110 style, even after the new study by Benedini, especially for the front of the car. He asked Tom Tjaarda make him some suggestions for style but none came to convince the italian boss, and the Benedini style was preserved (illustration : David Rodriguez).

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 10 carbon chassis (from GT 006 to GT 015, numbered C7 to C16) who will undergo numerous tests and homologation procedures. Even though C6 looks a lot like a definitive EB110, a lot of details takes it away from a standard production EB110. All the prototypes are the milestones that will lead to the serial version.

The two following cars after C6, the C7 (finished in Bugatti blue) and the C8 (deep black) prototypes are built without any comfort equipments and are hardly use by the two Bugatti test drivers. These two cars shows already subtil body differences with C6 car : the lateral air intake is shorter and the retractile back air wing is longer, which results in the removal of air vents on the sides of the air wing. These cars used definitive BBS GT rims, less flat than the C6 ones.
The tank cap of the prototype C6 hidden under a round hatch will soon be replaced on the C7 prototype by a badly integrated plate, including a small Naca air intake.

Progressively, prototypes C6, C7 and C8 will see their rear extractors modified for a model with a simplified design, which will then be conserved.
The mirrors also evolved during the development of the car, with a fairly square model when presenting C6, quickly replaced by rounded and high shape models. From the C8 prototype, the final design is fixed with a proposal that will ultimately take the best of both. They now can be turned manually in order to avoid hanging them and are of a smaller height.
One significant element is the choice of the door threshold's height, in order to facilitate the boarding. It seems that the engineers first choose a threshold positioned quite high on the C6, C7, C8 and C9 cars, with a door opening located at the top of the side air intake.
For the C10 car, engineers have experimented a threshold located at the lower position possible, at the bottom of the air intake.
On the C11 prototype, an intermediate threshold is tested, which will ultimately be retained on the following prototypes (C12, C13 and C14) and then, on production models.

1992, January :

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 : the C7 and C12 cars.

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, GT 008) 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 bucket seats replaced the GT electric ones, the wood dashboard is now plated with carbon, the glove box is removed and the center console is simplified.

1992, March 5th :

The first International Motorshow for the Bugatti SPA Company.
The cosmetic prototype of the EB110 S (for Supersport) is presented at the Geneva Motorshow, side by side with the C6 prototype. 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)

1992, May 24th :

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 fastest car of the world.

The development work is running on prototypes along the year 1992 and follows the roadmap. The C12 prototype, used for the winter test in Sweden, was refurbished with a complete light grey leather interior and was exposed at the Paris Motorshow 1992 (with the C9 Supersport prototype). This car can be considered as a pre serial model, indeed the C12 contains all the final features that have evolved over the last few months.

1992, Sept 16th :
Almost one year day to day later after its first presentation, the EB110 is officially homologated after the crash test of the C14 prototype at 52 km/h, against a concrete barrier at the UTAC (France).

In Campogalliano, the production line is now ready and customer orders arrive. The building of the first serial EB110 is beginning (the chassis GT 018) and the first delivery is done the 1st december 1992 to a swiss customer, Franz Wassmer. The following cars on the production line will be demonstration cars for the factory and intended for dealers.

1993, March :
Bugatti create a new surprise 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 tests are realized on tracks and the C9 car gradually move into an experimental machine. In addition to C9, the Experimental Department of the factory starts in April 1993 the construction of 3 prototypes to develop Supersport final specifications (SS 04, SS 05 and SS 06) and use several rolling chassis as well (the un-numbered carbon chassis N°24 for example).
The first of these prototypes was the SS 04 (not numbered SS 01 because the Sultan of Brunei has booked the 3 first numbers), built on the Aerospatiale Carbon Chassis N°25. This prototype was used for road tests to adjust dynamic settings. Some differences appears between SS 04 and the C9 proto : the monopod back air wing is replaced by a new system attached on both side and fixed more forward.
1993, late May :
The technical team in charge with the Supersport development arrive for 3 consecutive days in Nardo with two cars : C9 and the freshly built SS 04. The C9 car has already evolved : the back air wing is the same than SS 04, the double Naca air intake on the rear hood is suppressed. The SS 04 is not a definitive Supersport yet : the front spoiler and the lateral plate with holes are not production ones. The aerodynamic of C9 is a little bit improved after some test at the Pininfarina wind tunnel.
1993, May 29th :
Jean Philippe Vittecoq initiates the performance test for the homologation. Once more, the Bugatti 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
The SS3 06 was firstly built as a nude carbon frame with roll cage and used for non destructive homologation test (UTAC France). Then, the prototype was assembled as a two wheel drive car and fitted with the engine N°009 for homologation fuel consumption in June 1993, and was then converted with standard four wheel drive system and used for body development.

The SS 05 was used for the official pictures and international motorshows such as the 1993 Sept, Frankfurt IAA, the 1993 Dec, Bologna Motorshow and the 1994 Jan, Detroit NAIAS. Then, the car was used for testing some competition evolution.
This car has inaugurated the rear side plate with five holes and an engine air intake, but which still does not have the specific appendages of the Supersport such as the spoiler with lateral mustaches and the air intake for the brakes in the front fender.

1993, Feb 4th
he 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 (GT 008 (?), GT 012 and probably GT 018) are exposed at the Grosvenor House Hotel. Outside, the GT 020 and C9 were used for a parade with classics Bugatti around Hyde Patk.
The RHD model is not previoused yet.

1993, Apr 3rd :
A fastuous ceremony was 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 was brougth to Japan : 3 EB110 GT (GT 023, GT 026 and GT 027), 1 Supersport (the prototype SS 04) and the Concept EB112. Except the EB112, all these cars were delivered into Japan.

1993, Aug 27th :
Bugatti create once more time the surprise : General Motors sold Lotus for 300 millions of Euros to the Bugatti holding. A lot of media talk about megalomania but it is on the contrary a meaningful operation for Bugatti.
Very few small manufacturers have bet on the American market and Lotus, with his Esprit model, has already approved the car in the USA. More, the Lotus distribution network is well established with dealers covering the entire US territory. The future distribution of Bugatti in the USA is emerging.
Another major idea is to acquire the very efficient research department of the Hethel manufacturer, Lotus Engineering, in order to develop certain technical solutions in-house like air bag, US homologation...etc. The investment made with the purchase of Lotus will save a lot of time and money to Bugatti to establish in the USA.

1993, late :
The European distribution points network is set up. 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 in Nyons, 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. It will be signed on September 15, 1993.

1993, Oct : IAA Frankfurt Motorshow
The EB110 Supersport is still in development and one of the prototype is exhibited (probably SS 05). Some technical data are communicated on this occasion : the maximum power of the engine is annonced at 611 bhp at 8250 rpm, with a maximum torque of 650 Nm at 4200 rpm.
The prototype of the EB112 is exhibited too with a production EB110 GT (GT 033?).

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, Asia...), a larger color palette is announced for the EB110.
EB110 Body color palette :

EB110 interior combinations:

1994, March : Geneva Motorshow
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 an EB110 Supersport in a (almost) definitive configuration (the pre serial model S9, chassis SS 09). The SS model is equiped with black rims 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. The production of the Supersport has already started at the factory with the assembly of the four first Supersport models for clients (the 3 for the Brunei Sultanate SS 01, SS 02, SS 03 and SS 10).
Two GT are presents : a Rosso Scuro (GT 061) and a Grigio Scuro Metalizzatto one (GT 047).
Another surprise is presented at this Geneva edition, the Swiss tuner Rinspeed presents its own interpretation of the EB110, the Cyan (GT 051). 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.

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

1994, April 28th :

The best representative for Aston Martin was probably James Bond. For Bugatti, it will be the German Formula 1 World Champion, Michaël Schumacher. He has decided to buy a Bugatti EB110 Supersport model after a test of several supercars, including an EB110 GT, realized for the German magazine Auto Bid. The factory, too happy with this unprecedented publicity, will make the German pilot financial conditions to which he can not say no! And of course, a communication plan will be set up so that no one misses the moment : a visit of the factory is organized and all the staff will pose for the photo souvenir.
The Schumacher's Bugatti is the first EB110 finished in Giallo Bugatti (SS 20) and is the first car with special features : except the steering wheel, the car is equiped with a full comfort interior, finished in blue leather.

1994, May:
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 C12 prototype (GT 011), 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 GT 11 and the prototype C14 refurbished in US version.

1994, Jun 5th :
Romano Artioli likes symbols and communication. The idea is to organize a large Bugatti meeting through Italy, in order to put together Molsheim and Campogalliano 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 (SS 16) 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.

1994, Jun 8th :
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 & Development one. With its subsidiary "Bugatti Electronics", the Campogalliano factory sets up a special Bugatti EB110 GT (GT 049) 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.

1994, Jul 3rd :
Loris Bicocchi realizes a new World Speed record on Nardo track with a maximum speed of 344.7 km/h.

1994, Oct : Mondial Paris Motorshow
verything seems to go in the right direction for Bugatti which has the wind in its sails. Media coverage is constant and Bugatti offers for Paris a stand composed of 3 cars : the Greengas EB110 (GT 049), a Monaco Bianco Supersport (SS 26) and a Rosso Scuro GT (GT 089).

Romano Artioli received a large part of its dividends thanks to the sales of the Suzuki cars of which it manages the distribution in Italy. However, during the 1993 year and following the asian crisis, the price of the Yen rised up which leads to an increasing of the cars prices and consequently a significant drop in Suzuki sales. The parent company Suzuki then takes advantage of it to take over its own distribution network.

The blow is hard for Bugatti and disturb the established business plan. The EB110 is very expensive to produce and the margins are low. Two ways of exit are set up, it is necessary to :
- accelerate the development of a more industrializable version of EB110, less expensive to manufacture,
increase sales by prospecting new markets. The European market does not generate the expected number of orders and Bugatti needs to enter new ones : USA, Middle East and Far East.

- The Right Hand Drive (RHD) EB110 :

The 20th of october 1994, at the Birmingham Motorshow, Bugatti unveils the RHD 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 (GT 055), 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. Around 8 development prototypes were used and 3 models are fully completed by the factory: SS 17, SS 25 and SS 30. 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 reviewed in order to answer to U.S. safety standards, with modifications on the chassis. Esthetically, this translates into a Bugatti logo 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 Grigio Chiaro car (SS 25) 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 finalizing a solid distributor network with US Lotus dealers : 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).

- The Middle East EB110:

1994, Dec :
A group of Bugatti technicians was sent to Saudi Arabia to conduct tests in the desert to evaluate and adapt the EB110 to high temperature conditions. An EB110 GT is equipped with sensors for temperature acquisition.
Once tests completed, the car was stripped of its probes and presented to the Saudi International Motor Show (SIMS) in Jeddah in December 1994.

1995, Early :

Bugatti is now in troubles, not only for economic reasons following the loss of Suzuki's distribution, but also for logistical reasons. In fact, the meteoric rise of Bugatti on the front of the media scene has irritated influential competitors. Maranello's neighbor is annoyed by Bugatti's forward march and is determined to throw up roadblocks. The Maranello brand decided to put pressure on the common subcontractors to ask them to stop supplying the Campogalliano factory.
Quickly, short of spare parts, the assembly of cars is slowing down, the GT version is quickly no longer produced and efforts focus on the Supersport version, often proposed with interiors mixing elements of GT and SS. Engines of the few last cars are refurbished ones coming from the Experimental Department of the factory. Firm orders are registered for the EB112 (with installment payments) as well as for the US version of the EB110 Supersport, now on the assembly line, but the Bugatti workers are unable to finish them without parts.
The teams of engineers do not give up and work on future projects, which can help save the company. Mauro Forghieri strives on the development of the EB112 with the goal of producing a profitable car. Evolutions of the EB110 are also being studied, such as the EB11X project, a targa version of the EB110 scheduled for the 1996 Geneva Motor Show, or the EB115, the replacement for the EB110, a more conventional version (no carbon chassis, classic opening doors, weight down ...) and less expensive to produce.
Romano Artioli continues to pay the wages of all workers but Bugatti is progressively 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 simultaneously for bankruptcy of Bugatti, due to the payment failure. It is nevertheless in these delicate moments that a Monegasque entrepreneur, Gildo Pallanca Pastor, will continue to make Bugatti and the EB110 shine, with an ambitious competition program.

One of the first completed prototype of the EB110 America, the SS 17 is sent toward Monaco principality, at the Monaco Racing Team, a structure headed by Gildo Pallanca-Pastor. The car has to be adapted for very low temperature and runs on ice. Supersport rims are replaced by GT ones with Michelin winter tires, without spikes.

1995, March 2nd :
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.
1995, March :
A few weeks later, the SS 17 car is exhibited 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.

As if nothing had happened, the Monaco Racing Team hired an EB110 in various international championships, in IMSA series in the United States or BPR in Europe. The Monaco Racing team and the Campogalliano factory are working together on a competition programme with the EB110, despite the problems of Bugatti. The car is engaged in the North American WSC GT races program, in GTS-1 class (Grand Touring Supreme 1) and raced at Watkins Glen (June 1995), Sears Point (July 1995) and Daytona 24 hrs (February 1996). In the same time, the car is engaged for the BPR race Suzuka 1000 km (August 1995) and for Le Mans 24 hrs pre qualification (April 1996) where the car was partially destructed. The car was rebuilt on a new carbon chassis and was engaged for the 2h of Dijon (June 1996), where the car was damaged a new time. This will be the end of the sporting career of the EB110 SC.

1995, Aug :
The production of the Bugatti EB110 is on hold due to the lack of parts.
Yet, and this is where the injustice lies in the end of Bugatti, the orders are indeed there : 16 confirm orders for EB110 America arrived from the US dealers (for a pre-paid amount of $1.5 million) and no less than 14 pre-orders (with payment of a deposit) were made for 2 EB110 RHD and 12 (!) EB112.
Potential investors are desperately looked for... some major groups are interested (BMW, Benetton, some investors from India..) but nothing is concluded.
1995, Sept 14th : IAA Frankfurt 1995
This will be the last European show for Bugatti that holds a stand at the Frankfurt Motor Show. The prototype EB112 is exhibited with a Grigio Metalizzatto GT (GT 094).

1995, Sept 23th : the black date

The Bugatti Automobili SpA has been declared bankrupt, with a debt of around $57 millions. This financial amount, as important as it is, does not represent a colossal debt for a company of this size, in times of crisis. Many people are still wondering about the motivations that triggered the legal action.
Early on the morning, the factory is closed by the "curatore" Gian Luigi Rossini, a judicial administrator, and the 220 Bugatti workers become unemployed.
Some cars are still on the production line (mainly EB110 in US versions), a couple of unfinished pre-serial EB112 are left in the Reparto Esperienze, but everything is stopped as is.

1995, Oct 28th :
31st Tokyo Motor Show
Strangely, probably at the initiative of the Japanese importer, a Bugatti stand is present at the Chiba Tokyo Motor Show with a Grigio Chiaro GT (in fact, the Nicole Racing show room car, the GT 029).

It will be the last one for the Bugatti EB110.

1996, Jan :

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 bankruptcy is definitive.
This is the sad end of the Bugatti history in Italy, the failure of the Artioli's dream.

A special entity was created, "The Bugatti Fallimento", whose aim was to liquidate the company's assets.
A group of employees was responsible for completing a maximum of cars, likely to drive and be certifiable. These cars are mainly development prototypes stored in the Experimental Department. As suppliers and subcontractors have stopped providing parts, all running engines were used for producing complete vehicles, even engines from the early prototypes or kept by the factory.
This episode explains why so many prototypes were sold to private customers, and why the latest cars have special configurations, often equipped with engine from the early days of the adventure of Campogalliano.

1997, Apr 4th :
A public auction was organized at the Campogalliano factory, to disperse all the EB110 models left, the spare parts and machine tools. Three days of public viewing were organized at the factory, for the purpose that potential buyers evaluate the different lots for sale.

- The Monaco Racing Team (MRT) of Gildo Pallanca-Pastor has bought many things: some prototypes (2 of the 3 EB110 America, the EB112 Concept, some complete cars used by the Factory, some blank chassis and engines. He also bought experimental EB112s under construction in order to finish them at the MRT structure.

- The Volkswagen group bought the Bugatti name and all associated trademarks (logo..etc).
In a second time, Volkswagen will buy more discreetly to the MRT and through Pavel Rajmis, a prototype of EB110 racing, which will be used as a mule for the future Veyron.

- 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, some prototypes and the "EB110" name and logo.
Like Volkswagen, Dauer then turned to the MRT to complete its purchases, especially in terms of engines.
- A group from the Luxembourg, that will probably give later birth to the B-Engineering entity, bought four finished EB110s, the C6 prototype and another EB110 with the engine missing (probably SS 40).

The 'Bugatti SPA' chapter is definitively closed.

Even today, the number of EB110 really produced is difficult to know... probably between 126 and 150 cars following what it is consider in the total (aluminium protos, rolling chassis, Dauer cars...etc).
If we consider only complete cars, it could give a total of 136 cars, composing as follows :

- 5 Aluminium Protos
- 11 Carbon Protos
- 84 production GT
- 5 SS Protos
- 31 production SS (without the unfinished SS39036).

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

The Dauer society was not at the auction by accident. Jochen Dauer, the boss of the company, firmly believes that the EB110 has not said its last word and the model has a potential not yet fully expressed... and commercially exploitable.
In addition to the cars purchased during the sale (the GT prototype C13 and 3 unfinished SS models (SS39024, SS39029 and an un-numbered car build on the Aerospatiale chassis N°137), a set of spare parts, 7 chassis and 15 engines are arriving into Nuremberg's Dauer workshop.
The first job of the German company is to finish the assembly of the unfinished 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 Bugatti workshop and hires former Campogalliano's technicians. A service activity is proposed for EB110 owners.

1999 :
Dauer starts a communication operation in order to announce this EB110 revival with the two first finished cars, the SS 24 and SS 29. Press pictures are realized and a shooting is organized in Paris, at the Vendôme square and in front of the Grand Palais.
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 EB110 America, 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 (chassis number still unknown) 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. The assembling hall is completely relooked and looks like a mini Bugatti factory.
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 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.
2005 :
Due to some fiscal troubles, the Dauer company ceased its activities. The Bugatti parts left are bought in 2011 by Toscana-Motors GmbH, in Germany.

The Edonis has been created by a handful of ex-Bugatti staff, headed up by Jean-Marc Borel. 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.
In 2016, a strange remastered protoype of Edonis, called Edonis Performance, is under construction in the B-Engineering workshop. The reason for this revival of the Edonis is not yet very clear.

At last, some rumors seems to indicate that a new EB110 was under construction with chassis and parts left in the B-Egineering factory. This kind of story is good for the legend....

- Johann Petit -

The Bugatti EB110 Registry