Not many cars have predicted the future as well as the EB110.
From the extent use of carbon fiber to the 4WD system, the EB110 was one of the most
advanced cars of the time.
Sadly the EB110 dream ended up soon.
But was a fun dream, is amazing to see love tho passion and the hard work that was put
behind this car.
So hello guys and welcome back to another video and here is the Story Of Bugatti EB110.
Bugatti was founded by Ettore Bugatti in 1909.
Ettore was born in September 1881 in Milano Italy, on wealthy family.
Ettore followed the technical school for try and quad cycles and was here where started
showing his talent.
In 1898 with banking from Pinetti & Stucchi, a car builder from Milano he build his first
motor vehicle the Bugatti Type 1.
The Type was a tricycle with 4 engines, two on each side of the rear axle.
In 1901, thanks to the financial support from his father, Ettore built the Type 2, which
was powered by a 3l 4-cylinder engine.
From 1902 to 1904 he worked with the Born de Dietrich, when he built the Bugatti type
3,4 and 5.
Also, around this time Ettore started building his first racing cars.
While working for the De Dietrich, Ettore meet Emile Mathias and together they founded
Mathias-Hermes.
This partnership lasted only 2 years, since in 1906 they went their separate ways.
After working for some time for Deutz, when he designed the Type and 9 and built the Type
10, Ettore finally decide to built his own cars in 1909 when he founded Automobiles E.
Bugatti in the town of Molsheim, which at the time was part of the German Empire.
With the being of the WW1, Ettore moved back to Milan.
During the war he built a 16 cylinder airplane engine, which was used by some airplanes.
After the war he returned to Molsheim, which now was part of France.
In 1924 Ettore one of his best cars, the Type 35 (racing scene with the type 35).
Powered by a 2l, straight 8 engine the Type 35 completely destroyed the competition.Starting
with the 1925 Targa Florio and continuing with the 1926 Grand Prix.
The Type 35 was just unstoppable.
Through its life the Type 35 has won over 1000 races, making it one of the best racing
cars of all time.
(probably some more clips) In 1927 came the Bugatti Type 41, or the Royal
how the car is commonly known.
The Royal was one of the most luxurious cars of the time and was built for the riches families
of Euro.
The Royal was 6.4 long and weight more than 3T and all this was powered by a 12.7l straight
8 engine.
Originally the Ettore had planned to built 25 cars, but due to the economical crisis
of the time he only built 7 Royals and sold only 3.
Ettore used some of the remaining engines to built some railcars.
Like most of the cars of the time, the Type 41 came with different bodies.
And one of these bodies, Royale Esders Roadster was designed by Ettore's son, Jean.
Jean also designed 4 of the bodies for the Type 57, the Ventoux, Stelvio, Atalante and
the Atlantic.
Sadly Jean died in 11 August 1939 while testing the Type 57 tank-bodied racer which had just
won a Le Mans race.
30-year-old Jean Bugatti was killed when he lost control of his vehicle and crashed into
a tree after hitting a cyclist, who had got onto the track through a hole in a tree fence.
Everything changed with death of Jean, and things started getting even worst with the
begging of the WW2.
After the war, Ettore wanted to create a new factory near Paris, and he also started working
on a new car, the Type 73.
But everything stopped when Ettore Bugatti died in August 21 1947.
After a long and slow decline, Bugatti ceased operation in 1952.
Roland Bugatti, Ettore's second son, tried to revive Bugatti, with the Type 251 race
car, but the car failed to perform to expectations.
In 1965 Virgil Exner designed the 1001C, which was part of "Revival Cars" project, but
nothing happened after that.
Meanwhile Bugatti continued manufacturing airplane parts, and in 1963 Hispano-Suiza
acquired them.
One idea The story of the EB110 begins in the mid 80s,
when 4 man's decided to built a new supercar.
These man's were Jean Marc Borel, which was a french financial
director and the author of some Lamborghini books.
Ferruccio Lamborghini, which was trying to return in to the supercar business after he
left Lamborghini in 1972.
The third guy was the Italian legend eng.
Paolo Stanzani.
Stanzani is one of the greatest mechanical engineers of all time.
He is responsible for the best Lambos, like the Jarama, Espada, Urraco, Countach and the
most important of the all, the Miura.
And definitely the most important guy, was Romano Artioli.
Artioli an Italian businessman from Bolzano, had made a fortune with selling cheap Suzuki's
in Italy.
He also had a number of different Ferrari's dealerships in Italy and Germany, including
here the largest Ferrari dealer in Italy at the time.
The original idea was to create a new brand, but Jean-Marc Borel proposed to revive an
old brand.
He proposed two names, Bugatti and Isotta Fraschini.
Bugatti
is chosen since Artioli was big fan of the brand.
Borel started to negotiate with the French authorities in order to gain the rights to
use the name Bugatti.
And after two years of negotiations, Artioli and Borel finally managed to reach an agreement
with Hispano.
4 months later Bugatti International SA, was founded with chairman Jean Marc Borel.
Bugatti International covered two companies Bugatti Automobili SPA and Ettore Bugatti
SRC, both controlled by Artioli.
6 months later the capital of the company was increased from 200 million lire to 2.5
billion and by June 1988 to 5 billion.
The next step was to find a place to built the factory.
Artioli really wanted to built the new car on France was Bugatti was at home.
(CLIP) But since it would be very hard to find skilled workers in France, he decided
to built the new Bugatti on the place where all supercars are made, Modena.
(Artilo Clip) In late 1987 Stanzani had managed to find a 75000m2, in Campogalliano, located
45 kilometers northwest Bologna and 8 km northwest Modena.
The constructions of the factory begins in 1988.
But the new Bugatti factory would something very special.
Artioli, hired Giampaolo Benedini, to design the factory, and he wanted something very
unique, not just a factory like all the others.
Also in 1988 begins the development for the new car.
Artioli had only one request, the car should be a proper Bugatti.
And in respect for Ettore, the next car would be named EB110 and would be introduced in
1991 for Ettore's 110th birthday.
So with this in mind Paolo Stanzani started working on the new engine.
He started developing a compact 3.5l V12, build with titanium and composite materials.
The engine had 5 valves per cylinder and was packed with four turbos.
AT the same time Stanzani was also developing the new chassis, which was a tubular aluminum
one.
The chassis was developed in collaboration with Aerospatiale, and this something worth
mentioning.
Artioli wanted to build the best supercar in the world, also he worked with some of
the best companies.
Aerospatiale for chassis, Michelin for the tires and ELF for the lubricants.
On march 16 1989 the engine came to life, and screamed for the first time.
Design The EB110 is one of the most beautiful cars
of all time, and has a timeless design.
Even today 25 years later the EB110 looks fresh, the cars hasn't aged a bit.
But in order to do this, Romano hired the best designers of the time.
And Paolo Stanzani gave them guidelines, compact dimensions, 4.10m long, the measurement for
the V12 engine and some aerodynamic specifications.
Paolo Martin was one of the designers that was contacted.
Martin had started working for Michelotti in 1960, when he designed the Triumph Spitfire.
In 1968, he started working for Bertone and one year later he started working for Pininfarina.
At Pininfarina he designed some really beautiful cars, like the Alfa Romeo 33 Roadster, Ferrari
Sigma Grand Prix, Ferrari Modulo and Lancia Montecarlo.
Later on he became the Style Center Director of Ghia.
His EB110 had a very radical design.
The 110PM had a sliding cockpit, and giant rear wing.
Giorgetto Giugiaro was also contacted.
Giugiaro, is definitely one of the greatest designers of all time.
He started working for Bertone in 1960.
There he would design the 105/115 Alfa Romeos, the beautiful ASA 1000GT, the Aston Martin
DB4 GT Bertone, the legendary Iso Grifo, Maserati 5000GT and some other cars.
Later on he started working for Ghia, when Giugiaro designed the Fiat Dino Coupe, the
beautiful, beautiful DeTomaso Mangusta, the MAserati Ghibli etc.
In 1968 Giorgetto founded his own design house, Italdesign Giugiaro.
Italdesign is responsible for some of the most beautiful cars of all time.
He designed concept cars like, Bizzarrini Manta, Maserati Boomerang, BMW Nazca, Lamborghini
Cala VW W12, Ford Mustang and many more.
But he also designed many production cars, like the Alfetta GT, Brera, BMW M1, DeLorean,
Fiat Panda, Uno, Punto, Lancia Delta, Thema, Lotus Esprit, Saab 9000, Golf MK1, Scirocco
etc.
The Bugatti of Giugiaro was the ID90.
The ID90 was a beautiful car, quite futuristic, in typical Giugiaro fashion.
But Artioli didn't liked the design since didn't represented a modern Bugatti.
The Bertone design was quite interesting for the time.
The car was designed by head designer of the time, Marc Deschamps.
But again Artioli didn't like the design.
Apparently Bertone used the same design for the Lotus Emotion.
Giugiaro did a similar thing since the BMW Nazca was very similar with the ID90.
And of course Marcello Gandini was contacted.
Gandini is probably the greatest designer of all time, at least for supercars.
Gandini originally applied to work for Bertone in 1963.
But Giugiaro which back than was head designer turned down his application.
He started working for Bertone only after 2 years, when Giugiaro had left.
There he would design such cars as the Lancia Stratos and Stratos Zero, the second and fourth
gen Maserati Quattroporte, the Renault 5 Turbo, Lamborghini Jarama, Espada, Urraco, Miura,
Countach and some Lamborghini concepts like the Bravo and Marzal.
He also designed the original Diablo prototype, which later on became the Cizeta V16.
Some other car are the Fiat X1/9, Citroen BX and my favorite Alfa Romeo of all time
the Montreal.
His EB110 design wasn't the best and looked a little bit dated for the time., But his
design won.
Something that might have helped Gandini, was the friendship with Stanzani and Lamborghini.
By late 1989 a wooden model of the Gandini design was built, by DMD80, a small company
located in Vienna, and was founded by a group of ex Bertone employs.
Later this model was shipped to Golden Car in Caramngo, where the aluminum panels were
done.
On October 30, 1989 the first aerodynamic test was done at the Pininfarina's wind tunnel.
By the early 90s the first prototypes had started being built.
Carbon Fiber Industries delivered 7 aluminum chassis and 5 were bodied by Golden Car, the
A1 in silver, A2 dark blue, A3 metallic middle blue, A4 Bugatti Blu and A5 metallic royal
blue.
More test were done at the Pininfarinas wind tunnel with the A1 prototype, and on August
23, 1990 the car was returned in Campogalliano were the first test run was done around the
track of the factory.
Some days later another test run was done in France at the Michelin Ladoux track.
Around this time one of the biggest changes happened.
After a disagreement with Romano Artioli, Paolo Stanzani left the project.
Artioli brought another Italian legend, Nicola Materazzi.
Materazzi is the father of some of the best supercars of all time.
Originally he started working for Lancia, when he worked for the development of the
Lancia Stratos.
After working for some years with different F2 and F1 cars, he became head of the technical
department of the racing division of Ferrari.
When he developed some of the best Ferrari's of all time, such as the 288 GTO and 288 GTO
Evoluzione, Testarossa and the F40.
He definitely left a mark on the Ferrari history, since he was the guy that proposed the idea
for the use of turbos.
Together with Materazzi came Pavel Rajmis, an ex Audi engineer, who had worked with the
development of the Quattro system.
On September 15, 1990, for the 109th birthday of Ettore, the new Bugatti factory was inaugurated.
A big event was held, when 77 classic Bugatti's traveled from Molsheim to Campogalliano.
Among these classic beauties a Type 57 carried a flame as symbolic link between the past
and the future.
The new factory was just beautiful, like nothing else before, and even now.
La Fabrica Blu looked more like a museum or art gallery and not like a factory.
The factory had a large production room, a cafeteria, several engine test rooms, an administrative
building, a test track and a small building to house the customers to take delivery of
their car directly at the factory.
Artioli announced that the new car would be ready after exactly after one year for the
110th birthday and would come with an all new carbon fiber chassis.
Development continued through late 1990 and early 1991.
Different tests were done in different race tracks all over Euro.
One of the problems that the test drivers had with these prototypes was the power distribution.
Originally was 40 to the front and 60 to the rear.
But Materazzi and Vittecoq figured out that 28% to 72% would be a better configuration.
In the end was 27 to the front and 83 to the rear.
(Materazzi Clip) Meanwhile, homologation procedures were launched
and a new chassis number identifications was applied to the prototypes, and the A2 prototype
became the first Bugatti of the modern era white the chassis number 001.
While the development was going, there still was a big problem.
Artioli didn't liked the design of the car.
He said that the car was to Lamborghini.
Gandini dint liked this and so he also decides to leave
the project.
Gianpalo Benedini, the architect of the factory, took over of the design.
A smother and more modern line is approached and the pop up headlights were removed.
Also, the new design featured the iconic Bugatti grill, something that Artioli had wanted from
the beginning.
Several clay models were built and were tested at the Pininfarinas wind tunnel.
Some of these prototypes had rear arch covers something that was also inspired from the
old Bugattis.
But even thought this pieces looks like was removable, never made it to production.
The Launch After a lot of hard work the car was finally
ready for the Ettore Bugattis 110th birthday.
In September 14th 1991 one day before the launch, a special event was held at the Centre
International de L'automobile when special guest could see two of the Gandini prototypes.
The new car was unveiled at the La Defense square under the Grande Arche where several
classic Bugattis were a forming the horse in front of the Arch and the EB110 was standing
in the center under a blue sheet.
After Artiolis speech in of 5000 guests, Artiolis wife and French actor Alain Delon lift the
veil to finally reveal the new car.
Later Vittecoq and Delon drove the car from the La Défense square to the Place de la
Concorde, escorted by the A2 and A4 prototypes.
If this wasn't enough, a special dinner was organized at the Palace of Versailles, where
1800 guests were invited.
During the night the cars were sent in Molsheim, for a public exhibition.
The Bugatti was back.
The
pompous presentation was a hit, and everyone loved the new car.
Even though the car looked pretty good at this stage, Artioli still wasn't happy.
He contacted, American designer Tom Tjaarda to make some designs for the EB110.
Tjaarda is the designer of the Fiat 124, Ferrari 365 GT California, DeTomaso Pantera and many
more.
But Artioli again wasn't happy with his designs.
SO he decided to with the Benedis design.
They prototype of the EB110 named C6 became a press car and many journalist tested the
car.
Critics were very positive and the first customers started coming.
In order to make the car ready for homologation, Bugatti built 10 cars, named C7 to C16.
Even though the C6 looks basically the same with the production EB110, there were a lot
of details that separated them from each other.
And basically all the prototypes were milestones that lead to the final road car.
From the side mirrors to the rear diffuser and the electronic wing a lot of things were
changed.
On January 1992 the C7 and C12 prototypes were sent in Sweden for more testing.
SuperSport While the EB110 GT was still under development,
Bugatti started working on another version of it.
A lighter and more powerful version which became the SuperSport or SS.
The work started on converting one of the GT prototypes, the C9 into a SS.
The body received some changes, like a rounder nose, something that later was also applied
for the GT, a new spoiler and the rear side windows were replaced by a flat plate with
9 holes, a design choice that would become the symbol of EB110.
The interior also received some changes, the wood panel was replaced by a carbon fiber
one and the seats were replaced by bucket seats, something that gave the car a more
sporty look.
The SuperSport was unveiled on March 15th 1992 at the Geneva Motor Show.
Bugatti announced that the EB110SS weighted 1418 kg, 200 kg lighter than the GT and engine
produced 600hp where the GT produced 550hp.
On May 24th Bugatti set their first record.
3 prototypes, the A5, C7 and C8 were sent at the Nardo Ring.
The C7 used for the runs and was driven by Vittecoq.
The EB110 set some amazing results.
Acceleration time 3,4s, 400m run 11,4s 100m run 20,7s and reached a top speed of 342 kmh.
And so the EB110 became the fastest car in the world.
The interesting thing is that these still are amazing numbers, even today and let alone
back than.
On September 16th 1992, the EB110 was finally homologated for the road after the crash tests
were done.
So the car was ready for production and the first orders started coming in Campogalliano.
On December 1st 1992 the first EB110, chassis number GT39018 was delivered to its owner,
a Swiss car collector Franz Wassmer, who still owns the car even today.
At the 1993 Geneva Motor Show, presented another car, the EB112, a four door coupe, the first
of its kind.
The EB112 was powered by a 6l v12 with 460hp.
Like the EB110 the 112 was way ahead of its time.
The car was planned to enter production in 1996 but never made it.
But I'm going to talk more about the EB112 on the next video.
Bugatti engineers continued developing the SuperSport, in order to make it ready for
homologation.
Beside the C9 Bugatti developed three more SS prototypes, chassis number SS39005, 005
and 006.
Bugatti had to start from the 004, since Royal family of Brunei had ordered the first 3 numbers.
On May 1993, two SuperSports, the C9 and the 004 were sent at the Nardo Ring in order to
set another record.
Vittecoq was aging behind the wheel.
Acceleration time was at 3.2s, 400m in 10.9s 100m in 19.6s and the top speed at 351 kmh.
On February 4th 1993 the EB110 was presented in UK, were Artioli again organized a special
ceremony.
On April 3rd 1993 the EB110 was presented in Japan where an even more special ceremony
was held.
On August 27th 1993 Artioli acquire Lotus from GM for 30£ million.
This was a very big step for Artioli and a move that really changed the history of lotus
and Bugatti.
By late 1993 the distribution network was set up.
The Aston Martin dealer of Paris for France, The Garage de L'Athene and Carugati for
Switzerland, Autokoenig for Germany, Autospeak for Italy, Hr Owen for UK and the famous Nicole
Racing for Japan.
On October 1993 the EB110 SS was still under development and one of the prototypes was
shown at the Frankfurt Motor Show.
The power was increased to 611hp @8250rpm and 480lbft @4200rpm.
By 1994 the order were pulling over even though lower than estimated.
Meanwhile, the first SS order started arriving, and a lot of work was done to homologated
the car for the American market.
On march 1994, Bugatti had again a stand at the Geneva Motor Show, and this time they
were showing their range of colors.
10 different colors were available, Blu Bugatti, Blu Scuro, Monaco Bianco, Giallo Bugatti,
Rosso Scuro, Grigio Scuro, Grigio Metallizzato,Grigio Chiaro, Nero Metallizzato and my favorite
Verde Scuro.
But if you had enough money you could get the car in any colors you wanted, like the
Royal Family of Brunei.
Another car that was presented at the 1994 Geneva Motor Show was a modified EB110.
Rinspeed presented the Cyan, which had a more aerodynamic body kit with a completely new
front and a giant rear wing.
Also, the car had received a new exhaust system and some interior changes.
April 28th would a big day for Bugatti, since probably their greatest customer came to receive
his car.
Michael Schumacher ordered a EB110 after testing a F40, XJ220, Diablo, 911 Turbo and a EB110
GT for the German magazine Auto Bid.
This was a big deal for Bugatti, since they couldn't get better publicity than Schumacher
buying their car.
During May 1994, the first crash test for the American market was performed.
On July 15th 1994 Artioli organized one of the largest Bugattis meetings.
Around 115 Bugattis for 5 days toured through Italy.
1994 also would see the return of Bugatti in to the racing circuit.
Michelle Hommel decided to prepare a EB110 for the 24h Of Le Mans.
The aluminum panels of the SuperSport were replaced with carbon fiber in order to reduce
the weight.
The three drivers were, Alain Cudini an ex Group C driver, Eric Helary the winner of
the 1993 LeMans and the Formula 1 driver Jean Chritophe Baullin.
With a lap time 4'16:940", the team qualified at a respectable 17th overall and 5th in class.
But the race day on the other side was terrible.
One hour before the start of the race, the team discovered a massive leak in the fuel
tank.
With no chance of replacing the tank, a tube of sealant was hastily thrown at the tank
to seal the gap.
Because the Sealant had no time to dry the car had to run the first laps on half tank
of fuel and after a few stops the problem was finally solved.
This allowed the car to pick up speed and make up some places.
The team was hoping for a GT1 podium, which would had been amazing for their return.
But… this wasn't meant to happened.
All turbos started having problems and the team had to replace them all.
And if this wasn't enough also one of the replacement broke.
The team now only wanted to finish the race.
But only one hour before the end, and after 23o laps the car left in to the barriers of
the Muslanne straight after a tire failure.
On July 1994 a special Bugatti was sent to the Nardo ring.
This EB110 was running on methane gas.
On July 3rd, Loris Bicochi set a new World Record with a maximum top speed of 344.7kmh.
But on the other side thing weren't going so good back in Campogalliano.
Artioli received most of his money from the Suzuki sales, but during 1993, the price of
Yen went up, and so did the price of cars and so the sales dropped.
Suzuki took advantage of this, and so they took over the distribution network.
Bugatti was still unprofitable.
So a lot of work was done to make the car ready for the other markets, since the European
market wasn't performing that well.
At the 1994 Birmingham Motor Show, Bugatti unveiled their first RHD EB110.
Later that year the EB110 America was finally ready.
The car was presented for the first time in America during Concorso Italiano when the
EB110 won the price for the people choice.
Early 1995 the car was presented at the Chicago Motor Show.
Meanwhile, Artioli was working with some Lotus dealers to set up a solid distribution network.
Some of the proposed cities were Los Angeles, West Palm Beach, Chicago, Detroit, New York
City, San Antonio and Philadelphia.
On decembre 1994 one EB110 was sent in Saudi Arabia for some test on desert and high temperatures
But things were getting even worst in Campogalliano.
Artioli was trying to sell Lotus, but the offers were too low.
On the other side more than 20 suppliers were asking for the bankruptcy of Bugatti due to
payment failure.
Meanwhile, the EB110 was still breaking records.
The Monaco Racing Team sent a EB110 in Finland to where Gildo Pastor reached a top speed
of 296,34 kmh at the frozen sea of Oulu.
On March all the recorde braking EB110s, the SS, the Green Gas and the EB110 America were
shown at the Geneva Motor Show.
The Monaco Racing Team papered another EB110 for the North American WSC Gt races, nut with
no success.
Things were getting even worst back in Campogalliano.
By august 1995 the production had stopped.
One month later on September 23 Bugatti Automobili SPA declared bankruptcy with a debt of over
124 million $. The factory close and 220 Bugatti employees were laid off.
But there was still hope, especially after Artioli sold Lotus to Proton.
But on February 1996 the bankruptcy was definitive.
A special entry was created which was called Bugatti Fallimento, in order to liquidate
the company assets.
On April 4th 1997 a public auction was organized in Campogalliano to sell all the EB110s left,
the spare parts and the tools VW Group bought the Bugatti name for an estimated
50 million $. They also bought a special prototype, chassis number 24.
The Monaco Racing Team bought many things.
2 of the 3 EB110 America, the EB112 prototype, some complete cars, some chassis and engines
and also an unfinished EB112.
Dauer Racing Gmbh bought some unfinished cars and prototypes, different parts and the EB110
name and logo.
They presented their first EB110 in 1999.
Later they presented the Dauer EB110s which had received different modifications which
raised the power to 700hp.
Also, the car had received different interior upgrades.
Dauer stopped production in 2005 when they went bankrupt.
And so this was the story of Bugatti EB110.
A true amazing a story of passion and hard work.
Only 139 EB110 were built, making the EB110 an extremely rare car.
Even though the EB110 is a very rare and also a great car, they only now have started getting
up in value, since only now you can import them in America.
But 4-5 years ago this cars were a bargain, especially for a car of this category.
Most of them are still in Euro, and good portion in Japan.
And Japanese ones are some of the most beautiful ones.
Another quite interesting EB110, is the Brabus EB110.
The car had received a new blue interior and a set of exhaust, nothing crazy.
Now is hard to say why Bugatti failed, because there are 1000 reasons for that.
Artioli blames
the competition.
Materazzi blames Artioli.
And Stanzai But you can add the economical crisis of the
90s which killed all the supercars of the early 90s.
The name probably was another reason, since Bugatti was a name that most of the peoples
had forgotten by then.
The Lotus purchase was another reason.
Some people say the factory, since a lot of money were spent to built it.
But I can't imagine the EB110 with that factory.
Talking about the factory.
You can visit it anytime you want.
Ezio Pavesi has maintained the factory for 20 years.
That factory is the place that I want to visit the most, hopefully one day I would visit.
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