Our spy photographers caught the upcoming Porsche 911 Sport Classic out for a new testing session on the public roads of Germany. As you can see the car is missing most of the camouflage which means the testing sessions are pretty much done, and all that is left is mostly fine tuning.
The prototype follows the design lines of the 911 models, but there will be a few distinctive features. First one is of course that little ducktail at the back – a signature of the Sport Classic models. The 911 Sport Classic will also feature a double bubble roof and the lines of the special hood will match perfectly the lines of the roof.
The only camouflage we can see on this prototype is some tape around the sides of the ducktail spoiler and in the middle of the rear light arrangement.
As for the engine, rumors suggest the 911 Sport Classic will get the same engine as the 911 GTS: a 3.0-liter twin-turbo flat-six that delivers 480 horsepower
and 420 pound-feet of torque.
Rumors suggest Porsche will only build 2,000 units of the 911 Sport Classic.
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His post says: “Ooh what is this for??? I could not possibly say… look out 2022.” Which means of course that the new SLR McLaren will make its world debut sometime next year.
For the moment we have very limited information on the new SLR McLaren, but rumors suggest it will be called HDK – High Downforce Kit. Previous rumors suggested Mercedes will build a total of 12 units, but Khoshbin’s post suggest his car will be a “one-off.” So, it is very possible that all those 12 units will be tailored to each customer’s personal taste.
The scale model posted by Khoshbin reveals an aggressive look, with a vented hood, a massive rear wing, a large rear diffuser, bulkier side skirts, and a single-exit exhaust pipe on each side. In fact it looks quite a lot with the SLR 722 GT – the car on which rumors suggest it will be based on. If so, expect the SLR HDK to deliver more than 617 horsepower – the power of the SLR 722 GT.
One thing is for sure, all 12 units were spoken for, so there is no hope you could get one.
Delays and More Delays – the AMG One Has Felt Like A Lost Cause
Six months after announcing the Project One’s goal of decimating the Nürburgring and every car that’s ever ventured onto it, it finally received a name. The Project one simply became the AMG One. But, here comes the trouble because a month after that, the AMG One was delayed until 2020. This delay stemed from AMG’s inability to adapt that F1 engine for road use while still complying with WLTP standards. Reportedly, there was also an issue with keeping the engine’s idle speed, which is some 5,000 rpm in race spec at a respectable – and smooth – 1,200 rpm.
As time went on, Mercedes and AMG released bits of information to keep the public interested, and by September 2019, we finally got to hear the AMG One in action. It actually sounded a lot like a spaceship. Suddenly, a month later,
the AMG One was delayed until 2021, something that was supposedly necessary for the same reasons as before – cost of development and difficulty making an F1 engine road worthy. Well, guess what? We’re now in the fourth-quarter of 2021 and we still don’t see the AMG One in production.
Mercedes and AMG didn’t give up, though, as a new report from Autocar claims that the AMG One will actually entry production in 2022, some five years after we first laid eyes on the official concept. As of now, nothing else has changed. Mercedes-AMG will still build just 275 examples, each and every one of which has already been sold for some €2.27 million – about $2.6 million at current exchange rates. The One should still deliver as much as 1,200 horsepower, offer up to as much as 16 miles of all-electric range, and should top out at around 218 mph, 124 mph of which will come in just six seconds from a dead stop.
At this point, we’re really curious to see if the One really does enter production in 2022 and, when it does, if it’ll be able to match the specs from the concept that I’ve listed above. And, just how long will it take to build all 275 units? I sure wouldn’t want to be at the bottom of that list.
Mercedes-AMG one specifications
Powertrain
1.6-liter twin-turbocharged V-6 + three F1 electric motors
What type of changes will be offered for the Aston Martin DB6?
Weight distribution and chassis are being attentively inspected
The restoration process starts with a very detailed inspection of the car. The most important step will be to understand the original weight distribution so that Lunaz will further know how to adapt the chassis setup, powertrain packaging, and suspension. The process continues with the removal of the internal combustion engine and associated systems.
Next, the chassis is being prepared for re-engineering and electrification. The powertrain has been developed entirely in-house and features the very highest standard European-sourced Tier 1 OEM battery cells and motors. The battery pack ranges from 80 to 120 kWh and offers a range of 255 miles.
The internal combustion engine and associated systems are being removed
Picking the materials for the exterior and the interior is also a very meticulous process. The color palettes are explored and visualized using both 2D sketch work and advanced 3D modelling. Customers can choose between traditional materials and more contemporary ones that will provide an interior free from animal-derived materials.
For example, customers can get carpets which are woven from fishing nets recovered from the sea.
There will be a huge selection of colors and materials, so every customer will have the exact DB6 of their dreams.
The company is already taking orders, but the first cars will be delivered in the first quarter of 2023
Lunaz is taking orders for the remastered DB6, but the first deliveries will be made in the third quarter of 2023. We have no word on the exact prices, but the first details suggest it will exceed $1million + local taxes. Lunaz is also accepting DB4 and DB5 to be transformed, but prices for these two models will be announced at a later date.
This Might Look Like A Production Porsche 959 At A Glance, But It Definitely Is Not
I wouldn’t criticize you if you tried to say this was a normal Porsche 959, as the body does look pretty similar to the production car. However, this isn’t the case. In fact, as if being one the few surviving examples of just 12 prototypes built didn’t make this car rare enough, it’s also one of the few that were finished in Ruby Red. The car was apparently designed specifically for electric system testing and hot weather testing on the U.S. West Coast and in Europe.
Still need proof that this is an authentic prototype, well that proof comes on the inside. Throughout the testing phase, several different interior layouts were installed, including one with different seats. You can find extra and disconnected electric wiring under the passenger seat along with hard mounts for the electronic testing equipment next to the rear seats. The car is also lacking power steering, ride-height control, a passenger-side mirror, alarm, windshield washer, and the fuel filler cap among other things.
Porsche 959 specifications
Engine
2849 cc Bi-turbocharged flat-6
Bore x stroke
95.0 x 67.0 mm
Compression ratio
8.3:1
Horsepower (DIN)
444 HP @ 6,500 RPM
Torque
370 LB-FT @ 5,500 RPM
Fuel delivery
elect. port injection
Transmission
6-speed manual
0-60 mph
3.7 seconds
Top Speed
197 mph
This 959 Prototype’s History Is Interesting
How much do you think the asking price is?
Swipe up to learn more about it, see the full gallery, and find a link to the sale listing!
After the Porsche 969 hit the production lines, Porsche destroyed most of the other prototypes that were built alongside this one. This car, however, was imported into the U.S. in the latter half of the 1980s and was displayed like a trophy at the HQ of Vasek Polak – a Porsche importer and dealer. Sometime after that, it was shipped off to Japan for demonstrational activities before being sold to Belgium and later the United Kingdom. The car eventually made it back to its homeland of Germany, where it’s currently on sale. According to the listing, it has just 26,520 km (16,478 miles) on the odometer, but the asking price is a mystery. If you’re interested in owning a very rare care, you’ll have to contract the owner through Mechatronik to find out how much you’ll have to shell out.
The Yamaha OX99-11 may have been conceived in 1992, but it all started in 1989 when Yamaha started competing in Formula One as an engine supplier. It’s then that the idea of a money-no-object Yamaha supercar came to be. Moreover, the car needed to be based on actual F1 technology, even though Yamaha was doing poorly in motorsports.
Named after its engine
In 1991, Yamaha developed a Formula One engine called the OX99. It was a 3.5-liter, 72-degree, 60-valve, V-12 unit capable of around 560 horsepower and well over 10,000 RPM in race trim.
For the road-going Yamaha OX99, the engine developed 400 horsepower (298 kilowatts) at 10,000 RPM and 210 pound-feet (285 Nm). This allowed the 2,535-pound (1,150 kg) V-12 Yamaha to sprint from 0 to 60 mph (97 km/h) in just 3.2 seconds and get up to 217 mph (350 km/h). The V-12 engine was paired with a six-speed manual transmission.
Fun fact: some people believed that the V-12 had something in common with the one used in the Bugatti EB110, as it had similar displacement and the same V-12 layout. The difference of course was that while the Yamaha unit was normally aspirated, the one used by Bugatti had a quad-turbo setup. Of course, the two engines didn’t share a single component. Essentially, it was a road car, powered by a Formula One-derived engine, similar to what they did with the Ferrari F50 and, more recently, the Mercedes AMG One. The difference is that Yamaha’s V-12 was much more restricted in its road-going form.
Yamaha wasn’t pleased with the initial design
Yamaha first approached a German company to design the body. However, the end result was deemed to be too mainstream, as it looked like most other supercars of that era. Yamaha’s subsidiary – Ypsilon Technology – then contracted IAD (International Automotive Design) for the task. The car ended up with an aluminum body, designed by Takuya Yura. The whole car was underpinned by a carbon-fiber chassis. The suspension was double-wishbone all around. The Yamaha OX99-11 featured a staggered set of tires, which were 245/40R17 front and 315/35R17 rear.
It had two tandem seats
Yes, the Yamaha 0X99-11 was a two-seater, but not in the traditional sense.
Yamaha wanted a two-seater but also wanted something closer to home (they normally make motorcycles), so a second seat was added just behind the driver.
The tandem arrangement was one of the reasons why the Yamaha OX99-11 looked like a hybrid between a Formula One car and a Group C racer. This also allowed the mid-engine Yamaha to retain a central driving position, just like the McLaren F1.
The OX99-11 did not have doors
At least not in the traditional sense. Because of the tandem seating arrangement, the car featured a canopy. The whole thing was glass, just like in a jet-fighter. To gain access to the interior, you have to open it from the left side.
The final product was rushed
This was mostly due to disagreements between IAD and Yamaha in regard to the development budget, which happened sometime in late 1991. This resulted in Yamaha transferring the entire project to its subsidiary, Ypsilon Technologies. Yamaha gave them six months to sort things out with the project, otherwise, it would be terminated.
Very few ended up being made
The Yamaha OX99-11 eventually took final form, in 1992. However, only three units were produced.
In terms of specifications, the cars were completely identical, only differing in the exterior finish. One was bright red, another was black, and the third was dark green. That said, because the project was rushed, even those three were technically functional prototype vehicles. At least two of the three cars are believed to have been bought by collectors and have exchanged hands a couple of times, while one of them could still be in Yamaha’s possession.
Yamaha wanted to put a steep price tag on it
The Yamaha OX99-11 reportedly had an expected price of around $800,000, which in 2021 equates to over $1.53 million – an enormous amount of money, considering the manufacturer lacks a previous history of making supercars. To put things in perspective, back in those days, the McLaren F1 cost $815,000. Not to mention the much more affordable (in comparison) $350,000 Bugatti EB110 or the $239,000 Lamborghini Diablo – all of which great supercars with heritage.
Moreover, a mid-engine V-12 Yamaha supercar would never have had the same recognition as, let’s say Lamborghini, Bugatti, or McLaren. Strangely enough, it would probably make it today, as many startup manufacturers are giving established ones a run for their money.
In the end, the Yamaha OX99-11 had a bad timing
The Yamaha OX99-11 was a product of the early 1990s. At that time, Japan’s economy was in a deep recession. Corporate investments dropped by a whopping 22 percent, so people weren’t exactly in a rush to get their hands on an exclusive, six-figure, V-12 supercar, especially from a manufacturer that doesn’t have much experience in making such. The project was delayed until 1994 before Yamaha pulled the plug on it.
That said, the Yamaha OX99-11 would have succeeded in our time, as nowadays, it is much more acceptable for companies to branch out into making exclusive vehicles. Moreover, Yamaha has proven itself by designing capable and great-sounding performance engines for various carmakers. In addition, the OX99-11’s minimalistic, yet uncompromising approach to performance could have spelled big trouble for modern-day supercars. With that being said, the OX99-11 would make much more sense now than it did back then. Sadly, we may never know.
The Rimac Nevera On The Road, Doing Illegal Things
First off, what the driver of the Nevera is doing in this video is actually illegal as he’s seen hitting speeds of up to 232 km/h or about 144 mph on a two-way, dual-lane road new Dubrovnik, Croatia. According to information in the video title, at his max speed, the driver is doing some 142 km/h or 88 mph over the speed limit. On the plus side, and despite the fact that the road seems fairly thin, traffic at the time the video was recorded wasn’t all that dense so the only real danger was for the driver and passenger. So what happens when you do 232 km/h in a 90 km/h zone? Well, we’re not sure, but we promise it’s probably not good. In most countries across Europe and even in the United States, that kind of speed is enough for the police to invite you to hand over your license for a while – a fate that probably doesn’t work out to well for a guy that works for an automobile manufacturer of any caliber.
Following the release of the video, Rimac found and CEO, Mate Rimac, issued a public apology for the 41-year-old driver’s actions and included a bit about how the driver himself called the police to report his on-road crime.
“Our attitude is clear: we inform all customers, guests, and employees that driving is happening on public roads and that they must follow the law. The driver from the video called the police himself. The police came and conducted an interview and will be punished as anyone else would be punished in this situation. For other rides, we will be better careful and supervising. I apologize for the inconvenience.”
With that in mind, I can’t help but wonder how that conversation went down the after the video made its rounds and into the view of anyone at Rimac. Did Mate Rimac put on his gangster shades and direct the driver to report his actions to the police or were things more laid back with a few “what the *** were you thinking” moments in the middle. I suppose we’ll never know, but according to Croatian newspaper Index.hr, the driver is facing some kind of chargers for excessive speed on D8 in Ratac. I doubt we’ll here more about it, but it goes to show how easily people can be tempted to enjoy extreme power when we have it on tap. In honesty, I probably would have done the same, but I wouldn’t have let my buddy record it and post it online. But, as they say, you live and you learn, right?
The Rimac Nevera Serves As a Reminder That Future Car Tuning Will Happen Via Software Updates
ALD founder and Creative Director Teddy Santis is fulfilling a dream with the olive-coloured 911 SC: a very personal 911 based on his family’s roots and values. “The vision for this project was always to portray the Super Carrera with a completely different type of intimacy than the 964 but in a way that would feel equally impactful,” says Teddy Santis. “The design of the vehicle and the creative direction for the project both come from my childhood on the Greek islands and the unique beauty of things that get better with age and wear in that environment.”
Unique handcrafted combinations
Like the Carrera 4, the 911 SC demonstrates his pure passion for the brand and loving attention to detail. For the exterior, he chose the classic Porsche colour Olive. Auxiliary lights on the bonnet, Fuchs wheels and a roof rack also make the historic 911 the perfect everyday companion. These features mean that the 911 SC is equipped for driving on roads that might be rather less than perfect.
Inside the car, Santis combined materials and colours in a unique way. Persian carpets are used as floor mats, for example. The fashion designer also integrated these into the doors. The original Recaro seats were painstakingly restored by the supplier itself. All the materials – from the leather to bouclé – were processed by hand.
“Working in partnership with Porsche is always a deeply humbling experience and a privilege, but this project specifically left me with a deeper appreciation for the company, its core values, and the amazing people that work there,” says Teddy Santis. “It is a testament to the dedication, resourcefulness, and vision of the Porsche team that our relationship became tighter during the coronavirus crisis when all our plans were being thrown into chaos and we needed to adapt. More so than ever, the realization of this project is as much about teamwork and collective belief as it is about the shared vision of the two brands.”
“Just like the first vehicle that we created as part of our partnership, the 911 SC is a characteristic interpretation of the 911 idea,” says Robert Ader, Vice President Marketing (CMO) at Porsche AG. “I am delighted that we are not just able to show Porsche fans a fantastic project at the interface between sports cars and fashion, but also that we were able to help Teddy Santis to make his dream come true.”
Premiere of the restored 911 SC in New York City
The restored vehicle will premiere in New York City from 21 to 23 May: customers and fans of both brands will be able to admire the 911 SC in the heart of Manhattan, at the brand’s NYC flagship. At the same time, Aimé Leon Dore will launch a capsule collection using materials and patterns from the redesigned car. The collaboration with Teddy Santis is another example of an authentic partnership between Porsche and a brand enthusiast, who has been able to realise a long-held dream thanks to the sports cars from Zuffenhausen.
Stylistically, the Bugatti EB 110 focuses primarily on broad, flat surfaces, with the horizontal dimension emphasized thanks to drawn-out lines front to back.
Stylistically, the Bugatti EB 110 focuses primarily on broad, flat surfaces, with the horizontal dimension emphasized thanks to drawn-out lines front to back. The nose is a speed-wedge type of look, with large dividing slots placed in the central intake, plus the requisite arched center intake shape front and center. Smaller side intakes stretch up and out through outlets near the corners of the headlight housings, while the headlights themselves use square-shaped housings.
Moving to the flanks, we find a roofline that angles at a crisp point just above the windshield, leading back into a long tail and sculpted rear. Circular intakes are placed just behind the windshield. The lower side sills are straight indentations that bring the car closer to the ground visually, while the shoulder character line connects the fenders in a single, unbroken line.
In the rear, the EB 110 looks particularly horizontal, with rounded, yet stretched taillight housings, wide lower vents and diffuser, and of course, a big rear wing. Several smaller vents make up the center insert between the two taillight housings. Looking just ahead of the wing, we find a large glass engine cover showing off the impressive V-12.
Speed-Sensitive Rear Wing
One of the more interesting features is the active aero, with that sizable rear wing either rising or falling for either more downforce or less drag, as needed.
One of the more interesting features is the active aero, with that sizable rear wing either rising or falling for either more downforce or less drag, as needed. The feature is speed-sensitive, although drivers can alternatively choose to manually raise the wing by using a switch in the cabin. The stock wheels are from BBS, and use a seven-spoke design and race-inspired center lock, as well as an alloy construction.
Placed next to the Bugatti Veyron, there are some clear design similarities, with the older EB 110 taking a more squared-off approach, while the Veyron is more rounded.
Dimensionally speaking, the EB 110 is also quite a bit smaller than its successor. Check out what we mean below.
Exterior dimensions:
Interior
Scissor doors
Tight cabin
Luxury features
Lots of carbon fiber trim
These are the kinds of characteristics you’d want from a super sports car. Unleash the performance potential, and you don’t wanna be flopping around everywhere
The first things you’ll notice as you climb into the Bugatti EB 110 are the doors. Aiding ingress and egress are scissor hinges, a classic Gandini design characteristic you’ll find elsewhere in his work, including the Alfa Romeo 33 Carabo prototype and Lamborghini Countach.
Once settled into the cockpit, the next thing you’ll notice is the somewhat tight cabin compartment, with form-hugging bucket seats and a low seating position. Of course, these are the kinds of characteristics you’d want from a super sports car. Unleash the performance potential, and you don’t wanna be flopping around everywhere.
That said, the EB 110 was also known for being surprisingly useable and compliant when driven around town, particularly when considering its hyper-powered supercar pedigree. The cabin comes equipped with nice features such as hide upholstery and wood trim, all of which is very much in line with Bugatti’s luxury past.
Behind the three-spoke steering wheel is a set of analog gauges, with a center-mounted tachometer and a speedometer on the right. Controls for the climate control and stereo occupy the center console, while leather covers just about every other surface not finished in either wood or carbon fiber.
Drivetrain
3.5-liter V-12
Four turbochargers
High-performance AWD grip
Supersport variant makes over 600 horsepower
Top speed of 216 mph
Fully unleashed, the Bugatti EB 110 produces as much as 550 horsepower at 8,000 rpm, while peak twist is rated at 450 pound-feet at 3,750 rpm
Take a peek behind that glass engine cover and you’ll get a glimpse of the mid-mounted V-12 engine, complete with carbon fiber elements and brightly colored details. Displacement comes to 3.5 liters (3,499 cc’s), with an 81 mm bore and 56.6 mm stroke. The cylinders are set at the usual 60 degrees, while multipoint electronic fuel injection, 12 individual throttle bodies, and no less than 60 valves (that’s 5 valves per cylinder, for those of you keeping track) keep the good stuff flowing in just the right proportions.
The compression ratio comes to 7.5:1, while lightweight titanium connecting rods add extra rev happiness. Boosting the extra go is no less four turbochargers, similar to the Veyron’s quad-turbo set-up. The turbos come from IHI, and produce a maximum of 1.05 bar (15 psi) of added pressure.
Fully unleashed, the Bugatti EB 110 produces as much as 550 horsepower at 8,000 rpm, while peak twist is rated at 450 pound-feet at 3,750 rpm. What’s more, redline is set at 8,200 rpm, which is rather impressive for the application.
Routing the power to the ground is a high-performance viscous-coupling AWD system. The system is primarily rear-biased, with 27 percent of the torque sent to the front and 73 percent of the torque sent to the rear, all of which helps to keep the car balanced without too much of the usual AWD understeer. A six-speed manual transmission swaps the cogs. Interestingly, Bugatti actually mounted the gearbox ahead of the engine, allowing for a more balanced weight distribution.
The EB 110 can hit 60 mph in the mid-3-second range, while top speed clocks in at around 213 mph. The standing kilometer is accomplished in about 20 seconds.
As you might expect, several prominent outlets tested the car’s acceleration and speed claims. The general consensus is that the EB 110 can hit 60 mph in the mid-3-second range, while top speed clocks in at around 213 mph. The standing kilometer is accomplished in about 20 seconds.
The follow-up to the standard EB 110 was the SS “Supersport” edition. Upgrades included a reprogrammed ECU, more boost, bigger injectors, and a free-flowing exhaust system, all of which contributed to a substantial increase in power. Peak output got an increase to 604 horses at 8,250 rpm, an increase of 54 horses.
Impressive no doubt, but complementing the extra motivation was a decrease in curb weight. The net result was a whole lot more go, both in terms of acceleration and top speed. The 0-to-60 mph benchmark drops to the low-3-second range, while top speed increases to 216 mph. Meanwhile, the quarter mile is completed in the low 12-second range at around 120 mph.
V-12 Engine
The follow-up to the standard EB 110 was the SS “Supersport” edition. Upgrades boost peak output considerably, up to 604 horses at 8,250 rpm, an increase of 54 horses
And that’s mighty fast, even measured by today’s standards of what a modern supercar should be. What’s more, the EB 110 was still surprisingly civil on the road. The powerband provided enough low-end torque to adequately maneuver through traffic, while fuel returns looked as good as 20 mpg. Not bad compared to the Veyron’s 15 mpg on the highway and 7 mpg in the city.
Chassis And Handling
Carbon fiber chassis
Supersport weighs just 3,100 pounds
All-Wheel Drive
Curb weight for the EB 110 comes to 3,571 pounds, nearly 600 pounds less than the ground-pounding, 4,162-pound Bugatti Veyron.
Under the skin of the Bugatti EB 110, you’ll find a carbon fiber chassis. Responsible for its production was Aerospatiale, a French-owned aerospace manufacturer that makes aircraft, rockets, and satellites for both civilian and military applications. An integrated roll cage keeps it all appropriately safe and stiff, while aluminum body panels are laid on top to keep the weight as low possible.
Curb weight for the EB 110 comes to 3,571 pounds, nearly 600 pounds less than the ground-pounding, 4,162-pound Bugatti Veyron. The EB 110’s SS variant widens the gap even further, cutting away as much as 471 pounds with a 3,100-pound curb weight.
Most of that weight is centered on the rear axle, with a 40/60 front-to-rear distribution. In conjunction with the rear-biased AWD system, this keeps the EB 110 relatively lively in the corners, flicking its tail out rather than scrubbing the front tires in terminal understeer.
Managing the heft is a double wishbone suspension with actuated spring/dampers in front, as well as double coil springs and dampers in the rear. According to several reviewers, the set-up does a fantastic job soaking up any and all road aberrations, despite its racing and performance pedigree.
Broad, Flat Styling
Managing the heft is a double wishbone suspension with actuated spring/dampers in front, as well as double coil springs and dampers in the rear.
Hauling the whole thing down to a stop are 332-mm (13.07-inch) brakes, utilizing drilled and vented discs, plus calipers from Brembo. Performance data in this area looks like 2.8 seconds in the 60 mph to 0 test. Helping it all turn is a rack-and-pinion steering system.
Finally, the tires measure in at 245/40ZR18 in front and 325/30ZR18 in rear.
Prices
Only 139 produced
Cost $380,000 when new
Now costs about $650,000
Developed by ex-Lambo Employees
When it was first produced back in the ‘90s, the Bugatti EB 110 originally sold for 285,500 pounds (roughly $380,000, give or take), which was far less than competitors like the Jaguar XJ220 and McLaren F1.
Only 139 units were produced, 33 of which were the more-powerful, lightweight SS models.
These days, interested buyers and collectors can find the Bugatti EB 110 on the used market and at auction. Depending on factors like the car’s condition, heritage, etc., prices can eclipse the seven-figure mark. However, more common (i.e., more affordable) examples cost around 500,000 pounds ($664,283 at current exchange rates, 10/13/2017).
Produced for just two years between 1992 and 1994, the XJ220 was a major challenger to the Bugatti EB 110, offering low-slung, hyper-powered styling, a sumptuous interior, and oodles of power and speed. Providing the go is a 3.5-liter V-6, which is fed by twin turbos to produce as much 540 horsepower and 475 pound-feet of torque. Properly applied, it’s enough motivation to hit a top speed of 212 mph.
Making its debut in the spring of 1992, the F1 was the Woking-based company’s take on bringing its motorsport know-how to customers on the street. Using exotic materials like titanium, magnesium, Kevlar, and even gold, the F1 was a major innovator of its day. A carbon fiber monocoque chassis, aero-efficient exterior, and central driving position all gave it that definitive race car vibe, while mounted behind the cockpit is a V-12 engine producing as much as 627 horsepower, enough to set a new top speed record in excess of 240 mph.
While the Veyron is often considered the go-to option when it comes to bedroom posters and Internet adulation, the EB 110 is very much deserving of high praise in its own right.
While the Veyron is often considered the go-to option when it comes to bedroom posters and Internet adulation, the EB 110 is very much deserving of high praise in its own right. Not only is it extremely fast, but additionally, the EB 110 stands out thanks to its lovely handling, inspiring tons of confidence with its rear-biased AWD grip. Unlike other supercars of its time, drivers can attack unfamiliar roads without issue, including wet surfaces if desired.
Not only that, but in addition to its absurd speed and high technology, the EB 110 managed to be a respectable road car, with a relatively comfortable ride, manageable power band, and even surprisingly solid mpg figures.
Not that fuel returns are all that important in this segment, but the point is this – the EB 110 broke the mold and set the standard for better-known Bugattis that would follow. Inspired by the French classics and revived by Italian enthusiasts, the EB 110 was a true classic of the ‘90s.
Love it
Lightweight, high power
Previously in contention for fastest supercar in the world
Set the stage for the Bugatti Veyron
Leave it
Bankrupted Bugatti
Not as fast as the McLaren F1
Not quite as crazy as the Veyron
History And Background
Only model produced under ownership of Romano Artioli
Developed by ex-Lamborghini employees
Debuted on September 15th, 1991
Upgraded SS “Supersport” iteration introduced in 1992
Ettore Bugatti established the automaker that bears his name in 1909, and almost immediately, the Italian-born designer set about creating some of the fastest cars of the day. Chief among Bugatti’s early successes were wins in Grand Prix racing, such as a first-place finish in the first-ever Monaco GP and a duo of wins at the 24 Hours of Le Mans. The 1924 Bugatti Type 35 alone boasts more than 2,000 race wins to its name.
However, after the destruction of Bugatti’s Molsheim factory during World War II, the automaker struggled to get back on its feet. The company’s problems were compounded by the death of Ettore Bugatti in 1947, and in 1952, Bugatti shuttered all operations.
The 1924 Bugatti Type 35, one of Bug’s most successful racers.
After a few failed attempts at revival, the Bugatti brand went to Romano Artioli, an Italian entrepreneur, Ferrari dealer, and Japanese car importer. Artioli personally owned several Bugattis, and at the personal encouragement of Ferruccio Lamborghini, he decided to buy the Bugatti trademark in 1987, subsequently becoming chairman of Bugatti Automobili S.p.A. soon thereafter.
Atrioli’s aim was simple, albeit quite ambitious – the reemergence of the Bugatti name as a major player in the modern world of supercars. In order to accomplish that lofty goal, Artioli went about scooping up former Lamborghini employees to help him build a world-beating production vehicle. One of the most noteworthy ex-Lambo workers was automotive designer Marcello Gandini, best known as one of the driving forces behind such incredible machines as the Lamborghini Miura, Lamborghini Diablo, and Lamborghini Countach.
Atrioli’s aim was simple, albeit quite ambitious – the reemergence of the Bugatti name as a major player in the modern world of supercars.
With Gandini’s prototypes in hand, Paolo Stanzini, another ex-Lamborghini employee, best known for his work on the Miura, Espada, and Countach, went about engineering the thing. Giampaolo Benedini, Artioli’s cousin, finalized the design.
Bugatti revealed the EB 110 to the world on September 15th, 1991, in front of major French monuments like Versailles and the Grande Arche de la Defense in Paris. The day was symbolic as well, given it was Ettore Bugatti’s 110th birthday, hence the “EB 110” name.
When it was first released, the Bugatti EB 110 made a serious claim for fastest production car on Earth, a title challenged only by the 210+ mph Jaguar XJ220. Unfortunately, McLaren spoiled the party when it released the outrageously fast F1, a car that would continue to hold the highly sought-after record for over a decade thanks to its otherworldly 240-mph top speed.
When it was first released, the Bugatti EB 110 made a serious claim for fastest production car on Earth, a title challenged only by the 210+ mph Jaguar XJ220.
Nevertheless, Bugatti continued to develop the EB 110, introducing an upgraded SS “Supersport” iteration in 1992. Upgrades for the SS included even more power, as well as a substantial cut to the car’s curb weight.
In 1994, legendary Formula 1 champion Michael Schumacher decided to buy a bright yellow EB 110 for his personal collection, bringing Bugatti some much-needed publicity in the process. Schumacher eventually sold the car in 2003.
Of course, while big spec numbers and celebrity sponsorship are all par for the course in this segment, the EB 110 was also expected to heed the call of competition in motorsport. As such, the EB 110 was entered in the 24 Hours of Le Mans in 1994, managing to qualify 17th overall and 5th in the GT1 class. Taking the help was Eric Helary, a winner at Le mans in 1993, as well as Alain Cudini, and Jean-Christophe Boullion. Despite the talented roster, the EB 110 failed to finish due to a damaged fuel tank.
Debuted Sept 15, 1991
While big spec numbers and celebrity sponsorship are all par for the course in this segment, the EB 110 was also expected to heed the call of competition in motorsport.
A few years later, the EB 110 went on to compete in the 1996 24 Hours of Daytona. The team included driver Derek Hill, son of Formula 1 champion Phil Hill. Unfortunately, the car once again failed to finish, getting a DNF due to a broken gearbox.
Things never really improved for the newly christened Bugatti. Chairman Artioli decided to purchase Lotus from General Motors in 1993, stretching funds to the limit and compounding financial problems for the brand. Making things worse were development costs for a new four-door called the EB 112. The end result was bankruptcy for Bugatti in September of 1995. Production of the EB 110 lasted just four years.
Speed-Sensitive Rear Wing
Bugatti went bankrupt in September of 1995. Production of the EB 110 lasted just four years.
Following the bankruptcy, Volkswagen bought the brand in April of 1998. As for the remaining EB 110s stuck in mid-production, the German performance company Dauer Racing GmbH bought up the unfinished models and parts inventory through a bankruptcy trustee and built the Dauer EB 110. Later, B Engineering, an Italian small-volume manufacturer staffed by former Bugatti employees, developed the chassis and engine into a new model dubbed the Edonis.
Finally, in 2005, a decade after production of the EB 110 ground to halt, Bugatti (under the VW umbrella) introduced a successor – the now-legendary Veyron.
The Lamborghini Huracan is powered by a 5.2-liter, naturally-aspirated V-10 engine that cranks out 640 ponies and 443 pound-feet of torque. Power is sent to all the wheels via a seven-speed automatic gearbox. The Huracan weighs roughly around 3,050 pounds and costs anywhere between $175,000 to $350,000. This example is priced around $250,000 according to the channel.
The Tesla Model Y featured here is the Long Range trim that comes with a dual-motor setup and an all-wheel-drive configuration. It takes 4.8 seconds to 60 mph and has a top speed of 135 mph. However, it features an Acceleration Boost that reduces this time. In the Performance trim, it takes 3.5 seconds to 60 mph from a standstill and has a top speed of 155 mph. The Model Y weighs around 4,400 pounds and is priced at $48,990 for the Long Range and $60,990 for the Performance.
Does a vehicle that costs four times the price of the Model Y get the win, or does the electric crossover get the bragging rights? Watch this video and let us know your thoughts.
