A volte bastano solo alcuni piccoli particolari per identificare un’auto iconica, un alettone rosso a forma di ponte e subito viene in mente una Ferrari F40, una portiera spigolosa che si apre verso l’alto e si visualizza una Lamborghini Countach. Se vi facessero vedere una piccola presa d’aria a forma di ferro di cavallo color “blu Francia” cosa vi verrebbe in mente? Ve lo dico io: una Bugatti EB110.
La leggenda narra che Romano Artioli, da sempre imprenditore nel campo automobilistico, dopo una conversazione con il suo amico Ferruccio Lamborghini, decise di fondare una propria casa automobilistica e di costruire una supercar perfetta. Così nel 1987 acquisì lo storico marchio Bugatti che da anni era in disuso e provò a realizzare il suo sogno.
La nuova vettura sarebbe stata la continuazione del lavoro di Ettore Bugatti, che aveva fatto dell’innovazione la cifra stilistica di tutte le sue creature.
Pensata per essere innovativa e super prestazionale, la EB110 fu capace di mantenere fede a tutti i propositi del suo ideatore.
Loris Bicocchi, storico collaudatore di supercar in varie interviste ricordò quanto l’avventura in Bugatti fu appassionante per lui. Da un lato i rapporti umani con colleghi che si trasformarono ben presto in amici, e dall’altro la EB110. In principio l’auto rappresentava una grande incognita, il motore in lega leggera con 12 cilindri a V montava 4 turbocompressori, proprio nel momento in cui le grandi case automobilistiche stavano abbandonando le sovralimentazioni per i problemi causati alla difficile gestione dell’erogazione della potenza. E poi la trazione integrale, in un periodo in cui anche la Ferrari dopo averla sperimentata sembrava averla accantonata. Eppure, le prestazioni furono entusiasmanti, la EB110 rivelò una tenuta di strada eccezionale su tutti i terreni al punto da arrivare a stabilire un record di velocità su ghiaccio con gomme stradali. Grazie anche del telaio monoscocca in carbonio, innovazione avveniristica per l’epoca, tanto da essere sviluppato e costruito con la Aérospatiale, azienda francese specializzata in costruzioni aeronautiche.
Le idee a volte anche eccessivamente visionarie di Romano Artioli, portarono ad una gestazione piuttosto travagliata. L’ingegner Stanzani, già creatore della Countach, che aveva iniziato il progetto, venne estromesso per divergenze di opinioni e rimpiazzato con l’ingegner Materazzi che in Ferrari aveva gestito in prima persona la nascita della F40.
Anche la parte del design, che era stata affidata a Marcello Gandini (disegnatore di tutte le più belle Lamborghini) cambiò responsabile, e venne affidata a Giampaolo Benedini, l’architetto del neonato stabilimento di Campogalliano, perché ad Artioli i modelli di Gandini sembravano somigliare troppo a alle auto di Sant’Agata Bolognese.
Della EB110, sigla che prende le iniziali di Ettore Bugatti e le accosta gli anni che erano passati dalla sua nascita, furono costruiti un centinaio di esemplari in due versioni GT ed SS.
La versione SS differiva dall’altra per la trazione a due sole ruote motrici e per una maggior potenza del motore (circa 50 cavalli), il tutto unito ad un minor peso e ad alcuni dettagli della carrozzeria modificati.
Tra gli acquirenti di questa versione ci fu anche Michael Schumacher che dopo aver vinto i primi due gran premi del 1994(anno in cui vinse il suo primo mondiale) si recò a Campogalliano per ritirare la sua SS gialla con gli interni in pelle blu.
Svelata al mondo il 14 settembre 1991 all’ombra del Grande Arche, nel modernissimo quartiere della Defense a Parigi, la EB110 ebbe un padrino d’eccezione: la stella del cinema Alain Delon, che fu chiamato insieme a Renata Kettmeier, moglie di Romano Artioli, a togliere il telo blu davanti a quasi 5000 invitati, ospiti illustri e giornalisti.
Purtroppo l’avventura di Artioli non durò molto e nel 1995 la Bugatti Automobili dichiarò il fallimento. Molte furono le voci che ipotizzarono i motivi di questa fine: la maggior parte vedevano proprio Artioli come responsabile, lo accusavano di aver avuto idee troppo ambiziose per il futuro modello della Bugatti e quindi di aver speso troppo per inseguire traguardi troppo lontani. Dopo la chiusura di Campogalliano la EB110 venne prodotta in altri 10 esemplari dal costruttore tedesco Dauer, che rilevò i telai incompiuti e i pezzi di ricambio dal fallimento.
Nel 1998 il colosso Volkswagen rilevò i diritti sul marchio Bugatti e iniziò a progettare quella che sarebbe stata l’auto stradale più potente e veloce mai costruita, ma questa è un’altra storia.
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