All posts in “Bugatti”

Bugatti Builds One-Off Bugatti Chiron Hermès Edition for US Collector

Photos have been circulating the internet in recent weeks. They show a one-off Hermès Edition Bugatti Chiron, produced for US collector, Manny Khoshbin. The design has apparently taken 3 years to finalise and was delivered to the owner days before Christmas.

For those that aren’t up to date on their French high fashion luxury goods manufacturers, Hermès is one of the very best. Founded more than 182 years ago in the French capital, it specialises in leather and lifestyle accessories. It is one of the biggest names in luxury fashion. The third biggest, to be precise!

Bugatti and Hermès have a history together. Back in 2008, a limited edition run of Veyron’s was released. The Bugatti Veyron 16.4 Fbg par Hermes was limited to 5 examples, 4 coupes and 1 Grand Sport. These vehicles featured much the same setup as the Chiron we see here. Hermes’ stamp is clear in the mesh grilles, the bespoke leather and the custom touches.

For the Bugatti Chiron Hermès Edition, Bugatti has applied a Hermès Craie paint job. The paint is applied across the entire car, including the wheels. Subtle exterior finishes include the stereotypical ‘H’ grille and the painted Hermès Courbettes horse pattern on the underside of the rear spoiler.

The Hermès Courbettes horse pattern continues inside with the cashmere fabric trim panels. The seat upholstery is also unique to the Hermès Edition. It dispenses with the quilted patterning in favour of a smooth leather finish.

The bespoke Bugatti Chiron is the latest edition to Khoshbin’s Hermes collection. He is also known to have commissioned Pagani to build a custom Pagani Huayra with Hermes modifications. Details on that car can be read in our earlier article!


Bugatti Chiron Noire is Bugatti’s Monochrome Limited Edition

A 20-strong special edition has been announced by Bugatti. The Bugatti Chiron Noire pays tribute to “La Voiture Noire”, a special Type 57 SC Atlantic created by Jean Bugatti. One of four, it is the only Atlantic which remains missing, a car which belonged to Jean Bugatti and was used in the company’s brochure, display, and as a test car.

The Chiron Noire will be available in two versions. The “Chiron Noire Sportive” will add sporting flair which the “Chiron Noire Élégance” will focus on elegance.

Bugatti Chiron Noire Rear

The Élégance model gets black exposed carbon fibre bodywork. The Bugatti “Macaron” emblem sits at the centre of the grille, made of solid silver and refined with black enamel. The callipers are also finished in black with Caractère wheels. The signature line is milled from solid metal with a matt polished aluminium finish. Both the rear-view mirror and engine cover are also finished in black carbon and polished aluminium.

Inside, the theme is dark black. Only the “Inner Signature Line” is finished in silk-matt aluminium to break the shadows. The inscription “Noire” appears on the door sills and on the outside of the centre console while a model designation badge is applied to the centre armrest.

The Chiron Noire Sportive gets a matt finish to its carbon bodywork. The exterior trim elements, the C-shaped Bugatti signature line, the wheels, front spoiler and radiator grille are all matt black. The exhaust tips are black and the engine cover too. Inside, everything is black including the inner C-line, switches, push-buttons and rotary knobs on the dashboard, steering wheel, centre console and door handles.

The 20 Chiron Noire’s will be available for the Chiron Sport at an extra charge of 100,000 euros.


Bugatti Chiron Noire only slightly less exclusive than ‘La Voiture Noire’

Bugatti has only constructed one La Voiture Noire, the homage to the Jean Bugatti’s now-lost 57 SC Atlantic, and as far as we know, Bugatti will only build one. The Molsheim manfuacturer has come up with a way to spread the sheen of The Black Car to a few more Bugatti owners with two versions of a single special edition. The Chiron Noire Elegance and Chiron Noire Sportive are two ways to dress the hypercar up in black, the difference being that one presents a gleaming black objet to admire, the other opens two doors to a singularity and perhaps a portal to the Planet of the Apes.

The Elegance is the showy black one, all of its bodywork done in exposed carbon fiber. Two new mesh designs cover the front radiator grilles, highlighted by a Bugatti badge worked up in solid silver and black enamel. Matte polished aluminum caps the C-line swooping around the doors, tying in with the polished aluminum on the side mirrors and engine cover. Lower down, the word “Noire” on the rear fenders, scripted in black, of course, gives away the coupe’s exclusive identity, as do the black brake calipers. Inside the black leather interior, silk-matte aluminum highlights the C-line between the seats, and Noire badging decorates the center console, armrest, and door sills.

The Chiron Noire Sportive is the shadowy black one, all of its bodywork and normally metallic jewelry slathered in matte black, including the C-line and tailpipes. Bugatti appears to have dipped the interior in a tub of black, so not only is the leather the color of night, so too are all the usually aluminum parts; the C-line, the steering wheel, the center console, switchgear, buttons and knobs on the dashboard and the door handles, all of them want to swallow all the light.

Bugatti will sell only 20 of this Chrion Noire special edition, builds to begin in the second quarter of next year. Either package can be ordered for the base Chrion for three million euros ($3.3M U.S.), or added to the more expensive Chiron Sport for an additional 100,000 euros ($110,865 U.S.).

Bugatti considering electric four-seater as second model

Bugatti’s long-rumored additional model could run on electricity rather than gasoline, according to a recent report. The company is tentatively planning a downward expansion without diluting its image.

Downward is a relative term when spoken in the same sentence as Bugatti. The company isn’t interested in chasing volume with an alternative to the Volkswagen GTI. Instead, Bloomberg wrote it’s envisioning an electric four-seater priced between 500,000 and one million euros, sums that represent about $555,000 and $1.1 million, respectively. Bugatti CEO Stephan Winkelmann told the publication that convincing parent company Volkswagen to fund the model requires a “hard fight,” however.

“The industry is changing fundamentally, and we have to address what opportunities there are to develop Bugatti as a brand going forward,” he explained. Releasing a second, cheaper model would mark a dramatic shift for the prestigious automaker, which has stuck to a one-core-model strategy since its renaissance in 1998. The EV could bump its annual output from about 100 to 600 cars.

Winkelmann was the driving force behind the Urus when he ran Lamborghini, which has led to speculation that Bugatti’s second model will be an SUV. Speaking to Autoblog, a spokesperson for the company again doused cold water on the rumors. “It would not be an SUV,” we learned.

The representative stressed nothing has been decided yet, so it’s still too early to tell precisely when the second model would enter production if it receives the proverbial green light for production. Less than 100 Chiron build slots remain available, but the French company has its work cut out for the coming years. It will deliver the first of 40 planned examples of the Divo in 2020, send the one-off La Voiture Noire to its mysterious new home in 2021, and build the first of 10 Centodiecis (pictured) in 2022. Additional Chiron variants (like the record-breaking 300+) aren’t out of the question, either.

The idea of an electric Bugatti isn’t without precedence. In 1931, company founder Ettore Bugatti built a battery-powered runabout named Type 56 to drive on his property. It was never meant to be a production car, but requests from wealthy clients (including Belgian king Leopold III, who wanted one for his wife Astrid) convinced Bugatti to make 10 examples between 1931 and 1936. Four remain in 2019, including one in original condition that Autoblog got the opportunity to drive in 2018.

For Millionaire Babies: Bugatti Baby II with $33,000 Price Tag

The Bugatti for children has arrived! At the Geneva Motor Show 2019, Bugatti announced that it would produce a new junior car. The first Bugatti Baby II prototype has now emerged, driven by Bugatti customers during Bugatti’s 110th-anniversary event.

The Bugatti Baby II proved popular enough, following its announcement, that Bugatti sold its entire 500-strong production run in just three weeks.

The idea derives from a car produced in 1926, a half-scale version of the Bugatti Type 35 for Ettore Bugatti’s youngest son Roland. The design soon caught the attention of Bugatti’s customers and around 500 were produced between 1927 and 1936.

The revived version has a similar set-up to the original. It gets a rear-wheel-drive layout and a battery-powered electric powertrain. It is larger than the original though at 75% scale as opposed to 50% scale of the original. It measures 2.8 metres long and 1.0 metre wide with approximately 230 kg of weight.

The design is an exact replica of the Bugatti Type 35 built for the 1924 French Grand Prix in Lyon. Bugatti’s design team digitally scanned every single component to ensure accuracy.

Bugatti Baby II Price

The Bugatti Baby II gets two selectable power modes: a 1kW ‘child mode’ with the top speed limited to 20 km/h, and a 4kW ‘adult mode’ with the top speed limited to 45 km/h. Some versions come with a ‘Speed Key’ which allows up to 10kW of power and disengages the speed limiter. Bugatti installs a Limited Slip Differential.

There are two sizes of removable battery too; a standard 1.4 kWh pack and a long-range 2.8 kWh version. The long-range battery should be good enough for a range of more than 30 km.

The Bugatti Baby II gets a composite body as standard, a Baby II Vitesse is also available with a carbon fibre body and ‘Speed Key’, the final model is the Bugatti Baby II Pur Sang with a handcrafted aluminium body and ‘Speed Key’.

Prices start at 30,000 euros plus taxes and delivery. Production starts at the beginning of 2020. The car will be manufactured by the Little Car Company in the UK, and all 500 cars will be produced over the course of 2020 and 2021.


Bugatti Says No to Special One-Off Projects

Bugatti has created some pretty controversial special edition models over the last few months. The Bugatti La Voiture Noire and the Bugatti Centodieci were created by Bugatti designers for collectors. Bugatti has now made clear that it won’t accept accept requests from collectors to create something bespoke.

Speaking to Autocar, Pierre Rommelfanger, Bugatti’s head of custom projects, explained that the company will retain control of the cars that it produces. Rommelfanger explained that “putting one prototype-ish car together and then giving it to the people would be way too irresponsible”. Not to mention issues with production capacity and managing demand.

Despite the fact that the world’s richest people won’t be able to use Bugatti as a coach builder, Rommelfanger confirmed that Bugatti is expecting to be able to offer more one off and special editions in the future.

The Bugatti Divo was announced last year and is expected to begin production next year. The Divo has a limited edition production run of 40 examples which may take as long as a year to produce. The one-off La Voiture Noire will follow in 2021 with the 10 Centodieci to follow in 2022. All special editions are currently spoken for with healthy reserve lists incase there are any drop-outs.


Inside Bugatti Automobili ‘La Fabbrica Blu’ in Campogalliano

Romano Artioli created his Bugatti supercar dream in the early 1990s in Campogalliano. This small town on the outskirts of Modena is still home to the Bugatti Automobili factory and is not quite as abandoned as it seems. We tour the premises with Ezio Pavesi and his son Enrico that have taken care of the factory and the grounds since Bugatti Automobili’s bankruptcy in 1995.

The story of La Fabbrica Blu starts in the 1980s when Italian entrepreneur and Bugatti collector Romano Artioli acquires the Bugatti brand name. His dream is to resurrect the Bugatti name in honor of Ettore Bugatti and create the best supercar of its time in a state of the art facility. He found a suitable plot for his dream factory in Campogalliano in what is dubbed Italy’s ‘Supercar Valley’. He also considered Molsheim for his factory but the available know-how, employees and infrastructure strongly influence the decision to build the Bugatti Automobili factory in Campogalliano.

The factory was designed from the ground up with the worker and flexiblity in mind. Thick prefabricated concrete EB-branded slabs form the outer walls of the two factory halls. They are angled in such a way that they keep sunlight and heat out, while adjacent glass running between the concrete slabs from the floor to the ceiling and across the roof let in enough daylight to ensure a comfortable working climate. Inside all buildings there are hardly any fixed walls allowing the factory to be adapted to the needs at any time. Most components for the EB 110 including the engine were produced in-house and Romano Artioli wanted customers to be able to see the production process of their cars.

Romano Artioli could regularly be seen on his bicycle going from one department to the next for meetings and updates. In the back of the building is the canteen. “Here” says Enrico and points to an old wooden door from the original factory in Molsheim that wasn’t taken away after the bankruptcy. Upstairs in the dining room where workers and management had lunch together there are two art works on the wall that also survived. “Removing them would make them disintegrate into a hundred pieces like a Swiss highway vignet” Enrico continues.

Next to the assembly hall is a distinct blue building that gave the factory it’s name “La Fabbrica Blu”. Here engine testing took place and one could find a for the time extremely rare four-wheel dyno and a fully certified emissions testing room that was used by other car manufacturers as well. The large Bugatti logo on the outside was clearly visible from the nearby A22 highway. Volkswagen asked Ezio Pavesi to remove it once they had required the rights to the brand in 1998 but instead of removing it Ezio came up with a cheaper solution: cover it with foil. Over the last 21 years the foil has slowly dissolved showing the original logo underneath like a piece of art.

Directly around the factory buildings is a small test track that was used for testing new Bugatti prototypes. Flashlights warned employees and visitors that there was a car on track. Here we meet Loris Biccochi the former engineer and test driver with one of two EB 110 Super Sports that were used for racing. It is amazing to see and hear the Le Mans EB 110 Super Sports with Loris at the wheel make its laps around the factory. He recalls the left hand corner at the end of the assembly building was particularly scary for customers who he took around as it seemed like they would go straight into the bushes but he never missed the braking point once.

The design offices and administration are located at another building near the entrance of the factory. The circular showroom on the ground floor and the two floors with design offices are supported by concrete pillars on the outside with a large open space in the middle and glass windows all around. The design studio had an advanced lighting system that factored in light from outside to create similar lighting throughout the day. Romano Artioli had a modest office with adjacent meeting room right above the main entrance of the building.

Romano Artioli was so pleased with the work of his architect Benedini that he asked him to finalize the design of the EB 110 following a first concept created by car designer Gandini. For Benedini this was a great honor and challenge at the same time considering as an architect he had no experience in automotive design.

The factory opened at the end of 1991 on the day of Ettore Bugatti’s 109th birthday. The Bugatti EB 110 was launched exactly one year later on the day of Ettore’s 110th birthday in Paris. Despite building the factory in Italy it was important for Romano Artioli to maintain the link with France and cherish the heritage of the original Bugatti era in Molsheim. Romano invited all employees to the world premiere in Paris. From day 1 the EB 110 set out to gain records for top speed and acceleration and did so with great success. Sadly the success was short lived and after only just over 130 produced cars the factory had to shut and the 130 employees had to find other employment.

Ezio & Enrico Pavesi – The Caretakers

At the start of 1990 the grandfather of our guide Enrico Pavesi comes into the picture. While construction on the factory is still in full swing a Bugatti manager stops by the bar where his mother works for lunch and inquires if she knows anyone that would be interested to become the caretaker at the new supercar factory in town. A few months later Enrico’s grandfather moves into the house on the edge of the factory grounds and takes care of the factory and its 70,000 m2 grounds. His mother would later become one of the secretaries.

After the Bugatti Automobili bankruptcy is filed in September 1995 time stops at Campogalliano. Everything of value is taken away and sold. When the bankruptcy is finally settled in 1997 it is Ezio Pavesi who takes over the role as caretaker from his father. He still lives in the house on the edge of the factory grounds today and has taken care of the former factory for 22 years straight. He gets a small allowance from the current owner to cover his costs but does most of it as volunteer and out of passion and love for La Fabbrica Blu. His main duties include mowing the grass, keeping burglars and other trespassers out and maintaining the buildings.

His son Enrico Pavesi has helped him since he was a kid and hosts the English tours of the factory. He recalls racing his bicycles and later moped around the former test track as a kid. Enrico helped his father as a kid to earn some pocket money. Today they take care of the Bugatti factory in Campogalliano in addition to full time jobs elsewhere. But Enrico is quick to admit that his father does the lions share of the work and that his father has not taken a holiday in over ten years. True dedication is what kept the factory from becoming a ruin the last 25 years. The roof leaks at various places but there is not a broken window to be found.

It is not just the Pavesi family that still carries La Fabbrica Blu in their hearts. Bugatti hosted a preview of the upcoming Pebble Beach car in the former showroom and the ramp to drive the car into the showroom was missing. Turns out a nearby steal workshop who made the original ramp still had it in storage only one piece was missing. Being so happy with the attention for La Fabbrica Blu the workshop created a new piece for free. The town of Campogalliano and former employees are still extremely proud of the time Bugatti Automobili created the EB 110 there. Some employees like test driver and engineer Loris Biccochi refer to their time in Campogalliano as the best time of their life.

Bugatti embracing Bugatti Automobili

Bugatti La Fabbrica Blu Campogalliano

For the first time since Volkswagen acquired the Bugatti brand name the Italian chapter in Bugatti’s history is being embraced. Earlier this year Romano Artioli was invited to meet Bugatti CEO Stephan Winkelmann and to see the Chiron assembly at the Atelier in Molsheim for the first time. But the initiative came from Bugatti designer Achim Anscheidt who visited the former Bugatti factory in Campogalliano two years ago for the first time.

The future of La Fabbrica Blu

Bugatti Blue Factory EB 110 Campogalliano

For Enrico Pavesi it would be a dream come true to see an automotive museum open in La Fabbrica Blu. The current owner Marco Fabio Pulsoni who bought the factory at an auction around ten years ago long considered redevelopment but was persuaded not to demolish La Fabbrica Blu. He would like to sell the factory ideally to Bugatti but they have already announced that they are not interested in buying it. The current asking price is 15 million Euro.

So the future of the former Bugatti factory in Campogalliano is uncertain. But for now you can still visit it by appointment and join one of the factory tours with Ezio or Enrico. The tours take place mostly on the weekend and are free but a donation is appreciated. To visit the factory and join one of their tours contact them via Facebook.


The Upcoming Bugatti EB110 Tribute Car Is Lighter and More Powerful than the Chiron

A Supremely Fast Car Will Come Soon

The Bugatti EB110 Tribute car will debut soon at Pebble Beach, but until then we’ve been looking for the latest information about the car. According to The Supercar Blog, the new EB110 Tribute will be lighter weight and more powerful than the Chiron currently is. 

The EB110 Tribute car will use an 8.0-liter W16 engine. It’s the same engine in the Chiron. Bugatti must have worked some magic on it to ensure that it will make more power because according to The Supercar Blog, a source told the publication the engine in the new car will come with “more boost.”

The publication also shared that it has confirmed there will be only 10 models made and each of them will come with a price tag of €8 million ($8.9 million) each.

There isn’t much other information out there on the vehicle. The Supercar Blog recently noted there’s a glimpse of the car under wraps in the video below. However, you don’t actually see the car. You just get a quick glimpse of it. 

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Bugatti EB110 Tribute Build Slots are Already Sold Out

You’ll Have to Enjoy This One from Afar

Bugatti has an EB110 Tribute car that it’s keeping a very tight lid on. There’s little information out about the car beyond the fact that it should make its first appearance at Pebble Beach. While little is known about the car, we can say that it’s a for sure vehicle.

Multiple reports have surfaced saying the car does exist and should be at Pebble Beach. A new report by The Supercar Blog says that all of the build slots for the car have already been sold. 

The unnamed source told the publication that all of the 10 cars that Bugatti will make have already been spoken for. The publication also stated that each of the cars will go for €8 million, which equates to about $8.8 million. The price is expected to only go up. The Supercar Blog reported that prices are expected to climb to €10 million, or roughly $11 million after the launch. 

Despite the fact that all of the EB110 Tribute cars are spoken for, we’re excited to see what Bugatti has in the works. When the EB110 first hit the scene it was a revelation. It has since become one of the most amazing supercars of all time. If Bugatti is going to build a tribute car, it needs to have something wholly unique. 

Bugatti 110th Anniversary – The Start of a New Era

Bugatti celebrates it’s 110th anniversary this year and to honor this occasion we take a look at Bugatti’s recent and not so recent past and talk to two key individuals that shape modern-day Bugatti.

One could say that Bugatti has a very vibrant history. It was Founded in Molsheim by the Italian-born Ettore Bugatti in 1909. Ettore’s first racing and road car was the Bugatti Type 13 launched in 1910. But back then Molsheim was part of Germany and the the family fled at the start of the first world war. After the Great war the Alsace was returned to France as part of the Versailles Treaty in 1919 and the Bugatti family returned to Molsheim. The real breakthrough came in the early 1920s with the launch of the Bugatti Type 35. Built from 1924 until 1930 it won more than 1,000 races including the Targa Florio and the Monaco Grand Prix. A decade later it was the the Bugatti Type 57SC Atlantic that stood out on the road with its combination of power, sportiness, luxury and elegance. The 57SC Atlantic inspires Bugatti design and engineering until today.

Bugatti Type 13

Bugatti Type 13

Bugatti Type 35 at the Targa Florio 1925

Bugatti Type 35 at the Targa Florio 1925

Ettore Bugatti

Ettore Bugatti

Jean Bugatti

Jean Bugatti

Bugatti Type 57SC Atlantic

Bugatti Type 57SC Atlantic

Bugatti Type 57SC Atlantic Le Voiture Noire

Bugatti Type 57SC Atlantic Le Voiture Noire

Bugatti Type 101

Following great racing successes before the second world war the Bugatti family suffered tragedy with the death of Jean Bugatti. Not only did they lose their eldest son in the accident during a test drive but it also left the company without a successor. The second world war left the factory in Molsheim in ruins and after Ettore passed away in 1947 this led to desperate financial struggles. After releasing one final road-going model called the Type 101 in 1951, Bugatti’s car production seized and the airplane division was ultimately sold in 1963 meaning the end of the first Bugatti era.

In 1987 Italian entrepreneur Romano Artioli bought the Bugatti trademark and built a new factory in Campogalliano just outside Modena, Italy. The Italian revival nearly three decades later saw the release of the EB 110 supercar from 1991 until 1995. The EB 110 name referred to the 110th anniversary of Ettore Bugatti. Following the initial EB 110 GT a lighter and more powerful variant was launched in 1992 called the EB 110 Super Sport. It is the first Bugatti to feature all-wheel drive and a lightweight carbon chassis among other carbon fibre parts and claimed a top speed record of 351 km/h. Two EB 110 Super Sports were used by private teams for racing; most notably during the 24 hours of Le Mans in 1994. Sadly one year later the company went bankrupt.

Romano Artioli at the factory in Campogalliano

Romano Artioli at the factory in Campogalliano

Bugatti EB 110 GT

Bugatti EB 110 GT

Bugatti EB 110 Super Sport

Bugatti EB 110 Super Sport

This short second era ultimately led to Volkswagen ownership in 1998 and the start of the third era. 8,000 Bugattis were build between 1909 and 1956 during the first era in comparison to only 139 EB 110s during the second era from 1991 until 1995 and 450 Veyrons and 200 Chirons so far during 21 years of Volkswagen ownership.

During this 110th anniversary year of Bugatti we reflect on the recent history of the brand with two key people; chief designer Achim Anscheidt and CEO Stephan Winkelmann. Anscheidt has been with Bugatti for more than a decade and is responsible for some of the later variants of the Veyron as well as all more recent Bugatti models including the Chiron, the Divo and Le Voiture Noire. Winkelmann joined Bugatti from Audi Sport in January 2018. Before his interim period at Audi Sport he was CEO of Lamborghini for 11 years.

Stephan Winkelmann

Stephan Winkelmann

Achim Anscheidt

Achim Anscheidt

200th Bugatti Chiron leaves the factory

Bugatti has a production cycle unlike many other super- and hypercar manufacturers. Where Ferrari or McLaren sell and produce their limited edition hypercars in sometimes less than 18 months Bugatti produced 450 Veyrons over 10 years. The Chiron was originally planned to be produced for eight years as well although with the 200th having just left the factory after 2.5 years this is likely to be reduced to 6.5 years.

For designer Achim Anscheidt the longer production runtime obviously provides additional challenges as the car not only has to reflect the taste of the moment but also appeal to customers eight years later and beyond. Careful consideration and a long-term design philosophy is a very timeless design with a clean and elegant interior as well as exterior.

Bugatti Design

To understand the impact of this design philosophy you only have to take a look at the Veyron to see the impact it has on the car’s appearance further down the line. Only a very small low resolution digital display gives away that the Veyron was designed at the end of the last century. Inside the Veyron certainly does not look like a car that is approaching its 20th design anniversary.

Things are changing at Bugatti though. During the Veyron-era the future of Bugatti was long uncertain with the decision to built the Chiron postponed more than once. Since Winkelmann took over at the helm of Bugatti we saw the introduction of the limited edition 5 million euro Bugatti Divo, a more sporty version of the Chiron called the Chiron Sport and the one-off Le Voiture Noire. Achim Anscheidt smiles and says it is good to have a dedicated CEO at Bugatti. In the past the Bugatti CEO was also CEO of Bentley and this was certainly a compromise.

Bugatti Veyron

Bugatti Veyron

Bugatti Chiron

Bugatti Chiron

Bugatti Chiron Sport

Bugatti Chiron Sport

Bugatti Divo

Bugatti Divo

Bugatti Le Voiture Noire

Bugatti Le Voiture Noire

Bugatti has a great level of autonomy when it comes to creating Chiron-based special editions and reviving our long coach build tradition as we did with Le Voiture Noire. “For key decisions that require significant investment like adding a second model we still have to get the green light from Volkswagen in Wolfsburg” Winkelmann adds.

Asked about his objectives for Bugatti Winkelmann is clear: “It is key to maintain exclusivity but also create more momentum by creating and showcasing more models that appeal to clients and fans around the world.” For Winkelmann two events clearly stand out as the place to put Bugatti in the spotlight: The geneva motor show in March and Monterey Car Week in August. “The high concentration of clients as well as global exposure provide the ideal setting to launch a new hypercar.”

Another thing high on Winkelmann’s agenda is affirming Bugatti as a French brand and forging even closer ties with the region around Molsheim and France in general. Already a majority of the production staff is French and part of marketing and communications previously based in Wolfsburg have moved to Molsheim too.

Bugatti factory in Molsheim, France

Inside the Bugatti Atelier

New meets Old

Motorsport plays a key role in the early history of Bugatti so can we expect a return from Bugatti to the world of motorsport? Anscheidt answers that the Chiron is not the right car for motorsport but that it would be a dream to see Bugatti return to motorsport some day. We can only say that hopefully the new WEC ‘Hyper Sport’ class enables Bugatti to return to Le Mans rather sooner than later.

A return to motorsport or not, it is clear that with a restructuring at the top of Bugatti and a dedicated new CEO a lot is changing at the prestigious French brand. The 110th anniversary marks the start of yet another era for Bugatti. The next step will be shown at Pebble Beach in August and we can’t wait to see the next era unfold.


Bugatti Has Built 200 of the 500 Chirons It Plans to Make

Bugatti’s Chiron is a Truly Impressive Machine

Bugatti has now built 200 of its Chiron supercars. The company plans to build 500 total. That includes the Chiron and Chiron Sport. The latest car was a specialized 110 ans Bugatti Chiron Sport. The model featured the Sky View glass roof option. The car is intended for a customer in Switzerland. Bugatti boss Stephan Winkelmann discussed his admiration for the car and the company’s hard work.

“You can’t feel anything but pride when you see this 200th Chiron emerge from the factory. The quality and dedication of everyone involved in a Bugatti car is unique in the world and demonstrates the passion that we bring to our work.”

The next 300 models of the Chiron to be built will take the company around four years, according to Motor Authority. Each Chiron takes 20 people around 10 months to build. There are around 1,800 parts included on the car. The company still has around 100 build slots available for the Chiron.

If you already own one and want a special Bugatti, the company will be building special coach-built versions each year. They’ll only do two of them a year, so you’ll need some influence and some seriously deep pockets to secure one of those slots. 

Bugatti Could Reveal a Special Edition at Pebble Beach

A Special, Limited Edition

The Bugatti Divo appeared at Pebble Beach during the Monterey Car Week last year. This year, the company will reveal another special edition car, according to The Supercar Blog. The publication cited an anonymous source that said the company will showcase a new model at Pebble Beach. 

The car will be sold in very limited numbers. The publication was not told how few of the special edition models would be made. The source did tell the publication that many of the build slots have already been spoken for and most of the production run are already sold. 

Of course, the new limited edition hypercar will demand a price higher than the Chiron. It will likely be a vehicle based on the Chiron, like other Bugatti special edition cars, such as the Divo. The Supercar Blog says that Bugatti has plans to release at least two new cars each year.

The stunning La Voiture Noire was the first car for this year, but there’s still room for another. That’s where this latest special edition model will come in. We will keep following this story and report on any updates that arise. Right now, information is scarce and it’s mostly speculation. 

Bugatti Chiron Centuria

If someone thinks the Bugatti Chiron needs more retooling, they’re simply crazy. Yet that’s exactly the headspace Mansory needed to be in when it built this Bugatti Chiron Centuria, which is unbelievably more formidable than its base inspiration.

A listing for the car popped up Monday on the German tuning company’s website. The mod marks the first time anyone has dared to modify the Chrino, on its own already a pretty beastly affair. But as you know in the world of cars, the best is a peak not a plateau. Mansory knew the Bugatti Chiron set a high bar. So it moved that bar even further.

In all fairness, Mansory has the credentials to back it up. It’s been renovating Bugatti cars since 2009. And here’s how it describes itself:

“No other company can boast more experience in individualization of these million-dollar luxury sports cars than the team around company founder and designer Kourosh Mansory.”

You get the idea. As of this time, it’s not exactly clear if Mansory touched the ride’s 1,500 horsepower, 8-liter, W-16 engine. It did, however, redo the exterior. On top of a new Centuria blue paint job, the supercar now boasts bespoke carbon-fiber body panels, new side skirts, and a diffuser. It’s also got a redesigned wing, which will apparently improve the car’s aerodynamics.

Mansory also added larger intake inlets on the hood for better engine cooling. There’s a special exhaust and fully forged alloy wheels as well, complete with a turbine design and a carbon-fiber finish.

Now, on to the big question — how much?

Well, you can get the Bugatti Chiron Centuria for a cool Centuria for $4.8 million.


Photos courtesy of Mansory

Bugatti’s La Voiture Noire Snatches Up Design Award at Concorso d’Eleganza

A Warranted Accolade

Ducati’s iconic and wildly expensive La Voiture Noire appeared on exhibit at the Concorso d’Eleganza in Italy. While there, the car was awarded the Design Award. The car was designed to honor the company’s long history in making some of the finest cars out there. It was also a way to pay homage to the Bugatti Type 57 SC Atlantic, which is one of the company’s most iconic models. 

Based on the same chassis the underpins the Chiron, the La Voiture Noire is a one-off car unlike any other. The exterior feature full carbon-fiber bodywork. Every piece of bodywork is custom to set the La Voiture Noire apart from any other car on earth. The powertrain is Bugatti’s venerable quad-turbo 8.0-liter W16 powertrain. That engine is used in other Bugatti models as well and its power output is unchanged at 1,479 hp and 1,180 lb-ft of torque.

The car on display is actually a prototype. Bugatti will build the final version of it yet. According to Carscoops, the vehicle will take two years to completely finish. Then it will deliver the car to the buyer, who is unknown. Whoever purchased this car must have deep pockets, though. It’s said to cost $18.9 million with taxes included. That’s a large sum of money for a single car, even a special one-off. 

The Greatest Supercars of the 1990s

The Golden Era – Homologation, The Big Mac and the Rise of the Everyday Supercar. Your Ultimate Guide to the Best Supercars from the 1990s

This is our first in a series of posts about the awesome cars of the 1990s. In this post we curate the best supercars from the 1990s, an era stacked with exotic masterpieces. Some of the defining features of the 1990s supercar era includes the amazing McLaren F1 and the revelation that was the Honda NSX as well as the spirit of competition amongst top manufacturers in prototype racing that created some awesome limited run homologation specials for the road.

The high performance supercar market went from niche to mainstream in the 1980s. Supercars like the Lamborghini Countach, Porsche 959 and Ferrari F40 had collectively wowed car fans the world over in the late 1980s and with Wall Street humming and the global economy in good shape, the appetite for exotic cars only grew going into the early 1990s. As the 1990s started, many pundits wondered however whether we had already reached peak car. After the extraordinary supercars of the eighties, many supercar manufacturers entering the nineties asked “how on earth do we follow that?”

It is impossible to talk about the 1990s supercar era and not mention the impact of the mighty McLaren F1. McLaren came along in the mid-90s with the ultimate supercar, the McLaren F1. The F1 did not just beat the other supercars at the time, it blew them away so convincingly that it wasn’t until the Bugatti Veyron came along more than a decade later that its acceleration and top speed records were beaten. It was Gordon Murray, the former F1 engineer and his obsession with weight savings and attention to detail that redefined what a supercar could be. It was like no other supercar before it (or like any other since), a car that redefined what it meant to be a supercar.

At the other end of the spectrum was the Honda NSX. It came along in the 1990s and shook up Lamborghini, Ferrari and Porsche. Here was a major manufacturer known for small compact Honda Civic cars who created a supercar that was easy to drive, was fast and agile and didn’t break down. Anybody could drive it. It forced all the sports car makers to get better and ushered us all into the world of the everyday supercar. Speaking of everyday Supercar, the 1990s saw the 911 Turbo genuinely scare the top players with more than 400 horsepower, all wheel drive and astonishing performance in a daily driver.

On our list of the best 20 cars, no less than six cars raced. In fact, five of the cars on our top supercars of the ‘90s list were expressly built to race and are known as homologation specials. Carmakers had fully embraced the “win on Sunday, sell on Monday” mantra in the early 1990s and channeled vast amounts of money into trying to find racing glory. Racing homologation rules (stipulating that road-going versions of cars had to be manufactured for homologation) inspired automakers to produce these machines. The FIA GT1 class therefore produced some of the best race cars of the mid-1990s and (thanks to those loosely interpreted homologation requirements), some of the wildest street cars too. These included the Porsche GT1, Mercedes-Benz CLK GTR and the insane Dauer 962 LM.

In terms of awesome supercars, the 1990s were the golden age. Fun times indeed. Please read on for our take on the greatest 1990s supercars.

Criteria note: We focused on the first year of manufacture as our criteria for a car making it into the decade. If the car had first been manufactured in the 1980s and was carried over into the 1990s largely unchanged then it belongs in the 1990s (aka Ferrari F40). If it was initially built in the 1980s but was substantially updated or had a sub-model in the 1990s then it could make the 1990s list (aka Ferrari F512 M). 

Author note: This initial article was written by JACK MATTHEWS in May 2017 and was updated by Nick Dellis (with help from car nut Kenny Herman) in May 6th 2019.

20 Best Supercars from the 1990s

Read on for our ranked list of the greatest supercars of the nineties. We discussed whether to rank the cars versus just have an unranked list and realized it was way more fun to have people argue about rankings than not.

Lotus Esprit Sport 350

Lotus Esprit Sport 350

20. Lotus Esprit Sport 350

The best Lotus of the 1990s. Rare, fun, a little underpowered though.

Power: 349 bhp @ 6500 rpm / Torque: 295.0 ft lbs @ 4250 rpm / Engine: 3.5 liter twin-turbo V8 / Produced: 1999 / Base Price: £64 950 / Units made: 50 / Top Speed: 175 mph (281.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Having raced the Esprit in GT2 and GT3 classes, Lotus began to develop a new version of the car to race in GT1 class racing. Development of the car was entrusted to the newly formed Lotus GT1 Engineering group, which included many staff from the recently dissolved Team Lotus. For us however the more impressive Lotus of the 1990s was the 1999 Lotus Esprit Sport 350.

It was the ultimate incarnation of the Esprit. Only 50 were made. Taking the V8 GT further, the Sport 350 was one of the most exclusive Esprits made. It featured the standard-spec V8 with blue-painted intake manifolds. What set the 350 Sport apart from the VT GT was a number brake, suspension and chassis improvements. Lowering the kerb weight was a primary design focus for Sport 350. Apart from the weight reduction, the other major change to Sport 350 was its braking system. While exclusivity was offered with the Sport 350, it is a shame Lotus never tuned the engine beyond its standard specification. This is strange given the fact that every other aspect of the car was up-rated for track use. It was one of the closest cars to emulate the track experience on the road.

Read more: Lotus Esprit Sport 350.

Porsche 911 Turbo S (993)

Porsche 911 Turbo S (993)

19. Porsche 911 Turbo S (993)

All wheel drive. Twin turbo flat six engine. Over 400hp. Ludicrous performance. Porsche delivers a daily driver that destroys supercars. The ultimate air cooled 911.   

Power: 424bhp @ 6250 rpm / Torque: 423 lb-ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1997 / Base Price: N/A / Units sold: 183 cars produced / Top Speed: 183 mph / Acceleration (0-60 mph): 4.4 seconds

Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance. The car had a more streamlined look and was “lower slung” than earlier versions of the 911. The styling was perfect and it is still the best looking 911 series. This was the last of the “air-cooled” Porsche 911s (insert sad face here).

The turbo-version of the Type 993 Porsche 911 was also introduced in 1995 and featured a bi-turbo engine that was at the top of the performance pack for the time. For Turbo 993s the 3.6 liter got twin KKK K16 turbos and made 402 hp although you could customize your order (on Turbo S and GT2 models) to up that to 444 hp. The 993 Turbo was the first 911 Turbo with all wheel drive, essentially lifted from the 959 flagship model.

During the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S. The X50 power pack had larger turbos, intake and exhaust upgrades, and a new computer. Power upgrade got it to 424 hp and included extras like carbon fiber decoration in the interior as well as very cool yellow brake calipers, a slightly larger rear wing, a quad-pipe exhaust system and air scoops behind the doors. This was the last of the air-cooled 911 Turbos and our favorite.

Read more: Porsche 911 Turbo S (993).

Nissan R390 GT

Nissan R390 GT

18. Nissan R390 GT

The fastest and most expensive Nissan road car ever developed. 0-60 mph in 3.2 seconds and 0-100 mph in 6.5 seconds. Road car was capable of 220 mph.

Power: 549.9 bhp @ 6800 rpm / Torque: 470.0 ft lbs @ 4400 rpm / Engine: 3.5-litre twin-turbo V8 / Produced: 1998 / Base Price: ~US$1,000,000 / Units sold: 1 (road car) / Top Speed: 220 mph / Acceleration (0-60 mph): 3.9 seconds

The ultra-rare Nissan 390R was basically a detuned Le Mans racer offered for sale to the public at a hefty $1,000,000. Only two were made. It was the fastest and most expensive Nissan road car ever developed was created to comply with the Le Mans GT1 Class regulations which required manufacturers to build at least one street-legal version of the race car.

Unlike many others, Nissan built the road car first and built the racing version from it. The R390 GT1 design was the work of Ian Callum at Tom Walkinshaw Racing. Behind the driver sits the heart of this true supercar, the VRH35L twin-turbocharged 3.5-litre double-overhead-camshaft V8 engine with electronic sequential port fuel injection which produces 549.9 bhp @ 6800 rpm while complying with all European market exhaust gas regulations. R390 GT1 performance as one would expect is staggering and includes a sub 4.0 second zero to 60 mph time and top speed north of 220 mph.

Inside are normal road car appliances such as full instrumentation and leather-covered driver and passenger racing seats. The short-throw gear lever for the Xtrac six-speed sequential gearbox and tiny racing steering wheel are reminders of the close alliance between the road car and the vehicle which captured four out of the top-ten spots in the 1998 Le Mans 24-hour race.

Read more: Nissan R390 GT

Aston Martin V8 Vantage 1990s

Aston Martin V8 Vantage 1990s

17. Aston Martin V8 Vantage

Big, bruising and totally nuts. This twin-supercharged V8 Aston was the most powerful car in the world for a while. Handling sucked, quality was iffy, but it was still very cool.

Power: 550.0 bhp @ 6500 rpm / Torque: 550.0 ft lbs @ 4000 rpm / Engine: Twin Supercharged V8 / Produced: 1993 – 2000 / Top Speed: 186 mph / Acceleration (0-60 mph): 4.5 seconds / Base Price: NA / Units sold: 281 cars made

Bullish, aggressive and in many ways a tad ham-fisted when compared to today’s lithe, delicate yet calmly aggressive Astons, the Vantage battered its way to 186mph with the help of its 5.3-litre supercharged V8 mounted ahead of the driver and sending power to the rear.

The Vantage was one of the cars that emerged during the era of Aston Martin’s ownership by Ford Motor Company, and featured harsher edges to its styling than had been seen on many Aston Martins previously. This styling was taken a step further in 1999, with the release of the Aston Martin Vantage Le Mans. The special edition’s looks came somewhere between that of a bull and a shark, which fit the 600bhp machine’s personality quite well.

Read more: Aston Martin V8 Vantage

Ferrari F512 M

Ferrari F512 M

16. Ferrari F512 M

Last production mid-engine flat-12 model and the final iteration of the famed Testarossa. Updated chassis and engine massively improved performance and driving experience.

Power: 440 bhp @ 6750 rpm / Torque: 368.8 lb/ft @ 5500 rpm / Engine: 4.9 L Tipo F113 G Flat-12 / Produced: 1995–1996 / Base Price: N/A / Units sold: 501 produced / Top Speed: 196 mph / Acceleration (0-60 mph): 4.6 seconds

We chose the F512 M over the 512 TR as our favorite Ferrari Testarossa. The result of constant evolution, the 512M shared almost all of its engineering from the 512 TR that came before it. The F512 M was the last version of the Testarossa.

The F512 M sports had the same 4.9-litre Tipo F113 G longitudinally mid mounted flat-12 engine with 440.0 hp at 6,750 rpm. Most of the changes were limited to slight body upgrades that many consider ruin the lines of the original design. In our eyes it looks better so it got the nod over the 512 TR. The front and rear lamps received a design change. The pop-up headlamps were replaced by two fixed square units. The rear tail lamps were round and the bumpers had been restyled to yield a more unified look as well as the addition of cool twin NACA ducts.

Read more: Ferrari F512 M in detail

Porsche 911 GT3 (996.1)

Porsche 911 GT3 (996.1)

15. Porsche 911 GT3 (996.1)

This is where the GT3 legend begins. Porsche wanted to go racing in the GT3 endurance category and developed this 3.6 liter Mezger engined masterpiece. Thank you Porsche.

Power: 360 @ 7200 rpm / Torque: 273 lb/ft @ 5000 rpm / Engine: 3.6L Water Cooled Flat-6 / Produced: 1999–2001 / Base Price: $90,000 / Units sold: ~1,868 cars produced / Top Speed: 187.7 mph / Acceleration (0-60 mph): 4.5 seconds

The GT3 we love today all started in 1999 with the 996 model GT3 and it all started because Porsche wanted to enter the GT3 class of the FIA. Porsche began investing in developing both the race car and the road-going version which was required by GT class homologation rules and the GT3 was the result. The GT3 became the 996’s range-topping model until a new GT2 was launched.

Based on the 996 Carrera, the 996 GT3 was a really a track focused sports car that was lighter, sharper and more potent than its everyday sports model siblings. To help in the performance stakes, the GT3 the water-cooled flat six was loosely based on the GT1 and got a dry-sump crankcase with an external oil tank making it more powerful and higher revving. Gone were the rear seats, sunroof, air conditioning, radio and a boatload of sound deadening.

Major design changes included a more aggressive front end with larger headlamps shared with the Boxster, a sleeker body, and a more raked windshield. Design and aerodynamic features exclusive to the GT3 included slimmer air vents for the front bumper, a front splitter, new side skirts, a revised rear bumper, new wheels, and massive rear wing.

The GT3 quickly became the choice for drivers because of its remarkably sharp throttle response, better steering, steady balance, and amazing engine. While a Turbo had it beat for outright speed, this was the ultimate drivers Porsche. Its lighter body and race tuned suspension tuning also made it a perfect machine for attacking weekend drivers who wanted a track car.

If you are in the U.S you may at this point wonder why you can’t find any GT3s from the era for sale. Porsche did not bring the GT3 to the United States until 2004 (see the 996.2 model just below).

Read more: 2000 Porsche 911 GT3

Pagani Zonda C12-S

Pagani Zonda C12-S

14. Pagani Zonda C12-S

Brought back the magic to the supercar world

Power: 550 bhp @ 5500 rpm / Torque: 553.2 lb/ft @ 4100 rpm / Engine: Mercedes AMG V1 (7010 cc) / Produced: 1999-2002 / Top Speed: 210.1 mph (338.0 km/h) / Acceleration (0-60 mph): 3.8 seconds / Base Price: NA / Units sold: US$325,000

My favorite car debuted in 1999. Most people think the Zonda was a car from the early 2000s. While it was the 2002 Zonda with the upgraded 7.3-liter V12 that people remember, Pagani had already been successfully marketing the Zonda for three years up till that point. It was originally launched as the C12-S in 1999.

Read more: Pagani Zonda posts / Pagani Zonda C12-S

Dodge Viper RT:10 ‘Phase II SR’

Dodge Viper RT:10 ‘Phase II SR’

13. Dodge Viper RT/10 ‘Phase II SR’

8 liters of truly brutal American muscle

Power: 415.0 bhp @ 5200 rpm / Torque: 488.0 ft lbs @ 3600 rpm / Engine: Naturally aspirated 8 liter V10 / Produced: 1996-2002 / Base Price: US$58,500 / Units sold: NA / Top Speed: 170.0 mph (273.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Some might not consider the original Dodge Viper a supercar, but at the time of its release it was a revelation with its aggressive looks and insane 8-liter V10 engine. The 1996 RT/10 could be referred to as a second generation Viper and it featured a host of upgrades over earlier Vipers produced from 1992 to 1995. It was a much better car. Outwardly the main difference to the 1996 Viper was the absence of side exhausts which were replaced with two standard exhausts exiting the rear. The three spoke wheels were also gone and replaced with 5-spoke counterparts. Inside, the cabin remained largely unchanged, but a removable roof was standard as was sliding plastic panels for the windows. Underneath, the chassis was stiffened, suspension geometry revised and a more robust rear differential was installed.

Our pick of the 1990s Viper’s was the GTS which was launched in 1996. It was a more powerful version of the RT/10 with 450 hp and a new double bubble coupe body. Beyond more power though, the GTS had over 90% new parts compared to the RT/10. In 1997 and 1998 model years the Viper would continue to receive minor updates and the GTS would get second-generation airbags, revised exhaust manifolds, and a revised camshaft for 1997, and the RT/10 would gain a power increase up to 450 hp (336 kW; 456 PS) for 1998.

Read more: Dodge Viper RT/10 ‘Phase II SR’

Toyota GT-One

Toyota GT-One

12. Toyota GT-One

A pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. Road version equally nuts.

Power: 600 bhp @ 6,000 rpm / Torque: 479 lb/ft / Engine: 3.6 liter 90-degree V8 twin-turbo / Produced: 1998 / Base Price: US$1,400,000 / Units sold: 2 / Top Speed: 236 mph (380 kph) / Acceleration (0-60 mph): 3.2 seconds

The Toyota TS020, better-known in Europe as the Toyota GT-One, is a pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. The engine had its heritage in the twin-turbo V8 which powered Toyota’s Group C cars in the late 1980s.

In accordance with the FIA rules of the day, the GT-One had also to be developed as a legal road car. In fact the differences between the race and road versions were small: in road-going mode, the rear wing was set lower and the suspension ride height was raised. A smaller fuel tank was fitted and the addition of catalytic converters ensured the vehicle complied with emissions regulations. Toyota says the engineers at Toyota Motorsport GmbH created just two ‘production’ TS020 GT-Ones – one is on display in its museum, the other in Japan.

Read more: 1998 Toyota GT-One

Porsche 911 GT1 Strassenversion

Porsche 911 GT1 Strassenversion

11. Porsche 911 GT1 Strassenversion

Porsche wants race. Takes 993-based 911 and grafts it to the rear-end of a 962. Adds twin-turbo 3.2-liter water-cooled flat-six engine capable of developing 600 hp. Done.

Power: 544 bhp @ 7,000 rpm / Torque: 443 ft lbs @ 4,250 rpm / Engine: 3.2-liter twin-turbo flat-six / Produced: 1996-1998 / Base Price: ~US$900,000 / Units sold: 23 / Top Speed: 193 mph (310 kph) / Acceleration (0-60 mph): 3.4 seconds

Porsche management wanted to compete in factory-based GT racing programs. It developed a brand new car. Basically it was 993-based 911 and essentially grafted it to the rear-end of a 962. dropped a twin-turbocharged 3.2-liter water-cooled flat-six engine capable of developing 600 hp. A futuristic 911-inspired carbon fiber shell finished the exterior packaging.

In order for Porsche to enter the highly competitive GT1 category back in 1996, a total of 23 road going-machines had to be built. To be specific there were two 1996 cars, 20 1997 cars and only one variant was built in 1998. The Strassenversion (road going) uses a 3.2-litre twin-turbo flat-six engine which puts out 536bhp and 443lb ft of torque. Now these might not seem like big numbers compared to modern supercars like the Porsche 918, but considering the GT1 only weighed 1120kg, the GT1 could get to 62mph in around 3.4 seconds. Unfortunately the GT1 was routinely beaten on track by Mercedes’ ferocious CLK-GTR. As a result, Porsche – along with a number of other manufacturers – pulled out of the GT1 class for 1999, effectively killing the championship class.

Read more: Porsche 911 GT1 Strassenversion

Ruf CTR-2 Sport

Ruf CTR-2 Sport

10. RUF CTR-2 & Ruf CTR-2 Sport

Might be based on a Porsche 911, but the Ruf CTR2 is far from a typical German sports car. Almost 520 hp from a Le Mans-derived twin-turbo engine. Straight line monster.

Power: 520 bhp @ 5800 rpm / Torque: 505.2 ft lbs @ 4800 rpm / Engine: 3.6 liter air-cooled twin-turbo flat-6 / Produced: 1995-1997 / Base Price: US$315,000 / Units sold: 16 standard CTR2, 12 CTR2 “Sport” / Top Speed: 220 mph (354 km/h) / Acceleration (0-60 mph): 3.5 seconds

Based on the 993-chassis 911 Turbo the CTR2 featured either the standard rear-wheel drive or an optional all-wheel-drive. It had a totally upgraded and custom suspension system, uprated brakes and integrated roll-cage as well as a very custom and cool wing. The body was made out of kevlar to save weight. The heart of the CTR2 was the race derived air-cooled Porsche 3.6 litre. It had twin-turbos and was based on the engine used in the Porsche 962 Le Mans Group C car. The team at RUF tuned it to produce 520 hp 505 ft lbs of torque.

In addition to the “regular” CTR2 was the CTR2 Sport. Built up from a Porsche 911 Turbo body-in-white, RUF manufactured the CTR-2 Sport for ultimate outright performance. The specially built engine was tuned to produce almost 600 hp depending on boost. Options included a roll-cage, a clutchless RUF EKS transmission, adjustable torque bias, adjustable boost control. This is the ultimate in straight line insanity, able to accelerate to sixty in 3.5 seconds (in 1995) and onto a top speed north of 220 mph. Crazy.

Read more: 1997 Ruf CTR-2, 1997 Ruf CTR-2 Sport

Mercedes-Benz CLK-GTR

Mercedes-Benz CLK-GTR

9. Mercedes-Benz CLK-GTR

Homologation special madness by the crazy Germans at Mercedes-Benz. Only car here that can easily do a backflip for those fun “what-the-f**k” moments.

Power: 612.0 bhp @ 6800 rpm / Torque: 571.6 ft lbs @ 5250 rpm / Engine: 6.9 liter Mercedes-Benz M120 V12 / Produced: 1998–1999 / Top Speed: 191 mph / Acceleration (0-60 mph): 3.4 seconds / Base Price: US$1,547,000 / Units sold: 20 coupes, 6 roadsters

The CLK GTR was born out of Mercedes-Benz desire to duke it out against Ferrari and Porsche in the FIA GT Championship. Essentially taking elements of a CLK racer and some road car trimmings and mashing them together, they produced the prototype in time for the 1997 season.

Although the 1999 GT1 class was cancelled, Mercedes-Benz had already promised 25 road-going homologation versions to customers and was obliged to produce these. Customer cars featured a 6.9-litre V12 which produced 604bhp, bestowing the GTR with ballistic performance – 0-60mph took 3.8 seconds, on the way to a top speed of 214mph.

This came at a steep price; despite comforts being kept to a minimum in an effort to save both weight and cost, the production CLK GTR was listed at the time as the most expensive production car ever built in the Guinness Book of World Records, costing $1,547,620.

In 1999, Mercedes-Benz were due to race a CLR – a track-focused version of the CLK GTR – at Le Mans, until in qualifying on the back straight of the Circuit du Sarthe Mark Webber’s car took off, flipping several times as it tumbled into the bushes. In the race itself, a second similar incident took place while Peter Dumbreck was at the wheel, leading Mercedes to withdraw from the event and move away from sports car racing.

Read more: 1998 Mercedes-Benz CLK GTR Straßenversion

Jaguar XJ220 - Best 90s SupercarsJaguar XJ220 - Best 90s Supercars

8. Jaguar XJ220

Jaguar’s first production supercar, the XJ220 was a bold step. Crappy sounding engine and huge turbo lag. Held top speed record till McLaren F1 came along.

Power: 542.0 bhp @ 7000 rpm / Torque: 475.0 ft lbs @ 4500 rpm / Engine: TWR 6R4 V6 (twin turbo) / Produced: 1992 – 1994 / Top Speed: 217 mph (349.2 kph) / Acceleration (0-60 mph): 3.9 sec / Base Price: US$700,000 / Units sold: 281 cars made

The XJ220 started life as a mid-engine, four-wheel-drive concept car developed by Jaguar employees in their spare time. That initial concept was planned around a V12 powerplant. By the time the first customer cars were delivered in 1992, a twin-turbo 3.5-litre V6 sat mid ship, delivering 542bhp. The basic shape and aims of the car remained the same however.

With a top speed of 212mph, the XJ220 was the fastest production car from its launch through to 1993, when it was topped by another British-built speed machine. This peaked initial interest in the car, but between the 1990s financial recession and the car’s retail price of £470,000, few took up the offer of ownership and only 281 cars were produced throughout its run.

It was handy on the track too; it went straight to the top of the Nurburgring time sheets in 1991, recording a lap of 7:46:36; Hardly surprising, considering it was built with help from Tom Walkinshaw racing.

Read more: Jaguar XJ220

7. Lamborghini Diablo GT

Lighter, faster and better handling than all other Diablos. Race car modifications finally made the outrageous Diablo a serious road racing supercar.

Power: 575.0 bhp @ 7300 rpm / Torque: 465.0 ft lbs @ 5500 rpm / Engine: 6.0 liter 60 Degree V12 / Produced: 1999-2000 (Diablo GT) / Top Speed: 215 mph / Acceleration (0-60 mph): 3.6 seconds / Base Price: US$309,000 / Units sold: 83 cars made

Lamborghini were never ones for making their own job any easier. This is the manufacturer that built the Miura then gave itself the task of following it; they managed that – in terms of impact if not necessarily driving experience – with the incredible Countach. Entering the nineties, they had to do it again.

Enter Diablo, the name literally translating as Devil (check). At launch it was fitted with a 5.7-litre V12 producing 485bhp, enough to launch its sleek and flash, yet still muscular body from 0-60 in 4.5 seconds and on to a top speed of 196bhp.

The Diablo, despite its nefarious name, was somewhat tamer than the car that came before it. It featured carbon fibre in the cockpit, but this was surrounded with luxurious leather trim.

That’s not to say it wasn’t without its evil side, most potent in later iterations the 510bhp SV and the rear-wheel-drive SE30 Jota – featuring that 5.7-litre V12 bumped up to 595bhp and various racing-focused changes that revealed the Diablo’s darker side. Only 15 Jotas were delivered from the factory, though 28 kits were produced, making this one of the rarest Lambos of the era.

Our pick of the litter is the Diablo GT. Lamborghini introduced the Diablo GT in 1998 based on the formula of the SE30 and the SE30 Jota. It combined the modifications of the GT2 race car with the outrageousness of the Diablo to offer serious road racing performance. So much so, it remains as the fastest road-going Diablo ever made by the factory. At the time of delivery in September 1999, the Diablo GT was also one of the fastest supercars as well, reaching a top speed of 215 mph (346 kph). It was easily the best Diablo made.

For the detailed oriented, about is a picture of the GTR. It took the GT and made it even crazier. Interior was stripped bare, it got a full roll cage and things like the stereo, soundproofing, and air conditioning were all removed. Add some Plexiglass windows, a fire suppression system, and single seat with a six-point harness. Hardcore. 

Read more: Lamborghini Diablo GT

Ferrari F50 Best 90s Supercars

Ferrari F50 Best 90s Supercars

6. Ferrari F50

Ferrari’s most undeservedly underrated supercar. Superb.

Power: 513.1 bhp @ 8500 rpm / Torque: 347 lb/ft @ 6500 rpm / Engine: 4.7 L DOHC 65 degree Tipo F130B V12 / Produced: 1995 – 1997 / Top Speed: 202 mph / Acceleration (0-60 mph): 3.7 seconds / Base Price: $480,000 / Units sold: 349

So far in this countdown, we’ve had a lot of homologation-special racing cars repurposed for the road to meet the entry requirements for their respective championships. The F50 was different in that it featured components of an actual racing car, toned down only slightly for the road.

The Ferrari F50 began life with a tough act to follow. Its predecessor, the F40, had blown the motoring world away through the eighties and well into the nineties. Ferrari had to pull something very special out of their hats to follow Enzo’s final sign off for the company.

Their starting point was one of their old racing engines; the 3.5-litre V12 from the company’s 1990 F1 car. This was bored out to 4.7-litres before being mounted mid-ship in a carbon fibre monocoque chassis.

The resulting machine produced 513bhp, sent to the rear wheels in a car that weighed just 1320kg. The result? 0-60 in 3.8 seconds, a claimed top speed of 202mph and a deafening driving experience that shook owners to their cores. For those seeking an even more visceral experience, the roof could be removed.

Sadly the F50 could never live up to its legendary predecessor. In tests, its top speed came up far short of the F40’s 201mph, and the more bloated F50 was never as pure an experience as the car that went before it. Still, we feel it deserves a place on the list of the greatest supercars of the nineties.

Read more: Ferrari F50

Dauer 962 Le Mans

Dauer 962 Le Mans

5. Dauer 962 Le Mans

Dauer showed up to Le Mans with road and race versions and promptly won. FIA changed the rules to make sure the 962 wouldn’t be back in 1995. Now that is badass.

Power: 730.0 bhp @ 8250 rpm / Torque: 517.0 lb/ft @ 5000 rpm / Engine: 3 liter water-cooled twin turbo flat-six / Produced: 1994 / Base Price: $1,200,000 / Units sold: 13 / Top Speed: 253 mph (405 kph) / Acceleration (0-60 mph): 2.7 seconds

One of the weirder footnotes in Le Mans history is the Dauer 962, which won the race in 1994 thanks to some creative rulebook interpretation.

From 1983 forward, the Porsche 956 and its 962 IMSA spec version dominated for a decade. Porsche manufactured nearly 150 956/962s and sold many of the cars to private teams. Dauer took a handful of these Porsche 962s and modified them for street use. It is one of the most extraordinary cars to be sold for the streets, but that’s what allowed Porsche to enter the 962 in the GT category at Le Mans in 1994.

Of the companies that have produced a 962 road car, the most successful has been Dauer. After displaying their first 962 at the 1993 Frankfurt Show, Dauer partnered with Porsche to manufacture a contender for the 1994 24 Hours of LeMans. At the 24 hour race, Dauer showed up with both a road version and race version of the Porsches 962, a design which had already won Le Mans six times. After winning the race, the FIA declared it would be creating rules to make sure the 962 wouldn’t be back in 1995. However, with a Le Mans win under their belt, and with support from Porsche, Dauer continued to build their road-going 962.

Read more: Dauer 962 Le Mans.

Porsche 911 GT2

Porsche 911 GT2

4. Porsche 911 GT2

Wide arches, rear wheel drive, Turbo engine. GT2 craziness begins here.

Power: 444 bhp @ 6000 rpm / Torque: 431.5 lb/ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1995–1996 / Base Price: NA / Units sold: 57 cars produced / Top Speed: 187 mph / Acceleration (0-60 mph): 3.7 seconds

I dread to think what the nineties supercar scene would have been like had it not been for homologation requirements. The track-focused, road-going 911 GT2 was introduced in 1993, initially to meet the requirements for GT2 regulations.

The formula of ultra-light, high-power and track credentials seemed to strike a chord with Porsche’s customer base, as the German marque kept the twin-turbo track rocket on its order sheets all the way through to 2012.

424bhp came courtesy of the rear-mounted 3.6-litre power plant, fed air through neatly-positioned intakes at either end of the GT2’s colossal rear wing. Other contemporary road-going 911s of the day also had four-wheel-drive, though this was scrapped in the GT2 in favour of racier rear-wheel-drive.

This made the 993-generation GT2 quite the handful on track or on the road, and a certain level of driving prowess is required to keep one pointing in the right direction over a “spirited” series of bends. You know is good when it gets a top 20 finish in our best Porsche’s ever list.

Read more: 1998 Porsche 911 GT2

Bugatti EB110

Bugatti EB110

3. Bugatti EB110

With a quad turbo, 3.5-litre V-12 the Bugatti EB110 GT seemingly defined the term “supercar”. It was one of the most technologically advanced cars of the 1990s.

Power:  650.0 hp @ 8000 rpm / Torque: 477 lb/ft @ 4200 rpm / Engine: 60 Degree quad-turbo V12 / Produced: 1992 – 1995 / Top Speed: 217 mph / Acceleration (0-60 mph): 3.35 seconds / Base Price: US$380,000 / Units sold: 31 cars made

Initially revealed on the company’s founder, Ettore Bugatti’s 110th birthday in 1991, the EB110 came to be the last Italian-produced Bugatti before VAG took over the troubled automaker.

These days the Bugatti name stands purely for all-out speed and refinement, and though the EB110 was never a record breaker at the top end of the speed stakes, topping out at 216mph in the era of the McLaren F1, it was capable of reaching 62mph in just 3.2 seconds in 1992 Supersport trim – one of the fastest cars of its era over that dash.

That rapid acceleration was mostly thanks to the Bugatti’s 3.5-litre, quad-turbo V12, which transferred 604bhp to the road through all four wheels.

There’s something really appealing about all of the little design details on the EB110 which could be easily overlooked; from the cluster of circular air intakes just behind the doors, to the elegantly simple interior, all the way down to the gearshift layout positioned on the transmission tunnel, keeping the gear knob uncluttered.

Read more: Bugatti EB110

Honda / Acura NSX

Honda / Acura NSX

2. Honda / Acura NSX

The car that shook the supercar world. A supercar that could be driven every day, didn’t break down and anybody could drive. Thank this car for today’s supercars being usable.

Our Pick: 1998 ACURA NSX-T / Power: 290 bhp @ 7100 rpm / Torque: 224 lb/ft @ 5500 rpm / Engine: 3.2L VTEC 6 Cylinder 290 hp / Produced: 1990-2005 / Top Speed: 162.2-mph / Acceleration (0-60 mph): 4.8 seconds / Base Price: $88,725

1991 saw the launch of a supercar that caused a shock across the whole automotive scene. With the NSX project, Honda set out to build a true supercar that had none of the ergonomic issues or reliability problems that plagued exotica at the time.

Sold under the Acura brand in the States, and the Honda brand across the rest of the world, the NSX featured a 3.0-litre V6 with Honda’s trademark VTEC technology supplying the power, mounted mid-ship with extra consideration to the positioning of the seats and fuel tank for optimal weight distribution.

Honda’s pedantic construction of the car paid off; famous fans of the NSX included none other than Ayrton Senna himself, and the handling was enough to take the fight to the supercar elite of the day and cement the NSX’s place in supercar history – even becoming the reference point for a certain McLaren still to come on our nineties list.

Our pick of the range is the 1997 NSX-T. Acura increased the DOHC 24-valve VTEC V-6’s displacement from 3.0 liters to 3.2 and replaced the five-speed manual with a six-speed box for 1997. That meant 290 horsepower and 224 pound-feet of torque from the normally aspirated, 8000-rpm-redline engine. The immediacy of the NSX’s reflexes is matched with elegance and phenomenal precision and the engine’s flyweight reciprocating assembly loves to rev.

Read more: Honda/Acura NSX

McLaren F1

McLaren F1

1. McLaren F1

The best ever. Period. The end. Obsessive focus leads to the creation of the greatest supercar of all time.

Our Pick: McLaren F1 LM / Power: 671 bhp @ 7800 rpm (F1 LM) / Torque: 520 lb/ft @ 4500 rpm (F1 LM) / Engine: 6.1 L (6,064 cc) BMW S70/2 V12 / Produced: 1993–1998 / Top Speed: 240.1 mph (386.4 km/h) / Acceleration (0-60 mph): 3.2 seconds / Base Price: ~US$650,000 / Units sold: 106 cars

If cars like the Ferrari F40 and Porsche 959 began the chase for something beyond the supercar, then McLaren birthed it with the F1. Gordon Murray’s masterpiece was for a long time the fastest production car ever made. Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since.

The technical challenge of getting a road car to such incredible speeds was one unlike any other manufacturer had undertaken. McLaren, after initially seeking out Honda power given the two company’s success together in Formula One racing, eventually settled on a 6.1-litre BMW V12. This was mounted in the middle of the car, and put 618bhp through the rear wheels.

The F1 was also the first production car to use a carbon fibre monocoque chassis, and gold famously lined the engine bay to aid with heat dispersal. This effort paid off, granting the F1 a staggering 0-60 time of 3.2 seconds and that all-important 240 mph top speed.

After delivering 100 customer cars McLaren stopped production after seven prototypes, 64 road cars, 5 special F1 LMs (built to commemorate victory at Le Mans in 1995), three F1 GTs (road going versions of the long tail 1997 F1 GTR race car) and 28 F1 GTR road cars. Of these, the Sultan of Brunei owns the most, and has two very special black F1 LMs with striking Pininfarina graphics as well as an exact replica of the F1 GTR that won LeMans.

Read more: All McLaren F1 posts



Bugatti Should Build This Open-Top Chiron

A Rendering Well Crafted

Bugatti has made some of the most amazing cars of all time recently. From the Veyron to the Divo to the Chiron to the amazing one-off that is the La Voiture Noire. One thing that is missing from its lineup is an open top Chiron. The Instagram profile called Car News Network recently showed off a rendering of just that. Bugatti should make it. 

The car in the photo shared by Car News Network was accompanied by a simple “What if?” caption along with the name for the car Chiron Gand Sport. What if, indeed. Honestly, it doesn’t seem all that far fetched. Bugatti could sell these things quite easily, but it’s unclear what cutting the roof off your Bugatti would actually do to the car. There would have to add in additional support to keep the structural integrity of the car. That would likely add a lot of weight.

Still, the rendering shared by the Car News Network is almost exactly what we’d like to see. As Carscoops points out, there isn’t actually much changed, or doesn’t appear to be. It’s just a roofless Chiron. It’s absolutely gorgeous. A Chiron Grand Sport could go for millions of dollars. It wouldn’t rival the high price of the La Voiture Noire, but it would be a pricey machine non-the-less. Bugatti should make this happen.

The Bugatti Chiron Sport ‘110 Ans’ Insurance Cost Is Outrageous

You Could Buy Another Nice Car for the Annual Cost

Anyone buying a Bugatti Chiron Sport “110 Ans” likely has more than enough money to pay for insurance for the hypercar. However, they might not have realized that it would cost $50,000 a year. Yep, that’s how much it insurance costs for the special edition Chiron Sport. According to ValuePenguin, the annual insurance estimate for the car rests at $50,000.

To be fair, the Bugatti Chiron Sport “110 Ans” is an expensive car. The MSRP is over $3.2 million, and some dealers are charging even more than that. According to Carscoops, one dealer in Munich, Germany has the price for a build slot set at $4.5 million.

If you’re dropping that kind of money on a new Bugatti, then the $50,000 in insurance costs per year probably don’t worry you that much. However, if you’re not used to dropping millions of dollars on a car, then the $50,000 a year sounds completely ludicrous.

The insurance was calculated using a 30-year-old male living in New York City who wants full coverage on the vehicle. There’s room to reason that the $50,000 annual cost could be dropped depending on the location and information of the person. With that said, it’s probably not going to bring the cost down too much. If you had your eye set on the new Bugatti, hopefully, you’ll be able to pay your insurance.

Could Bugatti’s Next Vehicle be a Crossover Coupe?

Bunk or a Rumor Worth Listening to?

We recently reported that Bugatti wants to add to its lineup. At the time of that report, there was no indication as to what that vehicle might be. However, now it seems the automaker could be looking at a crossover coupe as its next model. The crossover coupe could be based on the Lamborghini Urus, according to CAR magazine.

The publication revealed that there is a proposal for such a vehicle that is awaiting sign-off from the high-level executives at VW. VW and Bugatti have said nothing of this, so there’s a chance it’s not true or that the company will not sign off on it and we’ll hear nothing else of it. With that in mind, with the way the automotive market is currently going, it would make sense for the automaker to do so.

Stephan Winkelmann, the head of Bugatti, previously worked on the Urus, so it would make sense. Also, the model is a true force to be reckoned with. It has a 0 to 60 mph time of just 3.6 seconds, and a top speed of about 190 mph.

If Bugatti were to tap the Urus for its own crossover, the reports indicate that it will be a smaller, two-door crossover that’s even more extreme in terms of performance. As Carscoops points out, there is the opportunity to hybridize the powertrain and still use the engine from the Urus to bring the power output closer to 1,000 hp.

All this goes against what Winkelmann said of the upcoming vehicle. As we reported a few days ago, Winkelmann seemed pretty adamant about the car having its own platform, and keeping it unique to the Bugatti brand. With that said, we could see Bugatti coming up with its own platform and then using things like the engine from the Urus. Time will tell, but reports indicated a 2023 projected date for the vehicle. Bugatti better get moving if it wants to make that happen.

Geneva 2019: 1 of 1 Bugatti “La Voiture Noire”

Bugatti have taken a very special title with the unveiling of the Bugatti La Voiture Noire – the most expensive new car ever sold. As you would imagine, La Voiture Noire, is based the the Bugatti Chrion.

Under the rear hatch sits an unmodified 1,500 hp, eight-litre W16 engine with 1,600 Nm of torque. Performance figures have not been announced, however, we suspect the owner has no plans to test these. It will likely join a private collection to be seen by the public only on special occasions.

The styling is certainly splitting opinion. There are significant changes to the look of the car with new headlights mounted much further up the body, much like the Divo. The design has been Inspired by Jean Bugatti’s iconic Type 57 SC Atlantic, four of the most beautiful and valuable cars in existence. At the rear there is a curvy light beam, which reminds us of the McLaren P1, and no less that six exhausts!

Geneva Motor Show 2019

For more info on the new 1 of 1 Bugatti “La Voiture Noire”, check our earlier article here. For more from the Geneva Motor Show 2019, click through to our dedicated news channel. Let us know what you want to see in the comments box below!

Bugatti Teases a New Type 57 SC Atlantic

Translating the Design Language to the Modern Age

The Type 57 SC that Bugatti teased on its Facebook Page could mean a new version of the car for the Geneva Motor Show. The automaker retold the story of the Bugatti Type 57 SC not long ago for the car’s 80th birthday, and it seems the company may have something special up its sleeve. 

With only four of the cars ever built, it would be truly amazing if Bugatti could bring the model back in some capacity. However, it’s not wildly surprising. The company returned to coachbuilding cars with the Devo, and what better vehicle to continue on with than the 57 SC? 

The image teased was a top-down shot. It showed much of the car’s key features. The split windshield is there, the large wheel flares, and the spine that runs down the center. Although you can’t tell the details, most of the important features and the overall shape and design ethos appear to be intact.

If Bugatti were to build a new version of the 57 SC, it would be built upon the Chiron’s chassis. That would blend the car’s heritage with its new models and make one of the most amazing vehicles out there. It would easily steal the show unless the other automakers have some serious surprises hidden away.

The company has confirmed it will have the 110 ans Bugatti car at the Geneva Motor show. That would have been enough for many automakers. However, if a new Type 57 SC appears, we can’t imagine anyone carrying much for the 110 ans Bugatti.