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A Closer Look11 November 2024 by Andreas 844 Viewed

Italdesign Giugiaro’s Four Aces

During the 1970s, Italdesign Giugiaro unveiled a series of sports cars with very similar designs for different car manufacturers which, in terms of name represent the 4 (3) aces of poker cards, Those models where:

  • Asso di Picche
  • Asso di Quadri
  • Asso di Fiori

All three models had positive feedback from the public, but only the Asso di Fiori had a productive following which became the Isuzu Piazza.

Asso di Picche ♠

In 1973, Italdesign, requested by german coachbuilder Karmann, known for several collaborations with Volkswagen Group brands, unveiled the first model of the “Aces” series under the name Asso di Picche (Ace of Spades) at the Frankfurt Motor Show. The model was built on the basis of the already well-known Audi 80; it was thus equipped with a longitudinal engine, front-wheel drive with a MacPherson-type front end and a rigid-axle rear end. For the mass-produced vehicles, which were never made, it was assumed that the powertrains already present on the car from which it was derived would be used, namely the 55-hp 1.3L and the 75-hp or 85-hp 1.5L belonging to the VW-Audi EA827 family.

Asso di Quadri ♦

Three years later, in 1976, again requested by Karmann’, Giugiaro presented an immediately mass-producible coupe, the Asso di Quadri (Ace of Diamonds), at the Turin Motor Show. The Asso di Quadri inherited only the name from the previous series while the mechanicals were derived from the BMW E21. The engine was still longitudinal but it was rear-drive; the front end was still MacPherson, while the rear end had triangular arms. The engine was the 2.0L, 109-hp 4-cylinder M10 of the E21 320i. The Asso di Quadri had also a three-box design and received the same treatment as the Asso di Picche by being transformed into a coupe. It presented, however, smoother and more aerodynamic lines than the 1973 version. Unfortunately, the fate of the Asso di Quadri was the same as the Asso di Picche and as a result it also had no production follow-up. Nevertheless, Giugiaro two years later, in 1978, repurposed the styling of the Asso di Quadri as the basis for the future BMW M1.

Asso di Fiori ♣

In 1978, the Japanese manufacturer Isuzu asked Giorgetto Giugiaro to design a new sports car to replace the 117 Coupe; thus, in 1979 during the Geneva motor show, the last product in the series, the Asso di Fiori (Ace of Clubs), was unveiled at the Italdesign stand. This version was built on a Gemini base, which was derived from the Opel Kadett C of the General Motors group. The mechanics remained faithful to the classic mechanical scheme of longitudinal front-engine rear-wheel drive with an articulated wishbone front end, while the rear end confirmed the rigid axle solution with Panhard bar. The engine was a 130-hp Isuzu 1.8L. The Ace of Clubs innovations consisted mainly of the elimination of exterior drip pans, windows flush with the body, and doors and hatches designed so that the sheet metal wrapped around and covered the center pillar and roof. That same year the prototype was unveiled by Isuzu at the Tokyo Motor Show, earning positive reviews and the green light for production under the name Isuzu Piazza.

Asso di Cuori ♥

Giugiaro was also intent on creating the Ace of Hearts (Asso di Cuori), but the project was never realized.

Asso di Picche in Movimento♠

At the 2024 Milano Design Week, Italdesign showcased the eagerly awaited Asso di Picche In Movimento coupé, translating to “Ace of Spades in Motion.” Stepping beyond its digital origins, this concept car made a remarkable entrance into the physical realm as a full-scale model. Drawing inspiration from the iconic 1973 Audi Asso di Picche, this EV concept car marks a significant leap in automotive innovation. The Asso di Picche In Movimento pays homage to its predecessor while embracing the latest advancements in electric vehicle technology. The coupé, with its distinct design and electrifying features, captures the essence of the original model and propels it into the future. Italdesign’s commitment to blending heritage with cutting-edge innovation is evident in this unveiling, showcasing their prowess in automotive design and dedication to shaping the future of mobility.

the author

Andreas

Italian classic car enthusiast with German roots. Renowned as a respected figure in the classic car community, he serves as a jury member at various international concours d'elegance, including the Classic Gala Schwetzingen and Mantova. As a content creator, Andreas passionately shares his profound knowledge and appreciation for vintage automobiles. His heart beats for cars designed by Giovanni Michelotti, showcasing his discerning taste and dedication to preserving the timeless elegance of automotive history.

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Bugatti EB110

In the world of high-performance automobiles, few cars command as much intrigue as the Bugatti EB110. Brought to life by Italian entrepreneur Romano Artioli, the EB110 was a groundbreaking effort to revive the storied Bugatti name. Combining avant-garde engineering, meticulous design, and theatrical presentation, it was a car that set new benchmarks for what a supercar could achieve—both on paper and in practice.

Who Is Romano Artioli?

Romano Artioli is a visionary entrepreneur and car enthusiast who played a pivotal role in the revival of the Bugatti brand. Born in the Province of Mantua, he grew up in Bolzano, where he established himself as a key figure in the luxury and performance automotive world. In the 1980s, he managed the largest Ferrari dealership in the world, expanding his reach into northern and southern Germany.

Artioli’s expertise extended beyond Italian exotics. He entered the business of importing Japanese cars through his company Autexpò, which in 1982 became the first official importer of Suzuki vehicles in Italy. This venture bolstered his business acumen and financial resources, laying the groundwork for larger ambitions.

Bugatti EB110

A passionate admirer of Bugatti, Artioli joined forces with Ferruccio Lamborghini and Paolo Stanzani to resurrect the legendary French marque. Leveraging their credibility and Stanzani’s industrial expertise, Artioli negotiated with the French government, which controlled the Bugatti brand at the time. In 1987, he successfully acquired the rights to Bugatti, forming the Bugatti International holding company, with Jan-Krister Breitfeld as president.

The same year, Artioli and Stanzani co-founded Bugatti Automobili S.p.A., with Stanzani acting as sole administrator and technical director. Initially, Artioli took a backseat, not assuming a direct managerial role until 1990, when he became president of the company. However, deep-seated disagreements over business strategy led to Stanzani’s departure just as the Bugatti EB110 prototypes were nearing completion.

Romano Artioli’s Vision for Bugatti

The Bugatti marque, dormant since the mid-20th century, was revived in 1987 when Artioli acquired the rights. For Artioli, Bugatti was more than a brand; it was an embodiment of perfection and artistry. His vision was to resurrect the marque in a way that honored its legacy while propelling it to the forefront of automotive innovation.

Bugatti EB110

To that end, he established Bugatti Automobili S.p.A. in Campogalliano, Italy, a high-tech facility designed to reflect Bugatti’s meticulous ethos. Even the smallest details of the factory, from its architecture to its branding, were crafted to exude sophistication. Artioli’s pursuit of excellence extended to every facet of the operation, with no expense spared to ensure that the car would become a technological and artistic marvel.

The Bugatti EB110: Designed for Elegance and Performance

The design of the EB110 emerged after several high-profile proposals were reviewed. While initial sketches by Marcello Gandini offered an angular and aggressive aesthetic, Artioli found them inconsistent with Bugatti’s legacy of elegance. Additional proposals were considered, including contributions from Italdesign Giugiaro, Bertone, and Paolo Martin.

Ultimately, the task of finalizing the car’s design fell to Gianpaolo Benedini, who also oversaw the construction of the Campogalliano factory. Benedini reworked Gandini’s initial drafts, softening the harsh lines and introducing a more aerodynamic, timeless shape. The final design balanced modernity with subtle nods to Bugatti’s heritage, including a minimalist interpretation of the iconic horseshoe grille.

Artioli’s design philosophy for the EB110 drew inspiration from the weight-saving principles famously championed by Carrozzeria Touring, applying advanced materials and innovative techniques to achieve unparalleled efficiency and performance.

A Technical Masterpiece

At the heart of the EB110 was a 3.5-liter quad-turbocharged V12 engine, a marvel of engineering that delivered both raw power and remarkable sophistication. The engine, featuring five valves per cylinder (three intake, two exhaust), produced 553 horsepower in the GT model and 603 horsepower in the more aggressive SS variant.

This technological showcase included 12 individual throttle bodies, ensuring razor-sharp response. Engineered to operate at a stratospheric 8,600 RPM redline, the powertrain underscored Bugatti’s commitment to pushing the boundaries of what was mechanically possible.

Bugatti EB110

The engine’s advanced systems were paired with a six-speed manual gearbox, allowing precise control over the car’s immense power. To harness this energy, the EB110 employed a sophisticated all-wheel-drive system that delivered 27% of the torque to the front wheels and 73% to the rear. This rear-biased setup provided excellent traction while maintaining the dynamic feel of a rear-wheel-drive sports car.

The EB110’s chassis was equally advanced. Its carbon-fiber monocoque, developed in collaboration with aerospace specialists, was one of the first of its kind in a production car. This construction provided exceptional rigidity while keeping weight to a minimum. The suspension system, with double wishbones at all four corners, ensured precise handling and a planted feel at high speeds.

The car’s aerodynamics were optimized through extensive wind tunnel testing, with active features like a deployable rear spoiler that adjusted based on speed and braking inputs. All of this culminated in a car capable of 0 to 60 mph in just 3.2 seconds and a top speed of 218 mph, making it one of the fastest cars of its era.

A Spectacular Debut

The launch of the EB110 on September 15, 1991; Ettore Bugatti’s 110th birthday; was a spectacle befitting its ambitious design. The unveiling began in Paris, the birthplace of the original Bugatti marque, where a carefully choreographed celebration honored the brand’s heritage. Over 70 vintage Bugatti cars were displayed in a horseshoe formation, evoking both history and exclusivity. Thousands of guests, including dignitaries, journalists, and celebrities, were treated to an elaborate presentation that emphasized Bugatti’s past and future.

Bugatti EB110
Bugatti EB110
Bugatti EB110

After the Parisian festivities, the EB110 was transported to Molsheim, France, where Ettore Bugatti had established his original factory. There, the car was revealed to the public, symbolizing the brand’s return to its roots.

Artioli spared no effort in making the event memorable. From champagne receptions to grand dinners, the entire celebration reflected the opulence and ambition that defined the EB110 project.

Challenges and Legacy

Despite its technological brilliance, the EB110 faced significant challenges. The global economic recession of the early 1990s reduced demand for ultra-expensive supercars, and Bugatti’s ambitious production targets proved unattainable. Financial pressures mounted, exacerbated by Artioli’s overextension into ventures like the acquisition of Lotus.

Rumors of industrial sabotage and pressure from rival manufacturers added to the drama. Bugatti Automobili declared bankruptcy in 1995, having produced only 139 units of the EB110. The company’s assets, including the Campogalliano factory, were eventually sold.

Yet, the EB110’s legacy endures. It set the stage for modern Bugatti hypercars like the Veyron and Chiron, which adopted its pioneering use of carbon fiber, all-wheel-drive systems, and quad-turbocharged engines. The EB110 is now a highly coveted collector’s car, celebrated for its engineering prowess and historical significance.

Why the Bugatti EB110 Failed

The failure of the Bugatti EB110 was a tragic convergence of bad timing, overambition, and industrial intrigue. Romano Artioli’s vision for Bugatti included not just reviving the brand but also acquiring Lotus, creating a global network of luxury dealerships. While Lotus found modest success, Bugatti faced a rough start, worsened by external and internal challenges.

The EB110 launched in 1991, during a global recession that decimated the exotic car market. Bugatti aimed to sell 150 cars annually, but only 115 were produced over three years. Compounding this was the Black Monday crash in 1987, just as Bugatti Automobili was established, creating economic turbulence that hampered the brand’s revival.

Bugatti EB110

Behind the scenes, Artioli claimed sabotage: suppliers allegedly cut off deliveries under pressure from rivals, and even employees were rumored to have tampered with production. Adding to the turmoil, Suzuki terminated its distributorship deal with Artioli, cutting a critical revenue stream.

Ambitious projects, like the state-of-the-art factory in Campogalliano, drained resources, while Bugatti’s inability to meet supplier payments strained production. Despite a car that dazzled in engineering and design, the company’s collapse was a tale of overreach and misfortune. The EB110 remains a brilliant but brief chapter in Bugatti’s storied history.

A Bold Dream, A Lasting Impact

The Bugatti EB110 was a supercar born of audacity and innovation. Though its production run was short-lived, the EB110 remains a symbol of what is possible when visionaries push the limits of technology and design. Its story, marked by triumph and turbulence, encapsulates the essence of the Bugatti spirit: a relentless pursuit of excellence in the face of overwhelming odds.

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