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The Panoramica by Zagato

Zagato cars were always characterized by a magnificent balance between sleek and clean lines and innovative light materials. This combination, maintained and developed more and more in the over 100 years of Zagato’s history, largely depends on the aeronautical roots of founder Ugo who, in WW1, designed and built biplanes that had to be fast, light and capable of performing quick and surprising maneuvers. Just think of Gabriele D’Annunzio’s flight over Vienna in 1918, with a plane built by Ugo Zagato himself, who at the time worked for Officine Pomilio.

When Ugo Zagato left the aeronautical sector for starting his coachbuilding business in 1919, the automobiles were heavy and massive. He introduced a revolution by adopting lightweight materials such as aluminum, just like for the design of an airplane. In the 20’s and 30’s Zagato first began to establish itself for its racing models, where the wood chassis was replaced by steel and the bodies were built of alluminum. Thanks to his creations, he began to collect victories after victories in all racing categories. Afterwards he started focusing also on the aerodynamics, creating streamline bodies for Alfa Romeo, Fiat and Lancia which looked like torpedoes. These cars,  without mudguards and external headlights, were built specifically to achieve new records.

In the 40s, after WWII, Zagato gave shape to an original automotive concept, the so-called “Panoramica”, destined to mark the rebirth of Carrozzeria Zagato after the war.

Luigi Fabio Rapi, a designer and engineer who collaborated also with Isotta Fraschini and Zagato, (the companies were basically neighboors), used Plexiglas for the upper part of the windshield, and for the rear  and side windows. A very modern solution that offered the driver a wide visibility and the passenger a panoramic view. This type of car received a patent that Zagato used for its automotive creations between 1947 and 1950 producing around 100 “Panoramica” cars.

Due to Zagato’s past as plane builder, the “Panoramica” name took inspiration from the “panorama” that could be appreciated while piloting an airplane, the fact is that the cockpits looked like bombers cockpits. New materials,  such as Plexiglas, were used to archive this concept, which allowed the curvature of the glass surfaces and significant weight savings. The “Panoramiche” were cars with clean lines, fast, but also very comfortable for interior habitability and brightness. Those are the most important models.

1947 Fiat 1100 Panoramica

One of the first “Panoramica” was built by Zagato based on the Fiat 1100 chassis. The concept was simple: a raised roofline and glass areas (plexiglas) that curved up into the roof. With this feature, the driver and passenger window was fixed and couldn’t be opened. Not the best solution for hot summer days but race drivers apprechiated the improved visibility: Basically a fast greenhouse!

1947 Isotta Fraschini 8C Monterosa

After the Second World War, Isotta Fraschini attempts a return to automotive production with the 8C Monterosa, heir to the pre-war Tipo 8. The new model is presented in 1947 and is distinguished by the unusual design with a cantilevered rear engine. Between 1947 and 1949 several prototypes are completed, with bodies made by Zagato, Touring and Boneschi, but the model is too expensive and will never go into production. Zagato, which new workshop was next to Isotta Fraschini’s headquarters, built 3 prototypes in which we can clearly see the “Panorama” influence.  The model was way too expensive and never went into production.

1947 Maserati A6 1500 GT Panoramica

Photo courtesy of bonhams.com

In 1948 Maserati sent a rolling chassis to Carrozzeria Zagato, where it was re-bodied with two-seater ‘Panoramica’-style coupé coachwork in aluminium. This was the first such co-operation between Maserati and Zagato. So unique, only the classic Maserati front grill permitted this car recognition as a model of the Tridente.

1947 Fiat 1400 Panoramica

Another “Panoramica” similar to the Fiat 1100, this time built on the more powerful 1400 chassis. On this particular speciment, the side glass areas are divided into two pieces by a metal frame allowing the windows (probably glass and not the lighter race-oriented plexiglas) to be opended. This feature, in addition to all the chrome decorations, suggests that this car was built for private use and not for race.

1948 Fiat 500B Topolino

From 1947 a production line dedicated to the Topolino B was started. Given the good success with the public, Zagato continued to produce this series on all Fiat Topolino models until 1950. 

1948 Fiat 750 MM "Scansina"

The “Scansina“, built in only 8 speciments, is also based on the Fiat Topolino. It was a more powerful version with its engine increased to 750 cc. Elio Zagato repeatedly brought it to victory in numerous competitions. On this model was also born the “Z” logo, which later became the official company logo: a darting Z which was initially put on the front grille: an idea of ​​twenty-year-old designer Gianni, Elio’s brother.

1948 MG 1500 Panoramica

The “Panorama” bodies were also built on english chassis. This MG 1500 Y-Type was successfully exhibited at the 1948 Earl’s Court Motor Show in England. The car partecipated also at the 1949 Concours d’Elegance in Lugano, CH.

1949 Alfa Romeo 8C 2300 M

Built on a Alfa Romeo 8C 2300 chassis, it features a Panorama body mixed with Flamboyant style elements. Built in a single speciments on the chassis of the 1933 Alfa Romeo 8C 2300 Monza no 2211114, a race car that crashed several times. It was equipped with a 6C 2500 engine. This 1949 built car was found in Africa somewhere in the 1960s and later rebodied to its original “Monza” racing look. 

1949 Ferrari 166 MM Panoramica

The “Panoramica” concept reached its peak in terms of compromising the lightness of the shapes and the elegance of a GT, with the creation of this Ferrari 166 commissioned in 1949 by the gentleman driver Antonio Stagnali and was the first of a long series of Ferrari bodied by Zagato (read our post). This car is considered a milestone in the evolution of the concept of the coupé body and in 2007, on the 60th anniversary of the Ferrari brand, Zagato recreated the vanished coupé thanks to the photometric process and to the support by Ferrari Classiche.

1949 Lancia Ardea Panoramica

Zagato’s proposal on the Lancia Ardea chassis made in 1949, probably a one-off. The bodywork is very aerodynamic with a futuristic line for its time, features we’ve already have seen on the other “Panoramica”

1950 Fiat 1100 Giardinetta

The Panoramica concept was also used to create  “Giardinetta’s”, Fiat’s word for “Station Wagon”. At least 2 models were built in unknown speciments: The Fiat 500C Topolino and its bigger sister, this 1100 Giardinetta.

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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

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.