As the fastest car of its time, the Bugatti EB110 was a real speed machine. Like all Bugatti's the EB110 had just one thing in mind, performance. It kept with the tradition of making the best sports cars at unreasonable prices. Even though this was true, the company was heavily in debt and lost money everytime they made and sold an EB110. By the time Bugatti went bankrupt, only around 150 EB110's were made(both GT's and SS's). Although this was true, Bugatti is now replanning their next move to re-enter the sports car market. If they make cars, as good as the EB110 in the future, I hope that they will come back strong and soon.
Under the hood of this beast is a quad-turbo 3.5 liter V12. The EB110GT's engine produced a massive 611 horsepower while the more race oriented SS was tuned to an even greater 650HP. Power is put to the ground via a 4 wheel drive system that sends 73% to the rear and 27% to the front. The result is a 0-60 of 3.3, 12.5 second 1/4 mile, and top speed of 217 MPH. 
Fabricated from scratch with state of the art componentry, the EB110 GT was launched on September 15th 1991, but Artioli and Bugatti had missed the supercar boom and pitched their stunning new car into a particularly severe recession. With its distinctive Gandini styling and near £300,000 list price, there just weren't enough buyers for the GT and fewer still for the subsequent £400,000 SS hot rod. So despite exceptional performance, build quality and dynamics, the EB110 was a commercial disaster, the Campogalliano factory producing just 126 customer cars before closing down in summer 1995. Incorporating bespoke parts throughout, the GT was based around a hugely advanced and wickedly expensive carbon-fibre tub fabricated by Aerospatiale. The EB110 and McLaren F1 were the only road cars available with composite monocoques during the early nineties, such outlandish features playing an integral part in the huge list prices of each. Bugatti's first five prototypes were completed with chassis's fabricated from lightweight aluminium before they made the switch to carbon composite, eight further prototypes being completed in this state-of-the-art material. Suspension was via independent double wishbones and with a wheelbase of 2550mm, full time four-wheel drive, power-assisted steering and switchable ABS, the GT was eminently predictable in almost any situation. Unique BBS 18-inch magnesium alloy wheels (9 and 12.5-inches wide front/rear) worked in conjunction with power-assisted cross-drilled and ventilated 322mm brake discs and four-pot Brembo calipers.
Bugatti also incorporated an exotic five-valve cylinder head, a technically advanced feature not even used by McLaren's BMW Motorsport engine, let alone Ferrari. Producing an awesome 553bhp at 8000rpm, compression was set at 8.0:1, Bugatti fitting four IHI turbochargers and coupling the engine to a six-speed gearbox. Despite there being noticeable turbo lag below 3500rpm, from this point on, the GT was incredibly quick and with 451lbft of torque at 3750rpm, its performance was easily accessible. Sprinting to sixty in just 4.4 seconds and taking 9.1 to 100mph, the GT would reach a top speed of 209mph if you could find a quiet enough road. Easily the EB110's most controversial feature though was not its awe-inspiring performance but bodywork that divided opinion and instantly became something you either loved or hated. Penned by Marcello Gandini who had famously been responsible for Lamborghini's Miura, Countach and 
Diablo, the shell was fabricated from a combination of carbon-fibre and aluminium panels bonded to the chassis for ultimate rigidity. Gandini's design failed to captivate in the same way as those aforementioned Lamborghini's, the EB110's awkward headlights lending the car a slightly bizarre appearance. However, with time, it has mellowed and many favourable features become apparent.
A set of custom fitted luggage could be stowed behind the seats. Launched with a lavish celebration held in Versailles during September 1991, the EB110 GT debuted as the worlds fastest production car although the styling was inevitably not to everybodies liking. Road testers heaped praise on the new cars performance and handling, particularly its astounding agility despite the relatively heavy weight. The first customer EB110 GT was supplied in December 1991 but Bugatti had long since missed the boom being experienced during its initial announcement. Instead, the EB110 was launched into one of the most severe recessions for decades. Demand for ultra expensive motorcars had in just a couple of years shrunk considerably and only well established marques were able to see out a downturn that continued until the mid 1990's.