Speciale Bugatti Corse – Le uniche due EB110 da competizione (Le Mans & IMSA) – Davide Cironi (SUBS)

Speciale Bugatti Corse – Le uniche due EB110 da competizione (Le Mans & IMSA) – Davide Cironi (SUBS)


Loris Bicocchi: “How exciting to sit in this car after so many years… It’s incredible” Vittorio Filippini: “Cars are wonderful, but their true value is under the skirt: that’s where the magic happens. These Bugattis are very beautiful, we worked hard on the styling but even better was the work done underneath: engine, transmission, suspensions required great effort and just a team as ours with the passion we had could end up with a result like this”. Fabio Baroni: “I worked… or rather, I was lucky enough to work for the Bugatti Automobili in the R&D department and I involved in the development of the car that raced in the 24h of Le Mans with two colleagues and two other technicians from the Synergie team who took care of the car on the track. It was a great experience, partly because we built a car that had never existed done: it was the first time the Bugatti EB110 participated in the 24h of Le Mans”. Romano Artioli: “Something we thought was crucial for a brand like Bugatti was racing. We had already built the methane-powered EB110 that broke records for methane-powered cars and was street legal too, but there was more we could do. We decided to enroll these two cars here to the endurance races in Le Mans and in the USA: these are the races from which a brand can benefit to build better and better cars later”. “I remember that nobody told me anything: one day I saw a team of French people coming into our R&D department where I was working, where the road cars were tuned. These guys came running and start dismantling this car which was parked inside one of the department’s five bays. They started removing the doors, the seats, the interior etc… We were all curious and then we got to know that someone wanted to race a Bugatti in the 24h of Le Mans”. Giampaolo Simonini: “The car was already well developed when I joined the firm, there were various prototypes running, some with the carbon-fiber frame, others with the honeycomb aluminum one, but it still didn’t have the final body we can see here” Giampaolo Benedini: “I don’t want to take credit for Gandini’s work. The stylistic base is his, I just modified the front end and other things like the interior and this is the result. Because of the car’s characteristics and performance, some people saw a future for it and came with a request: at that time there was a GT championship dominated by the F40. Martino Finotto, a wealthy pharmaceutical entrepreneur who made a turbocharged racecar with Carlo Facetti that he raced in the IMSA championships in the US, came to Bugatti (in his helicopter, an 8-seat Agusta) with Carlo Facetti. He asked if something could be done with the Bugatti Super Sport. I think Carlo Facetti himself advised him against this, he probably thought the car was too complicated”. “It was amazing. We were already delighted with the road cars we were developing, everything was ambitious, strange, nearly mad, but I think the story of this Bugatti was mad from the beginning, so it sort of made sense”. “When we started working on the racecar, it was an even bigger challenge. Why? Because creating a road car with these levels of performance was already hard, take it to the track, with even more performance was an entirely new challenge. In some ways we found ourselves unprepared but we didn’t lack enthusiasm and determination: we sensibly gathered information from those who could do these things or those who already did them”. “… and what we can see here is the car made for the IMSA championship that we adapted to the championship restrictions. Some body modifications were possible, so we worked on the front end and made some air-intakes to cool the brakes, added some headlights, we modified the front and rear arches to create some diffusers, both for aerodynamics and cooling purposes. The glass area were lightened with some polycarbonate parts, we removed the window-opening mechanism, simplified the interior, fitted a roll cage and a fixed rear spoiler, I think the car weighed about 1200 kilos”. “This team was led by Lucien Monté, a skilled tuner and technician which is still tuning cars nowadays for the 24h: he’s a good man, very passionate… I think he’s 80 now and he’s probably still working. Some guys who worked for Bugatti pitched in because we knew the car better, so they needed our help”. “Something we wanted to do was fitting the car with a straight-cut dogbox transmission (the road car had a synchronized gearbox) because the gear changes were faster etc… How? In those days I worked on calculations and design, within the team: calculating gears, shafts, the cinematics of the suspensions was my daily bread. “Design the gears for the racing gearbox”… Jeez, how would I do that? Luckily, thanks to some friends, I was able to get in touch with Dallara who was very kind and took me to see an F1 transmission drawing. He told me: “I can’t give it to you, but you can look at it” I didn’t have a camera with me, so I started measuring the gears and bearings with a ruler and wrote down the numbers. Then I came back to the factory and worked out the calculations for that gearbox, trying to understand what the designer was thinking while drawing it: that’s how I designed the Bugatti gearbox. We drew it and then encountered some logistical problems, it was a difficult period for Bugatti back then (we are talking about the winter of 1994 to 1995), the company crisis could be felt, the suppliers were not responding in the usual way and was not easy to find somebody who could make the gears for the transmission, a frequent supplier was… … unwilling to handle our order the job, that’s probably the best way to put it. so we asked Colotti, who built racing gearboxes. I went there and told him what I wanted to do. He said: “We can do it, I’ll make you the gears”. I tried to understand what kind of machinery he had and I designed the gears so that they could be made with his existing machineries to not spend more money (other than the base materials) on more advanced ones. So I gathered information from here and there and the gearbox design was finished. Unfortunately, when the car was ready in the spring of 1995, the gearbox was not ready and we fitted the stock EB110 gearbox instead. We only changed two gears: the FWD ones, since the car had larger rear tires, the two axles needed some adjustments, the gear ratio changed between them… these two gears were made by our usual supplier. Just a couple so there was little money involved and little risk for them. When the gearbox was ready, the MRT fitted it in Monaco, helped by some Bugatti technicians, including myself. Once the gearbox was in, Gildo drove it… but it was a tough gearbox, not easy to use. Gildo was a gentleman driver and didn’t like it, he said: “Put the standard gearbox back in and I’ll be fine”. So the new gearbox (made in two examples) stayed there in Monaco, maybe they have been thrown away, but they could have worked with a different sort of driver: for instance, the car was also driven by Patrick Tambay. He was part of the team and he would have probably liked that gearbox since he was an old-school F1 driver, but the gearbox had no future. That’s the story of that gearbox”. “The car probably needed more development to be competitive, even if there was some potential, maybe the 4WD should have been removed to make it just RWD for many reasons: a racecar has different needs from a road one”. “Given the time pressure, there was some skepticism… Then, when we saw it leaving on the truck for France, I couldn’t bear to miss the opportunity of seeing it in action at Le Mans”. “We went there without any of the testing that is usual to prepare for this kind of races: we left as soon as the car was ready”. “Two holes have been made at the front to blow air onto the disks and cool the brakes and a diffuser at the rear of the wheel arch helped both cooling and aerodynamics. For some races, the car was fitted with diffusers over the arches like the Le Mans car that were probably removed here when the car was restored. The wheel arches were also enlarged to accommodate slightly bigger tires and the split BBS rims with the “monodado” (“single nut”) simplified the tires changes”. “On the racecar there was a single nut, but we had some problems with the road car since we have reached a tightening torque of 110 kilogrammeters which is huge, we had a special wrench to tighten them and still there were some cases where the nuts unscrewed themselves. Loris Bicocchi, the test driver, complained about this and after driving it, he checked and the nuts were always a bit loose… I couldn’t figure out how to resolve it but after a while, I discovered that it was a joint problem: the wheel hub assembly was too stiff, too big in other words, too robust and when the wheel moved, this stiffness made the nut lose its initial torque. I remember telling the technical director: “I’ve just identified the problem” and he said: “Are you brave enough to remove some material from the hub and make it thinner?” Pedrazzi was worried about the car’s safety, but I told him: “I’m not brave enough, but this is the problem: it’s too stiff”. So production went ahead with wheel hub as it was, although that’s not completely true because we studied a 5-nut hub on the last EB110 prototypes to get rid of the single nut since we hadn’t solve the problem. The single-nut wheels were also not easy to change: when you took the car to a workshop, they wouldn’t have the right wrench to reach that tightening torque, whereas a conventional 5-nut hub would be easier easier to work on and also safer. I wanted to replace the one we had and actually the EB112 had a 5-nuts hub, sorry if I’m going on a bit… The racecar however had to have the central nut though, so how could we solve the problem? I remember Pedrazzi telling me: “Call the Synergie team, they raced and we didn’t hear any problems from them” So I called and they sent me the drawing of the lug nut they used, I did the calculations again and understood what they had done with the cone angle, the thread pitch etc… and we realized that it could work just by using the right calculations. On Gildo’s EB110 we put the exact same nut that Synergie used, a company that was familiar with racecars and had probably dealt with this kind of problem before. God only knows which car this nut came from, but they put it on the EB110 and we did the same thing” “Obviously the windshield wiper was replaced with another one that could withstand high speeds, even if it couldn’t be homologated because it didn’t wipe the minimum area demanded by the traffic regulations, the glass area had been lightened with a front LEXAN polycarbonate windshield and fixed side windows. The rear wheel arches were widened as well, they are larger than the original and there are more efficient cooling outlets at the back and a fixed carbon-fiber wing, lighter than the road spoiler that retracted electrically at low speeds”. “I was fortunate enough to accompany the car during the racing. I had a VIP pass to go into the pits, it was a wonderful experience, Le Mans also has its own Bugatti Circuit, so everything “merged”. See the car racing for 23 hours and a half was a victory in itself. From the moment the idea was born and the car was modified… even if it stopped half an hour from the finish because of an accident, it was still a victory”. “There had been problems but we always fixed them, we built a unique car” “There was a problem with the turbocharged, but it was the first time the car had run in a tough race like that and, if we had had the chance to prepare it for future races, the Bugatti could have hoped for great results. It was thrilling”. “The engine, the transmission, the suspensions were actually the same the road cars had, something incredible because, you know, when somebody builds a racecar, he rips it open and starts from scratch, while we exploited all the potential of the road car. We just lightened it, put on some slick tires, tuned it properly, but the modifications were not radical. As a technician, I found this astonishing: it’s a sign that this granny, this EB110 was not bad at all”. “After this project, we prepared the car for the IMSA championship in the USA a year later and that was an even bigger project, since we started from a stock EB110 and modified everything according to the FIA rules” “Another important detail was the suspensions: the set-up was completely different from the standard. What did we change? Well, we couldn’t change much because the rules provided that the suspension points needed to be pretty much the standard ones. So how could we lower the car? We rebuilt the hub mounting, so the hub was higher and the car was lower. The stock hub mountings were made in cast aluminum, an investment we couldn’t afford… The solution we found was making them in welded steel: a central hub with the bearing and a welded steel plate. We drew it with great caution, since they had to be safe, Pedrazzi told me: “Vittorio, be careful” I found the right material, I defined the welding process so it had to work. But who would make them? We found a factory in Padulle called “Turbomoto” that already worked on racecars and they made us the components from the drawings, using the material and the welding process we wanted. Perfect. One day I went there to see how things were going: they were welding on the floor, something that made my skin crawl. I got very worried and went back to tell Pedrazzi: “Oliviero, this is how they are making the hub brackets: …” he said: “Let’s wait till they’re finished and then see”. Actually, it was not bad. It was okay but “Can we be sure we won’t lose a wheel?” he said, something that must not happen. Safety first. So we put it under a press and measured how much it distorted under a certain pressure. I knew the forces to which a wheel is subjected and we verified that it worked and it was quite strong; so if those guys had finished the work, despite the fact they were welding on the floor, things would have gone well (that one was just an example). In fact when they came they were not bad at all, they were beautifully welded. I spared myself another trip to the workshop so I wouldn’t have worried too much, I just waited and when they arrived, they had been nicely done, we put them in and everything worked fine. There’s another important thing: we looked at this bracket and we thought about the future: we wanted to go further, we were capitalizing on this racecar experience. Oliviero said: “The next will be made from solid steel, just one piece” “That’s cool”, I said. He drew an example with a thin plate (2mm thick), it was wonderful to look at. We gave this drawing to our internal workshop: we had some CNC machines that we programmed and our guys shaped this high-strength steel block (there were piles of metal chips this high) and it was marvelous; even today when I think about it… God only knows where it ended up, it stayed there on a table or on the floor, it was just a test to see if it was a feasible option. Oliviero and I were excited: “Next time we’ll do it like this: we’ll buy some steel, we’ve got the machines, we won’t be afraid of the weldings either” because you know, there are some thermally-altered areas, it’s a delicate process. If it’s done properly, the result is perfect, otherwise is a mess; meanwhile, made in one piece is a different story. It was a monolith, beautiful… but sadly we never had a chance to use it, though that had been our plan. I’m saying all this to say how much enthusiasm we had to solve this problem and future ones. The car would have improved over time, but actually this one is not bad: we were all amazed by how well it worked. I remember that when the car was ready, we started it for the first time that night and went for a drive (we worked all night, Gildo was waiting for this car)”. “Gildo Pallanca Pastor officially commissioned a car to Bugatti to race in the GT1 IMSA championship”. “After talking with Engineer Simonini, our first work was the roll cage (which did not exist for this car) that had some different specifications from the one fitted to the Le Mans car, so we built it from scratch. We were nearly done when they told us it wasn’t right because the metal didn’t follow the FIA specs, so we built another one. It was all part of the game, but we were enthusiastic enough to keep going. Then we did the other necessary works, we modified the suspensions, the hubs, put all the mechanical components and the interior in place. One day we even called Gildo Pastor (who had commissioned the work and was also one of the drivers) to build him a tailor-made seat with the polyurethane foam seat, he sat in the car, we put a bag on and with the two-part polyurethane (that forms a foam when mixed together) we made the seat. Even that time there was a set back because we made a mistake with the quantities that produced heat after they’re mixed. Gildo started shouting: “Ouch, ouch!” and we told him: “Stay calm, don’t move, otherwise the seat will not come out well” “But it’s burning!” “Inspired by this car, we improved the next one. We knew the timing, we worked more extensively on the suspensions cinematics (hub brackets, springs etc) and that was a step forward compared to this one, which was done in a hurry. “These are works that swallows up a great deal of time in any case. And here’s another fact: I don’t know why in the automotive world, even if you know the exact date of the Geneva Auto Show a year before, you still end up working the night before. I was shocked by this the first times, I said: “We’ve known about this for a year and we’re still here” but it’s normal. You finish at the last second (maybe it lacks a detail or two), but you finish. Same story for this car: the customer wanted it and we finished it, it worked, it just lacked some details that were later mounted by the MRT. The car brought us huge satisfaction and high hopes for the future, especially the sporting future of Bugatti. We really believed in this”. “Another anecdote was when we tested the IMSA car for the first time, we pushed it out the Bugatti factory where there was some kind of track where we could test the cars. Loris Bicocchi got into the car, drove a first lap, then a second one and when he lifted off the accelerator, flames came out of the exhausts. I remember a guy who said: “It’s burning!” I said: “It’s not burning” but he was scared and ran inside to get a fire extinguisher. It was getting dark and these flames were very noticeable, so this guy ran inside because he thought the car was on fire”. “I’m really happy they are here today, so I can see something characteristic and pleasing in our story”. “I learned a lot from this racecar, all of us were learning and I knew I had to gather the information around but I didn’t want it to be lost, so I made a booklet with all the data of this car, so that I wouldn’t have to start from scratch next time: I knew where we stopped and I knew the direction to take. This is a book ready to build another racing EB110, improve it and make it more efficient. It was a challenge, thanks to Artioli who always motivated us. It’s not easy to turn a road car into a racecar, a road car has a mission: the road, the comfort, the speed, but racing on a track and be competitive is another story. Racing cars are tailor-made for the circuits: that’s their mission. A car that “changes jobs” makes it harder. The car was suitable for racing, but it was not a racecar. Tracks are cruel and ferocious, but in the end, we got the results”. “California, 6h of Suzuka, we did the 24h of Daytona and the prequalification for the 24h of Le Mans where it crashed unfortunately”. “I also went to the first shakedown of the IMSA car in Vallelunga, I went there because there was a problem with a hub bracket bearing and I left the factory in an Opel owned by Bugatti, drove from Campogalliano to Vallelunga with the part, because I wanted the car to be as perfect as possible”. “Something nice I like to tell was the Daytona experience where something ridiculous broke: a little piece in the gearbox that costs something like… … 50 cents. The engine could blow, a differential could collapse but no: that thing broke. The great thing, though, is that when the car was running, we were in 1st place for our class and 6th overall. All the TV crews, the people at Daytona’s magnificent oval racetrack were there for the Bugatti. It’s something that still gives me goose bumps after all these years. The Bugatti was the center of attention: it was something new. It was a profound experience”. “Beyond the technical aspects, there was the human one: we worked at night, but we weren’t forced to do so. We thought it was the right thing to do since we were involved in the development and manufacture of this car. It was instinctive, we didn’t look at the clock, the important thing was that the car had to be ready on time and properly built. It was really great” “Seeing her again here is… something that makes me look back, but also reawakens the deep emotions I felt… Yeah… It’s beautiful, it has been a privilege working on these cars, living these experiences, working night and day has been wonderful… really wonderful”. Written and directed by Davide Cironi Filmed by Stefano Ianni Filmed by Francesco Colantoni Translated by Elia Pozzani For more contents and photos feel free to check out our website WWW.DRIVEEXPERIENCE.IT

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About the Author: Maximilian Kuhn

100 Comments

  1. Давид привет, скажи мне, как на такого человека как ты подписаны всего 178 тысяч человек, ты же просто офигенный фанат классики, я попробую тебе чем нибудь помочь!

  2. Gli occhi di Loris , sn tra gli occhi più espressivi che io abbia mai visto . Le sue emozioni si trasmettono nel modo più pulito possa esistere . Un uomo che stimo anche se non ho il piacere di conoscere

  3. L’ingegner Simonini racconta della progettazione e costruzione con una passione e chiarezza assoluta, credo non esistano più ingegneri meccanici come lui!

  4. fantastiche storie di costruttori ,elaboratori ,meccanici, che si adoperano in tutti i modi per raggiungere lo scopo… chiedendo favori.. usando macchine non cnc per farsi fare 2 ingranaggi anche soltanto per aggiungere un tassello all'auto.. farsi mandare un disegno per calcolare poi il dado.. questa e' l'italia .. questi sono gli italiani .. questi siamo NOI.. altroche' Americani.. altroche' $$$ con i quali si puo' comprare un motore da 600cv o una trasmissione .. con i soldi compro quello che mi serve … e noi invece?! con i nostri amici appassionati meccanici che hanno competenze.. le cose ce le facciamo e le condividiamo… viva bugatti,.. viva ferrari.. viva lamborghini tutti gli altri e gli italiani

  5. Questo video trasmette emozione si percepisce la passione di questi uomini e di questa meravigliosa avventura chissa' dove sarebbero arrivati oggi se qualcuno non avesse distrutto il loro sogno sicuramente lontano.

  6. Che emozione questo video, come sempre al top Davide, video entusiasmanti, bravo te e il team che ti sta dietro mai da dimenticare (video editing e tutto il resto). Grazie per questa perla.

  7. Un video che racconta emozioni, ricordi, suoni, immagini e odori… racconta la vita delle persone che vi hanno partecipato!

  8. Lascia senza parole.. vedere la passione che ha guidato queste persone nel loro lavoro dà un ispirazione incredibile. Si sente dall'accento che l'Emilia Romagna è la patria mondiale dei motori! Il finale è qualcosa di commovente, grazie Davide è un dono quello che ci stai facendo!

  9. And do not discuss that…. If yu search (for example) for a BUGATTI VEYRON of this early days yu ll see only a B (the same B of the 110) on the Wheels and on the back of the car

  10. Grande Davide Bellissima intervista👍
    Comunque macchine costruite con questa passione non se ne fanno più..
    Mondo del consumismo e del guadagno OGGI.
    Grandi tutti i nostri ingegneri Italiani 👍.

  11. Sarò matto..sarà passione..Però cazzo, Davide. Sei in grado di portare gioia. Stai facendo un qualcosa, che va oltre a quei primissimi test drive con la 75, quando ancora manco si sapeva chi fossi. Ogni video è un momento in cui svanisce ogni problema, dove emerge solo la passione di chi fa queste cose o di chi le ama. Penso che tu stia facendo qualcosa di enorme, di grandioso, e non tutti se ne sono ancora resi conto. Ti invidio, davvero. Io nonostante la mia giovinezza, manco 19 anni, sto dedicando la mia vita ai motori, sin da quando avevo pochi anni. Penso di aver imparato più auto che parole in quell'età. Ora sto seguendo gli studi di ingegneria meccanica, e accidenti lasciatelo dire: è anche grazie ai tuoi video se ogni santo giorno sono sempre più deciso nel fare ciò che amo. Perciò grazie Davide, davvero…

  12. Já pude ter o prazer de Pilotar, Aston Martin, Ferraris, Porsches, BMWs, mas nem um destes carros é como o BUGATTI EB100! Este carro conseguiu ser mais que uma Lenda, ele superou tudo e todos em seu tempo. No Brasil existiu um exemplar mais foi embora se não estou enganado. O meu sonho é um dia poder sentar em um carro destes e dar umas voltas em um circuito, sentir toda aquela informação que ele passa, é um carro sensorial, ele te passa o que acontece no chão, te passa tudo…Ah se eu morasse na Europa! Muito legal parabéns!

  13. You can feel the unbelievable passion these guys had for what they created. What a phenomenal time in automotive history. They did it perfect and should be proud of what they accomplished. The EB110 has a new place in my heart. Thanks for the video!

  14. you know youve built the worlds best supercar when competitors cut you out of the parts manufacturers supply chain, not a very gentleman like attitude, more like coward lame-ass pseudo mafia wannabes….. Thats Ferrari/FIAT for ya.

  15. – Accendono i motori, sgassano in libertà per qualche minuto. Si guardano dagli sportelli aperti come due bambini che sono entrati di nascosto in un posto proibito. Le macchine non si muovono di un millimetro.
    Sono Loris Bicocchi, uno dei migliori collaudatori di auto sportive del mondo, e Davide Cironi, più di una promessa del giornalismo automobilistico.
    Ragazzi, che malati…!!!
    Non è che non vi capisca eh, vi capisco eccome, se vi capisco.

  16. bravo!!! best one so far, hopefully your work will be appreciated, what you do is important it is preserving the culture and history…

  17. Mamma mia che emozione. 50 anni ieri con più benzina che sangue nel mio cervello, anche nella professione, rivivere una Storia Italiana nella sua pura verità che solo gli arditi Protagonisti di allora possono raccontare liberamente solo oggi, dona alla Bugatti di Campogalliano un romanticismo velato da una sottile tristezza…..la sede storica ne è la testimonianza permanente e visibile a tutti. Un'auto Spettacolare creata in una sede Unica…..vissuta troppo poco e finita male……

  18. Queste erano automobili, pardon,opere d'arte su quattro ruote con un'anima! Avevano la passione dentro se stesse di coloro che le avevano sognate,desiderate, create. Personalmente sono grato a tutti coloro che mi hanno emozionato per mezzo dei loro sogni meccanici. Grazie Bugatti! Questa Bugatti ITALIANA al 100% e non a quella odierna…

  19. Bravo Davide. Queste persone vanno portate in gloria. Si evince da ogni sillaba la preparazione e dedizione di chi ha fatto la storia. Merce un po' rara oggi.
    Finale da pelle d'oca!

  20. Davide quando ci provi una bella Koenigsegg, magari con Loris? Una delle prime però, quelle col cambio manuale 😉

  21. Hope you guys bring these cars to Goodwood or something one day. They're seriously cool and lots of people would love seeing them in action again.

    Also, Turn 10; please scan these EB110s for Forza 8!

  22. bellissimo filmato, in ogni intervento si sente la passione pura di chi ha lavorato su e per questa macchina. rimane tutt'ora una delle più belle macchine mai fatte

  23. Gli sguardi, la voce e le parole di Loris trasudano emozione e amore per queste auto. Avrebbe meritato di poter chiudere gli sportelli, innestare la 1a e partire. Lui appartiene a quell auto ed essa a lui.
    Che persona splendida, lo ascolterei per ore solo per la passione che trasmette.

  24. I ruggiti alla fine…da brividi, io nel montaggio video avrei tenuto più basso il volume della musica..

  25. Complimenti Davide un capolavoro…Emozioni ed orgoglio tutto italiano ….Veri uomini Vere passioni….ormai perse nel tempo…..nella contemporaneità delle procedure

  26. la bugatti era meglio se finiva con queste due auto…..sarebbe stata la fine gloriosa di un marchio glorioso,……. ciò che è arrivato dopo è una cosa vergognosa….solo i tedeschi potevano distruggere una cosa così bella…. e noi in italia che gli lecchiamo pure il culo

  27. It gave me goosebumps at the end as they all signed the cars. Amazing stories we would never have known, and to see and hear it from themselves… magnificent. Well done!

  28. Davide sei una criptonite, appena gironzoli fra ville/officine/fienili….alla gente gli spunta il sorriso e gli si rizza il naso come a dire: che sta combinando adesso questo qua? Perché farmi venire un infarto dalla gioia?
    Sei in gamba, complimenti. Anzi siete in gamba con tutto il tuo staff. Bravi e grazie per tutto

  29. Gli ultimi secondi sono così espressivi che neanche il miglior film drammatico riesce a spiegare. Grazie di cuore, Davide.

  30. Penso sia stato già detto… è un documento di una bellezza estrema … dove trapelano e si vivono le emozioni di chi ha reso un mito questa macchina…. e vale la pena vederlo tutto… ascoltarlo ed assaporarlo…. per vivere questo finale…. che ha la melodia e la sinfonia che merita… e quei sorrisi…. di quando si preme il pulsante dell'avviamento!! Spettacolare!! Grazie Davide!

  31. Énorme ! Ce documentaire est une pure merveille. L'homme et la machine, le rêve devenu réalité, de la route à la piste… Merci à David Cironi pour ce beau morceau d'histoire de l'Automobile et à toute l'équipe de la Bugatti pour leur passion et leur enthousiasme !

  32. Questi video dovrebbe essere strasmessi in mondo visione… c'è un tale piacere nel raccontare questi episodi di vita,di lavoro,di passione,da parte di queste Persone con la P maiuscola,che viene voglia di entrare nello schermo abbracciarli uno ad uno e se fosse possibile riportarli indietro nel tempo per fargli rivivere ancora tutto questo… grazie ancora Davide

  33. The EB110 is probably the epithomy of supecar stories. History has corrected all the wrongs that was done to Artiolli's company and 30 yrs later, it stands as one of the last century's and modern greatest supercars.

  34. Wonderful video, nothing else to say. It is always interesting to listen to these guys who worked on the cars and lived the adventure. You are very lucky !

  35. Documentari che andrebbero mostrati nelle scuole…. Questa motivazione e questa passione andrebbero trasmesse alle generazioni future. Non possiamo e non dobbiamo permetterci di lasciarle svanire nel tempo. Per questo, grazie Davide ancora una volta…

  36. Grazie Davide per far rivivere a noi appassionati queste storie mai raccontate. Mi chiedo se dobbiamo vivere sempre
    di ricordi, speriamo che qualcosa cambi, intanto ci addormentiamo alle 11 di sera guardando dei gran premi di cui si
    conosce già il risultato perchè lo hanno detto al TG due ore prima.
    Complimenti e Grazie Davide…

  37. Le 2 Ufficiali vetture Speciali G.P. son belle solo perché son state realizzate da un Team BUGATTI Straordinario e quando la Vera Passione di persone come loro si vede, poi il risultato! All'interno in Bugatti NON c'era 1 e dico 1 che non lo fosse…Appassionato! C'è chi all'inizio non conosceva le Bugatti e poi il loro cuore batteva solo per la BUGATTI…come me sin da piccolo e naturalmente ancor Oggi…dal 1982. Viva la marca BUGATTI. <3 i love BUGATTI <3

  38. Alla fine di questo "speciale" c'è soltanto da alzarsi dal divano e applaudire.
    Applaudire alle gesta e al coraggio di questi tecnici ingegneri "appassionati" del loro lavoro e della passione per i motori.
    Bravissimo come sempre Davide. saluti.

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