When the Bugatti EB110 burst onto the stage at Versailles, Paris, a city long accustomed to spectacle, found itself momentarily eclipsed by a machine that seemed to belong more to tomorrow than to the close of the 20th century. Its glass-covered headlamps, impossibly low stance, and signature scissor doors projected an other-worldly aura for the reinvented Bugatti brand.

The marque’s return to production was itself a remarkable event. Dormant since 1952, the marque had eluded several revival attempts before Italian entrepreneur and Ferrari distributor Romano Artioli secured the rights in 1987. Determined to restore Bugatti to prominence, Artioli established a cutting-edge manufacturing facility in Campogalliano, placing the company in close proximity to Italy’s supercar elite.

Development of the EB110 began immediately, though not without complexity. Four years of intensive engineering culminated in a car that blended visionary design with formidable performance. Penned initially by Marcello Gandini—celebrated for the Miura, Countach, and Diablo—the design was later refined by architect Giampaolo Benedini. The result was a sharply angular, muscular evolution of the wedge-shaped supercar aesthetic. Following Gandini’s departure during the project’s early stages, Technical Director Nicola Materazzi assumed leadership, overseeing the transition to an advanced carbon fiber chassis and addressing critical durability concerns identified during testing.

The EB110 was finally unveiled on 15 September 1991, commemorating what would have been the 110th birthday of company founder, Ettore Bugatti. The final road-ready production car was named for the anniversary, officially termed the EB110 GT. The earliest cars were powered by a 3.5-liter, quad-turbocharged V-12 engine rated at 553 horsepower, working alongside a six-speed manual transmission. Official performance figures for the EB110 GT quoted a 0–60 mph time of just 3.4 seconds, with a top speed of a colossal 212.5 mph—one of few production cars of its era that could comfortably break the 200 mph barrier.

Despite early momentum and high-profile ownership—including Formula 1 World Champion Michael Schumacher—the company soon faced financial strain. Artioli’s ambitious acquisition of Lotus, combined with a challenging global economic climate, contributed to Bugatti Automobili SpA ceasing operations in September 1995. In total, it is thought that just 139 EB110s were produced, including approximately 84 GT variants.

The example offered here was originally specified for delivery to Saudi Arabia, finished in Blu Bugatti over a Grigio Chiaro leather interior, as confirmed by a factory order summary dated 21 April 1993 and retained within the history file. Although destined for the Middle East, the car is understood to have remained in storage in the United Kingdom with some early mechanical issues subsequently addressed by Bugatti, supported by accompanying service documentation.

The EB110 was then exported to the United States before later returning to the United Kingdom, where it was registered with the DVLA in October 2004 as part of a prominent private collection. Offered at auction the following year, it was acquired by a Swiss collector who retained the car until 2012, after which it entered another significant collection. During this period of custodianship, the car was maintained by renowned specialists Joe Macari and H.R. Owen before joining its current prominent South Florida collection in 2022. Since then, it has continued to receive meticulous care and at the time of cataloguing, the odometer displayed just 11,505 kilometers (~7,149 miles).

At once a technological tour de force and a symbol of one of the most ambitious revivals in automotive history, the EB110 GT occupies a significant position within the modern supercar canon. This well-preserved and carefully documented example offers both formidable performance and a direct link to the re-emergence of the revered Bugatti marque.