Guide: Dauer EB110 S
Background
Whatever was thought of the controversial EB110, Bugatti’s revival under Romano Artioli was never criticised for a lack of ambition.
Having acquired the rights to the famous French firm in 1987, Artioli commissioned a state-of-the-art factory in his native Italy and set about building the most advanced supercar imaginable.
Those early years were filled with promise, in part fuelled by a red hot market for high end collectable and exotic motorcars. However, a hoped-for release in 1989 was missed and the first EB110s weren’t actually delivered until December 1992.
By this time, the global economy had turned sour and customers for the extremely expensive EB110 were thin on the ground. Neither the original 553bhp EB110 GT or the pared down 611bhp SS could be sold in sufficient numbers to keep the company afloat. In September 1995, Bugatti filed for bankruptcy having completed a little over 100 cars (many of which had served as factory development mules).
Bugatti’s final stock of partially completed cars and a huge array of parts were auctioned off in 1997. Much was bought by Jochen Dauer to include four partially completed EB110s and a reputed 18 naked carbonfibre tubs.
Between the mid 1980s and early 1990s, Dauer’s Nuremberg-based racing team had contested various domestic and international championships with his fleet of Group C Porsche 962s. Like several other outfits, Dauer had in later years commissioned 962s from outside suppliers with uprated tubs and more advanced aerodynamics.
When Jochen Dauer quit the sport in early 1991, he turned his attention to creating a Porsche 962-based road car using his stock of leftover cars and parts. An initial batch of five of the resultant Dauer 962 LM supercars were built, all of which were sold to the Brunei Royal Family at a not inconsiderable price.
When the possibility arose to buy up the remaining stock of Bugatti Automobili SpA and potentially re-start production of the expensively developed EB110, the opportunity seemed to good to turn down.
Dauer planned to improve the EB110 by adding an array of additional carbonfibre parts to further save weight beyond even the original SS variant (which had itself used a full carbon outer shell which accounted for much of its 33% price premium over the mixed aluminium-and-carbon-bodied GT). In a similar vein, the quad turbo V12 engine would be uprated to provide even more power. Dauer’s revived model would ambitiously be priced at around 10% more than the original list price for an EB110 SS.
The four partially completed EB110s purchased by Dauer (chassis GT 012, SS 24, SS 29 and SS 36) were sold with their original Bugatti VINs using the EB110’s original type approval. These cars were completed between 1999 and 2000 and were permitted to wear Bugatti emblems.
Dauer then went on to assemble six brand new cars from naked chassis (Aerospatiale numbers 149 through 153 and two unnumbered spares). These examples were built up between 2001 and 2002 for which Dauer had to gain separate type approval from the German authorities. They used a different numbering system and did not originally come with Bugatti emblems.
Bodywork
Dauer’s all-carbon bodywork for the revived EB110 saved around 200kg compared to the original GT version and 50kg over the SS.
Carbonfibre was also used for some areas under the skin such as the inner fenders and the crash beams behind the bumpers.
Some cars came with the slightly elongated nose from the stillborn EB110 America and others (mostly the later Dauer-badged examples) featured a new body coloured rear apron.
One car was fitted with a bare carbonfibre body but the others were painted.
All Dauer’s cars came with an SS-style fixed rear spoiler and porthole cooling scoops (instead of rear three quarter windows).
Otherwise, Marcello’s Gandini original design was left unchanged.
Interior
As per the exterior, the cockpits of these Dauer EB110s were typically based on the lightweight SS version although some cars featured a mix of components such as GT-style seats, steering wheels, door panels (with electric windows) and dash (with glovebox).
Most though were built to SS trim with a carbonfibre dash fascia, electric carbonfibre Recaro bucket seats, simplified door panels and a basic three-spoke steering wheel.
Lightweight dimpled leather was used to trim the SS-type transmission tunnel, the sills, sidewalls, rear bulkhead and floors. The seats were typically plain leather to match the dash, headliner and cockpit pillars.
Central locking, an audio system and air-conditioning were retained.
Build quality-wise, these cars were arguably even better finished than before although nothing could be done about the EB110’s cramped footwells.
Instrumentation comprised a 10,000rpm tach flanked to the right by a slightly smaller 400kph speedometer. Off to the left was a combined oil pressure / oil temperature / water temperature gauge. A fuel read out and clock were located at the top of the central control panel.
Chassis
Each Dauer creation was built around a standard EB110 carbonfibre tub of the type designed by French state-owned rocket, satellite and aircraft manufacturer, Aerospatiale. Aerospatiale had in turn outsourced fabrication to Composites Aquitaine.
Suspension was via independent double wishbones all round. Pullrod actuated spring / damper units were fitted at the front while at the back, single instead of double spring / damper units were fitted each side as per the SS. Other than re-rated dampers to offset the reduction in weight, Dauer altered nothing.
Power-assisted steering was retained along with a switchable Bosch / Bugatti anti-lock brake system.
The brakes were unchanged too: 322mm cross-drilled and ventilated discs with four-piston Brembo calipers.
Instead of the forged alloy rims used by the GT, Dauer installed the Bugatti Type 55-inspired seven spoke BBS cast magnesium wheels fitted to the SS. These measured 18 x 9-inches at the front and 18 x 12.5-inches at the rear. The original Michelin Pilot SX tyres were replaced with the latest Michelin Pilot Sport type that gave more grip and reduced noise.
A flexible fuel tank was housed either side of the engine up against the rear bulkhead. Total fuel capacity was 120-litres.
Engine / Gearbox
Dauer blueprinted every engine and improved gas-flow within the turbo installation. A re-mapped ECU resulted in reduced lag, more power and some extra torque.
Peak output was now 645bhp at 8000rpm and 480lb-ft at 3700rpm.
This compared to 611bhp at 8250rpm and 477lb-ft at 4200rpm for the original SS variant.
The rest of Bugatti’s 60° V12 remained the same as before.
It was manufactured from a mix of exotic alloys and incorporated dual overhead camshafts with five valves per cylinder, four turbochargers, dry-sump lubrication and Bugatti’s own multi-point electronic engine management.
As per the SS, boost pressure of the four IHI turbos was increased to 1.2 bar compared to 1.05 bar for the GT version. Similarly, larger injectors and a less restrictive exhaust system were fitted.
The compression ratio was the same 8.0:1 used by both previous EB110 variants.
Likewise, displacement stayed at 3499cc thanks to a bore and stroke of 81mm and 56.6mm respectively.
Power was transmitted permanently to all four wheels by a six-speed manual gearbox, all-wheel-visco lock and rear-mounted limited-slip differential.
Options
In addition to alternative finishes for the exterior and interior, Dauer offered an optional sports exhaust, a re-mapped ECU that gave a reputed 705bhp and a Kenwood satellite navigation system with integrated DVD and TV function.
Weight / Performance
At 1360kg, the Dauer EB110 S was 50kg lighter than the original SS.
Top speed was a little over 220mph (up from 217mph).
The 0-62mph time was an unchanged 3.3 seconds.
Production
Dauer Sportwagen produced ten examples of their uprated EB110 between 1999 and 2002.
Any possibility of further examples was quashed when the company ran into trouble with the German treasury in 2005. This ultimately led to Dauer Sportwagen’s bankruptcy in 2008.
Text copyright: Supercar Nostalgia
Photo copyright: Dauer Sportwagen
