Since 1991 the world’s most exceptional super sports cars are built in Emilia-Romagna "Romano Artioli made a compromise with the plant in Campogalliano. He was well aware of the French importance of Bugatti, but needed the proximity of experienced sports car engineers,” explains Stephan Winkelmann, President of Bugatti. "Through his commitment Artioli revived the Bugatti brand and contributed to the proud history of the EB110. He deserves our respect today.” Star architect Giampaolo Benedini designed the company headquarters for around 200 employees. His mission: to build a production facility that is beautiful in design and state-of-the-art, yet as modern, avant-garde and unique as a Bugatti vehicle. The blue building of the development department with the Bugatti emblem and the large white ventilation pipes symbolises the heart and soul of the factory. Instead of long, dark factory warehouses, light floods the rooms and instead of pure production boxes, Benedini designs halls with radii on the edges, giving the walls the ever-famous Bugatti blue or blossom white glow - a juxtaposition of trapezoid elements with the EB logo. Brittle industrial flooring is out of the question and some rooms are carpeted with Carrara marble, crystal and stainless steel and the reception floor is laid with mosaics. The French heritage was evidently demonstrated in the construction and decoration: from the historic plant in Molsheim, Artioli imported an antique wooden door, through which Ettore Bugatti had once stepped, and integrated in his new building as a tribute. In the lobby hung original drawings by Ettore Bugatti, French flags from the brand's origins, and what’s more, a historic Type 35 was parked. The hall ceiling of the showroom was modelled on a wheel of the historic Type 59. After three years of construction, the new plant was inaugurated on September 15, 1990 - not a random date. It was Ettore Bugatti's 109th birthday. To celebrate, a group of 77 historic Bugatti vehicles drove from Molsheim to Campogalliano. A torch hung in front of a radiator - symbolising the rebirth of the brand. "Giampaolo Benedini designed a modern and stunning architecture for a factory that still looks modern today. It is timelessly beautiful," says Achim Anscheidt, chief-designer at Bugatti. "Not only that, incidentally, he gave the EB110 the final design touch and created an iconic sports car of superlatives.” Since then, the factory halls have been abandoned. However, the terrain is still accessible today, remaining as a witness of days passed. The former caretaker Ezio Pavesi continues to care for the work; his passion stemming from his loyalty to the great brand. The Bugatti mind is omnipresent. At the blue-coloured building of the development department, the Bugatti emblem shimmers through, the names of some sponsors scroll slowly. Bolide: Not subject to Directive 1999/94/EC, as it is a racing vehicle not intended for use on public roads. Download Centodieci: WLTP fuel consumption, l/100 km: low phase 40.3 / medium phase 22.2 / high phase 17.9 / extra high phase 17.1 / combined 21.5; CO2 emissions combined, g / km: NA; efficiency class: G Download Chiron: WLTP fuel consumption, l/100 km: low phase 44.6 / medium phase 24.8 / high phase 21.3 / extra high phase 21.6 / combined 25.2; CO2 emissions combined, g/km: 572; efficiency class: G Download Chiron Profilée: WLTP fuel consumption, l/100 km: low phase 44.6 / medium phase 24.8 / high phase 21.3 / extra high phase 21.6 / combined 25.2; CO2 emissions combined, g/km: 572; efficiency class: G Chiron Pur Sport: WLTP fuel consumption, l/100 km: low phase 44.6 / medium phase 24.8 / high phase 21.3 / extra high phase 21.6 / combined 25.2; CO2 emissions combined, g/km: 572; efficiency class: G Download Chiron Sport: WLTP fuel consumption, l/100 km: low phase 44.6 / medium phase 24.8 / high phase 21.3 / extra high phase 21.6 / combined 25.2; CO2 emissions combined, g/km: 572; efficiency class: G Download Chiron Super Sport: WLTP fuel consumption, l/100 km: low phase 40.3 / medium phase 22.2 / high phase 17.9 / extra high phase 17.1 / combined 21.5; CO2 emissions combined, g/km: 487; efficiency class: G Download Chiron Super Sport 300+: WLTP fuel consumption, l/100 km: low phase 40.3 / medium phase 22.2 / high phase 17.9 / extra high phase 17.1 / combined 21.5; CO2 emissions combined, g/km: 487; efficiency class: G Download Divo: WLTP fuel consumption, l/100 km: low phase 43.3 / medium phase 22.2 / high phase 18.0 / extra high phase 18.3 / combined 22.3; CO2 emissions combined, g/km: 506; efficiency class: G Download La Voiture Noire: WLTP fuel consumption, l/100 km: low phase 43.3 / medium phase 22.2 / high phase 18.0 / extra high phase 18.3 / combined 22.3; CO2 emissions combined, g/km: 506; efficiency class: G Tourbillon: This model is currently not subject to directive 1999/94/EC, as type approval has not yet been granted. Download W16 Mistral: WLTP fuel consumption l/100 km: low phase 40.7 / medium phase 21.9 / high phase 18.3 / extra high phase 17.6 / combined 21.8; CO2 emissions combined Arena is expanding its range of products manufactured in Italy The Italian swimwear specialist is now also producing its new goggle model The product is manufactured in a production facility inaugurated last year in Campogalliano Modena – approximately 60 kilometres from Bologna and 300 kilometres from the company's headquarters Around 1.5 million units are expected to be produced there annually "The One Plus" is the successor to the "The One" goggles launched in 2018 and features "new anti-fog technology and improved wearing comfort." The manufacturing of goggle frames requires several manual processes such as the assembly of individual components the production process has been highly automated The Modena region is a centre of excellence for automation Arena CEO Peter Graschi explained to FashionUnited it was no coincidence that the company chose this location for production "It was a real challenge to improve upon an already versatile and successful product like The One," said Greg Steyger director of the Racing & Equipment product category at Arena "After almost two years of intensive research and development we are proud to present goggles that meet the highest technical standards while remaining affordable." Arena also uses textiles produced in Italy the competition-oriented premium line "Powerskin" has been manufactured in Rovetta Arena plans to further expand its production facility in Italy "not only in terms of volume but also in terms of production capabilities," said Graschi "top-of-the-line performance goggles" will also be produced in Italy This will require further investment in the production line The company also intends to work on more projects for the "hard goods" line – products such as swim fins and pull buoys – to manufacture these in Italy as well "With the new production line in Italy Arena not only reaffirms its commitment to innovation but also underscores the importance of local manufacturing," said the Arena CEO "'Made in Italy' is becoming synonymous with quality and sustainability in the swimming world It is a central component of our production strategies and we are exploring the implementation of further projects in this regard." FashionUnited uses AI language tools to speed up translating (news) articles and proofread the translations to improve the end result This saves our human journalists time they can spend doing research and writing original articles Articles translated with the help of AI are checked and edited by a human desk editor prior to going online If you have questions or comments about this process email us at info@fashionunited.com You can read this article in 1 minutePölös Zsófia A nationwide strike in Italy's freight transport sector is set to begin at 00:00 on 19 August 2024 The strike will involve truck drivers and heavy vehicle operators across the country all of whom are covered by the National Collective Labour Agreements (CCNL) for logistics Campogalliano TIR Park Italy - Photo credits @ Rab Lawrence under CC BY 2.0 organised by the Italian union Fao Cobas and officially announced by the Ministry of Infrastructure and Transport will affect the entire Italian territory.  The strike is scheduled to continue until 00:00 on 21 August 2024 and it is expected to cause significant disruptions particularly in the distribution and supply of essential goods throughout Italy The truck drivers and heavy vehicle operators participating in the strike are protesting against what they describe as “unsustainable working conditions” Pölös Zsófia Journalist Trans.info | 6.05.2025 Fragrance on the Fly: Why Pocket Perfumes Are Perfect for Airplane TravelSponsored Article 6.05.2025 Romano Artioli created his Bugatti supercar dream in the early 1990s in Campogalliano This small town on the outskirts of Modena is still home to the Bugatti Automobili factory and is not quite as abandoned as it seems We tour the premises with Ezio Pavesi and his son Enrico that have taken care of the factory and the grounds since Bugatti Automobili’s bankruptcy in 1995 The story of La Fabbrica Blu starts in the 1980s when Italian entrepreneur and Bugatti collector Romano Artioli acquires the Bugatti brand name His dream is to resurrect the Bugatti name in honor of Ettore Bugatti and create the best supercar of its time in a state of the art facility He found a suitable plot for his dream factory in Campogalliano in what is dubbed Italy’s ‘Supercar Valley’ He also considered Molsheim for his factory but the available know-how employees and infrastructure strongly influence the decision to build the Bugatti Automobili factory in Campogalliano The factory was designed from the ground up with the worker and flexiblity in mind Thick prefabricated concrete EB-branded slabs form the outer walls of the two factory halls They are angled in such a way that they keep sunlight and heat out while adjacent glass running between the concrete slabs from the floor to the ceiling and across the roof let in enough daylight to ensure a comfortable working climate Inside all buildings there are hardly any fixed walls allowing the factory to be adapted to the needs at any time Most components for the EB 110 including the engine were produced in-house and Romano Artioli wanted customers to be able to see the production process of their cars Romano Artioli could regularly be seen on his bicycle going from one department to the next for meetings and updates In the back of the building is the canteen “Here” says Enrico and points to an old wooden door from the original factory in Molsheim that wasn’t taken away after the bankruptcy Upstairs in the dining room where workers and management had lunch together there are two art works on the wall that also survived “Removing them would make them disintegrate into a hundred pieces like a Swiss highway vignet” Enrico continues Next to the assembly hall is a distinct blue building that gave the factory it’s name “La Fabbrica Blu” Here engine testing took place and one could find a for the time extremely rare four-wheel dyno and a fully certified emissions testing room that was used by other car manufacturers as well The large Bugatti logo on the outside was clearly visible from the nearby A22 highway Volkswagen asked Ezio Pavesi to remove it once they had required the rights to the brand in 1998 but instead of removing it Ezio came up with a cheaper solution: cover it with foil Over the last 21 years the foil has slowly dissolved showing the original logo underneath like a piece of art Directly around the factory buildings is a small test track that was used for testing new Bugatti prototypes Flashlights warned employees and visitors that there was a car on track Here we meet Loris Biccochi the former engineer and test driver with one of two EB 110 Super Sports that were used for racing It is amazing to see and hear the Le Mans EB 110 Super Sports with Loris at the wheel make its laps around the factory He recalls the left hand corner at the end of the assembly building was particularly scary for customers who he took around as it seemed like they would go straight into the bushes but he never missed the braking point once The design offices and administration are located at another building near the entrance of the factory The circular showroom on the ground floor and the two floors with design offices are supported by concrete pillars on the outside with a large open space in the middle and glass windows all around The design studio had an advanced lighting system that factored in light from outside to create similar lighting throughout the day Romano Artioli had a modest office with adjacent meeting room right above the main entrance of the building Romano Artioli was so pleased with the work of his architect Benedini that he asked him to finalize the design of the EB 110 following a first concept created by car designer Gandini For Benedini this was a great honor and challenge at the same time considering as an architect he had no experience in automotive design The factory opened at the end of 1991 on the day of Ettore Bugatti’s 109th birthday The Bugatti EB 110 was launched exactly one year later on the day of Ettore’s 110th birthday in Paris Despite building the factory in Italy it was important for Romano Artioli to maintain the link with France and cherish the heritage of the original Bugatti era in Molsheim Romano invited all employees to the world premiere in Paris From day 1 the EB 110 set out to gain records for top speed and acceleration and did so with great success Sadly the success was short lived and after only just over 130 produced cars the factory had to shut and the 130 employees had to find other employment At the start of 1990 the grandfather of our guide Enrico Pavesi comes into the picture While construction on the factory is still in full swing a Bugatti manager stops by the bar where his mother works for lunch and inquires if she knows anyone that would be interested to become the caretaker at the new supercar factory in town A few months later Enrico’s grandfather moves into the house on the edge of the factory grounds and takes care of the factory and its 70,000 m2 grounds His mother would later become one of the secretaries After the Bugatti Automobili bankruptcy is filed in September 1995 time stops at Campogalliano Everything of value is taken away and sold When the bankruptcy is finally settled in 1997 it is Ezio Pavesi who takes over the role as caretaker from his father He still lives in the house on the edge of the factory grounds today and has taken care of the former factory for 22 years straight He gets a small allowance from the current owner to cover his costs but does most of it as volunteer and out of passion and love for La Fabbrica Blu keeping burglars and other trespassers out and maintaining the buildings His son Enrico Pavesi has helped him since he was a kid and hosts the English tours of the factory He recalls racing his bicycles and later moped around the former test track as a kid Enrico helped his father as a kid to earn some pocket money Today they take care of the Bugatti factory in Campogalliano in addition to full time jobs elsewhere But Enrico is quick to admit that his father does the lions share of the work and that his father has not taken a holiday in over ten years True dedication is what kept the factory from becoming a ruin the last 25 years The roof leaks at various places but there is not a broken window to be found It is not just the Pavesi family that still carries La Fabbrica Blu in their hearts Bugatti hosted a preview of the upcoming Pebble Beach car in the former showroom and the ramp to drive the car into the showroom was missing Turns out a nearby steal workshop who made the original ramp still had it in storage only one piece was missing Being so happy with the attention for La Fabbrica Blu the workshop created a new piece for free The town of Campogalliano and former employees are still extremely proud of the time Bugatti Automobili created the EB 110 there Some employees like test driver and engineer Loris Biccochi refer to their time in Campogalliano as the best time of their life For the first time since Volkswagen acquired the Bugatti brand name the Italian chapter in Bugatti’s history is being embraced Earlier this year Romano Artioli was invited to meet Bugatti CEO Stephan Winkelmann and to see the Chiron assembly at the Atelier in Molsheim for the first time But the initiative came from Bugatti designer Achim Anscheidt who visited the former Bugatti factory in Campogalliano two years ago for the first time For Enrico Pavesi it would be a dream come true to see an automotive museum open in La Fabbrica Blu The current owner Marco Fabio Pulsoni who bought the factory at an auction around ten years ago long considered redevelopment but was persuaded not to demolish La Fabbrica Blu He would like to sell the factory ideally to Bugatti but they have already announced that they are not interested in buying it The current asking price is 15 million Euro So the future of the former Bugatti factory in Campogalliano is uncertain. But for now you can still visit it by appointment and join one of the factory tours with Ezio or Enrico. The tours take place mostly on the weekend and are free but a donation is appreciated. To visit the factory and join one of their tours contact them via Facebook and website in this browser for the next time I comment Enrico Pavesi has lived next to the field where Bugatti’s Italian factory took root Since Bugatti’s plant sprung up on the side of a busy freeway near Modena Pavesi’s family has diligently looked after it His family is intertwined with its history arguably doing more to keep Bugatti’s obscure Italian heritage alive than anyone else.  “We still get mail from people who don’t know the factory closed and ask if we can give them a job,” Pavesi tells me as we walk into the abandoned glass-walled building in which the Bugatti EB110 once came to life He brings the backdrop to life as he weaves through the rise and fall of Bugatti’s infamous Blue Factory in Campogalliano Locals still speak the name of industrialist Romano Artioli with near-superstitious awe He is the man who purchased the rights to the long-dormant Bugatti brand in 1987 and commissioned the factory the following year he chose to base the born-again automaker in a small in the area where several other companies were already peddling exotics and it tested each example on the cypress-lined roads Artioli might have driven on to take his family out to gelato His goal wasn’t to play follow the leader He wanted to tap into the Italian Motor Valley’s vast talent pool and benefit from its latticework of suppliers well-versed in making parts for high-end cars and the flammkuchen in Strasbourg is at least as good as the pizza in Bologna but Bugatti’s traditional home region offered none of the advantages of Italy’s Emilia-Romagna Artioli accomplished a lot with a little. He successfully launched production of the EB110 an often-forgotten supercar that pelted Bugatti into the modern era and laid the foundations the Veyron and the Chiron stand on including a super-sedan tentatively called EB112 a United States-bound model aptly called America and he also purchased Lotus from General Motors The Elise is notably named after his granddaughter Elisa and it crumbled in the middle of the 1990s Some say he bit off more than he could chew with Lotus while others argue the economic downturn that swept across Europe and the United States drove the final nails into Bugatti’s coffin What’s certain is that Bugatti filed for bankruptcy in 1995 after making 128 examples of the EB110 Germany-based Dauer purchased the remaining stock of parts and made four additional cars Italy’s shrine to a forgotten supercar The Blue Factory hasn’t changed much since it produced the last EB110 Artioli’s old bicycle is still in the lobby which I found out when I innocently borrowed it Anyone driving past the factory can see what’s left of the huge Bugatti logo It was covered up with blue stickers after Volkswagen bought the rights to the brand in 1998 but it’s slowly emerging as it bakes like a tomato under Emilia-Romagna’s scorching sun Photos showing the factory during better days line the walls in nearly every building They help visitors listening to Pavesi’s captivating tales put together a puzzle that would otherwise be left entirely to their imagination so it’s difficult to picture a V-12-powered 560-horsepower supercar coming to life there.  Pavesi points to where the quad-turbocharged engine was meticulously assembled to where the EB110’s body was carefully put together and to the point where they became one unit The sound-proof box that every car was tested in before flexing its muscles on asphalt stands proud as a reminder of the effort Artioli put into making the facility a comfortable place to work in IBM computers made when half of Germany still buzzed around in Trabants gather dust while buckets used to collect rainwater until Pavesi repaired leaks in the roof are stacked in the middle of the room smaller than it is today under VW Group’s corporate patronage so the entire workforce convened as a team—or Photos of concept cars still line the wall; they’re glued on by humidity and can’t be removed Some of the more mobile bits and pieces of the Campogalliano factory outlived Bugatti’s second coming Pavesi told me that tractor manufacturer Goldoni purchased several assembly line machines and used them until 2017 Many of the local companies that bought the cafeteria tables still use them in their offices as of 2019 someone presumably still has the statue of Ettore Bugatti’s head that was stolen from Artoli’s former office many years ago Thieves used to wander into the factory on a regular basis word has spread that there’s nothing left worth stealing the factory has almost been saved several times since it built the last EB110 in 1995 Liquidators sold the property to a furniture manufacturer who filed for bankruptcy before moving in Pavesi told me there was a serious attempt to turn Campogalliano into a mall in the early 2010s developers would have needed to keep all of the buildings intact which would have made for a unique shopping center The project fell through in 2011 when money ran out—I’ll pause here so you can recover from the shock of this news The Pavesi family still hopes someone will purchase the factory and build something there while honoring its heritage however there are no ongoing talks as this moment What’s certain is that its next owner won’t be Bugatti too,” a Bugatti spokesperson reminded me Buying Campogalliano isn’t even a consideration.” Δdocument.getElementById( "ak_js_1" ).setAttribute( "value" Sign up to receive our Daily Driver newsletter The Bugatti EB110 is a peculiar automobile: not instantly attractive to the masses The EB110 is unquestionably automotive royalty – thoroughbred this is automotive eccentricity at its finest the design of the Bugatti EB110 has aged extremely well rather like a notable bottle of wine that gains flavour with the passing of time The Bugatti EB110 is more industrial design than automotive design pure harmony that outlives trends and fashion It’s an automobile packed with generation-leaping technology in a surprisingly compact package: carbonfibre chassis four-wheel drive and four turbochargers – three DNA ingredients that still characterise any modern Bugatti today – combined with 5-valve-per-cylinder technology (that’s 60 valves in total) The EB110 was not only revolutionary in its production it also set records: four world speed records in period one remaining unbeaten for almost two decades This year marks the 30th anniversary of the Bugatti EB110. While the current owner of the brand missed the opportunity to arrange a celebration, it was – and think about this for a minute – left to the in-period caretaker of La Fabbrica Blu, the famous ‘Blue Factory’ where the car was built and his son to organise an event that would put an OEM to shame Seeing it as their selfless duty to raise the flag high they called upon Bugatti EB110 owners worldwide to attend a family get-together in Campogalliano – with former employees and friends – to remember the automotive milestone that was the Bugatti EB110 and unveiled a celebratory plaque in the town centre on the way The most significant examples of the Bugatti EB110 joined the 30th anniversary event: notably the two last Works racing cars of the Bugatti brand, the EB110 LM and EB110 SC plus the original production prototype unveiled in Paris in 1991 by Renata Kettmeir and Alain Delon that marked the return of the Bugatti brand almost 15 years prior to the Bugatti Veyron Quality over quantity was displayed in front of La Fabbrica Blu seemingly overwhelmed by emotion following her ride in the 1994 Bugatti Le Mans race car It was a mesmerising moment to witness and perhaps the best possible consolation prize for anyone not present at the original astonishing unveiling of the Bugatti EB110 It makes one wonder at the power of the Bugatti flame that burned so brightly in the early 1990s given that it’s still blazing three decades later be in a position to reignite the fire for another generation of employees Will they show the same dedication to their president and their product The Bugatti EB110 is one special automobile but even more so are the men and women who created it Text: Chris Hrabalek Fotos: Rémi Dargegen for Classic Driver © 2021 ManufacturerPhotographerAngus MacKenzieWriterAug 16 The last time I walked through these doors An early '90s keyboard and computer sit on the deserted receptionist's desk Off to the left is the dramatic circular space that once housed a showroom To the right is the shop floor where skilled technicians painstakingly hand-assembled the Bugatti EB110 I first came to Campogalliano in 1992 to see Romano Artioli's dream made real Barely five years earlier the Italian businessman had secured the rights to the Bugatti name and shortly after announced plans to build a modern mid-engine Bugatti supercar and craftsmen well versed in the art and science of creating exotic high-performance sports cars Artioli's factory merged art with industrial design from the blue-paneled exterior of the R&D center fronted by vents whimsically styled to look like something off an ocean liner to the serrated walls of the assembly hall whose glassed edges allowed it to be flooded with natural light while keeping out the Italian summer heat The lobby glistened with white Carrara marble and even cast into the drainage grates around the property In terms of fit and finish and fanatical attention to detail, Campogalliano set a benchmark later matched only by Ron Dennis's McLaren Technical Center in Woking a few miles away on the other side of Modena Campogalliano broods silently in a blistering heatwave as I wander through what's left of the factory Pods that once provided workers with power and light as they assembled EB110s still hang from rails in the assembly hall ceiling is where state-of-the-art CNC machines milled the cast-aluminum parts of the EB110 engine including the five-valves-per-cylinder heads airy hall where workers ate lunch off white china plates with blue EB logos two full-size design renderings—one of a gull-winged mid-engine supercar the other of a front-engine coupe that's an obvious homage to the Type 57 Atlantic—are slowly decaying into the yellow painted walls the occasional Venetian blind drooping sadly over a grimy window And for a moment I swear I can hear the snarl of a quad-turbo V-12 2020 Bugatti Centodieci Channels the EB110 Bugatti EB110: What it's Like Driving One of the Original Hypercars Subscribe to our newsletters to get the latest in car news and have editor curated stories sent directly to your inbox. © 2025 MotorTrend | MOTOR TREND GROUP, LLC. ALL RIGHTS RESERVED. by Andrea Casano – September 15, 2020 In the early 1990s, after decades of intermittent but inevitably failed revival attempts, fractured assets, and ownership shuffling, the Bugatti marque reemerged at the forefront of the automotive scene with a quad-turbo supercar. Romano Artioli, an Italian entrepreneur and longtime admirer of Ettore Bugatti’s legacy, purchased the famed French automaker in 1987 and promptly moved its operations to the Italian commune of Campogalliano, where a world-beating car was to be produced in a factory that looked like an art installation. It was a magical rebirth of a dormant legend, and better yet, it was a wholly genuine one. Rather than reproduce the classic Bugatti road and race car designs to cash in on the history or license a preexisting car to wrap in a Bugatti-badged skin, Artioli ensured that the company’s future would carry the traditions of Ettore’s exquisite workmanship, but it would carry them categorically into the modern era. A combination of macroeconomics, automaker politics, and other misfortune made it such that Bugatti Automobili S.p.A. only produced one car from its ambitious playbook, but it’s something to be proud of, three decades and counting after the fact. The EB 110 incorporated the marque’s trademark horseshoe grille, but at the time of its release it was pure future. The production car’s final technical director was the great former Ferrari engineer Nicola Materazzi, whose earlier work on projects like the 288 GTO and F40 had provided him with ample experience with forced induction supercars. Materazzi took over where the previous team of had left off, optimizing the engine and its escargot while also addressing other areas, such as the chassis which evolved from an aluminum honeycomb design into the carbon tub that made it to production. The design of the car was originally tasked to Marcello Gandini, but before production began company president Artioli employed Gianpaolo Benedini to soften and refine its appearance from the more brutal, wedged prototype. Benedini was also the lead architect of the futuristic “Fabbrica Blu” that was built to build the EB 110, which I visited this past weekend to join the celebration of Bugatti’s years in Italy. It was a joyful meeting with old and new friends in what has now become a place of worship for Bugatti adherents, and although the signs of age and disuse are clearly visible, the factory seemed as if it were in motion again. The factory still presents a very contemporary design, which gives the peeling “Bugatti” on the blue exterior wall an anachronistic appearance—it has aged, but it is far from dated. During lunch, in a context as unique as the old assembly line of the EB 110, Winkelmann, Artioli, Benedini and Dr. Pulsoni (the current owner of the factory), took turns speaking to the history and future of Bugatti, highlighting the temporally brief but eminently impactful Italian era led by Artioli. For fans like me, it was an opportunity to spend the day with some of my automotive idols, both metallic and living. For those that were instrumental in this story, it was a family reunion, a celebration of one of the greatest comeback stories in the world of cars. Please note, comments need to be approved before they are published. 31 May 2023 was the turning point. It was the day the Sira Industrie Group took control of Sitcar, a historic bus bodybuilder based in the Italian Motor Valley (province of Modena), an active player in the production of minibuses, school buses and special vehicles since 1978. Almost 16 months have passed since that day, […] 31 May 2023 was the turning point. It was the day the Sira Industrie Group took control of Sitcar, a historic bus bodybuilder based in the Italian Motor Valley (province of Modena), an active player in the production of minibuses, school buses and special vehicles since 1978. Almost 16 months have passed since that day, and Sitcar is in the process of being relaunched, thanks to the entrepreneurial fervour of Valerio Gruppioni, president and CEO of Sira, flanked in this journey by former Industria Italiana Autobus’ CEO Stefano Del Rosso. We had a chat with Valerio Gruppioni on the opening day of IBE Intermobility & Bus Expo and got a first-hand look at the ambition of the new course set for the bus company. It’s one of the main news at the Italian expo. Sira Industrie was founded in Italy over 60 years ago and has a wide network of offices, production facilities, and affiliated companies around the world. It provides, among others, die-castings and molds for aluminum die-casting, intended for the mechanical and automotive industries, and heating radiators. The ownership of Sitcar opens up a truly new chapter for the company, which is new to the segment of vehicles manufacturing. Plans of the company is as follows: in-house manufacturing of zero emission minibuses (with target of 200 units/year within 3 years) until the 8 ton, exclusive dealership of Higer buses for the segment +8 tons. In-house products which will be manufactured in a new 70,000 square metre plant in Campogalliano, in the province of Modena. In February 2025, Valerio Gruppioni told us, the prototype showed in Rimini will enter serial production. It’ll be a battery-powered model aiming at school and touristic market. And the focus will not be only on the Italian market… © Copyright 2012 - 2025 | Vado e Torno Edizioni | All rights reserved | P.I. : 08514160152 The styling of the marque’s latest special edition throws back to a ’90s icon, but the tech used to make it happen was totally 21st century Join the conversation You can save this article by registering for free here. Or sign-in if you have an account Enthusiasts have been complaining about alphanumeric nameplates on cars for just about as long as there have been alphanumeric nameplates But we find it hard to believe Bugatti will field too many complaints over “Centodieci,” the name – er number – of its latest Chiron-based special edition supercar Italian for “110,” the 2022 Centodieci being a throwback to the Bugatti EB110 of the 1990s At its unveiling at the 2019 Pebble Beach Concours d’Elegance this summer The development of any car – let alone a multi-million-dollar supercar – is a years-long affair with three to five of ’em usually a good ballpark figure Heyl says the use of cutting-edge technology helped Bugatti’s stylists shrink the Centodieci’s gestation period to a mere six months and we’re getting faster and faster,” Heyl says standing next to the prototype car on a turntable but we had a clay model to put finishing touches on.” it was the first time we did [the styling] completely digitally and then we had two consecutive proof-out millings in full-size Though the Centodieci is an homage to a ’90s icon Heyl says working in VR helps designers answer questions two dimensions can’t How do the proportion feel when you’re standing next to it It’s a lot more helpful than sitting at a screen in nirvana.” The “EB” in EB110 marks the initials of marque founder Ettore Bugatti This year happens to be the 110th anniversary of the company itself so doing a throwback to the One-One-Zero just made sense Get your instant cash offer in under 2 minutes The slab-sided EB110 was based on a Marcelo Gandini concept honed by Giampaolo Benedini whose background as an architect best explains why the design features so many geometrical shapes especially in a decade when most supercars employed more organic forms Full Screen is not supported on this browser version You may use a different browser or device to view this in full screen While the Centodieci takes inspiration from the EB110 “it’s not supposed to be a retro car,” says Heyl The car’s proportions are nevertheless defined by a very ’90s wedge shape which Bugatti stylists hadn’t tried adapting to the Chiron platform before Credit their pulling it off to the shrunken-down horseshoe grille which let them lower the hood and slope upward to a taller rear end “The [Chiron and Centodieci] are two completely different animals even though it’s the same wheelbase roughly the same height and overhang,” he explains detailing the tricks used to visually lengthen the car Some elements from the EB110 just didn’t work translated onto the Centodieci — the stylists tried out a slab-sided look on one drawing but found it “wasn’t satisfactory,” says Heyl But many details were carried over and re-interpreted like the air outlets coming off the outside of the headlights; or the EB110’s slot-shaped vents on the rear end which were inverted to become the Centodieci’s taillights While the nameplate translates to One-One-Zero styling cues and engineering bits on the Centodieci mostly reference four and its multiples points out Heyl — “four is our number,” is how he puts it four times four – is boosted by four turbochargers It’s cooled via four “chimneys” on the car’s upper surfaces and channels the exhaust through four outlets stacked in pairs (Heyl refers to the arrangement as either “double-barrel shotgun” style or as reminiscent of the English Electric F.6 Lightning fighter jet.) Each of these pieces breaks from the ‘90s EB110 but connects the Centodieci to the rest of the modern Bugatti range together with elements like the “Bugatti line” wrapping from the top of the side window around to the door round and C-shaped; on this car it’s more angular but new interpretations all over,” says Heyl Heyl has worked for Bugatti’s design department since 2008 and in that time says he’s learned about aerodynamics — with the speeds the car is meant to achieve because I have to understand these things and incorporate them in the design,” he explains “and it’s so much fun to understand these things The Centodieci has likely the most advanced aerodynamics of any Bugatti yet with a complex rear diffuser built around the stacked exhaust; channels that make the car’s front act like an inverted wing offering much more down force than a Chiron; and “air curtains” around the wheels that blow air caught moving around the sides into a low-pressure area The one concession the designers worked in to throw back to the EB110 was the fixed rear spoiler though even that offered significant weight savings over the active aero kit the Chiron uses Though the prototype wears an adjustable rear wing actually,” Heyl says of letting owners tweak the angle “[On the production car] we will adjust it to the correct pitch and leave it there.” We thought we’d save some of the biggest and most impressive numbers for last The Centodieci’s 8.0-litre 16-cylinder engine has been tuned to a mind-blowing 1,578 horsepower which it uses to make the run to 96 km/h from zero in less than 2.4 seconds Top speed is electronically capped at just under 380 km/h (236 mph) The production run will be limited to just 10 units – all already sold – and each cost its new owner roughly US$9 million before tax it’s so much more than just this styling-by-numbers exercise suggests — it’s a supercar that’s somehow remarkably modern despite being a throwback Heyl has helped pull off just what Bugatti wanted to and designed a car that captures the EB110 but doesn’t copy it “It was important to us to make a collector’s item,” Heyl says “And you didn’t really know [whether you’d done it] until the finished thing is there.” you will need these must have tools and accessories Looking to make car ownership more comfortable Here are our top under-$100 accessories for your car Here are the best windshield wipers on the market right now—these windshield wipers are highly rated both by users and testers You don't need to buy a new car to add Apple CarPlay or Android Auto There's lots of aftermarket gear out there but get these add-ons first—they'll make your daily drive more comfortable and safe transmission or republication strictly prohibited This website uses cookies to personalize your content (including ads), and allows us to analyze our traffic. 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By continuing to use our site, you agree to our Terms of Use and Privacy Policy You can only pick 5 vehicles to compareEdit your picks to remove vehicles if you want to add different ones You can only add up to 5 vehicles to your picks lies the town of Campogalliano – once the center of operations for Italian supercar manufacturer Bugatti This is what the abandoned Bugatti factory looks like now after more than 20 years of emptiness and decay It’s 1992 when Italian entrepeneur Romano Artioli once owner of both automobile makers Bugatti and Lotus It took six more years before the Bugatti dream saw the light of day again German Volkswagen Group revived the legendary Italian supercar brand and moved production and assembly to France By 2005 there was finally a Bugatti rolling off the assembly line again This brings us back to Bugatti’s darkest years back in the early 90’s The last Bugatti to be produced in the Campogalliano plant was the EB110 Although in present time it is hard to believe after all those years of decay at the time the Bugatti factory was supposedly light years ahead of competition with its refined innovative and futuristic production facility Photos show an abandoned first floor of the facility which used to be the creative center of design The photos furthermore show a grand hall that was dedicated to testing the engines lunch room and original gate that was once part of Bugatti’s first factory (1909) in Molsheim Ever since the production plant was abandoned a terrain keeper has been looking out for the property first assigned to look after the old factory in 1990 keeping the property neat and tidy and safeguard its perimeter Pavesi is currently employed by a law firm from Rome that bought the property at an auction four years ago Since then several Chinese investors from the automotive sector have shown their interest in the property although nothing concrete so far The structure that was once the venue that premiered the use of carbon fiber structures in the automotive industry It sure looks like a heavenly playground for photographers taking an interest in urban exploration. With that being said, it’s photographer “_gallas27”, part of an Italian urban exploration community who we have to thank for this unique insight in the abandoned Bugatti factory near Modena but also paving the way for the modern hyper sports car “With the EB 110, Bugatti developed a completely innovative super sports car 30 years ago that was pioneering not only for the brand, but also for the automotive industry,” says Stephan Winkelmann, President of Bugatti. “Already 30 years ago, the technology, innovations, design, and handling were years ahead of the competition. At the same time, the EB 110 established the DNA of modern Bugatti hyper sports cars with its combination of a carbon monocoque, all-wheel drive, and four turbochargers.” It boasts a whole range of advanced equipment, too – something which was not a given among its contemporaries: power steering, electric seat adjustment, air conditioning, a high-quality sound system, and central locking. The passengers can enjoy sophisticated materials as if they were in a luxury limousine, like leather from the Italian furniture maker Poltrona Frau. The doors swing up high for easy entry. The GT super sports car cost at least 450 million lira including servicing and parts for the first three years, while the price of the Super Sport version started at 550 million lira. The prices of the now historical vehicles have increased significantly in recent years, from around 280,000 euros in 2011 to close to three million US dollars, as was recently achieved at an RM Sotheby’s auction in Monterey. Bugatti returned to Molsheim in Alsace in 1998, where Ettore Bugatti constructed his first automobile under his own name in 1909. The atelier there has been producing one-of-a-kind hyper sports cars with the iconic W16 engine, four turbochargers, a lightweight carbon monocoque, all-wheel drive, and a whole lot of power ever since. Every vehicle that leaves the French luxury brand’s headquarters for delivery to customers all over the world is unique. Just like 30 years ago. Celebrating 110 years of Bugatti and the EB 110 The Bugatti EB 110 shocked the supercar world in 1992 and the Chiron and Centodieci still use technologies first introduced on the EB 110 including all-wheel drive quad turbochargers and a carbon fibre monocoque It seems only right that Bugatti has now chosen to embrace the EB 110 The Bugatti Centodieci is a Bugatti EB 110-inspired and Chiron-based hypercar a reference to both the 110th anniversary of Bugatti as well as the EB 110 The 8.0 liter W16 also found in the Bugatti Chiron has been tweaked to deliver 1,600hp The Centodieci sprints from 0 to 100 km/h in 2.4 seconds to 200 km/h in 6.1 seconds and to 300 km/h in 13.1 seconds; the top speed is electronically limited at 380 km/h The Centodieci is 20kg lighter than the Chiron Thanks to the fixed rear wing and new rear diffuser the Centodieci provides 90kg of downforce and lateral acceleration on par with the Bugatti Divo The design is a homage to the EB 110 but Bugatti designer Achim Anscheidt makes clear it was not intended to be a direct modern copy of the rather 2D EB 110 exterior design Instead more subtle references to the EB 110 are used including the unique five round air intakes and wedge shape stance The result is a modern hypercar with a very sporty appearance The front features a smaller version of the typical Bugatti horseshoe with the logo placed above it rather than inside the horseshoe The nose is much lower than the Chiron with a low front spoiler and two large air intakes with one horizontal divider – another reference to the EB 110 The new very narrow LED front headlights taper up towards the side of the vehicle and give the vehicle the looks of a fox “Not intentional” says Achim Anscheidt but it happens more often that car design triggers associations with the animal world To access the luggage space in the front the front bonnet has to be removed completely Look at the Centodieci from the side and you can see the short overhang and wedge shape clearly the Centodieci like the EB 110 leans forward like a true exotic The wheel design is inspired by that of the EB 110 but with a modern twist The roofline drops sooner than on the Chiron creating a different door profile and slightly reduced space to get in and out of the car has a glass engine cover with two naca ducts feeding in air to the engine The fixed rear wing can be adjusted manually Underneath the wing is a large single ventilation outlet with eight LED rear light elements that appear to float The double exhaust tail pipes on either side are mounted either side are mounted above each other and come in a black matt anodised finish The tip of the diffuser blades and hull are painted in the body color but can be finished in black as well The Bugatti Centodieci prototype unveiled at The Quail in Monterey today does not have an interior yet There are also no door handles but this will be a button hidden in the bottom front air inlet on the side The interior will be largely the same as that of the Bugatti Chiron with Centodieci branding “We do not want to mask the fact the Centodieci is based on the Chiron and the Chiron interior fits perfectly to the Centodieci as well” Achim Anscheidt adds The Centodieci is stricly limited to 10 pieces and carries a price tag of 8 million Euro They have been offered exclusively to the best Bugatti customers and all have been sold like the 50 Divos and one ‘La Voiture Noire’ come on top of the 500 Chirons produced Production will start after the production of the Divo and La Voiture Noire has finished so the first lucky customers can expect their Bugatti Centodieci towards the end of 2021 15 years of the Atelier in Molsheim and 30 years of Fabbrica Blu Two exceptional hyper sports cars link the two locations by an unforgettable tour The Chiron² superseded the Veyron in 2016. The Chiron Sport was launched by Bugatti in 2018 as a re-interpretation of the Chiron. Lightweight components reduce the weight by 18 kilograms, creating a more sophisticated chassis for improved handling and greater agility in bends. Even higher cornering speeds are also achieved with the Dynamic Torque Vectoring function. The car continues to be powered by the legendary 8.0-litre W16 engine with 1,500 PS. The net unit price is 2.65 million euros. In the following years, Bugatti made history with the EB110. The super sports car broke several world records and became the world’s fastest series production car. Bugatti also dedicated the Centodieci³, Italian for 110, to the EB110 in 2019. Limited to just ten cars, this re-interpretation took its design cues from the super sports cars of the 1990s – and was immediately sold out. The car will soon be manufactured in Molsheim, home of Bugatti for 111 years and the final destination of the tour. The town of Molsheim lies approximately 25 kilometres south-west of the city of Strasbourg. Ettore Bugatti moved here and founded his company in 1909. The exceptional cars were produced in France until 1956, apart from a short interruption. After the relocation to the Italian town of Campogalliano and the company’s bankruptcy, the Volkswagen Group bought the trademark rights in 1998, purchased the former sites of Bugatti and renovated the Château St. Jean as well as two ancillary buildings. The opening of the Atelier and the restoration of the Château St. Jean in 2005 marked a new era for Bugatti in Molsheim – the era of the modern-day hyper sports car. The Veyron 16.4 helped Bugatti take high-end car production to a new dimension in terms of technology, design, quality and luxury. The 16-cylinder engine with four turbochargers initially delivered 1,001 PS and accelerated the car to speeds over 400 km/h - a world record for series production cars. At the beginning, the ratio between front and rear axle is 40 to 60 and at the end of the development process it is 28 to 72. "This gives the car the best performance. That's why I drove many miles and many hours between 1990 and 1995. How many were exactly, but I cannot say more. Every day I sat in a Bugatti - it was like a never-ending dream,“ he still says enthusiastically. Among the many prototypes of the EB110, the planned luxury sedan EB112 joined. Bicocchi's days at Bugatti were limited for the time being, but he could not live without the special cars. He joined Monaco as a test driver for a GT racing team, riding in an EB110 SS at the IMSA Championship in the GTS1 Supreme class and at the 24 Hours of Le Mans in the GT1 class. His knowledge and skills are in great demand in the supercar scene. But his heart clings onto Bugatti. In 2000, he received a phone call from a friendly engineer working for the resurrected brand in Molsheim, France, asking if he would like to work on a new project. "Like the EB110, everything was new with Veyron, it was extraordinary. There was no predecessor, the performance with more than 1000 hp and the speed range of over 400 km/h were unimaginably large. In the following years, Loris Bicocchi again drove, tested and developed the fastest car in the world. What still fascinates him about the hyper sports car from Molsheim is not just the incredible power and performance, but the easy drivability. After decades of work for Bugatti, there are two cars parked in his imaginary dream garage. The top supercar of the 1990s, the EB110 SS, and the current hyper sports car Chiron. French luxury brand echoes historic super sports car EB110 The new paint tone matches this. “With the communication paint finish in white, we’re demonstrating a powerful contrast with the La Voiture Noire – the black car just presented in March: two completely opposing yet related forces, like yin and yang,” says Stephan Winkelmann. He says that this was what continues to set Bugatti apart after 110 years. Photos by Yaron Esposito – @Aaronandcars) Some are necessary and we can’t switch them off Others help us to provide you with the best possible service We use cookies to personalise content and ads to provide social media features and to analyse our traffic We also share anonymous information about your use of our site with our social media By accepting cookies you will be helping us to continue to provide you with the best possible service Italian fuel tank manufacturer Emiliana Serbatoi has officially opened a new 4,000m2 factory at its headquarters in Campogalliano and at the same time celebrated its 35th anniversary The new factory adds to the company’s existing facilities at Campogalliano and in San Donà di Piave More than 250 guests and customers gathered in Modena in November to celebrate the opening of the plant and the anniversary “We have really traveled a long way since my father Giancarlo and I kicked off the business 35 years ago with a small workshop in Sant’Anna street” “And thanks also to the precious support of my mother Laura in the first years From left: co-founders Giancarlo Morselli and Gian Lauro Morselli (the current CEO) “Today Emiliana Serbatoi is an international reality and just now another manufacturing plant has been set up here.” The business manufactures more than 10,000 tanks and fueling products every year and has annual revenues of around €25 million polyethylene tanks and high-tech solutions for fleet and fuel management With rumors about a possible Bugatti EB110 tribute heating up the Internet our colleagues at Motor1.com Italy got together with none other than Loris Bicocchi – the man directly involved in the development of the early 1990s hypercar The best way to meet the man who also took part in the creation of the Veyron and Chiron was to head to the old Bugatti factory in Campogalliano near Modena It’s the plant where roughly 139 examples of the V12 beast were made between 1991 and 1995 The car you’re seeing is not an “ordinary” EB110 base model but a race car prepared for Le Mans and based on a chassis of the hotter EB110 Super Sport (SS) You can imagine that returning to the factory where the quad-turbo hypercar was hand-built was an emotional experience for Loris Bicocchi who was willing to talk to Motor1.com about the possible revival of the EB110 it would be a follow-up to another modern tribute as the one-off La Voiture Noire is a homage to the missing Type 57 Atlantic If Bugatti is indeed planning to revive the spirit of the EB110 the new car would have to fill some big shoes considering its source of inspiration established several speed records back in the day and had technical specifications that are still mind-blowing even by today’s standards it’s still one of the fastest cars ever made as the SS version needed just 3.3 seconds to 62 mph (100 kph) and maxed out at 218 mph (351 kph) With a 603-horsepower 3.5-liter V12 engine hooked up to a six-speed manual gearbox, and a four-wheel-drive system, the EB110 must be an absolute delight to drive. Knowing Bugatti and how it has been dominating the hypercar scene with the Veyron and Chiron a yet-to-be-confirmed follow-up to the EB110 would take things to a whole new level It remains to be seen whether those rumors will pan out this video gives us a taste of what it’s like to ride inside the 1990s legend Bugatti will take the wraps off its EB110 tribute during the Monterey Car Week so we might be just a few days away from its official premiere Video: The Bugatti Bolide's Track Pace Will Melt Your Mind The New Jeep Compass Faces an Uncertain Future in America Bugatti's New V-16 Has a Bizarre Timing System The Toyota Corolla Looks Even Better With White Wheels How Ferdinand Piëch Invented the Bugatti Veyron The New Audi A6 Plug-In Hybrid Has a Decent Electric Range Rimac Wants Complete Control of Bugatti: Report Bugatti's history is littered with cars that have become legends its latest creation and the first electrified Bugatti produced in the various chapters of the company: the one under the control of the founder Ettore the second with Romano Artioli at the helm (and the birth of the Blue Factory in Campogalliano) the third within the Volkswagen Group and the most recent will also show how the Bugatti Chiron was born The Chiron, the hypercar that was recently retired to make way for the Tourbillon is among the models of unpublished photos published by Bugatti maintain the basic layout of the hypercar that went into production The 1:4 scale models of the Bugatti Chiron some of which are really big (and dare I say not at all attractive) as well as the absence of the characteristic C-shaped 'Bugatti line' at the rear There are also other surprises. Did you know, for example, that Walter Da Silva, in addition to the Veyron concept also designed a fascinating spyder inspired by the Bugatti T35 the most successful racing car in history (over 2,000 career titles) It is also in the set of photos published by the company Another noteworthy concept is the Bugatti Atlantic Coupé a reinterpretation of the mythological Type 57 Coupé Atlantic two of which were destroyed between World War II and 1955 What happened to the birthplace of the EB110 Somewhere between Monaco and Chernobyl lies Campogalliano It's between the two not only geographically but spiritually When you cross the decomposing walls of the former Bugatti SpA headquarters you get the feeling of being between the Cote d'Azur glamour and the derelict radioactive Ukrainian ruins Marble restrooms last used two decades ago now filled with dust and moss High-tech code door locks and scanners now guarding nothing more than empty rooms with more dust Futuristic ornamentation on staircases contrasting with cracked glass and spider webs looking like some kind of a prop from a gloomy horror movie even before you get to know that...it's here that Bugatti EB110 was designed and built Paolo Stanzani (engineer of numerous Lamborghinis and Ferrari 288 GTO) as Bugatti wasn't an ordinary car company after all Even if it ceased to exist in the 1950s and had one unsuccessful revival attempt in the '60s by Virgil Exner it was still vividly remembered as one of the legendary and respected names in the automotive industry despite the French industry department's resistance Bugatti company left its homeland and started its new era in Italy An avant-garde building complex was erected next to an autostrada from Modena to Verona from casting the engines to sewing the upholstery The R&D department could simulate different weather conditions in its tests and had its own room for testing gas emissions in the times when none of the competitors took environmental issues seriously nothing could fight the financial crisis of the early 1990s From the beginning of its production in 1992 only 139 examples of Bugatti's sole model left the gates of the Campogalliano plant The following EB112—a less radical and more luxury-oriented four-door coupe—was ready to be launched it didn't make it further than to three pre-production prototypes Four years after Artioli's words about enthusiasm and looking into the future leaving 200 million USD in the red and 220 workers without their jobs Now Bugatti has at last retained its rightful glory thanks to the massive effort of VW and the little Italian company is remembered only as a short curious episode of the brand's history is a workplace for only one man—a security guard with a dog They were hired by local authorities who now manage this area The Italian government has hoped to bring a new investor from the automotive business here so it's chosen to leave everything intact it's still waiting without touching anything So much for an Italian way of solving a crisis This story originally appeared atSuperStreetOnline.com. Subscribe to our newsletters to get the latest in car news and have editor curated stories sent directly to your inbox and Uiltrasporti—have announced a 48-hour strike for freight transport aims to push for progress in negotiations over the renewal of the National Collective Labour Agreement for Logistics In a joint statement released on 12 November the unions accused employers’ associations of taking “extremist positions” that halted negotiations Key union demands include better working hours and improved conditions for road transport workers The unions highlighted the economic significance of the sector which employs approximately one million workers and contributes around 10% of Italy’s GDP They argue that “this wealth must also be redistributed to workers” by ensuring stable employment The strike will involve personnel across freight transport with union leaders urging for a fair resolution to the disputes You can read this article in 5 minutesAgnieszka Kulikowska - Wielgus The Italian Ministry of Infrastructure and Sustainable Mobility has published the 2025 calendar for lorry bans The decree outlines traffic bans for goods vehicles with a gross vehicle weight exceeding 7.5 tonnes on public holidays and other days identified as critical for traffic You can read this article in 4 minutesPölös Zsófia The five-day freight transport strike originally planned from 31 March to 4 April 2025 has been postponed according to an announcement by Trasportounito hauliers will stage a TIR demonstration in Rome’s Piazza Porta Pia on 14 April 2025 aiming to highlight the crisis in the road haulage sector The union cited a “sense of responsibility” towards the industry and the economy as the reason for postponing the strike Trasportounito continues to demand urgent government action to address rising operating costs The demonstration is now seen as the only way to ensure hauliers’ concerns are heard The GTS Rail strike scheduled for 31 March is not affected by this update The most extensive action is being led by road transport unions with a planned national strike from Monday The work stoppage is expected to begin at 00:01 on 31 March and last until midnight on 4 April exceeding the usual 24-hour strike format and amounting to a 120-hour suspension of operations the aim is to bring all road freight transport to a complete halt throughout the country The strike immediately follows Italy’s regular Sunday driving ban for trucks over 7.5 tonnes which remains in effect from 9:00 to 22:00 on Sundays A separate strike by GTS Rail staff has been announced for Monday with the industrial action scheduled to run from 16:01 to 23:59 Several railway unions—including FILT-CGIL underlining the nationwide scale of the protest The road transport strike is being organised by Trasportounito which confirmed the shutdown following an assembly held on 16 March in Anagni The association has accused the Ministry of Infrastructure and Transport of ignoring repeated appeals to resolve the “serious problems” affecting the road haulage sector Union leaders have framed the strike as a last-resort attempt to force political recognition of the vital role played by trucking in the Italian economy By 2008-08-05T11:27:41+01:00 have merged to form what is thought to be the world's largest pear producer-marketer.In a move aimed at establishing a greater presence for Italian pear sector on global markets Fruit Modena Group brings together some 610 members based largely in the Province of Modena in the north of Italy.From its commercial base in the town of Campogalliano the group will export locally produced pears to markets in Europe the Americas and Australia.Fruit Modena Group has appointed Angelo Barbieri as its inaugural president while Adriano Aldrovani of Campofrigo willl assume the role of vice-president Giampaolo Nasi of Campofrigo has been named as the company's director.Gaetano De Vinco president of cooperative association Confcooperative Modena internationalisation and innovation – the three key words for agriculture in Italy and Modena all begin with an 'i' These are necessary choices on which the survival of the sector depends,' he said 'The birth of Fruit Modena Group confirms the importance of cooperation which shortens the supply chain and allows the smallest producer to supply products and find space for them on national and international markets that would otherwise be out of reach all the time maintaining close links with the source.'The new cooperative is set to produce 7,000 tonnes of pears per year from a production area of 2,374ha in addition to a number of other products including apples with a combined area of 84,000m2 and coldstorage capacity of 66,400 tonnes of which more than 43,000 tonnes is in controlled atmosphere.During the recently concluded 2007/08 season the combined turnover of Campogalliano and Eurofrutta was €45m The arrival of Fruit Modena Group was preceded by last year's establishment of the Consorzio Fruit Modena Group a marketing organisation in which another Modena-based pear cooperative the consortium has worked to gain economies of scale across the groups involved and to study more aggressive marketing strategies aimed at opening new markets for the products supplied by its members.'Internationalisation is a process that our cooperatives have been working on for many years investment and raising the value of shareholdings,' added Mr De Vinco cooperation remains firmly rooted in the region as demonstrated by this merger which is entirely Modenese.' Site powered by Webvision Cloud You can read this article in 2 minutesPölös Zsófia With only 158 parking areas and services providing a total of 7,640 parking spaces for around 718,000 HGVs operating in the country Italy has a severe shortage of safe parking areas for heavy goods vehicles (HGVs) The lack of safe parking areas can put drivers at risk of having to park in unsafe or illegal areas The magazine’s latest issue highlights the shortage of safe parking areas for heavy goods vehicles in Italy there are only 158 parking areas and rest stops for HGVs in Italy there are approximately 718,000 lorries operating in the country which means that there is only one parking space for every 94 trucks This ratio is clearly inadequate to meet the needs of the high number of HGVs on the roads and it puts drivers at risk of having to park in unsafe or illegal areas only 2,482 of the 7,640 parking spaces are considered safe and secure which means that there is only one safe parking space for every 289 HGVs on the road in Italy This lack of safe parking areas can have serious implications for the safety of drivers and their cargo It can also contribute to the already challenging working conditions of HGV drivers as well as discouraging young people from entering the profession The report mentions that less than 3% of parking spaces for HGVs in Europe are located in secure parking areas which is a worrying statistic for drivers and the transport industry as a whole The European Union has recently allocated 100 million euros to co-finance projects aimed at improving the safety and quality of existing parking areas for HGVs which is at least one positive sign when it comes to addressing this issue Photo credits @ Rab Lawrence under CC BY 2.0 Italy has officially ratified the e-CMR protocol joining as the 36th country to adopt this digital standard under the United Nations CMR convention for international road goods transport establishes a legal framework for paperless goods transport by road The transition from paper-based to digital consignment notes aims to enhance the efficiency and safety of goods transport within Italy and to neighbouring countries The adoption of e-CMR is expected to reduce handling costs eliminate administrative and invoicing delays and minimise discrepancies at delivery sites e-CMR improves transparency and security throughout the logistics chain by providing accurate data for tracing shipments and real-time access to pick-up and delivery information Bugatti is celebrating the first production unit of its limited-run Centodieci hypercar rolling off the Molsheim line Announced in 2019 as a 10-build run celebrating the famous EB110, the Centodieci is based on Bugatti’s Chiron coachbuilt body taking inspiration from the hypercar of the 1990s the first production example has been painted EB110 blue – reflecting not only the colour of its predecessor but also the ‘Fabbrica Blu’ plant in Campogalliano Step inside the cabin and the blue treatment continues with a mix of blue shades adorning the seats steering wheel and just about every other surface in the cockpit Quilted leather seats feature a chessboard-like pattern centre console and floormats – a process which took 16 weeks to complete As with the Chiron and the Veyron before it quad-turbo unit now producing 1176kW – good enough for a 2.4-second 0-100km/h sprint time and a top speed of 380km/h “We at Bugatti in Molsheim are proud to have completed and delivered the very first Centodieci – Bugatti’s latest few-off model,” said Bugatti president “The Centodieci builds upon Ettore Bugatti’s successful 110-year lineage of exceptional design and performance while reviving the memory of the brand’s recent history was a critical path to the re-establishment of Bugatti in 1998 we have refined the Centodieci to the standard our customers expect of all Bugatti models “Our designers and engineers pour the very same passion and desire for perfection into the marque’s few-off models as they do for Bugatti’s series production units.” a trio of EB110 GTs sold for over €1.8 million (AU$2.7m) each with the most expensive prototype example auctioned for €2.1m (AU$3.1m) by RM Sotheby’s the Centodieci was given a list price of €8m (AU$12m) with all examples accounted for before the model was officially revealed You can read this article in 1 minuteAgnieszka Kulikowska - Wielgus is planning three ‘Truck & Bus’ operations across Europe this year The first operation is scheduled for next month Photo credits @ Polizei Bremerhaven (illustrative purposes only) Police in dozens of European countries will carry out three week-long truck inspection operations this year The ‘Truck & Bus’ operations will take place in February authorities will focus on monitoring the technical condition of the vehicles as well as their loads Police officers and inspectors will also check compliance with European social legislation regarding driving and rest times The first ‘Truck & Bus’ operation in 2025 will run from 17 to 23 February Australia's BIGGEST New Car WebsiteAustralia's BIGGEST New Car WebsiteNews Reviews Research Buy SellGuest User we go deep on the design of the Centodieci The Bugatti Centodieci is a limited production hypercar premiered at the 2019 Pebble Beach Concours d’Elegance as an homage to the Bugatti EB110 (1991-1995) with a price tag of €8 million before taxes this car is a reference to the Italian era of Bugatti’s history in the Campogalliano factory where the EB110 was built revealing the source of inspiration while celebrating the year of Bugatti’s 110th anniversary the EB110 was the brainchild of ex-Bugatti’s president commemorating the 110th anniversary from Ettore Bugatti’s birth year The supercar was engineered by Paolo Stanzani (ex and designed by Giampaolo Benedini based on preliminary work by Marcello Gandin it was one of the coolest and fastest cars on the planet thanks to the quad-turbo 3.5-litre V12 engine producing up to 450 kW A total of 139 units of the EB110 were produced in the Campogalliano factory before Bugatti Automobili S.p.A the French carmaker would be successfully resurrected under the ownership of Volkswagen Group thanks largely to Ferdinand Piëch’s determination The Centodieci was another example of Bugatti’s return to coach building revealed just months after the La Voiture Noire (2019) one-off we find the underpinnings of the Bugatti Chiron with a carbon-fibre monocoque chassis and a tuned version of the mid-mounted 8.0-litre W16 engine producing 1176kW It is also is 20 kg lighter than the Chiron offering a more dynamic driving experience and an improved power-to-weight ratio it can accelerate from 0-100 km/h in 2.4 seconds while top speed is electronically limited to 380 km/h and more specifically the lighter and more powerful Super Sport (SS) version unveiled in 1992 are evident all around the Centodieci’s unique bodywork the horseshoe-shaped radiator grille in the Centodieci is smaller compared to the preceding Chiron (2016) creating a stronger resemblance to the EB110 The grille sits on the prominent splitter and is surrounded by an three-section intakes framed by aerodynamic fins is that the modern car adopts a 3D design approach in contrast with the “flat” face of its predecessor in order to look more dynamic and muscular while also performing better in terms of cooling and aerodynamics The horizontally arranged and close positioned headlights are a lot thinner – thanks to advanced LED technology – and more aggressively inclined they are connected with air vents that follow the lines of the wide front fenders creating a gap between the side panels and the hood The air entering the grille escapes from the V-shaped hood opening divided by a central fin Its black colour makes it look like a continuation of the windshield which is unified with the side windows to create a wraparound cockpit the flat surfaces of the side panels are replaced by a more sculpted bodywork with heavily pronounced wheel arches and larger air intakes The proportions emphasise the mid-engined layout The two-tone model-specific rims have seven spokes like in the original 21-inch rear instead of 18-inch all around) with large openings for weight-reduction and brake-cooling the most difficult challenge the team faced was the need to “combine the complex aero-thermal requirements of the underlying Chiron technology with a completely different aesthetic appearance” The five round inserts on the B-pillar are a clear nod to the signature element of the EB110 SS Together with three additional openings on the top and a larger lower intake enclosing the side sills they bring enough air for the quad-turbo motor to breath Another reference to the original are the vents following the shape of the wheel arches Equally important for engine cooling are the discreet NACA-style air ducts on the roof and the large number of vents on both sides and below the engine’s transparent glass cover – a feature that was successfully retained after months of research the Centodieci features a fixed rear wing (not an active unit) to improve downforce The 16-part LED taillights are housed in a single opening with rounded edges bearing a close resemblance to the pill-shaped lights and small vents of the EB110 there is a huge opening enhancing the thermal management of the engine and while a lot more dramatic it retains the general shape of the original There we find the equally-large rear diffuser with white highlights on the fins and a black matte anodised finish for the quad exhaust consisting of two sets of vertically arranged dual tailpipes “My main job when we do a homage concept is not to get stuck in a retro direction but to make translations that find a win-win situation for the technical development that is challenging,” said Achim Anscheidt “Translating it and still creating a reminiscent that looks modern in terms of the car that we are quoting.” All 10 units of the Bugatti Centodieci were sold before its official premiere The cars will be hand-built at the Bugatti Atelier in Molsheim So what are your thoughts on the Bugatti Centodieci Was it a fitting homage for the almost iconic EB110 is using this weekend’s Pebble Beach Concours d’Elegance in Monterey to whip the covers off the Bugatti Centodieci just 10 examples of which will be built – each priced at $A13.2 million (plus taxes) the Bugatti Centodieci scores the Chiron’s 8.0-litre quad-turbo W16 engine seven-speed dual-clutch automatic transmission Haldex all-wheel-drive system and carbon-fibre chassis as its basis the W16 motor has been uprated to eke out 1176kW which represents a 73kW hike over the Chiron All 10 units of the Centodieci have already been pre-sold to hand-picked VIP customers as is usually the case with stratospherically-priced low-volume specials from the top-tier ultra-premium brands In case you’re wondering about the significance of the nameplate ‘Centodieci’ is Italian for ‘One-Hundred-and-Ten’ and the moniker is reflective of the fact the latest limited-edition car is a tribute to the EB 110 of which Bugatti built 139 examples from 1991-95 the Centodieci was last month previewed to a small selection of media – including this carsales.com.au scribe – at a private viewing in the same Campogalliano factory where the EB 110 was produced in the early 1990s The Campogalliano plant is now a dilapidated and disused facility providing a glimpse of the brand’s heritage during its brief ‘Italian era’ when it was owned by Romano Artioli Artioli made the decision to shift the marque’s headquarters from Molsheim to Campogalliano as the specialist personnel needed to design and manufacture the EB 110 were all based in Italy was the car that propelled Bugatti to world fame with its 407km/h top speed and bewildering acceleration the EB 110 was in many ways the true pioneer Bugatti design director Achim Anscheidt describes the latter as the “start of the Bugatti trinity for which the Veyron and Chiron have been the successors.” “The EB 110 was designed from a clean sheet of paper and its combination of a carbon-fibre chassis all-wheel-drive and four turbochargers was unique at the time to Bugatti,” says Anscheidt It’s a little known fact that while the initial design for the EB 110 was penned by the great Marcello Gandini – the man behind the timeless Lamborghini Miura and Countach – it had to be substantially reworked by Giampaolo Benedini as Artioli wasn’t impressed by the shovel-nosed angular shape that Gandini had come up with The Centodieci pays tribute to EB 110’s pioneer status via an assortment of styling cues that link it to the yesteryear supercar – such as the oval perforations in the upper-rear section of its flanks and headlights set inboard and well back to mimic its ancestor’s narrow-eyed face the trademark horseshoe grille is significantly smaller than those worn by the Chiron and Veyron and this “If you look at the side of the Centodieci which is not how we normally design Bugattis,” Anscheidt says “This is a classically Italian design philosophy and Lamborghinis and Ferraris have this even until today with the muscle coming from its shoulders and haunches.” Anscheidt says the Chiron’s voluptuous shape is reflective of the fact that it’s not meant to be a “race car for the road” but he suggests the Centodieci’s low-volume status and visual links to the EB 110 afforded him and his team with more leeway to stretch the brand’s design language The derriere of the Centodieci should remind you of the EB 110 thanks to the massive cooling requirements of the 1176kW quad-turbo motor “At the back there’s basically just a hole and this is to extract the maximum amount of hot air from the engine bay The tail-lights are reminiscent of the EB 110 but they’re floating elements with the hot air basically just streaming out around them.” Bugatti’s recent push to roll out a succession of exorbitantly priced limited-edition specials has been instigated by Stephan Winkelmann installed as company president at the start of 2018 while the one-off La Voiture Noire is costing its owner (believed to be former VW Group boss Ferdinand Piech) in excess of $28m Winkelmann used much the same strategy in his former role as Lamborghini boss bolstering profits with various limited-edition models costing eight to 10 times as much as the brand’s mainstream line-up The most high-profile example was the Aventador-based Veneno of which just three examples were sold to customers priced over $5m – and this was back in 2014 A couple of years later there was the Centenario which chalked up the 100th birth anniversary of company founder Ferruccio Lamborghini Just 40 Centenarios were offered – 20 coupes and 20 roadsters – with a pricetag just around the $2.8m mark back in 2016 A quick Google check reveals a pre-owned Centenario now fetches up to $5.6m and hence the lure for collectors and connoisseurs to snap up such vehicles Stumping up the $13.2m million for a Centodieci won’t be an issue for its prospective owners as the average Bugatti customer – and we’re referring here to owners of merely the ‘regular’ models – has among their possessions 84 cars they have the discretionary income to buy it without batting an eyelid Winkelmann has made no secret of his plans to diversify Bugatti’s model line-up to strengthen the brand’s business case with the next key addition being an extreme crossover SUV that’s almost certain to eclipse the ballistic performance stats of the Lamborghini Urus and Bentley Bentayga Speed is expected to live on for at least another six to eight years as the Veyron that preceded it had a 12-year lifespan there will be various other limited-edition spin-offs to preserve its appeal.