A combination of tenacity, dreams and boundless passion always prevails. No one knows this better than Romano Artioli. For decades, the Italian had dreamed of a modern super sports car – and this is what led him to revive the dormant Bugatti brand.
“Romano Artioli is a part of our brand’s history. It was thanks to his initiative and perseverance that Bugatti was revived,†explains Stephan Winkelmann, President of Bugatti. “Romano’s energy and enthusiasm, his irresistible passion for Bugatti, helped to transport the brand into the 21st century.â€
Artioli’s love of cars is closely linked to his background. Born close to Mantua, the home town of racing driver Tazio Nuvolari, as a child he was fascinated by racing drivers and their cars. At the age of 12, he devoured a book on driver’s licenses. “After that, it was clear to me that my life would be dedicated to cars and engines,†he once told the magazine Classic Driver. Artioli studied mechanical engineering in Bolzano, and after the war he repaired cars.
When in 1952, at the age of 20, Artioli heard the news that production at Bugatti had ceased (at least for the time being), he was shocked. A brand of such superior quality, sophisticated design, ideas and technical achievement had to one day be revived. At that moment he vowed: “If no one reacts to the situation at Bugatti, I will work as long as it takes to one day bring the brand backâ€. It would take 39 years for him to achieve his ambition. Over the coming years, the Italian earned his living as a vehicle importer, including the brands GM and Suzuki. He became the largest importer of Japanese cars in Italy and the largest Ferrari dealer. His private car collection at that time featured numerous historic Bugatti models.
By the mid 1980s, the Italian had begun to negotiate the sale of the brand with the French government – discreetly and concealed from public view for two years. In 1987, he founded Bugatti Automobili S.p.A. and became its chairman. Artioli initially wanted to resurrect the company in Molsheim. “Molsheim is comparable to Maranello in Italy or Hethel in England. It is a Mecca for Bugatti, but at the time there were neither production halls nor engineers in the region,†says the 88-year-old. He asked fans of the brand to support him to create a link between Molsheim and a new location – Campogalliano.
State-of-the-art car production plant built in Campogalliano
In the years that followed, the world’s most modern car production plant was built with intensive planning on a site covering 240,000 square meters in the vicinity of Ferrari, Maserati, De Tomaso and Lamborghini. The site incorporates an administrative building, design studio, engine and test development area, production halls, test track, a stylish canteen, and exhibition space. The halls are open, bathed in natural light, and fitted with air conditioning systems so that the employees feel as though they are sitting in the open air. He handed the architectural commission to his cousin Giampaolo Benedini, who designed a spectacular building – one which went on to inspire other manufacturers.
Benedini also modified the initial design of the future super sports car, smoothing the sharp edges and the extreme wedge shape. “With the EB 110, we had to push the boundaries in terms of performance and quality. I owed that to Ettore Bugatti. Production output was less important than uncompromising quality and innovation,†explains Artioli, who today commutes between his office in Lyon and his family home in Trieste. The car enthusiast enlisted the region’s top engineers and designers to put his plan into action.
The EB 110 came into being on a blank sheet of paper, breaking with many of the conventions of its class and reaching the peak of automotive excellence. It was to become the best and fastest super sports car in the world. The EB 110 featured the first series-produced carbon chassis, all-wheel drive, four turbochargers, and a 3.5-liter V12 engine with five valves per cylinder and a power output of 550 PS. With a top speed of over 351 km/h, the two-seater broke multiple records. Almost 30 years ago, on Ettore Bugatti’s 110th birthday (September 15, 1991), Romano Artioli presented the EB 110 in Paris. Over 5,000 reporters and leading industry figures from all over the world, not to mention countless eager spectators, attended the premiere in Paris. Several hundred security personnel were needed to safeguard the event on the Place de la Défense. All of the fans shrieked as Alain Delon drove down the Champs-Élysées with Artioli’s wife Renata.
The most high-profile customer was Michael Schumacher, who had tested various super sports cars as part of a comparison test for a car magazine and had been particularly impressed by the EB 110, which he regarded as unrivaled. “Michael came to Campogalliano immediately after and purchased a yellow Super Sport with a blue GT interior. He did not ask for a discount – he was clearly a fan,†recalls Artioli. Every owner was able to individually configure their own EB 110, like a tailor-made suit.
However, times changed. While the response to the EB 110 had been extremely enthusiastic despite the global financial crisis, the Americans were suffering from the effects of the Gulf War, and the value of the yen was rising while in Italy the economy was collapsing – the market shrank and sales fell. Moreover, Artioli had invested in the automotive company Lotus and amassed debts; problems with suppliers followed.
After 39 years of dreaming and seven years of hard work, the Bugatti project under Romano Artioli came to an end. On September 23, 1995, after the construction of around 128 vehicles, he filed for bankruptcy. He paid his 220 employees up to the very last day. “The employees understood the spirit of Bugatti. They were what made the EB 110 so special, losing all that was a shock. It was a terrible day for all of us,†explains Artioli. The almost completed EB 112 super saloon could no longer be launched. “An incredible car, a delight to drive, with a 6.0-liter V12 installed behind the front axle. The chassis was made of carbon fiber and the internal suspension was lightweight. It drove like a go-kart,†recalls Artioli.
But the legend that is Bugatti did not rest for long. In 1998, Bugatti returned to the French town of Molsheim, to the place where, in 1909, Ettore Bugatti built his first car in his own name. Since then, the Atelier in Alsace has produced the inimitable hyper sports cars Chiron, Divo, Chiron Pur Sport and, in homage to the EB 110, the Centodieci
Fred Vasseur praised Ferrari’s new ADUO2 power unit after Friday practice at Monza, while admitting Mercedes still holds a significant advantage.
Ferrari had plenty of reasons to be optimistic after Friday at Monza.
The team finished first in FP1 and second in FP2, only around one tenth behind Mercedes. The Scuderia also introduced its second upgraded power unit under the ADUO system, giving the team another opportunity to reduce its deficit.
Ferrari’s New Engine Delivers a Step Forward
Fred Vasseur says the new engine has made a meaningful difference, although he does not believe Ferrari has completely closed the gap to Mercedes.
The Frenchman stressed that straight-line performance depends on much more than the engine alone, including aerodynamic drag and vehicle weight.
Ferrari introduced its second ADUO-upgraded power unit at Monza.
“We have definitely made a step forward, we didn’t bring ADUO2 for nothing,” Vasseur explained.
However, he added that Ferrari still faces a significant gap.
Mercedes continues to benefit from a particularly strong electrical system, which allows its cars to deploy energy efficiently over a larger portion of the lap.
Monza Highlights the Engine Difference
The FIA’s decision to limit recoverable electrical energy at Monza is also changing the picture.
With less energy available, the difference between the internal-combustion engines becomes more visible.
The reduced energy allowance at Monza puts greater emphasis on the performance of the combustion engine.
Ferrari’s drivers have shown that there is still time to recover in the straights, while Mercedes has generally remained stronger in energy deployment.
Ferrari is nevertheless encouraged by the comparison with McLaren and Red Bull, which appear to be struggling more with the unique demands of Monza.
Ferrari Will Not Sacrifice One Driver for a Slipstream
Ferrari also ruled out using one of its cars specifically to give the other a tow in qualifying.
With both Mercedes and other teams considering how to exploit slipstreams, Ferrari wants to maximize both cars rather than sacrifice one.
Ferrari plans to give both Lewis Hamilton and Charles Leclerc the opportunity to fight for the best qualifying result.
Vasseur believes having two cars at the front is an advantage and prefers to use both rather than copy strategies designed for a driver starting from the back.
Another potential advantage for Ferrari could come from the tires.
At Monza, track temperatures above 50°C have made cooling the tires more important than simply bringing them up to operating temperature.
For the Ferrari ADUO2 engine, the evidence from Friday is encouraging, but Vasseur’s message is clear: Ferrari has improved, yet Mercedes remains the benchmark.
Pierre Waché says Red Bull is still struggling with balance issues similar to those seen at Zandvoort, while the team also works to improve its energy management.
Red Bull expected Monza to suit the RB22 better than Zandvoort.
Friday’s practice sessions told a different story.
Both Red Bulls finished behind Racing Bulls rookie Arvid Lindblad and Haas driver Oliver Bearman, leaving the team with plenty of work to do before qualifying.
Verstappen Struggles With the RB22
Max Verstappen missed FP1, handing the seat to Ayumu Iwasa.
When Verstappen returned for FP2, he immediately reported several problems, including difficulties with the brakes, rear downforce, and significant bouncing after setup changes.
Max Verstappen struggled with the RB22 during Friday practice at Monza.
Red Bull technical director Pierre Waché admitted the car has a fundamental balance problem.
“It’s clear that we have a balance issue with the car,” Waché said.
He also acknowledged that the problem looks similar to what Red Bull experienced at Zandvoort.
Red Bull Has to Choose Between Components
Waché says Red Bull is evaluating different setup directions and components to find a solution.
The issue does not appear to be tied exclusively to the latest upgrades, with the team instead considering several components that have been available for multiple races.
Pierre Waché says Red Bull is evaluating different configurations and components to improve the RB22’s balance.
Verstappen’s absence from FP1 also limited the team’s data and reduced the time available to react before FP3.
Meanwhile, Iwasa reported similar handling characteristics.
The Japanese driver said the car felt good at low speeds but became difficult to manage at high speed, with the balance feeling disconnected.
Energy Management Is Another Challenge
Red Bull also encountered some problems with energy management, another major factor at Monza under the 2026 regulations.
Iwasa said the team identified an issue during the lap before a qualifying-style run.
Red Bull is also working on its energy deployment and recovery strategy for the low-energy Monza circuit.
Waché does not consider energy management a major concern yet, arguing that practice sessions are specifically designed to identify and solve these issues.
The bigger priority is clearly the car’s balance.
Red Bull has built a reputation for recovering from difficult weekends, but Waché remains cautious.
For Red Bull Monza, the immediate objective is to understand why the RB22 is once again struggling at high speed and find the right combination of setup and components before the competitive sessions begin.
Franco Colapinto finished 11th in FP2 at Monza after finally receiving Alpine’s latest upgrades, and his first impression was strongly positive.
Franco Colapinto finally got his hands on Alpine’s latest upgrade package at Monza, and his first impression was encouraging.
After missing out on the new parts at Zandvoort while Pierre Gasly used them, the Argentine driver said the updated A526 felt significantly better during the opening session.
A Strong First Impression
Colapinto finished 11th in FP2, remaining close to the top 10 in an extremely tight midfield.
He was also ahead of Gasly on Friday, adding to an encouraging first day for the Argentine.
Franco Colapinto finally received Alpine’s latest upgrades at Monza and immediately noticed a significant improvement.
“The car was quite good and made many steps compared with the last races,” Colapinto said after Friday’s running.
He believes the Alpine was even stronger in FP1 than the final classification suggested.
A power-unit problem prevented him from completing a proper low-fuel run on soft tires, which he believes could have placed him inside the top five or six.
The A526 Lost Grip in FP2
Despite finishing 11th, Colapinto felt less comfortable with the car during the afternoon session.
The Alpine appeared to lose grip in slow corners, while traction was also weaker.
Colapinto reported less grip and a different balance during FP2 despite the promising performance of the upgraded A526.
The driver described the car as feeling more “disconnected” and admitted that he did not yet understand why the balance had changed so much between sessions.
Finding the cause will be one of Alpine’s main priorities before qualifying.
The midfield remains extremely competitive, with Racing Bulls, Haas, Audi, Williams, and Alpine separated by only a few tenths.
Rebufos and Energy Management Add More Challenges
Monza will also bring the usual slipstream battle during qualifying.
Colapinto experienced traffic during Friday’s runs and expects the situation to become chaotic, although he believes it will still be less dramatic than Formula 2 or Formula 3.
Colapinto expects slipstream traffic to create another challenge during qualifying at Monza.
He was less enthusiastic about the energy management required by the 2026 cars.
Colapinto said drivers can effectively run out of battery by the end of a lap, even affecting the exit of the final corner.
Still, the biggest takeaway from Friday was the performance of the updated Alpine.
For Franco Colapinto Alpine, the arrival of the new package has provided the positive step the Argentine had been waiting for since Zandvoort.
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