Bugatti EB110
Why 4.3: A quad-turbo V12 revving past 8,000 rpm and a genuine 6-speed manual with a clutch pedal put the powertrain and gearbox near the top of this batch — permanent all-wheel drive is the one lens keeping it shy of Carrera GT territory. Values stayed flat for two decades before recent auctions rewrote the story.
Layout
Natural habitat
Ride comfort
Sound
Sixty valves and 8,000 rpm from a 3.5-litre V12 produce a fine-grained whir unlike any other twelve ever built. But four small turbochargers sit in the way, and what actually reaches you is induction and boost rather than the V12 underneath.
12-cylinder · turbocharged · 8,000 rpm redline · rated 6.9 / 10 for engine sound
Market value
Median asking price, good condition · €322k (1991) → €1.8M (2026), trending up · illustrative data
Child seats · ISOFIX
Built before ISOFIX existed, so there are no anchor points at all. A child seat here is a seatbelt installation in the only passenger seat there is.
Derived from production years and seating layout, not a per-car source. ISOFIX was standardised as ISO 13216 in 1997, required on new EU model types from 2011 and on all new EU cars from 2014.
The long version
Bugatti's 1990s revival under Romano Artioli built barely a hundred cars before bankruptcy ended the run, and for most of the following two decades the EB110 traded as an obscure, undervalued footnote next to the contemporary Diablo and F40 — which meant the buyers who did own one tended to actually drive it, since nobody was paying a premium to keep it garaged. That changed hard in the 2020s as auction houses rediscovered the car's engineering, pushing prices into multiples of where they sat a decade earlier. Some owners still track theirs.