I was born a few hundred yards from the Lamborghini factory, in Sant’Agata Bolognese. My dream, strongly desired and chased throughout all my childhood, was realized when I managed to get hired as a warehouseman.

However, I was not a normal warehouse worker, I was the only one who ran to go get a clutch, the only one that dirtied the cars on purpose to bring them back to wash, the only one who was able to drive them even for a few meters. After that I became a mechanic and then a tester. Shortly after Bob Wallace left his job and Stanislaus Sterzel, my great master, took his place. He was the one who gave me the grounds for this job, on the Urraco, on the Countach. I had finally crowned my dream.

Who would be so mad to give up? I feel different from other testers on this last point.

I couldn’t say no to engineer Paolo Stanzani when he called me from the Bugatti factories and asked me, “Loris, when will you come here?”, inviting me to a brand-new reality, without certainties, without any security, in a place where you couldn’t even see a single engine yet.

That engine though… I knew it would have been a V12 with four turbos, that would have unloaded its power on the ground thanks to a 4WD system and mechanical ramps differentials.

Things that make driving enthusiasts like me go crazy. I would have finally been able to develop a totally new car, from scratch.

It wasn’t something possible for Lamborghini during those years.

I said yes, and convicted myself to never settle for anything, not even the most incredible Supercars.

The Bugatti EB110 was my best life and job experience, which I still remember with great affection.

As we know, it ended badly, we all found ourselves lost.

I began travelling the world to set up Bugattis and the trails left by Campogalliano’s projects, this led me first to Monte Carlo to follow Gildo Pastor Pallanca’s EB112 and his other EB110s, including the only IMSA existing, set up by our factory few years earlier and then in Brunei to take care of all the Sultan’s Bugatti Supersports (he had five of them). Once there, while I walked around the infinite garage where his two thousand supercars were, I stopped to look at his collection of 37 Lamborghinis.

I was in charge of curing them, as well as his five Dauer Porsche 962s Le Mans, and his countless McLaren F1s and GTRs.

I was stuck among those incredible creatures for a long time. I set them all up and went back to Italy, where a new project was being born around Modena.

A new Lady of the Engines was becoming reality. Three people raised the Zonda: Horacio Pagani, me and Remo Pizzinardi.

The “Nonna” (“Grandma”), which still makes a beautiful show of herself in the San Cesario Sul Panaro atelier, had been my studio for many months.

I still remember the plate by heart, there were no funds to build many prototypes at the time, we always used that car, dressing her every time there was an update.

Horacio kept on tuning it to the highest version of the Zonda and today it has over 1 million kilometers.

That actual car was the one we brought to the Paris Motor Show in 2000 and there I saw that rabid and strange Swedish car for the first time, which I soon learnt to call Koenigsegg. Soon after, I started to work for the new Bugatti Veyron and Christian Von Koenigsegg at the same time.

They were two impressive cars but very different; the most brutal of all and the most refined.


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