So, what do we have?

In fact there are two contests, one for the mathemagicians amongst the Bugattistes, the other for the Artistic ones!

Bugatti Chassis number contest
The first contest is an easy one for those who enjoy Bugatti chassis numbers, know them by heart for 95% of the existing Bugattis, and probably know all the owners of these Bugattis from new until now as well.
What you have to do is easy, there are 5 collages here of Bugattis, for the classic Bugattis you give the chassis numbers for all Bugattis visible in each of them. That's 4 collages, the last one is of the modern Bugattis, all you have to do here, is to give the specific type and/or name. Chassis numbers not needed.
The photographs are just cut and put together, all have been on my website in the last few years, or still are, and they are not changed in any other way (though I may have mirrored one or two images, just to make the nose of the car point in the right direction). There is the one collage above, and four below. Each can be clicked on to view a larger size image. In total there are 18 parts of Bugattis in these collages, the Bugattiste with the most correct answers will win.

Bugatti Artistic contest
As all of us know, the chassis number approach is one way to be a Bugattiste, but there are many more. I am in fact one of those who does not know many chassis numbers, I'm also interested in the artistic side of Bugatti, both the automobiles as well as the furniture, paintings and statues. Following in the footsteps of the famous family, you are requested to make some artistic contribution for this contest.
This may be a nicely written story, either an anecdote of an event that really happened, or total fantasy. Other contributions can be drawings, paintings, photographs, collages (better than mine!), miniatures (preferably not a standard built kit, anyone who feels tempted to build a collage in 3D?), websites? or something which I have not thought of yet but has an artistic side to it, and Bugatti related of course.

No, it wasn't. 110 Years of Bugatti is now, 2020. Did Bugatti SAS make a mistake? Yes they did, the same as what they did in 2009, when they said it was 100 years of Bugatti. Of course they had to continue that error of 11 years ago last year.

But what is the truth about this? In fact yes, Bugatti was talking with investors about starting for himself, already in the summer of 1909. Some sources state that Ettore Bugatti and Ernest Friderich were in the Hardtmühle in Dorlisheim painting the walls of the building towards the end of that year, while another source (Steinhauser) states that it was Friderich alone who was in Dorlisheim during Christmas of 1909, to make preparations to the building, and also was looking for new staff for the company.

However, the official papers to register the company were signed not earlier than Januari 1 (or 2, depending on the source), 1910. While (again Steinhauser) states that Bugatti did not come to Molsheim / Dorlisheim before January 13, 1910.

Thus, the conclusion is, that the Bugatti company was founded not before January 1910, and that the exact date of the start of the company changes a bit depending on the source you are using, ranging from January 1, to maybe the 14th of January, 1910. And thus, 110 years of Bugatti can be celebrated the whole year 2020!
Of course, if anybody has any proof that Bugatti started in 1909, I'd be happy to see it!

Luckily, the exact start of the BugattiPage is better known. It started on February 27, 1995, as can be read in the "birthday" article of one year later. In 1996, I also started the Bugatti Revue, on April 1, 1996.

The oldest save of this website (at the then address dutoc74.iotudelft.nl/bugjaap.htm) which I could find was from January 19, 1997, see below. These old versions of a website (any website in fact) can be found on the "Wayback machine", at https://archive.org/web/web.php.
I started in a time that the Internet was still a domain for enthusiasts, with promises of absolutely open and democratic free communication between people all over the world. In part this did become a reality, see my BugattiPage, but largely the Internet became the domain of Ultra commercial companies like Facebook and Google who know all your most intimate details, Fake news and Russian and Chinese hackers....
My website however remained largely the same, basically non-commercial, with only a very limited amount of adverts....

On the occasion of 25 years BugattiPage, I plan on organising a contest again, like I have done in the past. The last one was back in 2008, and was a writing contest. The ones before that were in 2005 (a photo contest) and in 2002 (General contest of art, stories, miniatures). Results of these past contests can be seen in the "past issue" part of the Bugatti Revue.

So stay tuned to this page where the announcement for the next contest will be published soon!

NEW EDITION MODEL OF THE CHIRON INSPIRED BY THE MOST BEAUTIFUL CAR IN THE WORLD

“La Voiture Noire”, the black car, was a special Type 57 SC Atlantic created by Jean Bugatti – the most famous and most beautiful car in the world. Only four were built between 1936 and 1938. The black car disappeared at the beginning of the Second World War. If it were ever to be found, it would probably be the most expensive and most valuable car in the world. In March 2019, Bugatti Design Director Achim Anscheidt ( My info is different from that of Bugatti, as far as I know it was designed not by Anscheidt, but by Etienne Salomé) reinterpreted “La Voiture Noire”, bringing this special automobile forward to the 21 century. The modern interpretation of the coupé was created as the ultimate Gran Tourismo for Bugatti enthusiasts. This unique specimen once again demonstrates that Bugatti makes the most powerful, luxurious and exclusive hyper sports cars in the world. “The true form of luxury is individuality. 'La Voiture Noire' is the spearhead of automotive engineering – a sculptural beauty,” says Bugatti President Stephan Winkelmann. A coupé with the comfort of a luxury limousine and the power of a hyper sports car.´

La Voiture Noire continues to attract interest
Interest in the vehicle with its unique shape has been enormous ever since. Bugatti now offers its customers two versions of an edition model: in sporty style as the “Chiron Noire Sportive” and with a focus on elegance as the “Chiron Noire Élégance”.

Black exposed carbon covers the finely wrought body of the “Chiron Noire Élégance”. The grille of the famous Bugatti radiator sports a fresh design, while the Bugatti “Macaron” emblem sits at the centre, made of solid silver and exclusively refined with black enamel. Calipers finished in black are installed behind the new Caractère wheels. The C-shaped Bugatti signature line, milled from solid metal, visually interrupts the black body of the “Chiron Noire Élégance” with its matt polished aluminium finish. Other exterior accentuations such as the rear-view mirror and engine cover are finished in black carbon and polished aluminium. The “Noire” inscription adorns the side panels in front of the rear wheel and the underside of the rear wing.

The interior is also dominated by black. Inside the “Chiron Noire Élégance” only the “Inner Signature Line” – the light bearer curved in the style of the outer C-line – is made of aluminium with a silk-matt finish. The edition model inscription “Noire” appears on the door sills and on the outside of the centre console, as well as being sewn into the headrests. An additional carbon badge inlaid in the centre armrest demonstrates the exclusivity of each edition vehicle.

Bugatti “Chiron Noire Sportive” with matt finish
In the “Chiron Noire Sportive”, Bugatti covers the exposed carbon fibre with a matt black finish. The exterior trim elements, the C-shaped Bugatti signature line, the wheels, front spoiler and radiator grille are all matt black. The four visible tailpipes of the titanium exhaust system are likewise finished in black, as are parts of the engine cover. The interior is even more dominated by black than in the “Chiron Noire Élégance”. The embroidered “Noire” inscriptions on the inlays of the centre console and the headrest are black, as are the aluminium trim parts in the interior. Meanwhile the inner C-line, switches, push-buttons and rotary knobs on the dashboard, steering wheel, centre console and door handles in matt black underline the car’s exclusive, sporty character.

The iconic 8.0-litre 16-cylinder engine with 1,103 kW/1,500 hp and 1,600 Newton metres of torque continues to serve as the power unit. The “Chiron Noire” is also available for the Chiron Sport at an extra charge of EUR 100,000. The edition model, limited to 20 vehicles, will be delivered from the second quarter of 2020 at a price of three million euros net in the basic version.

Generous, he liked to share his passions and especially for Bugatti. Although he was not in the organisation
any longer, I always saw him at Retromobile, usually sitting alongside a Bugatti.

The piece stands 250 mm high on a solid rose wood base, inset with Ettore’s signature in stainless steel on the front face.
These are priced at £3500, contact the artist greg@gregmorgan.co.uk for more information (and ordering).

Maybe a nice Christmas idea for "the man (m/f) who already has everyting"?

• 1,327cc 8-valve engine
• Alan Wragg replica chassis
• New body by Michel Blanchard
• Registered in Belgium

The Type 13 offered here consists of the 1,327cc 8-valve engine number '155' (ex-chassis '506'), a replica chassis frame built by Alan Wragg, and a new body made by Michel Blanchard. This car's major mechanical components passed through the hands of several well-known Bugatti collectors over the years before coming together as a rolling chassis while owned by John F Comey Sr of Ohio, USA. Among the genuine Bugatti parts Comey used were a non-braked front axle, a steering box and column, an oval radiator, and non-demountable wire wheels. In this form the Bugatti was sold from the late Mr Comey's estate at a US auction in June 2005, finding a new owner in France. The new body was ordered circa 2007 while the car was with Atelier Renaissance Automobiles. In early 2015, the body was modified by Theo and Juri Castricum of Castricum Collector Cars; the handbrake was moved outboard, new wings fabricated, a new fuel tank made, and the rear end redesigned to accommodate luggage.

Since returning to Europe, this Type 13 has been displayed at Époqu'Auto, Lyon (2008 and 2013), Rétromobile, Paris (2011) and Techno Classica, Essen (2010, 2011 and 2014). The Bugatti has belonged to the current (Belgian) owner since 2017. A full account of this Type 13's history and owners may be found in the accompanying Provenance Report compiled by Kees Jansen of The Bugatti Registry.

1922 Bugatti Type 23, (No further info yet)

• Pre-war built
• Well documented, known history by David Sewell
• High performance

This car began its career as a Bugatti 37 with a 1.5-litre engine. When it was owned by the wife of John Houldsworth, who used to race it, the car suffered a major engine failure, with the conrods going through the block. Houldsworth, a Bugatti enthusiast, then contacted a specialist who also raced Bugatti, Jack Lemon Burton, suggesting he buy the car for scrap. Which Burton promptly did in the 30's, for approximately £50, using it to build himself a " special " that was fast and suitable for hill-climbing. In place of the modest 4-cylinder original engine, he decided to install a 3-litre 8-cylinder Type 44 Bugatti engine, twice as big as the Type 37 engine and fitted with a supercharger. He recalls in a letter dated 23 July 1976 " That was hard work. (…) The steering wheel was a gift from R. Thomas to the younger brother of J. Duller, who thought it would go well on this car. " As the 3-litre engine was considerably longer than the original 1.5-litre engine, the Type 37 chassis, the hood and the engine mountings were all modified. The front axle was replaced with a wider Type 43/44 element with bigger brakes, better suited to the increased weight. The gear box and rear axle came from a Grand Prix Bugatti, although the transmission was subsequently replaced with an Armstrong preselector gearbox, which is still on the car and has made it possible to remove the standard clutch. It was then given a single-seater body allowing Jack Lemon Burton to take part successfully in his machine in various hillclimb and sprint events.

Burton then sold the car to his friend Kenneth Bear, another Bugatti enthusiast. Bear ran the car without the supercharger (powered by four carburettors) with a bit more gusto than his predecessor, finishing 2nd in a hillclimb at Prescott in 1939, just behind the Type 59 of Arthur Baron. When he died at the end of the 1940s, the car was bought by Bert Raven who continued competing in it, achieving some good results in the late 1950s. He kept the Bugatti until he passed away at the end of the 1980s, when it was restored by the specialist Ivan Dutton and offered for sale by Dan Margulies, one of the most well-respected British dealers. A copy of a letter dated from 1992 from the Bugatti Owners Club, coming in the file, confirms to him the car was built by Jack Lemon Burton before the SWW and is fitted with a genuine original Grand Prix Bugatti chassis frame.

According to a letter from the Bugatti historian and specialist David Sewell, the chassis is an authentic Type 37, in all probability n°557, which corresponds to car n°37334. It has a Grand Prix radiator with parallel sides and the centrally-mounted steering box has " R " stamped on the top and the side. The aero screen is an Avro and curiously, the bodywork has an Ettore Bugatti coachwork plaque fixed in the cockpit. The registration number, NPH 254 dates from August 1949. The engine is stamped with number 686 as well as the number of the chassis it came from, n°44999. The car comes with a history file and various letters and we advise anyone interested in this particularly original machine to consult these.

Eligible for VSCC and other historic events, this car has a lightweight chassis and an engine that is considerably more powerful than the original one. It has an unusually high performance, with the personality of a " muscle car " ahead of its time. Created as an indirect result of the failure of the original engine, it is typical of the modifications carried out by experienced enthusiasts, at a time when the value of the car didn't prevent creativity. Such a modification wouldn't be carried out today making this car an exciting testimony to the period, appealing to those enthusiasts who like the unusual.

1934 Bugatti Type 57 Cabriolet par Vanvooren
Chassis n° 57162, Engine n° 134

• Original body, matching numbers
• One of two surviving examples
• Owned by a number of art lovers
• Unregistered

Bugatti and Vanvooren
The collaboration between the Molsheim constructor and the coachbuilder from Courbevoie coincided with the arrival of Robert de Prandières at Vanvooren in 1929. He was largely responsible for the relationship with Bugatti, and also happened to be a close friend of Dominique Lamberjack Junior, the largest Bugatti dealer in Paris with a showroom at 68 rue Bayen. From 1930, Vanvooren designed for Bugatti several closed bodies on 3-litre Type 44 chassis. There was also a coach and a faux cabriolet body available for the 5-litre chassis. In 1931, a 2-door, 4-seater coach Type 49 was added to the range. At the end of 1931, Lamberjack obtained exclusive rights to sell Type 55 chassis delivered in Paris, and between 1932 and 1935, six Type 55 chassis were bodied at Courbevoie.

The Type 57s bodied by Vanvooren
When the Type 57 went into production in 1934, Lamberjack sent several of these chassis to Vanvooren to be fitted with 4-seater cabriolet bodies. There were numerous 4-door, 4-seater Type 57 saloons built in Courbevoie between 1934 and 1936. Four Type 57S chassis were given Vanvooren cabriolet bodies between 1936 and 1937. Three coupés and a roadster were built between 1938 and 1939.

The Type 57 cabriolets by Vanvooren 1934-1939
The numbers of this type of body produced were limited compared to the number of coach and saloon bodies built for different chassis between 1930 and 1936. Following extensive research into the Type 57 chassis delivered and not bodied by Bugatti or Gangloff, we have compiled a fairly accurate list of Type 57 chassis given cabriolet bodies by Vanvooren. It appears that there were no more than twelve examples built between 1934 and 1939, the whole period of production. Two cabriolet designs were offered to clients by the coachbuilder from the spring of 1934. The first design was for a cabriolet with fold-down windscreen, with sloping vents on the bonnet, suicide doors, flanges on the rear wings and no sign of a trunk. The second cabriolet model had doors opening from back to front, a fixed windscreen, vertical vents in the bonnet and metal rear trunk.

The car presented in the sale, chassis 57162, was built from the second design. In 1934, just four Type 57 cabriolets were produced by Vanvooren and 57162 was the last of these, delivered to Lamberjack on 10 November 1934. It had the spare wheels on the front wings. In 1935, Vanvooren produced three Type 57 cabriolets including 57269, which was the fourth and last car to be built from the second design, and the only one not to have spare wheels on the front wings. Between 1936 and 1939, only four other 4-seater cabriolets were built by Vanvooren, with a 2-seater cabriolet, chassis 57430, delivered in 1936 and a 2-seater roadster, chassis 57808c from 1939, completing the list. Of the twelve known cabriolets built, just four bodies have survived on their original chassis, including 57162.

The Cabriolet Vanvooren chassis 57162
The chassis 57162/engine 134 was assembled at the factory in October 1934 along with 22 other chassis fitted with engines 100 - 124. It was delivered by rail, on 10 November 1934, to the largest Bugatti dealer in Paris, Dominique Lamberjack, at 68 rue Bayen. His client was Baron Charles Brincard, son of the President of Crédit Lyonnais. The coachwork was built in the Vanvooren workshop on Rue Pierre Lhomme in Courbevoie to be finished by Christmas 1934. The car was delivered to the Baron's private mansion at 1 rue Saint Dominique, Paris VII.

Charles-Henri BRINCARD (1899-1970)
Brincard was born in Deauville on 31 August 1899, at his parents' holiday home on Rue des Villas. The family lived in a huge private mansion on the corner of rue Saint Dominique in the 7th arrondissement in Paris. Baron Charles Brincard was a regular client of the Molsheim marque. He acquired a 3-litre Lavocat & Marsaud Torpédo in 1928, and another 3-litre car in the spring of 1929, before ordering a 5-litre model in February 1930 and a Type 50 roadster the following July. A typed note from the showroom on avenue Montaigne states : " 57162. Mr Brincard Charles ,Baron, 1 Rue St Dominique, Paris. " The car was delivered to him, as was his Type 50, by the Parisian dealer Dominique Lamberjack .
We know of no other Bugatti Type 57 in the Baron's name, and assume that he kept his cabriolet 57 for several years. The car left Paris for a period of time to return again in the spring of 1940. It was registered at the Paris Prefecture with the number 9879 RM 3 on 28 May 1940. It is believed to have spent the war in a Parisian garage, before being sold in Gironde afterwards.
We come across it again in Arcachon at the end of winter 1947. The cabriolet was registered 3792 GC 3, on 5 February 1947 in the name of : Jean Bové, Insurer, Villa Vermeil, Boulevard de la Teste, Le Moulleau, Arcachon. There is a photo of the car, probably taken in Arcachon that shows the 1940 Parisian number plate. This leads us to believe that Bové drove around for a while with the old 1940 plates, and must have bought the car in Paris before 1947. Three years later, on 27 June 1950, the cabriolet returned to the capital, with the registration 2674 G 75, in the name of Fernand Bezé, engineer, living a 22 rue d'Estienne d'Orves in Colombes. He kept the car for two years before selling it at the end of 1952.
On 29 December 1952, the Vanvooren cabriolet was acquired by: Pierre LOEB, retailer, living at 2 rue des Beaux-Arts in Paris. He was not a simple retailer, however, and the address 2, rue des Beaux-Arts, was a special place.

Pierre LOEB (1897-1964)
The twins Edouard and Pierre Loeb, were born in Paris on 24 September 1897 to Alsatian parents, at their home, 11 rue Ambroise Thomas in the 9th arrondissement. The twins were called up in 1916, and at the end of the war, they joined the family wholesale lace and tulle business, as travelling salesmen. In an interview for the Express in 1964, Pierre Loeb recalls : " I sold lace for my father, and with my savings I bought paintings… My father said to me, you love painting, well, go and sell them ! Et voila ! "
It was a family friend, Doctor Tzanck, a collector of artists such as Pascin, Derain and Friesz, who introduced him to painting and encouraged him to take this path. The Galerie Pierre opened on 17 October 1924 at 13 rue Bonaparte, with an exhibition of work by Pascin. At the opening, Loeb met Picasso. By 1925, the gallery had already shown work by Gromaire and Miro. The first Picasso exhibition at Galerie Pierre, which had moved to 2, rue des Beaux-Arts, was in December 1927. Forced into exile during the war, the Loeb family went to Marseille in December 1941 and on to Havana. It was due to Picasso's intervention that the gallery was returned to Pierre Loeb in November 1945. After the Liberation, the gallery hosted work by such artists as Giacometti, Artaud, Dora Maar, Zao-Wou-Ki…The first exhibition of the Canadian painter Jean-Paul Riopelle took place in May 1953. Pierre Loeb bought a large part of his work and once the artist's career had been launched, success came quickly. At this time, Loeb was using his Bugatti cabriolet Vanvooren and offered his friend Riopelle the means to enjoy the same passion : Riopelle bought two cabriolets in 1956 and 1958 that he kept until his death in 2002.
On 15 April 1955, the cabriolet Vanvooren was registered in the name of : Bernard Dufour, Artist painter, living at 7 rue de la Grande Chaumière, Paris VI. His studio was opposite Gauguin's at number 8, the residence of painter Charles Maussion who drove a Bugatti Type 40 roadster.

Bernard DUFOUR (1922-2016)
Born in Paris on 21 November 1922, Bernard Dufour was originally an agricultural engineer before becoming an artist after the Second World War. He exhibited at the Salon in May 1946 and at the Galerie Maeght in 1948. It was Pierre Loeb who really launched the artist's career. He held exhibitions for his friend Dufour at the Galerie Pierre every year between 1955 and 1963. The first show was held on 10 - 25 June 1955, shortly after the transfer of ownership of the Bugatti. In an interview published in 2012, Dufour confided : " I had two Bugatti, a large eight-cylinder cabriolet, and a small four-cylinder car from 1924. I had a passion for these machines that I had repaired at the Bugatti factory in Molsheim. "
On 30 October 1957, the Bugatti moved to the department of Eure, registered with the number 454 CM 28. The new owner is believed to have been an American by the name of Phillips. Shortly afterwards, the car sold to Jean Chevalérias, 101 avenue du Maine. He was a great Bugatti enthusiast who also owned a Type 57 Galibier, a cabriolet 57C Gangloff and several Type 40s. At some point before 1961, the cabriolet Vanvooren was acquired by Henri Petiet, of 8 rue de Tournon in Paris. He appears as the owner in the " Bugatti Register " published by H.G.Conway in 1962. The car was then registered in the department of Eure, with the number 252 EK 27.

Henri PETIET (1894-1980).
Petiet was a visionary collector. His father, a railway engineer, was the 4th Baron of the Empire. His older brother, Baron Charles, was Vice-President of the A.C.F., who had many roles in the automotive field including being the constructor of Ariès vehicles, an adventure that Henri Petiet became involved in. In the mid-60s, the cabriolet Bugatti Vanvooren was sold by Petiet to the collector André Laporte (1915-1996), president of the F.F.V.E from 1980 to 1991, who lived in Hérault. He didn't restore the car which was no longer driving by then as the engine had seized. After his death, the Bugatti sold at a Poulain-Le Fur auction in Montpellier on 4 October 1998. During this sale, it was noted that the car, with just 32,320 km on the odometer, had light blue coachwork, blue leather upholstery and a hood requiring repair. The buyer undertook a full restoration and the cabriolet Vanvooren then joined a big Spanish collection.
The car presented today is one of two survivors of four Type 57s by Vanvooren to design no.2 (the other being 57274). If it is permissible for an artist to produce eight examples of a work, the " type 57 model N°2 " series was never finished by Vanvooren. In the garage that will be this car's new exhibition space, it should be surrounded by a portrait of Pierre Loeb by Denise Colomb, next to a nude by Bernard Dufour, a lithograph by Riopelle and a print by Picasso from the Petiet collection. If you take the car from Rue de Beaux-Arts, to Rue de la Grande Chaumière and on to rue de Tournon, it will show you the route it knows so well.
The Bugatti is not a static work of art, but a rare industrial object displaying precision in movement, created by a brilliant artist and built by talented craftsmen. The enlightened visionaries who have spent time looking at it were not mistaken.

1935 Bugatti 57 torpédo "Paris-Nice"
Chassis n° 57300, Engine n° 57300/154

• Outstanding competition history
• Just one owner between 1940 and 2004
• Restored to original configuration
• German title

Presented in 1933 and equipped with a brilliant 3.3-litre twin-cam engine, the Bugatti Type 57 was one of the best Grand Touring machines on the market, while not claiming to have particular sporting pretensions. At the Paris Motor Show in 1934, the constructor made an initial attempt to give it a more dynamic image by presenting a " Grand Raid " version with several modifications to the chassis. One of the most notable of these was the driving position, moved further back to allow sportier coachwork to be fitted. In total, it is believed Bugatti built 10 examples of these special versions.

It was one of these chassis that caught the eye of Gaston Descollas, who was then the Bugatti agent in Marseille and an amateur rally driver : in 1934, he won the French Rallye des Alpes and the international Coupe des Alpes at the wheel of a Type 57 Galibier, and no doubt the more sporting character of this new version is what appealed to him. He bought chassis n°57300 and had a lightweight and minimalist torpedo body fitted, in aluminimum over a wooden structure. According to a friend of the Descollas family, this was carried out by the coachbuilder Dubos, from Marseille, and the car was registered on 3 January 1935 with the number 5822 CA 7.

Once the car was ready, it took part in the Ladies' Paris-St-Raphaël rally on 27 February, driven by Gaston's wife, Claire Descollas. This was a very popular event amongst women drivers, and over the years many well-known names have taken part, including Hellé Nice, Betty Haig, Claudine Trautman, Annie Soisbault and Marianne Hoepfner. In 1935, the winning driver was Olga Thibault in a Peugeot 201. Soon after this Gaston Descollas entered the 'Critérium international de tourisme Paris-Nice' known simply as the " Paris-Nice ", which set off on 13 April. There were over 100 participants, and this was a rally attracting experienced drivers. The previous year it had been won by Jean Trévoux who, at the wheel of a Hotchkiss 20 CV, was just beginning an impressive career that would see him win the Monte-Carlo Rally. Gaston Descollas performed magnificently, winning the event, before clocking up two other victories in the Rallye de la FNCAF and the Alpes Françaises. He had less luck in the Liège-Rome-Liège, in August, when he was forced to retire.

In 1936, the Bugatti was fitted with a closed Ventoux body, built by Gangloff, more comfortable for touring. On 24 March 1936, the car was registered in the name of Mr Giniès, with the number 4473 ZA 3 (Vaucluse), before returning to the Bouches-du-Rhône a few months later. It was registered in the name of Mr. Vives on 6 May 1936 with the number 6426 CA 8. Vives was a Spanish businessman, and it is possible that he imported the car into Spain. The Bugatti was still there on 18 December 1940 when it sold to Mr Senchermes, based in Barcelona, who registered it B-67.700. Astonishingly, this Bugatti then stayed in the same ownership until 2004, the year it was bought by the current owner, a German enthusiast. By 2004, the Ventoux coachwork had been replaced with an open body. Using photos sourced by the Bugatti Trust, the owner was able to restore the car to its torpedo configuration at the time of the 1935 Paris-Nice rally.

Apart from the rebuilt bodywork, most of the components are original, including the gearbox and the rear axle n°154, with assembly number 024. The engine block, which had been damaged, was replaced with an original block, and various parts were sourced through the Bugatti Owners Club. The bonnet is original and the car was repainted by the Matzner workshop. This is a piece of history, the 'missing link' between the Type 57 tourer and the future 57 G competition model that would win the Le Mans 24 Hours. Having rediscovered its original configuration, it is a stunning testimony to a period when an amateur driver could take part in an international rally without extensive race prep, and win.