Prizes So, what is it that you can win? I'll have to ask Mr. Winkelmann if he has a spare Chiron (or just an old Veyron) laying around in the workshops, which he has to get rid of. Probably not, so prizes are a bit more down to earth.. Eternal fame and respect from fellow Bugattistes (for all winners!) A copy of the famous Bugatti 100P Record plane book. Signed by the author. An approximate 1:15 scale Bugatti Type 59 (the box says 1:18) by Bburago, the wing-less version in yellow. Peter Vann, 6 photographs folder Erwin Tragatsch, Das grosse Bugatti buch There is no first prize, the number one winner for each contest just gets first pick. Jury The jury consists of only Bugattistes. The number of jury members can be one or more, depending on how schizophrenic I feel at that moment. Timing Please send your contributions, the list with chassis numbers and the three types/names of the modern Bugattis, or your artistic contribution by e-mail to me (J.J.Horst@BugattiPage.com) before February 10 (which will give you about a month). That way the jury has some time to do it's (his) judging duties, and also prepare the webpages for the answers to be given, the winners to be announced, and the artistic contributions to be prepared and published in a special edition of the Bugatti Revue on February 27, 2020, exactly 25 years after the start of BugattiPage.

First is the 1937 Type 57S Atalante, which carries a £7m-plus guide price. One of just 17 built with the breathtaking Atalante coachwork, it was delivered new to racer and enthusiast Earl Howe and recently benefited from a comprehensive restoration. The 1928 Bugatti Type 35C Grand Prix, meanwhile, is valued at a mere ‘In excess of £3m’ and is another one to have raced in Grands Prix in period. The Passion of a Lifetime auction takes place at Somerset House in London on 1 April. A selection of the cars will be available to view before then at Rétromobile in Paris in early Fabruary. Source: Classic & Sports car

The fake number 37186 (Typeface which Bugatti never used) on the engine, and the very convincing document.

Ettore Bugatti's personal pasta machine Custom fabricated to Bugatti's design in his factory in Molsheim and accompanied by three pasta dies, 17 inches long x 7 inches wide x 10 inches high not including the wheel. Besides being a legendary craftsman and car maker, Ettore Bugatti was also a very particular gourmand. Famously well mannered, and expecting the same from his guests, he is understood to have refused to sell a gentleman of royal lineage a car on account of his poor table manners. Ettore's attention to detail when it came to dining stretched from his building a hen house on his property to provide the freshest eggs to a personalized table setting with his own custom made cutlery-all of which were engraved with his initials. The story of this contraption goes that Ettore's Italian chef reported that the pasta machine had broken and it would be some time before a new one could be delivered to Alsace. Not wishing to go without his noodles, Ettore drew up a design for his own machine and had his team in the Bugatti factory custom fabricate it. While most pasta makers are powered by a hand crank, Bugatti pulled a Type 46 steering wheel out of the parts bin and installed that instead. It seems rather fitting that he would rather steer his way to spaghetti than tirelessly crank as if attempting to start a dead car. There is an alternate story from the one Bonham's gives; this is that the pasta machine is in fact a gift by the factory workers to Ettore Bugatti. I don't remember where I read it, but it does sound more credible! Fitted with a mounting bracket, it is designed to be mounted on the edge of a table with the steering wheel perpendicular to the ground. Three beautifully assembled pasta dies accompany the device, any one of which can be fitted into the tightly fitting threaded aperture at the bottom of the pasta maker. It is pretty safe to say that this overbuilt pasta making machine solved Ettore's pasta plight permanently, and as such he never made another. While most of Bugatti's products just produce fumes out the back end, this one makes something much more delicious! 1925 Bugatti Type 30 Sports Tourer Chassis no. 4725, Engine no. 418 Front Hydraulic – Rear Mechanical Drum Brakes Well-documented and pedigreed Type 30 Desirable and handsome open Sports Tourer coachwork Researched by Bugatti historians and formerly part of prominent collections A powerful, 8-Cylinder Bugatti eligible for prominent tours and rallies 'Bugattis encapsulate concepts of engineering which, once seen, change your ideas radically and definitively. Drive them, and you realize that each car is form and engineering in equilibrium, and a work of art.' – William Stobbs, Les Grandes Routières. Introduced in 1922, the Type 30 Bugatti has a special place in motoring history, for it was the first small 'straight-eight' to go into production and the first to use Bugatti's classic single-overhead-cam engine, one of the most famous automobile power units of all time. Typical of the time, the Bugatti 'eight' was a 'long-stroke' design of 60x88mm bore/stroke for a capacity of 1,991cc. The three valves per cylinder were operated by single gear-driven overhead camshaft, while the crankshaft was carried in three roller bearings with plain big ends. Breathing via twin Solex carburetors, this jewel-like power unit produced approximately 100bhp at 4,500rpm. This engine was installed in what was essentially a Brescia type chassis, resulting in a car that was notably fast and powerful for its day, possessing many of the characteristics of the racing Bugattis. The eight-cylinder engine was very flexible and, once mastered, the Brescia-type gearbox a delight to use. Of some 600-or-so Type 30s produced, fewer than 50 are known to survive today, with original examples possessing known history especially desirable. Offered here is a lovely example of the racing-derived, eight-cylinder Bugatti Type 30, featuring elegant open Sports Tourer coachwork. Well documented and recached, Dutch Bugatti historian and expert Kees Jansen has compiled a dossier on this fine example, chassis no. 4725, and notes that the new Bugatti was ordered by Bugatti agent Dubuisson of Saint-Quentin, France for his customer Monsieur Chavel. The chassis was completed at the famous Bugatti Works in Molsheim, Alsace France in January of 1926 to then be clothed by a coachbuilder of Dubuisson's choice in the elegant two-door Sports Tourer configuration featuring the rakish vee'd windscreen as seen on the car today. The Bugatti was driven on garage plates 1651 WW5 by Bugatti racing driver, Louis Charavel, who was known to compete under the pseudonym of Sabipa. Once delivered to Monsieur Chavel, Bugatti Type 30 chassis no. 4725 would remain in his ownership until 1960, when it was acquired by J.P. Le´ger of Dreux, France. A photograph from this period in Yan Verdier's famous book Une Vie pour Bugatti shows Bugatti Type 30 chassis no. 4725 at Henri Novo's famous Bugatti garage with the engine removed, and at this point the Sports Tourer would receive the engine fitted in the car today, engine no. 418; a period correct Type 30 engine. Bugatti Type 30 chassis no. 4725 would receive its current and very appropriate color scheme of yellow over black chassis, fenders and wire wheels around this time. The next custodian of Bugatti Type 30 chassis no. 4725 would be renowned French collector Monsieur Henri Chambon, who would acquire the car in 1972. Chambon would use the car and showed it at a Bugatti meet in Denmark during the 1970s. From Chambon's ownership, the Bugatti passed on to another well-known French collector, Monsieur Bernard Viallon. Viallon had many great Bugattis, and his cars were famously used for color illustrations in the legendary book Bugatti Magnum, written by renowned Bugatti historian Hugh Conway. Type 30 chassis no. 4725 is illustrated on page 111 and 112. The elegant Bugatti Type 30 Sports Tourer would later be exported to the United States, where it has resided in a prominent collection for the past two decades. Today, this stunning Bugatti shows beautifully throughout. The engine compartment displays the powerful eight-cylinder all-aluminum engine, featuring the overhead camshaft operating 3 valves per cylinder. The two brass Solex carburetors are polished and give the compartment an impressive look. The cockpit is trimmed in dark wood and neatly contrasting chocolate-colored leather hides. The classic four-spoke wood rimmed Bugatti steering wheel sits in front of the beautiful white-faced instruments and gauges by Jaeger, Paris. A black convertible top and rear mounted spare wheel is fitted, and large Marchal headlamps with yellow reflectors grace the front, as does the classic Bugatti horseshoe shaped radiator. According to contemporary press reports, the Type 30 was 'A full blooded, real man's motor-car, by intention and performance' and '4724', with its graceful Sports Tourer coachwork, is a particularly fine example of the marque.

1928 Bugatti Type 44 Cabriolet by F. Gerber Chassis no. 44857 Bugatti's reliable and powerful 3-liter model History recorded in the 2018 American Bugatti Club Register "The three-liter Type 44, smooth and fast, was one of the best of all Bugattis", Bill Boddy – The Bugatti Story By the early 1930s, Ettore Bugatti had established an unrivalled reputation for building cars with outstanding performance on road or track; the world's greatest racing drivers enjoyed countless successes aboard the Molsheim factory's products and often chose them for their everyday transport. Considered the finest touring Bugatti of the 1920s, the Type 44 was introduced in 1927 and was produced until 1931. Debuted at the Paris Auto Salon in October 1927, the Type 44 replaced the 2-liter Type 38. It shared much of the Type 38's chassis, although strengthened to withstand the increased power output. 1,095 were built, of which around 10 percent are believed to survive today. The Type 44 was powered by the revised single-overhead-cam straight eight engine, one of the most famous automobile power units of all time. Because of its lengthy run of success, Ettore Bugatti remained committed to his single-cam design, only adopting the double-overhead-camshaft method of valve actuation on the Type 50 of 1930 after considerable prompting by his eldest son, Jean. The Type 44's twin-block, three-valves-per-cylinder, single-plug engine displaced 2,991cc and produced approximately 80bhp, an output good enough for a top speed of over 75mph. Most importantly, the engine received an entirely new crankshaft, one having nine plain bearings for the eight cylinders, thus becoming one of the most solid and reliable crankshaft Bugatti ever made. Driving via a four-speed gate-change gearbox, the Type 44 used a finely tuned leaf spring suspension, and had large, effective drum brakes on all four corners. "The 3-liter Type 44: Smooth, fast and reliable"'- that's how renowned Bugatti historian H.G. Conway headlines his chapter on the Type 44 in the Bugatti book of his The Great Marques series. That really sums up the great Type 44. Dean Edmonds' second Bugatti was this elegant two seater cabriolet which he acquired in 2006 some 21 years after the Type 55. Knowledge of the car's history has been carefully pieced together in the last few years leading to a predominantly complete chain of ownership being published in the most recent American Bugatti Club Registry in 2018. It is recorded as such: Bugatti Type 44, number 857 was produced by the works in December 1928, it was subsequently ordered on February 11th, 1928 by Swiss agents Blanc and Paiche of Geneva and delivered to them promptly 5 days after the order. As new, its first owner, who is noted as a Mr. Weckmann or Wegmann (the annotation is not clear), received the Bugatti with coachwork by a well known local builder Graber, of Wichtrach. That coachwork is listed to have been a two seater cabriolet, however there is no visual evidence that survives of the car in this form. Since the mid-1930s and remaining in the same guise to this day, it is understood that the original coachwork was either updated or replaced by another less-known Swiss carrossier, F. Gerber. The car had passed to new ownership in the hands of Ernest Maring a Basel based librarian who showed it at the Concours d'Elegance in Villars in 1935. Some 20 years later Maring remained its custodian when he offered the cabriolet for sale in the Bugatti Owner's Club Bugantics publication in 1955. A published photo shows the coachwork to have fender skirts, wheel discs and an interesting horizontally separated two tone color scheme. It should be noted, that these aesthetic details were very much the mid-1930s styling cues and would have made the car appear contemporary to the newer Type 57 model. Shortly after this, the Bugatti migrated to the U.S. where it has resided ever since. The first of the American keepers was noted collector Dr. Milton Roth of California, and it would seem that he was responsible for repainting the car to a solid dark olive green hue and likely returning the fenders to their 1920s guise. As for 100s of other cars, the '44 was later captured by Bill Harrah for his burgeoning collection in Reno, Nevada, where it would rest alongside many Molsheim products ranging from the original 'bathtub' or 'lobster' Type 10, to 57S and behemoth Royales. This particular car remained with Harrah until after his death and was included in the first dispersal sale in 1984, its buyer was Maurice Schwartz of Boca Raton, here in Florida. Sold by auction in 2006 here in Amelia Island, the car passed briefly to Robert Swarms before changing hands again through Donald Koleman's Competition Motors Ltd. to Dean Edmonds. Owing to his stature, Mr. Edmonds found the seating and placement of the panel behind the seat to make it uncomfortable to drive, so he commissioned Koleman to modify this aspect with a shorter panel. In 2009, it was discovered that the radiator was leaking and the decision was made to have it re-cored in England. Other maintenance continued to be carried out by Cosmopolitan and latterly in Naples with Manfred's Automobile Specialties. Some question has been made of the unusual HCC badge which it wears, this has been verified to relate to the Harrow Car Club in the UK, albeit the connection to its history is uncharted. 44857 was regularly enjoyed by Mr. Edmonds and was even displayed at the ever popular American Bugatti Club New York luncheon at Sardi's in 2010, as well as at the International Bugatti in California that same year. The car was also displayed at the Greenwich Concours d'Elegance in 2012. It has since rested in his collection in Naples, Florida. This car was sold in 2006 by RM Auctions also at Amelia Island, on March 11, 2006 for $165,000. See the 2006 news

1932 Bugatti Type 55 Super Sport Roadster Chassis no. 55220, Engine no. 21 Originally delivered to Victor Rothschild, later 3rd Baron Rothschild Motorcar from the Estate of Dean S. Edmonds Jr. One of the true icons of automobile design Matching chassis, engine, drive train and coachwork In the Edmonds collection for 35 years Former Pebble Beach Concours d'Elegance First in Class "I have waited for this particular car for 30 years, so that a life-long ambition was realized at Armoury House last December" – Dean Edmonds, July 1986. It is said that the zenith of pre-war design in America was 1932, when fender lines, proportions and engineering technology combined harmoniously to deliver a balance of looks and performance yet seen in this country and now rightfully recognized. A car such as the Bugatti Type 55 Roadster with its in house styling gives credence to a similar theory for European design, but in actuality reflects more a peak of development and collaboration between Le Patron, Ettore Bugatti and the emergence of his son Jean as a major influence on the business. Jean's design cues are all present in the Type 55, which rides on a chassis and running gear which is all of his father's making, yet with the guiding hand of Jean in terms of its twin cam power. Designing and building this car together must have been an incredibly rewarding project for them and is a tour de force of their respective talents. On the technical side, Ettore's beautiful eight cylinder inline engine which had become the basis for thousands of Grand Prix victories had become outclassed with the advent of the Italian and American twin cams, had now followed suit, influenced heavily by Miller's Packard Cable Specials. For the first and only time, the 2.3-liter supercharged unit was used in a road car. The chassis was the beefed up, deep sided frame that was utilized in the Type 54 Grand Prix cars, all the while retaining the reverse quarter elliptic rear springing and front axle arrangement that hailed from the successful GP cars. A new format of gearbox similar to that used in the Type 49 joined the power to the road. The potent mechanics were clothed in coachwork that can only be described as iconic, a cut down no door roadster with light bustle back tail, sculpted moldings, riding on striking alloy wheels and its lines so perfectly balanced with two more at its rear. From its warm nickel silver radiator to those, the car is exquisitely designed in every respect. Production of these Super Sport Bugattis was very limited, just 38 examples leaving the Molsheim works between 1932 and 1935. Of that 3 dozen or so cars, only 14 left the factory with the definitive Jean Bugatti Roadster coachwork and today of those a mere 11 retain that original bodywork. Many of this small group reside in Institutions or collections of institutional status, the Musee National de L'Automobile which houses the collection assembled by the Schlumpf brothers holds two of them, another is in the Revs Institute here in Florida, meaning that they rarely appear for sale. In this new decade, they continue to offer a remarkable array of possibilities as they were campaigned in period at Le Mans and in the Mille Miglia, making them both beautiful and eminently usable. Of those eleven survivors of the esteemed, Jean Bugatti designed, factory bodied roadsters, 55220 is generally considered to be one of the very best and has a simple pedigree of English history, followed by the single U.S. ownership of Dean S. Edmonds Jr. since 1985. The car has been cherished throughout its life, from day one when it was ordered by none other than Nathaniel Mayer Victor Rothschild. The Rothschild name is closely connected with the marque as a number of family members were owners of Bugatti's machines, and Victor as he was known, who was a mere 22 years of age at this point would later in the 1930s own one of the famed Atlantic Coupes. At this point Victor was studying physiology at Trinity College Cambridge, he must certainly have 'cut the dash' in the University town. Being a British delivery, the '55 was ordered through agent Colonel Sorel. It had been built as a rolling chassis at the works in May 1932, and received its factory coachwork to be completed in August that year. The Bugatti was registered for the road with the distinctive road license plate of 'EPF 4'. One of its next owners was the remarkable R. MacLeod-Carey, who is known as much for the cars he owned as for how he carefully documented his use and how to maintain them. For the Type 55 there is the most beautifully hand typed and personally illustrated handbook which charts his ownership of the car, its prior owners and the full operational workings of it. Separated from the car in the pre-war era, it was discovered almost by accident by Bentley archivist Tim Houlding and re-patriated to 55220 in the 2000s. Carey's precise typed notes state that he purchased the car on April 12, 1939 from Arthur Baron. Of particular interest and not previously recorded is ownership by Bachelier post Rothschild and then C. I Craig, both of whom were noted Bugatti owners in this period. Carey states 'The car was not used from early 1936 to April 1939, and was not driven by the last two owners.' Over the course of 32 exquisitely typed and annotated pages, he educates himself about how the car operates, and describes a few journeys in it. On May 14 he drove to the home of the Bugatti Owners Club and up the famed Prescott Hill in a respectable 56.10 seconds, and two weeks later drove to Brooklands for the Whitsun Meeting – where the ultimate pre-war sportscar race the 'Fastest Road Car Challenge' took place. Carey was suitably proud of the handbook that he had created and appears to have mailed the finished article to S.C.H. "Sammy" Davis at The Autocar, who responded 'I think you have made a wonderful history. I don't know how the dickens you can find the time to do it all, and it is very good of you to let me see it. It is by far the most elaborate log that I have ever seen.' R. MacLeod-Carey's ownership was to be brief though as it is known to have passed to T. M. Walters in 1940. Walters would retain it through to the 1950s and in his hands it enjoyed light racing at the Bugatti Owner's Club Prescott Hillclimb certainly as late as 1950. M.H. Scott bought the car from Walters, and subsequently sold it to A.A. Morse, who in turn sold to H. B. Murphie. Murphie and his daughter kept the Type 55 for more than an decade, and were responsible for the only material changes to its appearance in its career, being the alteration of the windshield to a taller format, presumably to aid touring and it is understood that the back axle was changed to a 15x54 ratio at this point (note today it still retains its original 13 x 54 casing). In Murphie's latter years the family decided to part with the car and it was brought to the attention of Bonhams colleagues Malcolm Barber and Stewart Skilbeck, in their former employ. At a ground-breaking auction in 1985, at the Honorable Artillery Company in London, the Bugatti came under the hammer. As Dean Edmonds would recount many times over the course of his ownership, this was a most memorable event, it is hard to better the way which he relayed it to Howland Blackiston who would put it in print for Classic Cars magazine: "Many people consider the Type 55 with the Jean Bugatti bodywork the most beautiful sports car ever built, and I agree as evidenced by the fact that I fell in love with this particular car about 40 years ago and followed it through a string of owners" "until a man by the name of Murphy (sic)" put it up for auction. "There was at that time a very eminent restorer (among the first in the business, I believe) named Peter Seferian, who ran a shop with the intriguing name of the Seferian Escadrille" "He knew of my passion for this particular automobile, and accordingly one day he called me in my office at Boston University and simply said 'Get over here, I have something to show you!' Now this was in the middle of the work week, but I had a very capable secretary who was able to reschedule a few things." As I approached Peter's shop, I saw him standing out in front holding a postcard with a picture of "my" car on it. The card announced an auction to be held at the Ancient and Honorable Artillery Company Armory in London the following week. Nothing would do but I must attend, and so made arrangements to hop the Concorde after class on Thursday. I ascertained on Friday that it was really "my" car that was (among others) to be auctioned the following day and I was ready for action on Saturday." "The auction was pretty dramatic, as this Type 55 is a fairly rare, not to mention desirable automobile, and there were various brokers, museum curators, and other bigwigs bidding" he continued. Recalling that the auction "people were wonderful. They seemed to sympathize with the lone little college professor who had loved this particular car for years and who was obviously out of his depth among all these high-powered professionals. Malcolm Barber, the auctioneer, did everything he could to favor my effort, even jumping the bid up a couple of times (he knew my limit) in the hope of driving other people out. Finally it came down to me" and one other "I was over my limit by this time and I thought to myself. "If he bids once more, I'm out! I cannot commit financial suicide over a car!' There was a dead silence in the room, and I could see Auctioneer Barber with his gavel raised wondering how long he must wait before he could bring it down to end the show. Time seemed to stand still..." "and finally the gavel came down and the car was mine!", emanating the fictional Indiana Jones character he finishes "I was back in class Monday morning". Today, both Malcolm Barber and Stewart Skilbeck have fond recollections of the Bugatti as a dream find, the ultimate 'sleeper' that they thought might make £70,000 or £100,000 initially when consigned but quickly saw the interest grow. And the figure? A massive £440,000. Which at that point considerably eclipsed the £270,000 paid a year earlier for the Barnato Gurney Nutting Speed Six, then known as the Blue Train car, as the most valuable car ever to sell in the UK. An article compiled pre-sale but printed after the auction in the British publication The Automobile, would suggest that a clinical static future awaited 55220, and precipitated a tort rebuff from Mr. Edmonds "the fact is that nothing could be further from my mind than making this car an "exhibition piece without oil in its sump and tyres that never roll on tarmac". Quite the contrary, I am a lover of engines in particular and machinery generally and would consider it most disappointing to limit myself looking upon this car as no more than a piece of sculpture, although it qualifies in that department far more than much that I've seen that claimed to be nothing else." Naturally, having secured the roadster at his suggestion Peter Seferian was the logical choice for Mr. Edmonds to commission its restoration. Very sadly he would lose his friend and restorer within a year or so and at that point it was transferred to Donald Koleman's Competition Motors Ltd. of Salem, Mass for the majority of the work to be undertaken. An exhaustive, but wholly sympathetic rebuild was carried out, during which the windshield was returned to its original height, and the dashboard layout to the standard configuration. In conversation with Donald Koleman he recounted this 'wonderful' car and how a friendship blossomed with Dean Edmonds. Its debut post work was at the Pebble Beach Concours d'Elegance in 1993 where it took First in Class, testament to the quality of the restoration. Dean Edmonds was true to his word, and the Bugatti was never considered a 'trailer queen', he followed up the Pebble Beach win with a run at the Mille Miglia and International Bugatti Rally in 1994, and it would later be shown at various events, including Meadowbrook Hall Concours d'Elegance and here in Amelia Island in 2001. Mr. Edmonds passed in 2018 being the only reason that the car reemerges from 35 years of loving ownership. His custody and careful investment in a proper restoration has ensured that the car remains in such intrinsically authentic order. A thorough report on 55220's history has recently been completed by respected authority Mark Morris, but the pertinent essence is that it is a fully matching numbers car.

1927 Bugatti Type 38A Supercharged Chassis No. 38470, Engine no. 209, ex 38275 Formerly of the John Rich Collection One of 39 factory supercharged Type 38A models Originally owned by racing driver L.G. “Batch” Bachelier Well-maintained older restoration by Donald Koleman Veteran of numerous tours and rallies The Type 38A offered here, chassis no. 38470, was one of reportedly 39 examples built with a powerful supercharged engine. Fitted with the factory’s attractive boat-tailed aluminum Grand Sport coachwork, it remained at the factory for over a year before it was delivered at a special price to London dealer Colonel Sorel on 23 October 1928. Colonel Sorel, in turn, sold the car to the original owner, L.G. “Batch” Bachelier, a well-known racing driver of the period, who drove the car in the JCC High Speed trials of July 1929. In the early 1930s the car was sold to Denis Evans, who raced it in the British Automobile Racing Club Open Meeting Mountain racing handicap in 1931 and in the JCC High Speed Trial at Brooklands in 1932. The car’s subsequent owner was named Child and lived near Rotherham, who in turn sold it to a B. Rees of West Hampstead, London. By this time its chassis and body had been shortened to make a two-seater, and the engine was replaced with the current unit. In this form the car was exported from England in the early 1960s and enjoyed a handful of new owners in the USA, including Richard Winer of Fort Lauderdale, Florida, who sold the car to Dr. Terry Bennett of New Hampshire. At the dissolution of Dr. Bennett’s collection in 1991, the Bugatti became one of the early acquisitions in the noted collection of John Rich, Sr., in Pottsville, Pennsylvania. Mr. Rich commissioned a full restoration of the car to its original configuration by noted Bugatti specialist Donald Koleman’s Competition Motors. After restoration the car was regularly shown by Mr. Rich, appearing at the 1993 Pebble Beach Concours d’Elegance, at Meadowbrook in 1994, and Amelia Island in 2004. The current owner acquired the car from the Rich Collection in 2016 and has invested in sorting it for the road, including fitting a custom-made reproduction Bennington Blower. The engine, which runs on roller bearings, was prepped for spirited driving with an electric fan and a polished radiator expansion tank, and a 12-volt plug was fitted under the dashboard. The result is an excellent event car, which has reportedly been very reliable on several tours, including the most recent North American Bugatti Owners Tour. It is well suited for the same use with a new, enthusiastic caretaker. Editor: This same car was sold in "The Finest Automobile Auctions, The elegance at Hershey, June 11, 2016", for $440,000, see announcement and auction result in the BugattiPage, 2016.

1938 Bugatti Type 57 Cabriolet by D'Ieteren Chassis No.57589, Engine No.464, Body No.5219 The only example built in the three-seater Aravis-inspired body style by D’Ieteren of Belgium Beautifully sculpted, distinctive coachwork with unique features Retains numerous original components, including the engine, chassis, and body Formerly owned by the renowned Fauvist painter and marque collector André Derain Detailed history as researched by Bugatti expert Pierre-Yves Laugier Comprehensive documentation including factory build sheets, restoration invoices, Swiss permis de circulation, copy of the French carte grise, and FIVA card Includes incredible original D’Ieteren photo album featuring period photos Accompanied by tools and original, unrestored luggage Cosmetic freshening and mechanical maintenance by Scott Sargent in 2017 Presented at the Pebble Beach, Rétromobile, Techno Classica, Villa d’Este, and Audrain Newport concours Extremely rare, highly original, exquisitely finished, and mechanically prepared In 1938 Jean Bugatti and the Molsheim bodywork leader Joseph Walter penned a new open Type 57 dubbed the Aravis, once again in a nod to an Alpine mountain range. A companion to the more common four-seat cabriolet model the Stelvio, the Aravis was a sleek two-seater with a more raked windscreen and a dramatically sloped tail that featured a small central dorsal fin. As with the Stelvio, construction of the Aravis bodywork was delegated to Gangloff’s coachworks in Colmar, though very few examples were comparatively produced. It is believed that no more than 12 examples were built at Colmar, with just three extant today. Considering, however, that Type 57 models were also sold as rolling chassis to be clothed by the customer’s coachbuilder of choice, there is little surprise that several more cars were built to specifications very closely resembling the factory-contracted Aravis. Letourneur et Marchand built as many as six examples of a three-seat version (featuring a single rear seat), and D’Ieteren of Belgium built a single example in a similar style. Originally specializing in chariot wheels, the Brussels-based D’Ieteren was founded in 1805 by Dutch coachworker Jean-Joseph D’Ieteren. By the late 19th century, the company had become the official supplier of the royal family of the Netherlands. In 1897 the carrosserie built its first coachwork for a motor car, which evolved into its principal business, as the company bodied chassis from over one hundred different marques over the next two decades, including Delahaye, Hispano-Suiza, Impéria, Mercedes-Benz, Minerva, Panhard, Peugeot, and Renault. By the 1930s D’Ieteren was one of just two official Bugatti agencies in Belgium. According to the research of marque expert Pierre-Yves Laugier, as well as an extensive file of documentation that includes factory build sheets, restoration invoices, European registrations, a D’Ieteren photo album, and entries from the American and International Bugatti Registers, chassis no. 57589 is one of four Type 57 examples ordered by D’Ieteren in 1938. It is also the only such example built in the sleek three-seat body style. Factory records and the combined data of the Bugatti Registers indicate this Type 57 was initially completed at Molsheim as a rolling chassis in September 1937. In March 1938 the chassis was delivered to D’Ieteren on behalf of a customer named Baggage, with a special notice for “urgent delivery.” Inspired by Letourneur et Marchand’s three-seater chassis no. 57826, Albert D’Ieteren set about creating distinctive one-off coachwork that benefitted from significant input from Monsieur Baggage himself. Notably, Baggage was particularly tall, resulting in the somewhat stretched cabin proportions. Featuring roll-up windows and a streamlined folding canvas top that was particularly low and sleek in either the raised or reclined position, the cabriolet was fabulously realized, conveying an elegant and distinguished character through its beautifully sculpted singularity. Monsieur Baggage enjoyed using the extraordinary Bugatti for nearly two years before the German invasion of 1940 compelled him to hide it. The exact history of the car over the following ten years is currently lost to the fog of war. Sometime after the conclusion of hostilities, the Type 57 resurfaced and was offered by the French government as a “Vente des Domaines” and sold in late May 1951 to an industrial company in Paris. After passing to two different Parisian magnates, the Bugatti was acquired in early 1952 by marque specialist Gaston Docime and sold that May to André Derain, the famed Fauvist painter and Bugatti collector. A corresponding Docime maintenance invoice and insurance paper are included in the car’s copious documentation. Derain owned as many as 14 important Bugattis during his lifetime, and chassis no. 57589 was the last, becoming his crowning acquisition. The Bugatti was sold back to Docime in December 1956, and sometime over the following year the car was purchased by the well-known Bugatti dealer Jean de Dobbeleer. He exported the Type 57 through Gene Cesari for sale to American owner Julian Sano, a highly regarded Bugatti enthusiast. In 1963 the Bugatti was purchased by Robert Wells of Akron, Ohio, and he went on to retain possession for a remarkable period of 35 years, notably presenting the Type 57 at the August 1969 meeting of the American Bugatti Club in Painesville. In 1999 the car traveled to Europe for a period of exhibition, being shown at the Rétromobile and the Techno Classica in 2000 and again at Rétromobile as well as the Festival Bugatti in Molsheim a year later. In 2004 the Type 57 passed to Alfred Lechter of Jean, Nevada, and he displayed the car at the 2007 Palos Verdes Concours d’Elegance. Two years later the Bugatti received expert attention by marque specialist Jim Stranberg in Colorado. The cabriolet was then presented at the Pebble Beach Concours d’Elegance in August 2009 and participated in the Tour d’Elegance before being sold in 2010 to Greek collector Theodore Angelopoulos, who commissioned regular maintenance by the Swiss firm Pichler GFG AG Classic Center over the next five years. In September 2015 the Bugatti was acquired by the consignor, a respected collector based in Florida. He submitted the car to the renowned Scott Sargent for a survey. Though the consignor was initially inclined to conduct a comprehensive restoration, Mr. Sargent noted that the Type 57 retained numerous original components and details, such as the firewall and remnants of original paint on the undercarriage that lent the car a definitive and irreplaceable authenticity. Consequently, to retain the utmost originality, it was decided to limit the restoration to cosmetic considerations and service of the original mechanical components as needed. The interior and top were retrimmed, while the unique coachwork was refinished in a very attractive and distinctive two-tone scheme of black with maroon details. The Bugatti has been fastidiously maintained during the consignor’s conservatorship while being presented and driven at select events over the past few years, including the ABC Maine Fall Rally in September 2016, the Villa d’Este Concorso d’Eleganza in May 2018, and the Audrain Newport Concours in October 2019, where it won the Bugatti touring class. RM Sotheby’s specialist Donnie Gould reports that during a recent test drive the car performed extremely well, showing no smoke upon ignition and bearing a potent exhaust note. The Type 57 is precisely dialed in, displaying acute response of the brakes, throttle, and steering system and overall flawless running condition. It should be noted that this extraordinary Bugatti retains most of its original factory components, including the important dual-overhead-cam straight-eight engine, the original chassis frame, and the exquisitely sculpted D’Ieteren one-off coachwork. Documented with restoration invoices from Jim Stranberg, Pichler, and Scott Sargent; a Swiss permis de circulation; a copy of the French carte grise; a D’Ieteren photo album featuring period images; entries from the American and International Bugatti Registers; a FIVA card; and a history by marque expert Pierre-Yves Laugier; and accompanied by tools and original unrestored luggage, this beautiful Type 57 is one of very few examples built in the Aravis-inspired three-seat body style, and the only example clothed by the Belgian coachbuilder D’Ieteren. Continually maintained by devoted owners, this highly original Bugatti Type 57 offers a stunning addition to any important collection and is an ideal candidate for further presentation at major concours d’elegance and marque events. Also claiming the important provenance of ownership by the great Fauvist painter and Bugatti collector André Derain, 57589 would make a prudent acquisition for the Molsheim completist searching for a rare, distinctively attractive one-off example of the venerable Type 57.

1939 Bugatti Type 57C Stelvio by Gangloff Chassis No. 57834, Engine No. 103C Offered from the Keith Crain Collection Beautiful late-production Stelvio body style on the supercharged 57C chassis Concours restoration by Brian Joseph’s Classic & Exotic Service Type 57C chassis no. 57834 was built in July 1939 with the desirable late-production specifications of Lockheed hydraulic brakes and telescopic shock absorbers as well as, of course, the potent supercharged engine, no. 103C. The Stelvio cabriolet body was ordered from Gangloff by the Bugatti factory in black with a burgundy leather interior. Delivery was made through the Lyon agent P. Monestier et Cie to their client, Dr. Robert Perrin. Dr. Perrin first registered the car in Lyon as 9141-PG and appears later to have moved with it to Grenoble, as noted in the American Bugatti Register and Owner Book. Subsequent French caretakers are recorded as Messrs Turk and François Chevalérias. In the late 1950s, Paul Pazery, a French-born diplomat living in Valley Forge, Pennsylvania, inquired with Gene Cesari as to the acquisition of the best possible Type 57 via Cesari’s Parisian contacts. The great Bugatti broker came through with chassis no. 57834, which was enjoyed in France, still in its original livery, before it was shipped to the United States in 1959. A photograph of the car, taken in France in this era, was published in the American Bugatti Register, showing that it remained in excellent condition and, importantly, looked then much as it does today. Mr. Pazery had been serious about his desire, and he would keep the Bugatti for the rest of his life, eventually retiring with it to New Mexico and overseeing a cosmetic restoration in the late 1970s. Following Mr. Pazery’s passing, his Bugatti passed to collector Jeffrey Ozan, from whom it was shortly thereafter acquired by Keith Crain in 2006. Mr. Crain, a discerning enthusiast seeking a top-of-the-line concours competitor, submitted the car to Brian Joseph’s respected Classic & Exotic Service of Troy, Michigan, for a complete, fresh restoration. Tim Purrier, Mr. Joseph’s successor, noted that the Type 57 remained in very good, solid condition, including an excellent original interior, and thus was a relatively easy restoration. Photographs of the work show that the car received a complete restoration, with the body removed from the chassis and finished in this elegant black, with rich, deep red upholstery. Following restoration, the Bugatti was debuted at the 2007 Pebble Beach Concours d’Elegance, followed by an appearance at the Meadowbrook Concours in 2008 and at the Concours d’Elegance of America at St. John’s in 2013. It returned to St. John’s in 2018, most recently receiving the Otto Rosenbuch Spirit of the Hobby Award.