“This award for the Atlantic is a great honour for us,” said Julius Kruta, Head of Tradition at Bugatti Automobiles S.A.S., at the award ceremony. “It is great to see that people are still so thrilled by this incredibly beautiful car. We would like to thank the readers of Motor Klassik for this fantastic result.” The supercar was once again the clear winner against five competitors in its class, with 37.3 percent of the votes cast.

In 1936 to 1938, only four examples of the 57SC Atlantic were built. Nowadays, only two of these cars still exist in entirely original condition. The Atlantic is the most famous variant of the Type 57. With the SC model (“SC” stands for “supercharger”), Jean Bugatti, son of company founder Ettore, wanted to offer a sports racing variant in addition to the standard version. The sports coupe was equipped with an in-line 8-cylinder engine with a displacement of 3,257 cm³ which developed about 200 PS. The vehicle could reach speeds in excess of 200 km/h.

Jean Bugatti, who had already proved his talent for special body designs with the Type 41 Royale, the Type 55 Roadster and the Type 50, designed an extremely lightweight, aerodynamic body for the Atlantic. Aluminium was used for the body panels. The result was the distinctive design feature of the Atlantic, a clearly accentuated dorsal seam running from the windscreen to the rear bumper. This is a riveted joint that holds the two halves of the aluminium body together and is today a characteristic design element of the brand. The wheels stand out from the body and are accentuated by huge wings. Viewed from above, the beautiful, elegant shape of the Atlantic becomes especially clear, with the extremely long bonnet running into the round rear, forming an oval.

During the annual survey held by Motor Klassik, a motoring magazine published by Motor Presse of Stuttgart, readers are asked which classic cars they especially appreciate and which modern vehicles could become coveted classics or recent classics in a few decades. There are six categories based on the year of production and six special categories.

Editor's comments (same as last year!):

Of course I agree 100% with the T57SC Atlantic winning this survey, but they did a few things wrong:

Of course a photograph of an original Atlantic should have been displayed with the article, not a replica. A better one was shown during the award ceremony!

The prize should not have been given to VW-Bugatti, who just bought the name. It should have been given to members of the Bugatti family, like one of Ettore's living children Therèse and Michel or his granddaughter Caroline, who seems to be most involved with the family tradition nowadays.

There were several significant supercar and hypercar debuts at this year’s Geneva Motor Show. One of them was the surprise reveal of the track-focused Bugatti Chiron Sport. While it isn’t more powerful than the regular Chiron, packing the same 16 cylinder 8.0-liter engine with 1,479 hp on tap, it’s lighter and faster around corners, making it more suited to the track than the standard Chiron. Inevitably, we will eventually see a successor to the Chiron, but Autocar reports that Bugatti has already started conceptual work on several new models.

“I can confirm we have a team working on future projects,” Bugatti’s new boss Stephan Winkelmann said at the Geneva Motor Show. “I will not say more now, but keep an eye on what we are doing in Molsheim - there will be more.” Winkelmann refused to elaborate on his statement. What’s interesting here is that the CEO didn’t just say Bugatti is working on its next car – it’s working on multiple projects, when the automaker normally only develops a single car at a time. This could be hinting at a companion car for the Chiron, or a more powerful Chiron Super Sport for Bugatti’s planned top speed record attempt this year to reclaim the crown from the Koenigsseg Agera RS.

Former CEO Wolfgang Dürheimer has also previously declared that “the four-door car is not dead,” raising the possibility of Bugatti producing a four-door super sedan as a production version of the Galibier concept unveiled back in 2009. A final decision on what form Bugatti’s next car will take will be decided before the end of the year. Dürheimer also confirmed that Bugatti’s next hypercar will most likely adopt a hybrid powertrain. A second model line is also being considered to join the Chiron’s successor, which might be built while Bugatti continues to develop hybrid technology for its next hypercar to ensure it meets the performance standards the automaker is renowned for.

Source: Carbuzz.com

ccording to Octane magazine, automotive museum mogul Peter Mullin plans to open a new museum in England. The all-new facility will house examples of Mullin’s extensive collection of pre- and post-war cars, primarily of French origin. The $200 million development is tentatively called The Mullin at Great Tew, located in the Cotswolds region of south England. Approximately 160-acres are set aside for the elaborate structure, set to draw 200,000 visitors a year when it opens in 2020.

Specifically, the proposed museum will break ground on a portion of the Enstone airfield, some 20 miles north of Oxford. The building features 60,000 sq. ft of display space over four floors, accompanied by 50,000 sq. ft of storage space. On the museum grounds, a demonstration track and workshop complex will serve visitors. For patrons of the museum and well-heeled visitors, a series of 28 lodges are planned with various layouts and sizes.

At the moment, there’s no word on the future of the original Mullin museum located in Oxnard, California. The 50,000 sq. ft. facility houses some of the greatest Art Deco-era cars the industry has ever seen, ranging from a perfect 1936 Bugatti Type 57C Atlantic to a 1925 Bugatti Type 22 pulled from the depths of an Italian lake.

Peter Mullin posing with a "Flying" Citroën DS at his recent Citroën exhibition in Oxnard.

Don’t expect to only see Mullin’s collection at the new facility. “‘I know from my experience with the Mullin museum at Oxnard [California] and the Petersen that there’s a tradition of lending vehicles to other museums for exhibitions, and I’m sure there’ll be opportunities for that here,” he told Octane. “It won’t just be about classics, however. We want to celebrate not just where we’ve been but where we’re going.”

Considering the reasonably quiet nature of the area, not everyone is pleased with the plans. Some residents, including actor Sir Patrick Stewart, are vocal in their dissent against the proposal with some calling it “elitist.” Project director Kieran Hedigan told Octane that “One of the key objectives of The Mullin is to serve audiences of all ages, rich and poor, young and old,” he said. “This project will transform an overgrown brownfield site into a destination for grandparents and grandchildren and everyone in between.”

Top photo: Presentation in Geneva at 10 AM on March 6.

• Chiron Sport is a new version of the Chiron
• Bugatti hones the Chiron and gives the Sport version, which has the same power output and performance data, significantly improved handling and even greater agility
• Dynamic handling package with stiffer suspension and new Dynamic Torque Vectoring function
• Weight reduction of 18 kilograms
• Chiron Sport corners significantly faster: lap times on Nardò handling circuit five seconds better than with Chiron
• Bugatti has developed the Chiron Sport for customers wanting an even sportier driving experience with their Chiron, with improved lateral dynamics on winding roads
• Chiron Sport distinguished by a new wheel design and four-pipe exhaust deflector
• Chiron Sport is the first production vehicle in the automotive industry with carbon fibre windscreen wipers
• Base price is €2.65 million net (US market: US$3.26 million including transport, customs duties, taxes and fees)
• Customers can choose individual colour and trim options to give their car an even sportier appearance
• First deliveries are planned for the end of the year
• Presentation with 17 photographs

  

  Bugatti has honed the Chiron and is offering a Sport version of its 1,500 PS super sports car two years after its world debut at the Geneva International Motor Show. At the same venue this year, the French luxury brand is presenting the Chiron Sport2 which offers significantly improved handling and even greater agility with no change in the power or performance data. For this purpose, Bugatti has developed a dynamic handling package and reduced the weight of its car by about 18 kilograms. As a result, the Chiron Sport reaches higher cornering speeds and can lap the Nardò handling circuit in the south of Italy five seconds faster than the Chiron. The main differences between the appearance of the Chiron Sport and the standard version are a new wheel design and new four-pipe exhaust deflector. The basic price of the Chiron Sport is €2.65 million net. A base price of US$3.26 million including transport, customs duties, taxes and fees has been set for the US market. In addition, there is an optional colour and trim package allowing customers to individually tailor the sporty appearance of their Chiron Sport. It is planned to deliver the first vehicles to customers at the end of the year.

  “We have developed the Chiron Sport for customers wanting an even sportier driving experience with their Chiron, with improved lateral dynamics on winding roads,” says Stephan Winkelmann, President of Bugatti Automobiles S.A.S. “What was important for us was to leave unchanged the unique character of the Chiron, its combination of ultimate performance, longitudinal acceleration and maximum speed with luxury, comfort and everyday usability.”

  This is why the extreme power and performance data of the Chiron as well as the ease and convenience of driving remain unchanged. There is however a significant improvement in the handling of the Chiron Sport.

  “The Chiron Sport has become perceptibly more nimble and its new agility, especially in tight corners makes for a much more emotional experience for the driver on winding roads and handling circuits,” Winkelmann continues.

  Dynamic handling package and lighter weight make Chiron Sport faster

  The Chiron Sport benefits from a new dynamic handling package. The Bugatti developers have defined a stiffer suspension. This includes a new control strategy for the shock absorbers, which react 10 percent more stiffly than on the Chiron on average. The steering has also been modified without sacrificing its outstanding direct feel and its calculable performance. These new settings only take effect in the Handling mode of the Chiron Sport, which is therefore distinguished from the EB mode more clearly for the driver.

  In addition to these changes, the rear-axle differential has been optimised and the car now features a Dynamic Torque Vectoring function that distributes torque individually to the wheels on each side, significantly improving the steering behaviour and agility of the vehicle, especially in tight curves. This change is effective in all driving modes.

  One of the modifications which make the Chiron Sport more nimble is a weight reduction of about 18 kilograms, thanks to the use of new lightweight parts. The greatest savings were possible as a result of the new lightweight wheels, together with increased use of carbon fibre, for example for the stabiliser, the intercooler cover or the newly developed windscreen wipers. The Chiron Sport also features lighter glass in the rear window and a new, lighter exhaust deflector.

  As a result, the Chiron Sport has become even more responsive and corners even faster. On the handling course of the Nardò test circuit, Bugatti developers recorded a lap time which is five seconds faster than the base Chiron model. Due to its design the Nardò circuit is especially well-suited as a reference track for the Chiron, as the super sports car can reach its full handling potential even at cornering speeds in excess of 200 km/h.

  Bugatti is the first manufacturer to develop a carbon fibre windscreen wiper

  The windscreen wiper arms developed by Bugatti for the Chiron Sport are an interesting technical detail. This is the first production car to feature windscreen wiper arms made from carbon fibre. This new development means that Bugatti no longer needs the articulated joints which normally feature on conventional wipers. The function of these joints has been integrated into the carbon fibre structure of the wiper arms. In addition, the wiper arm tips, which are made from aluminium, are produced by a weight-saving 3-D printing process. This means that the new carbon fibre wipers are 77 percent or 1.4 kg lighter than their predecessors.

  In addition, thanks to the new material, the wiper arms have a new profile that allows improved aerodynamic properties.

  

  New wheel rims and exhaust deflector distinguish Chiron Sport from Chiron

  At first glance, the Chiron Sport can be recognised by its new “Course” alloy wheel rims and the new exhaust deflector, which has four round tailpipes instead of the rectangular design used on the Chiron. In addition, the Sport version has a number of design features that underline its identity as a Chiron Sport. For example, the engine starter button and the driving mode selector knob on the steering wheel as well as the marketing plate have an anodised black finish, the “Sport” logo is in evidence on the door sill strips and there is an insert on the central console with an embroidered “Chiron Sport” logo.

  More colour and trim options available for an even sportier look

  In addition, Bugatti’s design team has created a package of colour and trim options for the Chiron Sport allowing customers to give their vehicles the sportiest look possible. The Chiron Sport on show in Geneva features all the options available.

  The vehicle body has a classic duo-tone colour scheme. The A-colour at the rear of the vehicle is determined by visible grey carbon; Italian Red paintwork at the front represents the B-colour. Apart from red, the colours available are “French Racing Blue”, the silver tone “Gris Rafale” and a dark grey “Gun Powder”.

  The distinctive Bugatti side line, a C-shaped trim strip made from aluminium alloy, is painted in the B-colour, in this case “Italian Red”. This red tone is also to be found on the brake calipers, the EB logo on the hubcaps, the underside of the rear spoiler and in the labelling on the intercooler cover. Here, it creates an exciting contrast with the “Gun Powder” grey of the carbon fibre intercooler cover and the same tone which is used for paintwork on the wheel rims, the aluminium bezel of the Chiron’s iconic rear lights, the EB logo on the rear and the famous Bugatti horseshoe on the radiator grille.

  A red “16” is positioned prominently on the black-painted grid of the radiator grille – referring to the number of cylinders which gives the Chiron engine its unique position.

  Black is the dominant colour of the interior. All the controls of the car have a black anodised finish. The steering wheel and selector lever are covered with suede leather. In addition, Bugatti has used three materials for the styling of the interior: Alcantara for the roof liner including the A-pillar and sun blinds, the rear wall trim, the sill trims, the lower part of the central console, the insides of the seat side cushions and the boot lining. Smooth leather is used for the seats, the inside door trims, the islands on the dashboard including the instrument cluster trim, the airbag container on the steering wheel and the armrest and insert of the central console. Finally, the dashboard itself, the door trims, the rears of the backrests and the steering column housing are made from exposed carbon fibre.

  The B-colour of the exterior, “Italian Red” on the Geneva show car, is used to create restrained but distinctive accents in the interior, for example on the stitching, the safety belt, the surround of the C-shaped light bar in the centre of the vehicle, the back of the rear-view mirror and the lining of the central console stowage compartment.

  Including this optional colour and trim package, the Chiron Sport on show in Geneva costs €2.98 million net (US market: US$3.672 million gross), which probably makes it the most expensive production car on display at this year’s show.

  The International Motor Show is being held at the Palexpo exhibition centre in Geneva from 8 to 18 March 2018. The Bugatti stand is in Hall 1.

  Presentation with 17 photographs

• Scale: 1:24
• Model: Coupe
• Material: Diecast

The Bugatti 57SC Atlantic Coupe, also known as 57 SC Atlantic, is a Coupe designed by Jean Bugatti and marketed from 1936 to 1938, in only 4 specimens.

The present model is a beautiful miniature with perfect finish, faithful to the real 1936 Bugatti.

A beautiful specimen, purchased in England around 2002.

Made out of metal and abs material, resistant to moisture and ageing.

Flawless, perfect and functional, not a scratch, painstakingly preserved.

For collectors or those who want to own a truly unique piece.

1/24 scale, wine-red colour

With original box

Copy with suicide doors like the real Bugatti. It makes sounds: the engine roar and the sound of the horn are wicked!

Noteworthy are the coats of arms on the rims, accurate to the smallest detail, and the Bugatti Emblem on the nose.

One of a kind, only 4 copies have been made in the whole world.

Under the car there is a button to turn on the lights. Truly spectacular.

Tracked shipping via courier.

Now in its third year, The Peninsula Classics Best of the Best Award brought together eight of the world’s finest classic cars—the best of show winners from the top international concours—to compete for the title of the most exceptional motor car in the world. The Bugatti is co-owned by the Mullin Automotive Museum, and Rob and Melani Walton, located in California, USA, and was named “Best of Show Concours d’Etat” at the 2017 Chantilly Arts & Elegance.

Speaking of the award’s legacy, The Hon. Sir Michael Kadoorie, Chairman of The Hongkong and Shanghai Hotels, Limited and co-founder of the award said, “My great hope is that we not only succeed in thrilling long-term car enthusiasts, but that this award will also ignite a new-found passion for those just discovering the world of motoring.”

Powered by a supercharged engine and considered by many to be the first supercar ever made, the winning Bugatti is one of four Type 57 Atlantic models ever produced, with only three in the world remaining. The vehicle was designed at the height of the art deco movement by Jean Bugatti, Ettore Bugatti’s son. Jean based the car on his other design, the 1935 Aérolithe concept car, which was famously riveted externally, for fear of the magnesium-alloy body parts catching fire. Jean kept this signature riveted seam on the all-aluminium body of the Atlantic. “The Bugatti Type 57SC Atlantic is the crown jewel of the automotive circuit,” said Bugatti Head of Tradition Julius Kruta. “This car was Jean Bugatti’s masterpiece with its beautiful and breath-taking lines, plus its unmatched performance for the time. Today, it remains the ultimate expression of the Bugatti legacy: unparalleled power and beautiful design.”

This model, chassis number 57374, was the first Type 57 Atlantic produced and is the only surviving “Aéro Coupé,” a designation given to the first two cars that were mechanically very similar to the Aérolithe. The car was delivered new in 1936 to Britain’s Nathaniel Mayer Victor Rothschild, third Baron Rothschild, and has since passed through few owners in its 82-year history. The car has been displayed internationally, and most recently, was on display at the Los Angeles-based Petersen Automotive Museum for the “Art of Bugatti” exhibit.

“The Atlantic represents the pinnacle of everything I adore about French automotive styling and is widely described as the Mona Lisa of the automobile collector world,” said Peter Mullin, Founder and CEO of the Mullin Automotive Museum. “From its signature curves to its aviation-inspired rivets, to the Jean Bugatti designed sleek all-aluminium body, the car is truly a remarkable piece of art. I’m very honoured to have shared it with the world amongst other worthy ‘Best of the Best’ contenders.”

“I second Peter’s thoughts – the other seven nominees were simply stunning, which makes winning the award feel even more special,” said Rob Walton, co-owner of the winning car. “What this award does is allow us to take a step back and admire the quality and beauty of the greatest classic cars in existence today. For an automotive fan like myself, it’s a joy.”

The founders of The Peninsula Classics Best of the Best Award are each known as some of the world’s foremost motoring experts, and were brought together by their shared passion for fine motor vehicles, impeccable restorations, as well as the preservation of tradition and heritage.

The Hon. Sir Michael Kadoorie, together with award co-founders Christian Philippsen, William E. “Chip” Connor and Bruce Meyer, created the award. The gentleman each cite a passion for automotive excellence as the inspiration behind the creation of The Peninsula Classics Best of the Best Award.

According to Bruce Meyer, “For the third year, the ultimate standard for judging The Peninsula Classics Best of the Best Award was that of uncompromised quality and design. Of course, this made the selection process most challenging for the esteemed group of panellists.” He continued: “In the end, the 1936 Bugatti Type 57 SC Coupé Atlantic emerged victorious, with its exceptional, bespoke design making it a marvellous combination of art and technology.”

Previously presented during Monterey Car Week, the award moved to Paris this year to be presented during the world-famous Rétromobile event. The Bugatti was presented at an exclusive reveal party in The Peninsula Paris’ subterranean garage, following a private dinner.

The winning vehicle was selected after being reviewed by 24 automotive experts, designers and notable celebrities within the motoring world. Learn more about each judge, in addition to the seven other nominees by clicking here.

The Peninsula Hotels, owned and operated by The Hongkong and Shanghai Hotels, Limited, is proud to sponsor The Peninsula Classics Best of the Best Award, a natural extension of the group’s passion and appreciation for luxury, travel and the motoring lifestyle. With 10 hotels in global gateway cities throughout Asia, USA and Europe, The Peninsula Hotels celebrates glamour in travel, and aims to showcase the ultimate in sophistication, innovation and design. Known for its timelessly elegant hotels, discreet integration of technology and functionality, and extensive fleet of luxury transport, the group aims to bring its heritage and expertise to celebrate the very best in the world of motoring.

I must have known him for over 20 years, and I probably last met him at the BCN spring rally in 2016. A kind man, open to talk to anyone, and often about his days in the military in the Dutch Indies, see: www.veteranennw-veluwe.nl. Also I used to meet him at a model car swap-meet, where he was not very actively selling his last Bugatti miniatures, he was much more there to talk to everybody (I don't remember buying anything from him, though I may be wrong. He did present me once with a tiny piece of fabric from the covering of the Bugatti 100P). A remarkable man indeed.

I wish for his wife Wil and the children a lot of strength in these difficult days.

I had not known about this, if it had not been for fellow Bugattiste Ken Kessler, who wrote the following memories of Pim:

Remembering Pim Faber 1925-2018

It is difficult writing about a friend whom I never met in person, but over 30 years, Pim Faber and I got to know each other through letters, and then e-mails. He was one of the most enthusiastic Bugattistes I met during the 50 years that I have been a devotee of the marque.

We connected through other collectors, the common thread being Bugatti models. I'm not sure how we found each other, but back in the 1980s, it wasn't a simple case of a Google search. Over the decades, Pim proved to be an invaluable source of Bugatti news. In return, thanks to my work as a journalist, I was able to supply him with information that came to me via the Bugatti press office, while living in the UK meant that he had a contact who could keep an eye out for British magazines, models and other Bugatti-related items.

Because Pim was, initially, a completist, I would always look for the fun, but hard-to-find models, the notions and toys and novelties that one acquired by luck, as in Kinder Eggs. Pim returned the favour with continental-sourced models and we exchanged numerous tiny Bugattis over the years. The most enjoyable aspect of this was that money was never mentioned. We simply liked helping each other.

I recall Pim selling off much of his collection, but he maintained focus on the modern Bugattis, notably the Type 110/112 and VW's Bugattis. I was always finding weird toys (it would be too much to call them scale models!) of Veyrons in the local Poundland. But where I was really able to help Pim was in his pursuit of models of the British railway locomotives that Ettore Bugatti had a hand in designing, such as the Mallard. As a friend worked at Hornby/Meccano, I never had a problem addressing Pim's other model collecting interest - certain military models, e.g. Bren gun carriers.

Pim's emails always included fascinating glimpses of his military past, and in the last few years, we discovered our mutual love of wine - Pim's qualifications being far in excess of mine. My two regrets, then, are that we never met in person, and that I never had a chance to let him loose in my wine cellar.

I suspect that at this moment, in another plane, Pim is deep in conversation with Ettore Bugatti, Jean Bugatti, René Dreyfus, "Williams" and all of the other characters who informed his passion. As Pim signed every card and letter and e-mail, I am sure that his parting remark to all of us would be, "Vive la marque!"

Ken Kessler

The Bugatti EB110 is coming back, but not in the way you think. An American outfit called Casil Motors has partnered with Modena-based B Engineering, which services EB110s to this day, to produce "the ultimate analog supercar" based on Bugatti-produced EB110 chassis and powered by a 720-hp 3.8-liter V12.

The basis of this effort will be the original EB110's carbon-fiber monocoque chassis, a number of which were purchased from Bugatti when EB110 production ground to a halt. Casil and B Engineering plan to clothe the car with a newer exterior but otherwise stick close to the specs of the now-old Bugatti, featuring a number of updates throughout. The overall promise of the project is to offer an EB110 experience to those who missed out the first time around, with a few updates here and there.

If this project sounds familiar, it's because B Engineering tried this once before: The company envisioned a run of 21 supercars called the Edonis based on leftover EB110 hardware years ago, but the project stalled early on. Casil Motors and B Engineering are now back with plans (and money) to finally put those leftover EB110 parts to use, offering buyers a choice of two exterior designs and plenty of interior customization.

The stated performance specs -- perhaps the main draw here -- are 3.4-second sprints from 0-60 mph and top speeds of 220 mph, accomplished with technology that's mostly 25 years old. Instead of all-wheel drive, the Edonis will be rear-wheel drive, so the driving experience won't all be apples to apples.

If you're in the market for something that is mostly an EB110 underneath and packs a 3.8-liter V12, the price of entry this time around will be about $850,000. Casil Motors and B Engineering plan to produce just 15 examples of the Edonis.

Actual EB110s, in case you're wondering, trade hands for around $600,000, up from about $300,000 a decade ago. We think we know which car would have a better investment potential, but there's also the draw of being able to hoon a V12 supercar without worrying about its investment potential.

If we were to take delivery of a Chiron, we couldn't wait to get behind the wheel and take it for a spin. But if the Chiron experience is as good as we've made it out to be, why are there currently so many used examples on the market? Perhaps it's merely our plebeian point of view, but if we bought a Chiron we'd would go out in a fevered frenzy to get the most enjoyment out of our purchase. Chiron owners seem to have a very different point of view because many examples, including some of the first ones to be shipped to the US, are already crossing auction blocks on their way to their second owner.

There are only a few reasons that we could come up with as to why owners would want to part ways with such a beautifully crafted and expensive object like the Chiron. We struggle to even call it a car because with an optioned price of well over $3 million, the Chiron is so much more than a vehicle for transportation. The first reason might be that (for some odd reason) the owner did not care for the Chiron experience. Even though we have been swooning over the Chiron and its unbelievable engineering, a Bugatti customer is used to multi-million dollar yachts and private planes. So perhaps the Chiron just didn't live up to their lofty expectations.

We offered this as our first alternative, but we firmly believe that the real reason why so many Chirons have come up for sale is because their owners only wanted to make a profit. We found at least six Chirons listed on James Edition and an additional Chiron listed on the DuPont Registry. Of the roughly seven Chiron examples that we found, only two are listed with prices. One of the cars is a two-tone blue model in Germany that has a listing price of $3,833,150. The other is being sold in Los Angeles with a list price of $4,350,000. The Chiron can vary greatly in price depending on options, but the original owners of these cars are looking at anywhere from $800,000 to $1.3 million in profit just from buying a car.

It may not sound like this is a big trend, considering that we only found seven cars for sale, but remember that only 500 Chirons will be built in total and that only 70 will be built per year. That means that one in every 10 Chiron built this year is already for sale. There are a lot of people out there who defend car flippers like this. They tend to use arguments that owners are only doing what makes financial sense and that our stance on the issue was only formed out of jealousy. Obviously, we'd love to be afforded the privilege of making a small fortune just from buying and selling a car, but it isn't the reason why we love cars in the first place.

While we commend collectors for buying classic cars and preserving them like they would works of art, we are firm believers that new cars should be driven. The fact that many of the Chirons are up for sale with anywhere from 15 to 300 miles on the odometer means that the owner didn't even get to enjoy the car before selling it. Cars, especially ones like the Chiron, can certainly be considered art, but the thing that makes cars so much more exciting is the fact that they can be expressed in living motion and thrill us in ways that staring at a painting or sculpture can't do. The sound and feel of a car is part of what makes it special.

Buying a car like the Chiron only to sell it before driving it a single mile is a bit like buying a beautiful painting and selling it before even laying eyes on it. Our opinion may be a controversial one, but we think that flipping a car so quickly is a great way to dilute the hobby. It is fantastic for the wealthy owners that are given the opportunity to buy them, but it keeps raising the prices even further so that regular car enthusiasts will never be able to afford them. It isn't wrong to flip new cars like the Chiron to make a profit. In fact, given the chance we'd love to make such an enormous profit just from selling a car. It just isn't why we became car enthusiasts in the first place.

From Carbuzz.com

• New eight-piston monobloc brake caliper is the world’s first brake caliper to be produced by 3-D printer
• Also largest brake caliper in the automotive industry as a whole
• Bugatti is the first series manufacturer to use titanium, a material calling for extremely complex and challenging processing
• Worldwide innovation is the result of cooperation between the Bugatti Development Department and Laser Zentrum Nord in Hamburg
• French super sports car brand reaches new milestone in development of 3-D printing as a future-oriented technology
• As the technical development laboratory of the Volkswagen Group, Bugatti leads the way in 3-D printing and is a worldwide innovation driver
• 3-D printed components to be trialled for series production this year
• Experience gained to be used in research and development projects of the Volkswagen Group and its brands

Molsheim / Wolfsburg, 22 January 2018.

With its Veyron and Chiron super sports cars, Bugatti has established a position as a pioneer for new technical developments and innovations in the extreme performance sector of the automotive industry over the past few decades and has set breathtaking performance data and records. Now the Development Department of the French luxury brand has achieved a new coup. For the first time, the Bugatti developers have succeeded in designing a brake caliper that can be produced by 3-D printing. But that is by no means all. While the main material used for the additive production of vehicle components to date has been aluminium, the new brake caliper is made from titanium. This is therefore the world’s largest functional component produced from titanium using 3-D printing processes. This new milestone in the development of 3-D printing was reached in cooperation with Laser Zentrum Nord of Hamburg, an institute that has formed part of the Fraunhofer research organization since the beginning of the year. With this world debut, Bugatti has underlined its lighthouse function for 3-D printing within the Volkswagen Group and its role as an innovation driver in the international automotive industry. Vehicle trials for the use of the 3-D titanium brake caliper in series production are to start in the first half of the year.

“Vehicle development is a never-ending process. This is particularly true at Bugatti,” says Frank Götzke, Head of New Technologies in the Technical Development Department of Bugatti Automobiles S.A.S. “In our continuing development efforts, we are always considering how new materials and processes can be used to make our current model even better and how future vehicles of our brand could be designed.”

“As our performance data are often at the physical limits, we are especially demanding,” adds the 48-year-old machine tool and production technician, who holds a degree in engineering. “This is why Bugatti always goes at least one step further than other manufacturers in the development of technical solutions.”

Götzke has worked for the Volkswagen group for more than 22 years. He joined Bugatti in 2001 and played a key role in the development of the Veyron as Head of Chassis Development and in the development of the Chiron1 in his current position.

Bugatti currently uses the most powerful brakes in the world on the new Chiron. The brake calipers were an entirely new development. They are forged from a block of high-strength aluminium alloy. With eight titanium pistons on each of the front calipers and six on each of the rear units, these are also the largest brake calipers currently installed on a production vehicle. The brake calipers of the Chiron are produced using bionic principles on the basis of a natural model. The new architecture combines minimum weight with maximum stiffness. The inspiration for the design and mode of operation of the brakes was taken from motorsports. P> With the newly developed titanium brake caliper from the 3-D printer, Bugatti is now going one step further and breaking new ground. This particular titanium alloy, with the scientific designation of Ti6AI4V, is mainly used in the aerospace industry, for example for highly stressed undercarriage and wing components or in aircraft and rocket engines. The material offers considerably higher performance than aluminium. For example, even as a 3-D printed component, it has a tensile strength of 1,250 N/mm2. This means that a force of slightly more than 125 kg be applied to a square millimetre of this titanium alloy without the material rupturing. The new titanium brake caliper, which is 41 cm long, 21 cm wide and 13.6 cm high, weighs only 2.9 kg. In comparison with the aluminium component currently used, which weighs 4.9 kg, Bugatti could therefore reduce the weight of the brake caliper by about 40% at the same time as ensuring even higher strength by using the new part.

To date, this approach was not feasible because it is extremely difficult or even impossible to mill or forge components from a titanium block as is normal practice with aluminium due to the extremely high strength of the material. This problem has now been solved using an extremely high-performance 3-D printer, which also opens up the possibility of generating even more complex structures which are significantly stiffer and stronger than would be possible with any conventional production process. Frank Götzke found the selective laser melting units required in Hamburg, at Laser Zentrum Nord.

“Laser Zentrum Nord is one of many scientific institutes with which we have developed very good cooperation over the years,” Götzke explains. “Thanks to the large number of projects completed, mainly for the aviation industry, the institute has comprehensive know-how especially in the field of titanium processing and offers mature technology.” Over the past few years, the Hamburg production scientists have received a large number of highly regarded national and international innovation awards for their work in industry.

“Cooperation with Bugatti is a key lighthouse project for us,” says Prof. Dr.-Ing. Claus Emmelmann. Prof. Emmelmann was formerly Managing Director of Laser Zentrum Nord GmbH and has been Head of the Fraunhofer Institute for Additive Production Technologies (Fraunhofer IAPT) since Laser Zentrum Nord was incorporated in the Fraunhofer research organization under this name at the beginning of the year. He also heads the Institute of Laser and System Technologies (iLAS) of Hamburg University of Technology. Emmelmann takes pride in the cooperation between his institute and Bugatti. “We were thrilled to be contacted by Bugatti. I do not know any other carmaker which makes such extreme demands of its products. We were pleased to face up to this challenge.”

The development time for the 3-D-printed titanium brake caliper was very short. From the first idea to the first printed component, it only took about three months. The basic concept, the strength and stiffness simulations and calculations and the design drawings were sent to Laser Zentrum Nord by Bugatti as a complete data package. The institute then carried out process simulation, the design of the supporting structures, actual printing and the treatment of the component. Bugatti was responsible for finishing.

The special 3-D printer at Laser Zentrum Nord, which was the largest printer in the world suitable for titanium at the start of the project, is equipped with four 400-watt lasers.

It takes a total of 45 hours to print a brake caliper. During this time, titanium powder is deposited layer by layer. With each layer, the four lasers melt the titanium powder into the shape defined for the brake caliper. The material cools immediately and the brake caliper take shape. The total number of layers required is 2,213. Following the completion of the final layer, the remaining titanium powder which had not melted is removed from the chamber, cleaned and preserved for reuse in a closed loop. What remains in the chamber is a brake caliper complete with supporting structure which maintains its shape until it has received stabilizing heat treatment and reached its final strength.

Heat treatment is carried out in a furnace where the brake caliper is exposed to an initial temperature of 700°C, falling to 100°C in the course of the process, in order to eliminate residual stress and to ensure dimensional stability. Finally, the supporting structures are removed and the component is separated from the tray. In the next production stage, the surface is smoothed in a combined mechanical, physical and chemical process which drastically improves its fatigue strength, i.e. the long-term durability of the component in later vehicle operation. Finally, the contours of functional surfaces, such as the piston contact surfaces or threads, are machined in a five-axis milling machine which takes another 11 hours to complete its work.

The result is a delicately shaped component with wall thicknesses between a minimum of only one millimetre and a maximum of four millimetres.

“It was a very moving moment for the team when we held our first titanium brake caliper from the 3-D printer in our hands,” Frank Götzke remembers. “In terms of volume, this is the largest functional component produced from titanium by additive manufacturing methods. Everyone who looks at the part is surprised at how light it is – despite its large size. Technically, this is an extremely impressive brake caliper, and it also looks great.”

The first trials for use in production vehicles are due to be held in the first half of the year; the time schedule is still to be finalized. At that stage, the engineer promises that it will be possible to considerably shorten production times, especially for machining.

Götzke and his team are presenting the results of their work to the Group and its brands. “In 3-D printing development, Bugatti is the leader in the Volkswagen group,” Götzke emphasizes. “Everyone can and should benefit from our projects. This is also part of Bugatti’s role as the Group laboratory for high-tech applications.”

The 3-D-printed titanium brake caliper is only one example of Bugatti’s current research and development work. “We have not only developed the world’s largest titanium component produced by additive manufacturing but also the longest aluminium component to date made by 3-D printing,” Götzke explains, proudly taking a 63-centimetre-long lightweight aluminium windscreen wiper board out of the cabinet. The board only weighs 0.4 kg, half the weight of a conventional die-cast lightweight aluminium board, without any reduction in rigidity. But that is another story.

There is no conclusive information, however, that Cornière ever owned a third Type 43 (n° 43186). The only potential evidence for this is a photograph taken in the late 1970s (probably at Cornière's country-house east of Paris) showing a trailer loaded with what could be a Type 43 chassis, a gear-box casing, two rear axles, Bugatti Grand Prix aluminium wheels and Type 49 aluminium wheels. A Type 43 chassis may have been stocked dismantled by Robert Cornière - but nothing confirms that he owned two in the same condition.

Vehicle Inspection - Paris 1 March 2018

Following our recent vehicle inspection, the following observations can be made:

• Chassis Plaque
  Brass, engraved 43186, riveted, with figures that do not conform; the letter E in the words ALSACE and MOTEUR do not conform either. So the plaque cannot have been made by Bugatti.

• Front Axle
  Numbered 167. Saloon-car axle, conform to Type 43 or Type 44 - but the number suggests it cannot be a Type 43 axle, as fewer than 160 of these were built, so is probably a Type 44 axle.

• Engine
  The lower crankcase bears the car's supposed chassis number 43186 rear left. This number is engraved in smallish characters, in a style quite different from that used by Bugatti. The lower crankcase also bears the assembly number 57S front left, along with a cross. The letter S seems to have been engraved twice. We know of nothing similar on any other car we have inspected, although the crankcase nonetheless appears vintage. The engine number front left has been effaced.

  The upper crankcase bears the number 69 at the base of the oil filter, along with a figure 8 on its side (perhaps symbolizing infinity). This crankcase seems vintage and conform.

  The cam-box is new and conform. The compressor's drive-housing is vintage, and bears the number 11. The compressor itself is new.

• Steering-Box
  Vintage and conform, bearing the assembly number 4.

• Gear-Box
  The casing is engraved 186. As this number is higher than the total number of Type 43 gear-boxes produced (just 159 or 160), this cannot be an original Type 43 gear-box, yet is nonetheless vintage and the numbers authentic. We believe the purported 43186 identity of this car derives from this gear-box number 186. The gear-box is actually a Type 44. To verify this we inspected the lower faces of the brackets: those for a Type 44 gear-box are 65mm high, those for a Type 43 are 48mm. Close observation clearly reveals that the 17mm difference has been lost through grinding.

• Rear Axle
  Surprisingly engraved 186. It was doubtless engraved by the British mechanic John Barton while the car was in his workshop. As he told La Vie de L'Auto-Rétroviseur: 'The axle was a Type 35 - I replaced it with a Type 43.' No doubt he also arranged for the number of the axle to match that of the gear-box.

  While the car was in Cannes, the axle bore the number 5, yet was still not a Type 43 original, as its upper side bore the letter H - which was not used for Type 43 axles (or even Type 35 axles). So the axle exchanged in England cannot have been conform to the original model.

• Chassis
  The chassis frame bears several numbers : we can read 88, preceded by a more delicately engraved 6. Neither inscription corresponds to the factory style. Analysis of the numbers in the metal of the rear cross-piece, carried out in England, seems to indicate that one or two numbers were engraved on this U-shaped cross-piece. The first, apparently, was 88. Unfortunately for the engraver, the original Type 43 chassis with frame 88 is now in the Schlumpf Collection in Mulhouse. A 6 was also engraved, further adding to the confusion.

  This rear cross-piece is bolted down with two longerons, and not riveted as it should have been. This extra detail confirms our belief that the chassis was not factory-made; we suppose the frame to be recent, and that it was not originally engraved.

  Analysis of the upper side of the frame, as regards the engine support back left, is also revealing: the triangular element appears to have been welded to the left rail of the chassis and, as a result, cannot have been press-moulded with the rest of the ensemble. Finally, the rear support of the spring-leaves fixed to the chassis bears number 43: this makes no sense at this position, as casting numbers here are always in relief. Even so, the piece is vintage and conforms to the design of the Type 38.

• Bodywork
  That of a 3/4-seater Torpedo Grand Sport. The bodywork is recent and well-made, copied from a very fine, non-restored Type 43 (chassis n° 43279) discovered in Aisne in the 1970s. It spent some time in Paris with Pierre Prieur, who was able to take the dimensions. He had bodywork produced for a car whose parts and bare chassis he had recently come across. However, before this bodywork had been mounted, it was sold (along with the parts) to a collector from the Loire Valley - who, shortly afterwards, sold the bodywork to the Cannes collector mentioned above.

• Dashboard
  New, with all instruments conform, some of them vintage.

• Radiator
  Vintage and conform.

• Wheels
  New, Grand Prix-type wheels conform to the 1930 model, in cast aluminium, as mounted on the last Type 43 cars sold.

The vehicle offered for sale is conform, in terms of external appearance, to the Type 43 Grand Sport. It conforms mechanically to the 2,300 cm3 engine created by Bugatti in 1927. Its engine was last serviced in Spring 2009 by one of France's leading Bugatti workshops, Roseau Racing Restauration, under the direction of Henri Roseau (who apprenticed at Laurent Rondoni in Carpentras), using parts supplied by Brineton Engineering (U.K.). The axles and gear-box are vintage, doubtless Type 44 and very similar to those of Type 43. The chassis is conform to the original design, but the origin of the chassis is unknown, and construction does not appear to have been in line with original Bugatti Type 43 production criteria.

Pierre-Yves Laugier for Artcurial - March 2018 As the reader will have realized, this Bugatti 43 has been mostly constructed using authentic Bugatti original parts. The price of an authentic Type 43 is around €2.5 million, so the price of the car we are presenting seems perfectly logical. We cordially invite any interested party to view this Type 43 and admire the loving attention to detail with which it has been made. This is a superb vehicle with charming patina. It functions impeccably and will, in the years to come, become even more desirable with a few vintage rallies under its wheels! It comes with its French registration and is ready-to-drive.

More info

Additional info from independent sources:

In 2010 this article was written about 43186 (and 43158) by renowned Bugatti Registrar Kees Jansen, and published on this website. At that time the Bugatti T43 "#43186" was offered on auction by Oldtimer Galerie Toffen, but it was not sold at a maximum bid of € 754.603,00.

“Our new exhibit will showcase the sublime beauty and artistry of France’s finest coachbuilt cars,” Peter Mullin, the museum’s founder, was quoted in a news release. “The display highlights the nuanced details and elegant craftsmanship that define and distinguish each of the coachbuilders from one another.

“The elegant cars paired with their rich and diverse stories will create a captivating educational experience on the coachbuilt genre.”

Included in the exhibit are works by Bugatti, Citroen, De Villars, Figoni et Falaschi, Henri Chapron, Henri Labourdette, Guiet & Cie., Pourtout, Jacques Saoutchik, Vanvorren and Gabriel Voisin, the museum said.

Several of the vehicles are Best of Show winners at major concours d’elegance.