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April 29, 2021 Bring a Trailer online auction Virginia, USA

1927 Bugatti Type 38A Grand Sport

Chassis number 38470, Engine number 209
CURRENT BID: $238,000

This 1927 Bugatti Type 38A Grand Sport is a four-place touring car that wears chassis number 38470 and is said to have been ordered new by London dealer Colonel Sorel before going on to L.G. Bachelier and several other British owners in the 1930s. The car was reportedly shortened into a two-seater and its original inline-eight replaced with a non-supercharged version while in England, and it is thought to have been exported to the US in the early 1960s. Following time spent in several US collections, it was returned to its previous long-wheelbase, four-passenger configuration with a supercharger in the early 1990s before reportedly winning a class trophy at the 1993 Pebble Beach Concours d’Elegance. The seller acquired the car in 2016 and states that he has since spent approximately $60k on a reproduction supercharger as well as additional sorting for the purpose of attending Bugatti driving events, including the 1k-mile 2018 International Bugatti Rally USA. This Type 38A is offered in Virginia with recent service records and a clean Montana title in the name of the seller’s LLC.

The Type 38 debuted in 1926, and 385 examples were built through the following year. The supercharged Type 38A variant utilized the blower from the Type 37A and numbered 39 examples from the factory. The aluminum bodywork of the Grand Sport included details such as a boattail rear end and a single door on the passenger side.

This example was reportedly shortened into a custom two-seater prior to being imported to the US, where it was returned to its previous configuration during a 1991-1993 restoration. The car features Marchal headlamps, a beige folding soft top, and a louvered hood with a centerline piano hinge. A dent was repaired in the lone door in 2018.

Black 19? wire wheels are mounted with Michelin Confort Bibendum tires measuring 4.75? wide. A spare wheel is affixed to the right side of the body with leather straps. Five polished aluminum wheel covers are included in the sale. Cable-operated drum brakes are featured at all four corners.

Beige leather upholstery covers the folding front seats, rear bench, and cockpit walls. The driver’s seat was moved back and made adjustable under current ownership. A wood-rimmed four-spoke steering wheel is mounted on a custom spacer fabricated in 2021.

A varnished wood dashboard houses a clock with roman numerals, an ammeter, a Bugatti oil pressure gauge, and a Jaeger tachometer. A new tachometer cable was fabricated in 2018, and a 12-volt plug has been fitted under the dashboard.

The 2.0-liter inline-eight used in the Type 38A combined a Type 35-style crankcase with the supercharger from the Type 37A. This example is a replacement engine which was previously fitted with a factory non-functional supercharger. The blower assembly was replaced with reproduction Roots-type Brineton supercharger and a modified wastegate in 2018. Engine bay details include a machine-turned firewall. fabric-covered spark plug leads, and a polished radiator expansion tank. An electric fan was added and the carburetor disassembled for cleaning in 2016. Further carburetor work was carried out and the spark plugs replaced in 2018. Helical drive gears for the supercharger were installed in January 2021.

Engine serial number stamping is 209 can be seen above. A reproduction patent plate mounted on the firewall carries a typographical error in Allemagne.

Power is sent to the rear wheels via a four-speed manual transmission. Several exhaust holes were repaired in 2018. The solid front axle features semi-elliptical springs and Andre Hartford shock absorbers, while the rear rests on reversed quarter elliptical springs.

A selection of service records from 2016 onward can be viewed, including those showing approximately $20k spent on the reproduction supercharger and its subsequent modifications.

The car took part in the 1k-mile 2018 International Bugatti Rally USA, additional photos from which are provided below. Events attended under previous ownership are said to have included:

  • 1993 and 2001 Pebble Beach Concours d’Elegance
  • 1994 Meadow Brook Concours d’Elegance
  • 2004 Amelia Island Concours d’Elegance
  • 2004 Greenwich Concours d’Elegance
  • 2007 Boca Raton Concours d’Elegance
  • 2014 The Elegance at Hershey

Note that the same car sold in June 2016 for $440,000, and failed to sell in 2020 at RM Sotheby's - Amelia Island Auction of March 6 - 7, 2020 at an Estimate of $350,000 - $400,000.

More info and bidding


"Bugatti 35B at Caramulo Hillclimb" (2015) is an original work by João Saldanha based on the author´s own creative concept (made from several pictures of this car and the actual road) resulting in a original new work.

Ever since it was built in 1930 this Bugatti has always had Portuguese ownership and was raced in most of the motorsport events in the 1930´s with great success. Since 1956 it belongs to the Caramulo Museum in Portugal.

João Saldanha was born in Lisbon in 1974, he has an academic degree in Product Design from the Lisbon Fine Arts School (1998). Since an early age drawing cars has been his true passion, specialy regarding the 50´s and 60´s motorsports legends and now João works as a classic and sports car illustrator for Portuguese and international private collectors.


April 17, 2021 Stanislas Machoïr auction Château de Lasserre, 31380 Montastruc-La-Conseillère, France

On auction are:
  • Mido for Bugatti, Ettore Bugatti's personal watch, Estimate was: 65000 - 68000 EUR, now increased to 80,000 - 150,000 euro
  • Bugatti T49 Cabriolet, Chassis 49481, Estimate on demand
  • Bugatti 4-cylinder Diesel engine, head only. Estimate: 800 - 1000 EUR (on the right)

Bugatti T49 Cabriolet, Chassis 49481, 1930
Following the Bugatti 44, the most produced with 1,095 units, the type 49 was released in 1930. It is the last of the single cam 8-cylinder in-line engines, started with the Type 30. It is therefore equipped with an 8-cylinder 3.3L with 3 valves per cylinder and a single camshaft.

The Type 49 was produced in 470 units until 1934, under various body models: closed similar to the Type 44, 4-seater convertible or roadster. Most of the Type 49 cars are bodied by GANGLOFF, the Bern coachbuilder, who bought Widerkehr in Colmar. The type 49 is renowned as one of Ettore Bugatti's best achievements, it was a great commercial success after its presentation at the Paris Motor Show in October 1930.

It has the advantage of having two sides of use, quiet in town or sporty on the road.

The presented car was acquired more than 20 years ago by our collector from Tarn, a remarkable amateur. This car, with its elegant bodywork produced by Gangloff, is in remarkable condition. All the elements testify to sobriety and refinement, color, interior. An icon of radiant France from the 1930s. Estimate on request.

Mido for Bugatti, Ettore Bugatti's personal watch

Ettore Bugatti's personal watch / yellow gold grille on yellow gold bracelet n ° 261492, circa 1930

Original watch ordered by the owner of the eponymous automobile brand Etorre Bugatti and which was produced by the jeweler Pierre Blanc in Paris. He gave these extremely rare watches to his best pilots and mechanics of the time as well as to his son Jean.

All the watches were on leather straps, there is only the one from "Ettore" which has a yellow gold strap.

750 thousandth yellow gold case in the shape of a horseshoe grille typical of Bugatti automobiles.

Brand logo and stylized winding crown in radiator cap at 12 o'clock, 6-screw caseback. Patinated gold dial and painted Arabic numerals, blackened steel lance hands.

750 thousandths yellow gold bracelet with adjustable jewel clasp.

Movement: Mechanical manual winding caliber.

Dim. 22.5 x 34 (with crown) mm. Condition: Good condition (Case reported) (Gross weight: 27.20 g)

By the way, the same watch was sold in 2008 for €10,058, but then it was not yet Ettore's personal watch....

Statement by Caroline Bugatti and Cyril Gautier on this watch - 9-4-2021

More info from the auctioneer


April 23, 2021 Bonhams auction: 'Les Grandes Marques à Monaco' Monte Carlo

1934 BUGATTI TYPE 57 VENTOUX COUPÉ
CHASSIS NO. 57119, ENGINE NO. 34

Estimate: € 350,000 - 450,000

  • The first Type 57 Ventoux produced
  • (Not on the Bonhams page:) Cotal gearbox
  • Rare factory sunroof
  • Known ownership history from new including many important Bugattisti like the van Ramhorst brothers
  • Split front axle
  • Used for the wedding ceremony of François Rinaldi with Caroline Bugatti in 1998.

"The car sped along at 80mph with the comfort and quietness one associates with the Type 57... We were quite willing to believe that Jean Bugatti has achieved the 435 kilometres to Paris in just under 3½ hours in the Type 57 - an average of 77mph..." - Motor Sport, May 1939.

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 enjoying countless successes aboard the Molsheim factory's products and often choosing them for their everyday transport. Because of its lengthy run of success, Ettore Bugatti remained stubbornly committed to his single-cam engine, only adopting the more advanced double-overhead-camshaft method of valve actuation, after much prompting by his eldest son Jean, on the Type 50 of 1930. From then on Jean Bugatti took greater responsibility for design, his first car being the exquisite Type 55 roadster. He followed that with a design of equal stature: the Type 57. A larger car than the Type 55, the Type 57 was powered by a 3.3-litre, double-overhead-camshaft straight eight of modern design housed in Bugatti's familiar Vintage-style chassis. The range showed the strong influence of Jean Bugatti and at last gave the marque a civilised grande routière to match those of rivals Delage and Delahaye. The Type 57 in all its forms attracted discerning owners who were satisfied only with the best, among them 'speed king' Sir Malcolm Campbell.

The Type 57 attracted coachwork of the finest quality executed in a startling variety of styles but was no mere rich man's plaything, as evidenced by two outright wins at Le Mans. Proof, if it were needed, that ancestral virtues had not been abandoned when creating a car fit to rank alongside Rolls-Royce or Bentley. Its success is revealed by the production figures: some 680 examples of all Type 57 models were produced between 1934 and 1940, and the post-war Type 101 was based on its chassis. However, although many Type 57s were fitted with bespoke bodies, the most popular coachwork was built to Jean Bugatti's designs by the marque's preferred carrossier, Gangloff of Colmar, just a few miles from the Bugatti works at Molsheim. One of Jean's own designs was the Ventoux, a two-door four-seat coupé with steeply raked windscreen, which took its name from the forbidding Provençal mountain best known for its role as a regular Tour de France stage and long-established motoring hill climb.

This original Series 1 Type 57 closed coupé is the first Ventoux ever made and the only T57 equipped with a factory-fitted sunroof. '57119' has a continuous provenance and comes with a fully documented inspection and provenance report compiled by Kees Jansen. A highly respected Bugatti expert, Kees Jansen is the author of several Bugatti Registers: the Dutch/Belgian Registers (four volumes) and the fourth volume of the American Bugatti Register. Included with the car is a FIVA identity card and Belgian registration papers.

Rolling chassis '57119' with engine '34' was produced in March 1934. One of the first Type 57s commissioned, it had been ordered on 7th March by a close friend of Jean Bugatti, Jerome Wagner, a brewer in Mutzig. The order was delayed and the factory-built Ventoux coach body, designed by Bugatti employee Joseph Walter and trimmed in Havane coloured leather, was finished in June 1934. It had an open roof and three hinges for the doors. The adjustable shock absorbers, which were only available as an option for the early Type 57, were fitted to the car also. This car has the split front axle, which was a prototype design only fitted to the first six-or-so cars.

As stated above, this Type 57 was sold directly from Bugatti to Jerome Wagner, the sale being dated 2nd June 1934 in the factory record books. Wagner had already registered the car in Strasbourg as '7372-NV2' on 14th May 1934. He drove the Type 57 for five years until 1939 when it was sold on 11th July to Dr Pierre Muller in Strasbourg, so keeping its license plate. In 1949 the Bugatti was sold to Garage Waeffler, also in Strasbourg. It was then sold to Henri Meurdra in 1950, an enthusiastic Bugattiste and trader in Bugattis. Henri Meurdra's family used the car for a wedding in 1950 or '51.

On 14th June 1951 the car was sold to Paris and registered as '1175 AK 75' by the new owner, Geo Lepere. He sold the Type 57 in 1959 to Phillippe Berlin in Neuilly-sur-Seine, who reported it to Hugh Conway for inclusion in the second and third editions of the Bugatti World Register. The next owner was Philippe Charbonneaux. In 1965 the Type 57 was sold to the Bugattisti van Ramhorst brothers, who drove the car to Holland and restored it. The Type 57 was registered in Holland as 'FS-68-84' in 1965. This Type 57 was a participant at many meetings of the Bugatti Club Nederland and also at the 1975 International Bugatti Rally held in Holland.

In 1984 the Bugatti was sold to France and registered as '6967 TL 67'. The Type 57 ended up with Bernard Merian, a successful French entrepreneur who also owned the Bugatti Atalante '57432'. He embarked on another restoration and enlisted the help of the first owner's son, Roland Wagner, president of La Fondation Bugatti, in order to have it restored to its original specification and colour. In 1993 Merian sold the Type 57 to Patrick Friedli, a staunch Bugattiste, who registered it as '967 ZM 67'. When Friedli moved to Beaune in the Côte d'Or in 2008 he registered the car as '1738 XV 21'. Patrick Friedli used the car on many occasions, one of the most important being to drive François Rinaldi to the church for his wedding with Caroline Bugatti in 1998. Patrick owned the Type 57 for almost 20 years before selling it to Bugatti specialist Bruno Vendiesse, who sold it to the present owner. Bruno Vendiesse has known '57119' for many years and Bonhams would like to thank him for his assistance in preparing this description.

More info


Artwork by Philippe Charbonneaux, also a famous designer of automobiles and more

Le Mans 1931 - 17h27 passage of the three Bugatti 4900 at the Mulsanne bend

I had a reproduction of this artwork on the wall of my room for years, so it is very familiar to me. I had bought it at the Bugatti Exhibition in "Museum für Kunst u. Gewerbe" Hamburg, Germany in 1983: Die Bugattis: Automobile, Möbel, Bronzen, Plakate.


March 4, 2021 Bring a Trailer online auction USA

Bugatti Type 55 Gangloff replica project

Known as 55209R, chassis number 49531, engine: C & G replica
Current bid (26-2-2021): $50,000

This Bugatti Type 55 re-creation was assembled over the course of several years beginning around the late 1980s as a replica of a Gangloff-bodied two-door roadster that had been destroyed during World War II in Switzerland. The car originated as a “bitsa” in the hands of Michigan Bugatti restorer Ray Jones, combining various reproduction and Bugatti components assembled on a replica frame. The project was carried forward for several years by a Bugatti collector in Pennsylvania, who installed the current sheet metal in favor of previous German bodywork, and was acquired by the seller approximately eight years ago in an unfinished state with a reproduction powertrain consisting of a supercharged 2.3-liter DOHC straight-eight and a four-speed manual gearbox. Bugatti components are noted as including the rear axle, six 19" wheels, supercharger compressor and drive, and gearbox lid, while other period parts reportedly consist of a Scintilla magneto, a Zenith updraft carburetor, an AC fuel pump, and Dufaux adjustable shock absorbers. The car features four factory eight-spoke alloy wheels, mechanically-actuated four-wheel drum brakes, a machine-turned bulkhead, a wood dash, pedals, and a steering wheel. It is recorded as a replica in the 2018 American Bugatti Register under the designation 55209R, though it wears a Bugatti chassis plate from car number 49513 and is titled using that number. This Type 55 re-creation is offered as a non-running project with spare parts and a clean California title listing it as a 1932 Bugatti in the name of the seller’s company.

The Type 55 was built between 1931 and 1935 as a road-going version of the Type 51 race car, and only 38 original examples were produced. Most wore factory Jean Bugatti-designed roadster or coupe coachwork, while 11 were provided as chassis to select coachbuilders. The styling of this replica is inspired by that of a two-door roadster with bodywork by Swiss/French coachbuilder Gangloff that was sold to Liechtenstein. That car, chassis 55209, is said to have been destroyed in Switzerland during the war.

According to a 2016 report by Kees Jansen for the Bugatti Registry, this replica was first recorded as an unfinished assemblage of original and new parts in the 1988 edition of the register as 55219B. It was referred to as such due to the belief that it contained parts from the original 55219, the dismantled remains of which were co-owned by Ray Jones and an associate. It is noted in the 2018 American Bugatti Register that the frame of 55219 now exists in another car and was not used in this replica, which appears in its current register entry instead as 55209R. This car’s reproduction steel frame is said to have been constructed by Ron Clark circa 1990 and is painted blue, with chipping of the finish exhibited on exposed surfaces.

The body features wood and steel framework and was fabricated to replicate the Gangloff styling used on car 55209. Design elements include rear-hinged doors, a louvered hood, a folding windshield, and a polished stone guard over the horseshoe-shaped radiator. The bottom piece of the stone guard is reportedly a period piece acquired from Ray Jones. Several panels show various colors of primer along with corrosion, failed filler, and undressed welds. The right front fender is absent, though a bracket is in place. Period Bugatti 19? aluminum wheels are secured by four-eared knock-off nuts and wear Excelsior Comp tires. Two additional wheels, one reproduction and one unknown origin, are secured atop the rear fuel tank.

The unfinished cabin does not have seats or door panels, though door handles and latches are in place. Controls include a four-spoke steering wheel, a gearshift, a handbrake lever, and a pedal linkage as well as adjustment knobs for the shock absorbers. The aluminum firewall and scuttle are said to be mechanically milled rather than turned by hand. An untrimmed top frame folds down over the rear bodywork.

A wooden dashboard houses a Jaeger 210-km/h speedometer and a 7,200-rpm tachometer as well as gauges indicating coolant temperature, oil pressure, amperage, and fuel level. The five-digit odometer shows 95k kilometers, though the replica has not been driven.

The engine is a reproduction version of the 2.3-liter straight-eight that powered the original Type 55 and was reportedly assembled with a new block, crankcase, and camboxes. The engine was sourced from Crosthwaite and Gardiner and was installed in the car approximately 20 years ago but was never started. The Roots-type supercharger is described in the Bugatti Register as a period Bugatti part stamped with the number 78, and the compressor drive is also described as a factory piece. Additional components include a Zenith 48K carburetor, a Scintilla magneto, and an AC fuel pump. The seller has not attempted to turn over or start the engine.

The four-speed manual gearbox is a unnumbered reproduction, though it retains what is said to be a factory cover plate stamped with number 36 from chassis 55235. The rear axle is reportedly a factory Bugatti Type 55 unit from car number 55223 and is stamped on its underside with the number 26 along with a 12×54 differential ratio. Semi-elliptical leaf springs are fitted along with Dufaux Repusseau Telereglage adjustable friction shock absorbers.

The chassis plate is described in the Bugatti Register as a Molsheim piece from car number 49513, a Type 49 saloon that was destroyed after a crash in 1952. A patent plate mounted on the firewall is a noted as a modern reproduction with a typographical error in Allemagne, and is covered in a peeling plastic sheet.

A collection of included parts and fasteners is included, among them a bumper, bearings, clutch plates, and taillights.

More info and bidding

Thanks to Lance Baumberger!


Ettore Bugatti's third race, April 30, 1899, on the 100 km circuit Turin-Pinerolo-Avigliano-Turin.
He wins the race (Tricycle category) with an average of 54.214 km/h, on a Prinetti-Stucchi tricycle. The drawing was made by the count Carlo Biscaretti di Ruffia, representing Bugatti overtaking the winner in the "automobiles" category, Gras on Peugeot, who would finish at an average of 45.220 km/h.

Illustration in the article: "Bugatti, Le "Magicien" de Molsheim", in the French "Selection du reader's digest", June 1969. (Probably appeared in other languages as well)


February 5, 2021 Artcurial “Parisienne 2021” Auction Paris, France

1932 Bugatti Type 55 Roadster par Vanvooren
Estimate 4,000,000 - 6,000,000 €

  • Chassis n° 55204, Engine n°5
  • French title
  • Exceptional history
  • Winner of the 1st Lyon-Charbonnières Rally
  • Chassis, engine, gearbox, axle : matching numbers
  • 70% of wooden frame and bodywork original
  • Totally restored to the highest standards

The first Parisian Bugatti Type 55
Towards the end of 1931, the Parisian Bugatti agent Dominique Lamberjack junior, the friend and contemporary of Jean Bugatti, asked the factory for the semi-exclusive rights to all 2.3-litre Type 55 chassis delivered to the capital. Every second chassis would be delivered to Lamberjack, with the others going directly from the factory to private clients. For a deposit of 500 000 francs, he reserved for himself what he thought would be an attractive market for the Alsatian marque's new flagship model : " The Super Sport twin cam ".

Lamberjack confided to the author that in March 1932, as he had not taken delivery of any chassis, despite the first five clients having received their cars, he called the factory and was told by the accountant that Ettore Bugatti, as soon as he'd got the money in his pocket, had gone to an auction sale and squandered nearly all of it on tapestries. The accounts were back in order by the end of March 1932... Lamberjack was a close friend of Robert de Prandières, the dynamic director of the coachbuilding firm Vanvooren in Courbevoie. They agreed between themselves that the majority of the Bugatti chassis delivered to the Lamberjack dealership of 68 rue Bayen would be dispatched to rue Pierre Lhomme in Courbevoie to be bodied. Of the six Bugatti Type 55 chassis delivered to Paris, five were bodied by Vanvooren and one by Figoni. No other Parisian workshop would lay their hands on one of these rare Super Sport Type 55s.

I. Life in Paris with Vladimir de Constantinovitch (1879 - 1942 ?)
Chassis 55204 was the first of five chassis of this new model ordered and paid for by Lamberjack between March and November 1932. The order appears to have been dated 8 February 1932. The chassis was loaded and transported by train from the factory on 3 March 1932 with a Type 49 faux-cabriolet destined for the showroom. 55204 was billed to " Lamberjack fils - Paris " for 72 000 francs. The four other chassis of the same model destined for Lamberjack were all the same price. We have photos of these four cars, all bodied by Vanvooren. As arranged with Prandières, 55204 was sent to the Vanvooren workshop in Courbevoie to be given a very pretty two-seater cabriolet body. We are not certain of the name of the first owner, but we know he lived in Paris because the original registration number for the car was 9762 RF 5, corresponding to the department of Seine in the Spring of 1932. However, cross-checking has allowed us to ascertain that the car belonged to an enthusiast known as " The Admiral ", as told by Lamberjack Jr to the owner from Burgundy in 1946. The same Lamberjack confided to us in 1990 that one of his clients was the son of General de Constantinovitch, known as " The Admiral ", who lived on Boulevard Haussmann.

Vladimir de Constantinovitch was born in Trieste in June or July 1879. His father, the General Alexandre de Constantinovitch, related to the Obrenovic dynasty, was in charge of the Serbian Royal Guard. His marriage to a wealthy Serbian by the name of Opuich made large areas of Serbia available to him, as well as a family home in Trieste. Vladimir fought in the Legion in France during the 1914 conflict. Assigned to the air force in September 1916, he became naturalized in France on 4 September as a second lieutenant in the aviation school in Pau. He fought in the 73 Spa squadron with his friend Albert Deullin. In the staff records for the Air Ministry in 1916, Vladimir's contacts in case of an accident were listed as a friend in Paris and Her Majesty, the Queen of Italy...who was the sister-in-law of his sister Nathalie!

Vladimir had graduated from the military school in Belgrade. He married a wealthy American, Anne Heyward Cutting, from New York, whose family had made their fortune in the railroad business. Through his love for her, he converted to Protestantism. Following the premature death of his wife in November 1921, he remarried a French woman from the North, and they moved between her apartment at 170 boulevard Haussmann and his château " La Dûne aux Loups " in la Somme, and le Touquet Paris - Plage.

Vladimir conscientiously frittered away the family fortune, aided by his mistresses, Bugatti (37A, 57C) and Hispano (32CV 10403 and a Type Sport 12056). Constantinovitch bought his cars new, as evidenced in the Hispano and Bugatti sales registers. It is logical to assume that he bought chassis 55204 new and had the car transported to Courbevoie by his friend Lamberjack. The subsequent owner recalls that our 55 was originally grey with burgundy stripes. At the time it was sold to him, Lamberjack spoke of " The Admiral " as the previous owner of the car.

II. A racing life with Pierre Daligand (1907 - 1987)
The cabriolet 55204 arrived in Mâcon at the start of summer 1946.
It was driven around on the garage plates 6009 W 5 for at least one or two months. The new owner was a personality from the motoring world in Lyon. Pierre Daligand was a dental surgeon and also the manager of the Renault dealership Garage Continental in Mâcon. He started racing motorcycles with the Moto Club Lyonnais (M.C.L.) in 1929, having some success that year on a Magnat-Debon 350 cm3. In 1932 he took part in various races including at the Ain circuit on a Motosacoche 500 cm3. It was not until 1936 that he turned his hand to racing motor cars, both on the circuit and in rallies. The year 1936 marked the start of his Bugatti period, driving in turn a Type 37, a 43 roadster, a faux-cabriolet Type 49 followed by a Ventoux.

- The IXe Rallye des Alpes Françaises (from 12 to 15 July 1946)
Our car took part in this rally, the first held in France after the war. Covering 3 000 to 4 000 km, the trial crossed the French Alps to Germany, travelling through Italy, Switzerland, Yugoslavia and Austria. The difficulty of the course and the time restrictions meant that few competitors were able to finish having kept to the rules. Pierre Daligand, at the wheel of his Type 55, recorded the best time of 34.2 seconds for a start-stop trial in Annecy. The car wore the race number 80, and the number plates of his garage. It performed brilliantly until fuel-supply problems forced its retirement at Saint-Jean-de-Maurienne.

- The first Lyon-Charbonnières Rally (From 21 to 23 March 1947)
This competition was set up by Dr. Daligand and sponsored by the eponymous Casino. With two colleagues from the M.C.L., he devised the route and the regulations, and advertised his project with the Association Sportive de l'A.C.R (Automobile Club du Rhône), adding " I am no longer involved and declare myself a competitor" !

For this new race, the dentist asked a certain Monsieur Molla, a metal worker employed at his Continental Garage, to modify the body of his Bugatti Type 55, and make aluminium panels to fit onto the wooden structure of the Vanvooren cabriolet. The central section of the metal body remained unchanged. The doors were cut down and sports wings replaced the original longer wings. The race took place in three stages in a loop :

  • The first 506 km stage was Lyon-Clermont-Ferrand and back at night on difficult roads.
  • The second stage was 307 km Lyon-Grenoble-Aix-les-Bains through the Porte, Cuchero and Granier passes, where snow was forecast.
  • The final 312 km stage on Sunday 23 March towards Oyonnax and on to Charbonnières, with a small hillclimb en route.
51 teams arrived at the finish despite the rain, snow and nocturnal trials. Pierre Daligand won the race at the wheel of his Bugatti Type 55, and the March 1947 edition of L'Actualité Automobile produced an extensive report on the event.

- The Xe International des Alpes Rally (from 11 to 15 July 1947)
The event took place over 1 050 km, with the traditional start at the Vieux Port in Marseille and finishing at Cannes. Of the 61 competitors who lined up to start at the Vieux Port, just 27 were classified. The race was won by Gaston Descollas, the Bugatti dealer from Marseille, who was accustomed to receiving laurels at this event. He drove a different Bugatti Type 55, with racing number 112 and chassis 55201. Pierre Daligand, race number 111, was leading at the start but burst a tyre approaching a bridge which put an end to the sporting career of our car. The car was sold at the start of 1948 " to some youngsters from Beaujolais " (sic) in the words of Pierre Daligard as recounted by his son Gilles, who never put the Bugatti in their name.

III. Bernard Roche, Château de Milly
The car was sold again on 12 June 1958 and registered with the number 6271 AX 69. Bernard Roche was an eccentric character who travelled from the Rhône valley to the Dordogne, from château to château, searching for treasures. He collected Bugatti and other cars from the 1920s. In his Château de Fénelon in Dordogne, he had an eight-valve Bugatti, a Type 44 and a Type 49 tucked away. He remembers the Type 55 " sold to some people from Paris, complete, with its aluminium wheels, for the sum of 150 000 old francs. " For some unknown reason, the Type 55 was only registered in his name in 1958 although the car had already been with its next owner, Monsieur Liandier, since April 1955. It must have been a rather belated case of regularisation... which the facts and photos confirm.

IV. Pierre Proust in Montrouge : exchange of registration documents between 55204/55202
From at least 1955, the cabriolet 55204 was driving around with the registration documents for the coupé 55202 and vice versa. An inspection of the ex-Michel Bouyer Type 55 faux-cabriolet Jean Bugatti in the Mulhouse museum, and the ex-Pierre Daligand cabriolet belonging to C. Robert in 1986 leaves no room for doubt about the identity of the two vehicles.

The Mulhouse car is chassis 55202, complete with its original engine and body, coupé Jean Bugatti. Just two numbers 55204 were re-engraved over the original 55202 on the engine, and the chassis plate for 55204 was screwed onto the firewall, an operation carried out to make the car conform to the registration document 55204 that Pierre Proust had put in his name on 3 July 1958 with the number 5838 HD 75. And so, both cars found themselves in Pierre Proust's garage on 41 rue Racine, a cavern dedicated to Bugatti, where Henri Novo, a defector from the Teillac garage, was in charge. We know of a photo of the coupé 55202 with the number plate 5392 CL 75. This corresponds to the registration document :" Bugatti Type 55 CI 2 places châssis 55202 ". A little later, this number and the corresponding paperwork was passed to 55204. The registration document was put in the name of Pierre Proust on 11 February 1954. Pierre Daligand remembered seeing his car " under a pile of scrap metal " in this garage during this period.

V. Maurice Liandier (1896 - 1990), Fontenay/s Bois : registration 9 April 1955
It is worth noting that the repair notes of Henri Novo told of a first intervention on the Type 55 during the period it was registered by Proust. We can deduce that Liandier had already bought the car : - 15 January 1954 : " Type 55 Liandier, dismantled, changed the pistons, the seals to replace. ". - Then on 25 October 1954 : " 55 Liandier, crankshaft serviced by the factory. Cylinders 60m/m5 piston height ".

Born to a father of independent means and a mother who taught art, the young Maurice had always lived in a privileged environment. He had a string of Bugattis, from the 1920s through to his return from the Second World War, from which he returned with the Médaille Militaire and the Légion d'Honneur. He enrolled to study Fine Art but took on a career managing the fur factories for the company " C et E Chapal Frères et Cie, Teinturerie de Pelleterie et Fourrures ". His father had sold land in Montreuil, in rue Kleber, where " Chapal " had built one of its many factories. Maurice lived in Sen, at 20 boulevard du 14 juillet, near one of the five French factories and was responsible for the company's machinery. Jean Bardinon, a former pilot, had married a Chapal daughter. He was the godfather of José, Maurice Liandier's son, and the father of the great collector Pierre Bardinon. Liandier was a long-standing Bugattiste, having owned a 1924 Type 35 Grand Prix de Lyon and a Type 30 Indianapolis, before the war. Liandier kept his Type 55 for nearly ten years. It was serviced by Novo at Teillac in 1954-1955, as noted in the latter's records. Liandier took his Bugatti to his property " L' Escapado " that he bought in Chateauneuf-de-Grasse in 1962. The car was parked there next to a Type 57 with a Simca 5 coupé body.

VI. In the famous Pierre Bardinon collection
The vehicle was sold on 9 June 1965 to Pierre Bardinon, the famous French collector who, in Mas du Clos in Limousin, was a tireless collector of the most important Ferrari in the history of motor racing as well as models of key sporting marques like Bugatti. Monsieur Liandier's son has photos of the car and the invoice addressed to Pierre Bardinon. It was indeed the old Vanvooren cabriolet 55204, in its 1947 Lyon-Charbonnières configuration.

La Bugatti 55204, tired but complete, made its way from Grasse back to Paris in the spring of 1965. Pierre Bardinon subsequently asked Henri Novo to take out the twin-cam engine to put in an original, unidentified, Grand Prix car, that the mechanic was assembling for him in 1965. Since this period, the ex-55204 engine has been in the ex-Bardinon, ex-Frédéric Chandon de Briailles " Type 51 ", that is part of a French collection today. Chassis 55204, without its engine and belonging to Pierre Bardinon, remained with Novo waiting to be resurrected. This would happen 40 years later.

VII. An elite collector, Charles Robert
Robert was a regular visitor at the Novo garage, from where he bought a Type 57 chassis that had been lying about in Montrouge, during the same period as chassis 55204. We were able to examine the Type 55 in the basement of his villa in Nogent, in around 1986. The car was as it had been abandoned by Bardinon at Novo's in 1965. All the mechanical elements remained on the car: the front and rear axle and gearbox were, and still are, the original ones. The frame is undoubtedly that of 55204. The central section, in sheet metal, a remnant of the Vanvooren body, and the wood trim behind the seat, are a reminder of the handsome two-seater cabriolet that was modified by Daligand in 1947. We showed Charles Robert photos of his cabriolet in its original configuration and, quite rightly, he decided to have a body constructed with doors in the style of the 1932 coachwork.

Cabriolet versions of the Bugatti Type 55 are now very rare: one bodied by Figoni, one by Gangloff, another by Billeter et Cartier and two Vanvooren cabriolets are the only other examples in collections. Charles Robert spent a lot of time driving his Bugatti and other Ferrari. With a view to taking part with his wife in various rallies, he asked Laurent Rondoni to build a powerful and reliable engine for 55204. The renowned mechanic, who ran the " Ventoux Moteurs " workshop in Carpentras, built a highly competitive engine that produced close to 200 bhp. This new engine was duly installed and run in by Laurent Rondoni who was also responsible for restoring the entire car, from the chassis up. There is no better guarantee ! Charles Robert saw the finished engine but sadly passed away before witnessing the car scale Mont Ventoux at full speed on its first trial run.

VIII. In search of the origine
When the car was offered in our Retromobile auction in 2015, there was one enthusiast who wanted it more than the others. He was the owner of the Bugatti type 51 that had been rebuilt during the 1960s for Pierre Bardinon by Henri Novo, fitted with engine 5 from 55204. In order to reunite the engine and chassis, our enthusiast bought the car at the auction and reinstalled the original engine. Also, having learnt that the 1947 Lyon Charbonnières shell was for sale, he also bought that. It will be supplied to the new owner.

He decided to restore this car to its exact original configuration, including the colours : the 1932 2-seater Vanvooren Roadster. He noted that the bonnet, the bulkhead, the wooden frame of the body and a large part of the bodywork (including the lower part of the doors to seat level) were original. This made it possible to re-create the rear body exactly as it had been when it left the Vanvooren workshop in period.

Extensive research and study of photos of the car in its 1932 configuration resulted in the faithful reconstruction of the body from the bulk of its original frame.

Pierre-Yves Laugier
This Bugatti Type 55 roadster by Vanvooren is one of the most original examples of the Type 55, of which 38 examples were built, all bodies together. Just 29 of these survive, with less than 20 possessing the majority of their original components.
Remarkably, this Roadster is one of just two surviving Vanvooren Roadsters. It retains its original engine and original chassis frame, with the numbers corresponding to the engine engraved on the front and rear axles, bonnet, cam boxes and gearbox.

It is exceptional to find a Type 55 with absolutely all of its original mechanical elements (100% matching numbers) and the majority of its original bodywork. Adding to this, the car has an impressive performance, capable of nearly 180 km/h.

Photos by Rémi Dargegen

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February 19, 2021 Bonhams' Legends of the Road auction London, UK

  • 1937 Bugatti Type 57S Corsica Roadster, chassis 57503, Estimate: € 5,700,000 - 8,000,000
  • Many Bugatti parts, mostly T57 / T57S, including engine block and gearbox

Click here for more info on the Bonhams' site

This T57S, chassis 57503, was in the possession of Bill Turnbull for many decades, until he died a few years ago. Experts knew about this car, but it was presented as a dicovery anyway, and deserved a long article in the December issue of the English magazine Classic & Sportscar, written by Mick Walsh.

That Bugatti is nicknamed “Dulcie,” because of its registration number, which reads “DUL 351.” “Dulcie” has been with the same owner for 51 years, the late esteemed Bugattiste Bill Turnbull, but his estate has agreed to part with it.

It will be the highlight of the upcoming Legends of the Road auction at Bonhams, taking place on February 19, 2021, and is expected to fetch between £5 million and £7 million. It will sell without reserve.

This 57S, chassis no. 57503, is in highly original and excellent condition. Turbull was not its first owner but he was the one to try and repair and restore it, as the video at the bottom of the page can confirm. Until just recently, he kept it hidden in his North Staffordshire workshop.

The 57 Surbaisse has a 3.3-liter twin-cam Bugatti engine and original body by Corsica Coachworks. The chassis is of the type made for the three Bugatti Type 57G “Tank” streamlined sports-racing cars, with the auction house saying that one of the two lost chassis was possibly re-used for this vehicle. Only 42 57Ss were ever made, but this one is all the more special for this reason.

It has "nearly perfect" black paintwork (In the article referred to above, it was not painted black yet), cream leather interior, and the original coachwork. It sells with certification and a well documented history file, including Turnbull’s correspondence with the previous owners, conducted as part of his efforts to restore it.

“This really is an extraordinary example of one of the most valuable and desirable pre-war motor cars,” Sholto Gilbertson, Director, Bonhams Motor Cars UK, says in a statement. “Other 57S Bugattis are in museums or known collections, and to offer the car to the open market for the first time since 1969 is going to be tremendous. This could well be the last “hidden” pre-war Bugatti of note and we are delighted to present this rediscovered true legend of the road next year at New Bond Street.”


1933 Pau Grand Prix, held on 19 February.

The picture shows Guy Moll in a Bugatti T51, he came in 2nd, after Marcel Lehoux.


January 22, 2021 RM | Sotheby's Auction Arizona, USA

1937 Bugatti Type 57SC Tourer by Corsica

Chassis No. 57512, Engine No., Gearbox No., Differential No.: All 19S

  • Retains its original chassis, engine, gearbox, differential, and body
  • One of eight Type 57S examples bodied by Corsica, and only two four-seat tourers
  • Only 16 Type 57S Bugattis delivered with open coachwork
  • Known and fascinating ownership history
  • Formerly of the Judge North and General Lyon collections
  • Documented in Pierre-Yves Laugier’s and Bernhard Simon and Julius Kruta’s seminal books on the model

THE IDEAL EXPRESSION OF ‘PUR SANG’
The cars of the great Ettore Bugatti came in many shapes and sizes, from petite, highly effective grand prix racers to large, elegant touring cars—to say nothing of the enormous Bugatti Type 41 Royales. All shared a reputation for precision engineering and craftsmanship often, and not unjustifiably, compared to that of the finest Swiss timepieces; their chassis served as canvasses for some of the most beautiful automotive designs ever created.

Arguably no Bugatti model expressed each of the marque’s celebrated qualities as effortlessly as the Type 57S. Introduced at the Paris Auto Salon in October 1936 alongside the supercharged Type 57C, the 57S was an evolution of Jean Bugatti’s successful Type 57 design. Built upon a completely re-engineered chassis that was both shorter and lower (the S standing for surbaisse, French for “lowered”), the Type 57S used a front axle that was articulated in halves, while the rear axle passed through the frame rather than under it for a lower overall stance. A magneto-driven ignition was mated to the specially tuned 3.3-liter dual-overhead cam inline-eight-cylinder engine, which featured a higher compression ratio of 8.5:1 and was positioned low in the frame; a dry sump oiling system helped achieved proper road clearance. This low-slung chassis was then fitted with an equally low-mounted radiator that wore a handsome V-shaped grille in the classic Bugatti motif for, as might be presumed, its aerodynamic effect at high speed.

This potent combination added up to a significant increase in both horsepower and overall performance over the typical Type 57 engine and chassis. The 57S now boasted 175 horsepower versus the standard Type 57 output of 135 horsepower, and when adding the available “C” specification Roots-type supercharger power output was raised to 200 horsepower. This enabled a top speed of some 120 mph, making Bugatti the fastest French production car of the period and further burnishing the marque’s reputation for thoroughbred performance.

The Type 57S soon proved itself in competition, claiming three victories during 1936 (the French Grand Prix, La Marne Grand Prix, and the Comminges Grand Prix). Bugatti’s greatest success on the track was soon to come when a groundbreaking aerodynamic version of the 57S called the 57G “Tank” won the 24 Hours of Le Mans in 1937. Overall victory at Le Mans was later repeated by a second incarnation of the Tank in 1939, among many other competition successes.

If there is one further quality shared by all Bugatti automobiles, it is the unusual passion they have inspired in those who have pursued them. This as is true of those who first commissioned their construction at Bugatti’s Molsheim works—a process that more closely resembled the classic artist/patron relationship than it did the typical automaker/client transaction—as it is of those later enthusiasts who have gone to great lengths to preserve the Pur Sang legacy. This special dynamic is evident in the story of the car presented here: Chassis number 57512, a 1937 Bugatti Type 57SC Tourer by Corsica.

BUGATTI CHASSIS NUMBER 57512
Excellence in competition was, of course, only one facet of the Type 57S’ appeal; as a luxurious, high-performance road car, the Type 57S would benefit from some of the greatest coachbuilt designs of all time. While most bodies were supplied by French firms such as Gangloff (a favorite for carrying out some of Jean Bugatti’s best-recognized designs), Vanvooren, or Bugatti’s own Works, British coachbuilders such as Vanden Plas and Corsica also applied their trade to the 57S with perhaps as many as 15 chassis slated for delivery to England. Ultimately, only 16 Type 57S chassis would be built as open cars, with this Tourer by Corsica being one of them.

Corsica Coachworks was established at Kings Cross, London, in 1920 by Charles Stammers and his brothers-in-law, Joseph and Robert Lee. A relatively small operation, the firm claimed not to have employed designers, preferring instead to directly carry out its customers’ devices and desires. Because Corsica was small and could intimately cater to its customers’ whims, the workshop attracted many of the sporting crowd. While little is known of the early 1920s Corsica output, a good deal of it is believed to have involved Bentley.

The early 1930s brought some of the best-known Corsica coachwork, including a low-slung sports body for the Double-Six 50 Daimler and an open two-seater for Donald Healey’s 1935 Triumph Dolomite, by which time the Works had moved to Cricklewood. In addition to traditional British marques, Corsica also worked on Continental chassis, mainly Alfa Romeo and Mercedes-Benz. Later on, more than a dozen Type 57 Bugattis were bodied by Corsica, including a 57S roadster style body for Sir Malcolm Campbell, the Grand Prix driver and land-speed record holder, and the monumental 57S roadster created for Colonel Giles, who affectionately referred to this masterpiece as “La Petite Suzanne.” Like many of the bespoke builders, Corsica closed its doors during World War II, never to re-open.

Corsica built a total of only eight bodies on the Type 57S chassis, including four two-seat roadster bodies (including the Sir Malcolm Campbell and La Petite Suzanne cars), two closed car bodies (of which one example no longer survives), and two four-seat tourer bodies. Chassis 57512 was the second four-seat tourer commissioned, with each being uniquely constructed to show obvious variations from one chassis to the other. The first chassis, no. 57503, abruptly ends the curve of the fenders just behind the wheels, while proudly displaying the oil tank just behind the left front wing.

The example offered here extends the length of the fenders front and rear to gracefully hide the oil tank and visually lengthen the car for a dramatic finish to the rear profile. The configuration of the side-mounts was also treated differently for both examples, with the spare suspended mid-flank on 57503 rather than carefully crafting the side-mount into the extended driver side fender as is seen on this car.

A WELL-LOVED AND FORTUNATE TYPE 57S
The history of this 57S begins with the delivery of its chassis on 8 March 1937 to Colonel Sorel at the Bugatti agency in London for Mr. Hubert Papworth, known for running a Bugatti tuning service in Fulham, London. The chassis was then taken to the Corsica Coachworks to have the open four-seater tourer body fitted. Soon after completion, 57512 was delivered to its first owner Mr. Maurice Fox-Pitt Lubbock, who registered the Bugatti in London with license DXP 970 in March 1937. Maurice Lubbock’s name was listed in the March issue of Bugantics when he joined the B.O.C. Club, which also congratulated him on the purchase of his new Type 57S Bugatti.

Mr. Maurice Fox-Pitt Lubbock was a close friend of Jean Bugatti, who frequently drove him along the tight vineyard roads in Alsace at a very high rate of speed each time Mr. Lubbock visited the factory. Perhaps due in part to Jean’s driving inspiration, Maurice also enjoyed exercising his new Bugatti in a spirited manner, even when carrying the family at speeds of 100 mph or better. One can imagine the heartbreak Maurice Lubbock experienced when he was forced to sell his prized Bugatti after being elected president of Rolls-Royce, approximately 10 years after he first took delivery. It is around this period that a photograph was taken of the car surrounded by eight other Bugattis including three additional 57S models in front of the Continental Cars Ltd. garage in Surrey.

By the time 57512 was sold directly from Lubbock to its next owner, Leonard Potter, the car had been fitted with a factory Roots-type supercharger. Some historians, including Julius Kruta, have reported that the car was upgraded to 57SC specifications at the factory in 1939, while others, such as Pierre-Yves Laugier, suggest it may have been supercharged while in the service of Continental Cars. At any rate, 57512 was upgraded to the ultimate supercharged specification early in its life. Only two cars are known to have been fitted from the factory during production with superchargers, rendering them 57SC examples. The vast majority of Type 57SCs were upgraded to supercharged specification sometime after their initial delivery, with a number of examples being retrofitted decades later.

The car was sold once again by a London garage called “Speed Models,” as was reported by The Autocar magazine dated 24 February 1950. The car was shipped to a Mr. Thomson in New York, who administered the sale to an advertising executive named Walter Stocklin. While in the hands of Stocklin, 57512 was raced at Long Island, Bridgehampton, and Watkins Glen during the early 1950s. By 1955, Stocklin apparently decided he would like for his Bugatti to possess all of the characteristic of a Grand Prix race car and had the original Corsica coachwork removed and replaced with a simple two-seater racing-style body constructed by Hiram Hillegas. Stockton used the car sparingly after the modifications took place and the car was sold five years later in 1960 to the esteemed collector Judge John North of Easton, Maryland. Judge North discovered the car listed for $3,800 in a classified advertisement while reading the New York Times. Thankfully, the original Corsica four-seat Tourer coachwork was included in the purchase.

Judge North recalled that the body still carried its original Corsica plates on the coachwork and under the doors. However, he owned a number of Bugattis and other classics and decided to keep the Hillegas Grand Prix-style coachwork on chassis 57512. North sold the Corsica coachwork in the mid-1960s to Allen Henderson, who intended to install the body on a much later Bugatti chassis with longer dimensions than what the Corsica body was designed to accommodate. As such, Henderson resold the coachwork to Walter Weimer after buying two more Bugattis from North. Weimer in turn sold the body to Ray Jones of Michigan, long known for collecting Bugatti chassis, bodies, and spare parts. Jones passed the body to Lynn Steele from North Carolina, who ultimately sold the body back to Judge North along with a modified Bugatti chassis and a spare 57SC engine, no. 23S.

Judge North assembled a complete Bugatti 57SC using the original Corsica coachwork from 57512, the modified chassis and 57SC engine purchased from Lynn Steele, and a number of spare components sourced from Ray Jones. The “replica” was then sold to Count Hubertus von Donhoff of Germany in 1986. Judge North reacquired the assembled 57SC from Count Donhoff in 1998 and reunited chassis 57512 with its original Corsica coachwork after 43 years of being separated. North sold 57512 to General Lyon soon thereafter, who in turn passed the car on to the Blackhawk Collection.

In the hands of the Blackhawk Collection, a restoration was performed, and the car was displayed on the lawn at Pebble Beach in 2003 to much fanfare, after being exhibited publicly for the first time in nearly 50 years with its stunning original Corsica coachwork.

CHASSIS 57512’S NEXT CHAPTER
Chassis 57512, as it presents today, carries this restoration from its Pebble Beach debut. The restoration was carried out in a manner that preserved elements from both its original configuration and its later GP-style history, providing the new owner with the opportunity to enjoy it in its current state as an exceptional high-performance event car or further restore it to concours standards in its original elegant form as it left the Corsica Coachworks.

Notably, the frontend design was modified by removing the inner fender structure that surrounded the signature V-shaped grille and concealed a portion of the front chassis. It appeared as such under Hillegas’ ownership, which included the installation of the custom multi-louvered hood that it carries to this day. The original Corsica hood design featured an impressive single row of elongated louvers on the hood sides and a solid non-louvered hood top. The original firewall and inner front cowl section under the hood were both replaced, though the outer cowl that the windshield is mounted to and leads up to the edge of the hood is believed original. The oversized “Stephen Grebel” headlamps and single spotlight that the car featured during Mr. Lubbock’s ownership were substituted with more modern and efficient exterior lights by around the time it was shown at Continental Cars in the late 1940s. The original set of wheel discs were eliminated in favor of exposed wire wheels that were chromed during restoration, and the convertible top was removed at some point.

Thanks to the passion and diligence of past owners, chassis 57512 has survived to the present with its significant original mechanical components intact. It importantly features its original chassis, engine, gearbox, and differential, and its supercharger is believed to be the same one that was installed within the first few years of its life. The car’s fortunate reunion with its exceptionally rare, original, open-top Corsica coachwork further elevates its significance and appeal.

Equal parts elegant and athletic, this Type 57SC Tourer by Corsica embodies everything a Bugatti and sits at the very pinnacle of pre-war motoring; it benefits from well-documented history, along with the retention of its important original components. Worthy of a commanding position in any serious collection, chassis 57512 affords its next owner almost limitless opportunities for further restoration, touring and events, and exhibition at the highest levels.

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Until January ?, 2021 Bugatti is exhibiting La Voiture Noire Molsheim, France

Maybe not for everybody, but if you are in the neighbourhood: Bugatti is exhibiting to the public La Voiture Noire in the Centre of Molsheim!

I have seen this car from nearby, and I must say that the shape is unique, in fact much better than the Chiron.


January 1, 2021 21st Annual New Year's Day Antique Auction Ross auction house, USA

If you think an original T57S may be slightly over your budget, then this "Bugatti" Pacific kit car may be something for you! At least will be enough to annoy all real Bugatti experts when you show up in one, at an event or rally!

1937 Type 57S Bugatti Delahaye Kit Car

1987 Jaguar 6cy Six Sedan engine, rebuilt with 12.000K Miles.
Pacific Fastback Design by Terry Cook. Consignor Self-Built.
Includes Photos of Entire Build Process, Delahaye Booklet and Sales Pieces.
Interior Features Genuine Ostrich and Leather. Hood Ornament is a Lalique Fish that illuminates.
One Passenger Side Door hinge is Broken. Rest of Door is Fine Just needs one new hinge.

More info and on-line bidding - Bidding was (December 22) at $ 9750, Sold for: $32,500.00.


January 18 - 22, 2021 Gooding & Company Scottsdale Auction Geared Online Scottsdale Edition, "USA"

1926 BUGATTI TYPE 37 GRAND PRIX
Chassis 37227, Engine 137

Purchased in the Mid-1950s by Four-Time Tony Award®-Winning Broadway Set Designer Peter Larkin
Has Remained in the Larkin Family for Six Decades
Well Known and Highly Regarded Within the Bugatti Community
Believed to Be One of the Longest-Held Bugattis in Private Ownership

The Type 37 Grand Prix is the 1.5 litre four-cylinder model based on the famous Type 35 intended for voiturette racing. Like the Type 35, the Type 37 provided excellent overall performance, plus it offered an increased level of user-friendliness for road-based events and rallies.
As opposed to the high-strung, eight-cylinder unit found in the Type 35 Grand Prix, the Type 37 was fitted with a four-cylinder engine that is considered as more reliable and tractable. The Type 37’s engine was essentially half of Bugatti’s inline-eight-cylinder unit, featuring a compact cylinder block, single overhead cam, and three-valve cylinder heads. Unlike the other Bugatti Grand Prix cars, the Type 37 used plain, not roller, bearings and a one-piece crankshaft. The Type 37 relied on simplicity and lightweight design for its performance and is easily capable of 90 mph.

Type 37s quickly became known as race-winning machines and were entered in all the great road races of the era including Le Mans, the Mille Miglia and the Targa Florio. Given its mechanical robustness, the Type 37 was the rare car that one could drive hard all day long and then drive home, with space for a passenger as well.

This lovely Type 37, chassis 37227, was ordered on December 2, 1926 by a gentleman from Luxey, a small village in Southwest France. It stayed in France for its early life, and in 1950 it remained in a garage at Saint-Rémy-de-Provence.
In the mid-1950s, the Bugatti was purchased by its fascinating long-term owner, Peter Larkin of New York City. Mr. Larkin was an influential four-time Tony Award-winning Broadway set designer and the car has remained in his family since his passing in 2019.
Mr. Larkin was enthusiastic in his ownership of the Bugatti, stating in 2016 that he still drove it every Sunday weather permitting. Now offered for sale for the first time in over 60 years, 37227 is well-respected within the Bugatti community and has a captivating and authentic well-worn look, with patinated older blue livery. This Type 37 represents one of the most successful and sought-after designs conceived under the watchful eye of Le Patron, Ettore Bugatti.

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