Bugatti news, 2022 Plus events

• 1993 Bugatti EB110 GT, Chassis No. ZA9AB01E0PCD39040, Engine No. 00036
• 1996 Bugatti EB110 Super Sport, Chassis No. ZA9BB02E0RCD39027, Engine No. 0138
• 2022 Bugatti Chiron Super Sport 300+, Chassis No. VF9SW3V33NM795018
• All come from The Gran Turismo Collection

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• 1994 Bugatti EB110 GT, Chassis No. ZA9AB01E0RCD39092, Engine No. 0122

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• 1925 Bugatti Type 30 Boat tailed 2-seater by Kelsch & Cie
  Estimate £300,000 - £350,000

This delightful Type 30 is offered for sale by recognised Bugatti authority, David Sewell, who over the years has compiled some 600-700 detailed reports on examples of the marque. David has owned the car since November 2004, and his thorough report on its history is provided.

Production of this chassis, fitted with engine number '379', front axle '378', gearbox '627' (in a series shared with the Brescia model) and rear axle '382' with ratio 12x54 was completed on 13th November 1924 and delivered to Bugatti's Paris agency on 3rd January 1925.

From the agency it went to Carrosserie Kelsch in Levallois-Perret, who specialised in lightweight sporting coachwork. There it was fitted with a two-seater and dickey boat-tailed body complete with louvred side valances and cycle-style wings. This body would have been ordered by the car's first owner and, unless if was one of their standard catalogued designs, which it is thought not to have been, would have been built in accordance with the first owner's wishes.

On 13th July 1925 the completed car was imported into the UK and road-registered as 'PE 4055' by Surrey County Council. A classified advertisement in the 24th July 1925 issue of The Autocar reads as follows: '1925 8-cyl. Bugatti, delivered new March this year, fitted with special sports body by Kelsch of Paris; the following extras have been added - Bosch magneto, LAP twin carburettors, special Grebel headlights; cost over £900, will accept £575. Frank Wellington and Bowring Ltd, 220, Great Portland St, Museum 8270-71.' This advertisement was repeated in the 31st July, 14th and 21st August, and 4th September issues. Although it cannot be proved positively, the Type 30 advertised in The Autocar must surely be this particular car.

The 1954 Bugatti Book by Eaglesfield and Hampton contained the first published register of Bugatti motor cars. Closed for press on 1st April 1953, this register confirmed the car's chassis number, registration number and date of first registration, and listed its owner as Sub-Lt J (Jeremy) Miles of HMS Fulmar, RNAS, Lossiemouth. It noted that the car was a boat-tailed two-seater with dickey, was black but had been coloured grey and Cambridge Blue, and was equipped with an SU petrol pump.

It stated that the logbook, which was a duplicate, showed that the car had been owned by G W Mears of The Vicarage, Upper Street, Islington N1; B V Roche of 19 Charing Cross Road, WC2; F K Farquharson of Oxley Wood Cottage, Oxley Place, Watford, Herts; Monty Warn of 97 New Road, Croxley Green, Herts; and A M Wilson of Quaves Comer, Sutton Green near Guildford, Surrey. It was reputedly the 1925 Paris Show model (which it could not have been).

Jeremy Miles recalled buying the car in early 1952, which tallies well with a Vintage Autos small-ad in the January 1952 issue of Motor Sport offering a 1925 Type 30 2/3-seater ex-Paris Salon at an asking price of £325. In the January 1958 issue, Miles offered his Type 30 for sale for £250. The buyer was B Dawson of Ferring, who in turn offered the car in the December 1960 issue, with no price stated. It was bought by Hugh Hall of 6 Hereford Square, London SW7 who is given as its owner in Hugh Conway's 1962 Bugatti Register. Once again this register stated that its logbook was a duplicate, to which the names of Perring and Dawson (but unaccountably not Miles) had been added. Sadly, the now completed duplicate logbook cannot be traced. Conway confirmed that the car's chassis/engine numbers were '4378'/'379'. He added that its mudguards were unoriginal; that it had cable operated front brakes as well as rear; a Hardy¬ Spicer propshaft; twin Solex 35 BFHD carburettors on original manifolds; a belt-driven dynamo; an H-section front axle; a right-hand gear-change; and a Brescia Modifié-style radiator.

The November 1962 Motor Sport included a small ad offering a Type 30 with chassis number 78 (!), this surely being the same car. The next known owner, possibly in response to this small ad, was Paul Foulkes-Halbard of Filching Manor near Polegate in Sussex who, according to Conway's 1973 update of his earlier register, published in instalments in Bugantics, was then still its owner.

Rodney de Little recalled that Foulkes-Halbard never ran the car, knowing that the rear half of its crankshaft was cracked. Indeed, there is no evidence that the Bugatti had run much if at all since Miles' period of ownership ended in 1958. The car was sold by Foulkes-Halbard in either 1972 or 1973 to Martin Hilton of Chiddinglye in West Sussex, who embarked upon its restoration, assisted by Eric Neve, once of Crosthwaite & Gardiner and now of Neve Engineering of Barcombe, near Lewes in Sussex.

Neve recalls crack-testing its crankshaft, finding a bad crack in the rear main journal, fitting another crankshaft and assembling the bottom half of the engine after John Kirkby had re--metalled the con-rods. The coachwork was extensively remade, including timbers and panelling. As requested, Neve also polished the front axle beam, knowing that it should not be polished; replaced the brake shoes with alloy ones; fitted a new wet clutch; and completed several other smaller tasks before leaving Hilton's employ in 1975 with the engine still unfinished.

Meanwhile Hilton progressed with restoring the coachwork, replacing any timbers as necessary and fitting mahogany decking to the top of the scuttle and tail. Foulkes-Halbard had given him a photograph purporting to be this car, so he endeavoured to copy some of its features including the aforementioned mahogany decking. However, this photograph, published in the 9th October 1923 issue of The Motor in an article featuring cars displayed at that year's Paris Salon, did not name its coachbuilder, while the 12th October 1923 issue of The Autocar showed another view of the same car but specifically credited its coachwork to Lavocat & Marsaud. Dating from the 1950s, two photographs on file show that many changes have been made to the body's appearance since then.

Hilton's family business then went into liquidation and his unfinished Type 30 was sold in 1975 to Nick Harley, then trading in Winkleigh, Devon, who continued with its restoration. He had new front and rear wings made in aluminium and linked by running boards, so the louvred valances, which ran for much of the length of the body, were discarded. He also had the car painted red.

Before completing the car's restoration, Harley offered it for sale for £20,000 in the Feb-ruary 1980 issue of Motor Sport, although it was subsequently sold later in 1980 to Fuad Majzub of Beoley in Worcestershire via London-based auctioneer Mike Carter. Further work was done on the car by Barrie Price, who by mid-l981 had it running, albeit poorly. Hugh Conway then tried to persuade Majzub to take the car on the forthcoming Bugatti Centenary Rally to Molsheim in September 1981, but he eventually decided against doing so.

Some years later Majzub entered the Bugatti for an overseas rally, believed to have been held in Italy. The car boiled severely within a few miles so was brought home and was delivered to Ernie Allen of Dinedor, Hereford. Allen took its radiator to John Underwood of Star Engineering in Caerleon, who in early 1989 fabricated and fitted a new core. Allen then carried out much further work on the Bugatti culminating in a test run in April 1989, when severe engine vibration limited its operating speed to 2,000rpm. Majzub is understood to have used the car little if at all thereafter until his untimely death in May 1992, whereupon his vast collection of classic cars passed to his family. The Bugatti remained in storage in the Majzub collection with only an occasional outing until November 2004 when it was bought by present owners David and Jennifer Sewell.

The car was just about in running order when purchased, and numerous necessary jobs were carried out before July 2006 when it was next run. However, it soon became evident that an engine overhaul was required because it had little power and would not rev freely. Over the 2006-2007 winter the camshaft was ground, the cylinder blocks and pistons changed, and new valves, fingers, springs and guides fitted. However, once it was running again the engine vibrations gradually worsened so the crankshaft was removed and taken for checking to Bugatti specialists Brineton Engineering of Walsall where it was found to be badly bent and extensively cracked. Accordingly, a new Type 30 crankshaft and con-rods were ordered from Brineton who, after seeing factory drawings of the 1923 Grand Prix Type 32 five-bearing crankshaft with split roller con-rods, offered to produce one on very reasonable terms. The new crankshaft assembly, including a new flywheel, took a whole year to make, while bronze bearing housings for the new numbers '2' and '4' main bearings had to be made and secured in the crankcase, which was then line-bored in small steps, Miller fashion, to assist assembly. During this time Brineton also rebuilt the rear axle, changing its original 12x54 ratio to 15x54 and thereby raising its gearing in top from 20 to 25mph/1,000rpm.

The car next returned to the road in June 2009, since when it has been off the road from time to time as and when minor jobs have been required. As a result the car has completed relatively few miles since the new crankshaft was fitted. The multitude of tasks completed before June 2009 included rebuilding the oil and water pumps; fitting a better pair of cylinder blocks plus high-compression (8.5:1) pistons sourced from a Type 35A; fitting new exhaust manifolds; and rebuilding the shock absorbers. The extensive programme of maintenance and improvement undertaken since 2009 is far too lengthy to accommodate here, but full details may be found within the accompanying history file (perusal highly recommended).

In recent years the Bugatti has attended events at Prescott, Donington Park and Oulton Park, and was exhibited at the Cartier Style et Luxe concours at the Goodwood festival of Speed in 2011. The following year 'PE 4055'won an award at the BOC Garden Party concours. Last used circa three years ago, the car is presented in very good condition throughout. Offered with a history file, 'PE 4055' represents a wonderful opportunity to own a rare and highly original, UK-delivered Bugatti Type 30 with known ownership from new.

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Worldwide Auctioneers, the Auburn auction Auburn, USA, September 1-3, 2022

• 1925 Bugatti Type 35A Grand Prix, Chassis No: 4631: Not Sold (maximum bid $1,200,000)

Gooding & Co. London auction UK, September 3, 2022

• 1932 Bugatti Type 55 Cabriolet, Chassis no. 55230, Estimate £3,750,000 - £4,750,000: sold at £2,925,000
• 1937 Bugatti Type 57C Ventoux, Chassis no. 57506: Not Sold, now asking price: £750,000

Jaap Braam Ruben of FineAutomobiles and his Bugatti T57C Stelvio Gangloff special cabriolet has won Best of show and Junior Jury award at the Royal palace Soestdijk Concours d’Elegance on August 28, 2022.

The corona setbacks that drove the organizers of the Concours d' d'Elegance to despair over the past two years were completely forgotten during the largest classic car event in the Netherlands last weekend. The beautiful summer weather attracted thousands of visitors to the temporary open-air museum around the former Royal Palace of Queen Juliana and Prince Bernhard. The palace gardens were more than lavishly filled with the most beautiful cars from the past, the present and the future, the central theme of this 2022 edition, which can also be seen as a prelude to the future.

The grandeur of the entourage, the multitude of special cars on display and the enthusiastic response from both spectators and participants emphasized the potential to become a top event on the international calendar in the coming years. In total, there were 6 Bugatti's entered.

At Bugatti, they work night and day to develop a brand new model that will take over from the Bugatti Chiron. So far, the Alsace-based manufacturer has not revealed any information about its new product. Autocar's English journalists still managed to get an interview with its creators who briefly discussed its design.

New design, new engine
This Bugatti will be, as mentioned by Mate Rimac, highly electrified. All indicators show that it will have a smaller engine than the 8.0 liter W16. It will be supported by several electric motors to develop a generous supply of power. After all, the Mercedes-AMG One is equipped with a 1063 hp V6 hybrid. The Aston Martin Valkyrie, another hybrid hypercar, produces up to 1155 hp

The descendant of the Bugatti Chiron will have a "different" design, "more athletic", and will be "more amazing" than the Mistral unveiled at Monterey Car Week.

"It will be amazing, proportionally, technologically, in terms of innovation, in terms of the unexpected. People will be amazed by it, and it's a real joy to work on this project," said Frank Heyl, director Bugatti design assistant

A less divisive interior
If the exterior should change significantly compared to the latest Bugatti presented, the interior will not be completely new or different. Aldo Maria Sica, interior designer at Bugatti, explained that the interior "will not undergo a radical redesign, but will remain close to what the company offers".

The development of this new model would already be finished. According to rumors, Bugatti is already showing it to its customers in order to sell all or part of the stock before its presentation to the public scheduled for 2024. The Bugatti Chiron is produced in 500 copies, and it has lasted several years before the hypercar went out of stock.

The new Bugatti could follow in the footsteps of its elder, it will undoubtedly be sold for several million euros. As a reminder, the Bugatti Mistral was sold at 5 million euros per unit.

Top Photo: the elephant inside the gear lever of the Mistral

Gooding & Co. Pebble Beach auction, August 20 - 21, 2022

• 1931 Bugatti Type 51 Grand Prix, Chassis no. 51154, Estimate: $2,750,000 - $3,250,000, not sold, asking price $2,400,000
• 1937 Bugatti Type 57C Ventoux, Chassis 57517, Engine 7C, Estimate: $1,000,000 - $1,500,000, sold for $940,000 Incl. premium
• 1937 Bugatti Type 57SC Atalante, Chassis 57523, Engine 23S, Estimate: $10,000,000 - $12,000,000, sold for $10,345,000 Incl. premium
• 1994 Bugatti EB110 Super Sport, Chassis ZA9BB02E0RCD39012, Engine 086, Estimate: $3,000,000 - $3,500,000, sold for $3,167,500 Incl. premium

That Bugatti recently published a series of photographs of the Type 57 Roadster Grand Raid, a special model which was presented in October 1934 at the Paris Salon should have given us a clue...

This is What Bugatti says about the new "ultimate roadster". Meanwhile however, Mate Rimac says it will be the last car with the 8-litre VVR16 engine.

Ever since the Veyron was introduced in 2005, the W16 engine has been the beating heart of every Bugatti. The roadgoing car that brings the W16 era to an end was always destined to be special: exclusive, elegant and powerful. It must be the very best of its kind. This is W16 Mistral: the ultimate roadster.

Mate Rimac, Bugatti Rimac CEO, said: “For the final roadgoing appearance of Bugatti’s legendary W16 engine, we knew we had to create a roadster. Well over 40% of all Bugatti vehicles ever created have been open-top in design, establishing a long lineage of performance icons that – to this day – are revered the world over. In the Chiron era there had, to-date, been no roadster, so the introduction of W16 Mistral continues this legacy, driven by enormous demand from our clients for an all-new way to experience the mighty performance of our iconic engine. The W16 Mistral opens the next chapter in the Bugatti roadster story, inspired by over a century of open top legends.”

For a car as evocative and important as this, great consideration went into the badge it should wear. Far more than simply a development of the Chiron, the roadster needed a name associated with freedom, elegance and speed. Inspiration came from the mistral, a powerful wind that blows from the Rhône River valley, through the chic towns of the Côte d’Azur in southern France and into the Mediterranean. And with the engine so central to this roadster’s character, it stands side-by-side with this mighty wind: W16 Mistral.

Built around the definitive 1,600 PS incarnation of the W16 engine, first used in the Chiron Super Sport 300+, the W16 Mistral offers performance unlike any open top car that has gone before. In its design and engineering it is completely bespoke; the existing monocoque is not simply cut off above the A-pillars to make way for the new open-top design but has been reengineered and reshaped to create a more rounded silhouette without compromising performance.

Achim Anscheidt, Bugatti Design Director, said: “We know the W16 Mistral will always have significance in the story of Bugatti, marking the last time that perhaps the greatest ever automotive powertrain is used in a roadgoing production car. We, as a design team, felt enormous pressure to deliver styling that immediately conveyed this landmark moment, drawing inspiration from some of the most beautiful roadsters in Bugatti history.”

Their muse would be the 1934 Bugatti Type 57 Roadster Grand Raid, a sporting roadster that represents the pinnacle of elegant design. Marked out by its dual aerodynamic headrests, flowing backwards into the bodywork, and a cut down V-shaped windscreen, this particular Grand Raid – on display at the Louwman Museum in Den Haag – is effortlessly sophisticated with an understated sportiness. Finished in a duo-tone black and yellow livery, it would provide the perfect inspiration for this watershed moment in the Bugatti story.

The W16 Mistral debuts in colors inspired by the Bugatti Type 57 Roadster Grand Raid; a warm black with hints of truffle brown and subtle yellow accents throughout. Not only is it an homage to the iconic coachbuilt body, but also to Ettore Bugatti, who chose the black and yellow combination for many of his personal cars, including his Type 41 Royale. To enthusiasts of the brand, it is a timeless visual pairing.

The W16 Mistral captures the essence of the Grand Raid’s V-shaped windscreen and evolves it into a modern-day work of art. A curving windscreen that seemingly wraps around the A-pillars, blending seamlessly into the side windows and creating a ‘visor’ effect that hints at the motorsport levels of performance W16 Mistral offers. The windscreen itself is a marvel of engineering, curved just enough to create the rounded visor design, without distorting the driver’s vision.

The top line of the windscreen and side windows flows purposefully around the side air intakes. This character line then flows back underneath the side glass to shoot through all the way to the front horseshoe grill creating a new three-dimensional character for the famous Bugatti C-line introduced on Chiron. To keep the body side section slim, but also allow for optimum airflow to the W16, the oil cooler intakes on the side were deliberately separated from the engine air intakes, which now sit on the roof, just behind the occupants. The two-new roof-mounted engine air scoops are a nod to the Type 57 Roadster Grand Raid, as well as the first open top Bugatti of the modern era: the Veyron 16.4 Grand Sport. Tighter, more powerful and appearing to leap forwards, W16 Mistral exhibits an entirely different character.

Anscheidt continues: “To reflect the W16 Mistral’s new character, we also totally reinvented its frontal appearance, in line with the vertical layout of our unique or few-off models like Divo and La Voiture Noire. It’s immediately imbued with a sense of exclusivity; the vertically stacked headlights are completely bespoke and the famous horseshoe grille is reimagined to be much more three-dimensional; both deeper and wider. At the rear, we challenged ourselves to create a striking but also more elegant iteration of Bolide’s X-theme taillight motif, which forever left its mark on the world of automotive design.”

To design a car like the W16 Mistral requires careful practice of Bugatti’s ‘Form Follows Performance’ design mantra, with each component penned not just to set new standards for beauty, but to also play a role in achieving completely new levels of performance.

Frank Heyl, Bugatti Deputy Design Director, said: “The headlights themselves are intricately shaped, incorporating a four-light signature that subtly nods to the W16 Mistral’s four-wheel-drive and four turbochargers. But their three-dimensional surface also functions as an aerodynamic aid that funnels air through the light and out through the wheel arch to improve aerodynamic drag. The wider horseshoe grille allows the high temperature engine radiator to be fully fed purely from one intake, leaving the two side intakes to focus only on providing air to the intercoolers.

“The X-taillight, meanwhile, serves the function of venting the side oil coolers through ducts connecting the triangular negative space in between the X beams to the side radiators. Therefore, a pressure drop is created between the side intakes and the outlets at the back of the W16 Mistral which helps to manage the mid-temperature cooling circuit of the mighty W16 most effectively.”

But the functional design highlights don’t end there. The new ram induction air scoops behind the headrests were developed from the very beginning with stringent rollover tests in mind, so each is made from a bespoke carbon fiber structure that can support the whole weight of the car in case of a roll over. This new intake layout also enriches the driver’s W16 experience, emphasizing the orchestra between the low down, mighty, rumbling 8-liter displacement intake noise at throttle on and the blow off valve whistle from the four turbo chargers at throttle lift. It is an unmatched aural sensation in the automotive world.

To develop incomparable levels of elegance and excitement, the W16 Mistral features the very latest engineering innovations. Bugatti's advanced composite materials are paired with cutting-edge titanium and aluminum 3D-printing to ensure striking design, ultimate performance and robust reliability. A detailed analysis of the W16 Mistral's dynamic stiffness allowed engineers to develop lightweight solutions that would ensure optimum handling and performance under the most extreme conditions.

The W16 Mistral’s interior takes its lead from Chiron, carefully honed to deliver an experience that’s both elegant and luxurious, but also functional enough to ensure all information is easily visible at up to 420 km/h. The dedication to material quality remains a hallmark of Bugatti design; advanced, lightweight titanium, aluminum components milled from a solid block and soft, blemish-free leathers. But in this swansong to the W16, there are also brand new design flourishes.

There is an intricate woven leather used on newly designed door panels, meticulously tested and produced to Bugatti quality standards with a vision of regular use over a hundred years into the future. And in a nod to the W16 Mistral’s illustrious forebears, the gear shifter – machined from a solid block of aluminum – features a touch of wood and an amber insert with Rembrandt Bugatti’s famous ‘dancing elephant’ sculpture locked within. Iterations of this sculpture adorned the bonnet of the legendary Type 41 Royale; the most luxurious roadster ever created.

Underneath the gargantuan side opening hood of the Royale was an ambitious 12.7-liter straight-eight engine, the likes of which the world had never seen before. And the W16 Mistral’s engine is equally ambitious – the only W16 powertrain in automotive use today.

When Bugatti’s last roadster, the Veyron 16.4 Grand Sport Vitesse set a world speed record of 254.04 mph (408.84 km/h) in 2013, its 8.0-liter quad-turbo W16 had 1,200 PS. The W16 Mistral has 1,600 PS, making use of the same power unit that propelled the Chiron Super Sport 300+ to a world-record-breaking speed of 304.773 mph in 2019. There can only be one goal in mind: to become the fastest roadster in the world once more.

Mate Rimac, Bugatti Rimac CEO, said: “The union of a roadster format and our W16 powertrain is absolute perfection. With the roof removed, and a pair of large air intakes directly behind your head feeding around 70,000 liters of air through the engine every minute at full bore, driving the W16 Mistral connects you to the intricate workings of this revolutionary powertrain like no other Bugatti to date.

“What we also continue with W16 Mistral is a legacy of Bugatti roadsters, each of them incomparable in design, performance and rarity, which stretches right back to the genesis of Bugatti. The Type 40, Type 41 Royale, Type 55 Roadster, Type 57 Roadster Grand Raid that inspired this car, or even the incredible elegance of the Type 57SC Corsica Roadster – Bugatti has always been associated with the purity of open top driving. So even though the legacy of the roadgoing W16 ends with the W16 Mistral, we continue the legacy of the roadster, first established by Ettore Bugatti more than a century ago.”

Only 99 examples of the W16 Mistral will be built, priced at 5 million euros net, with deliveries due to begin in 2024. The entire production run of W16 Mistral is already sold out.

So... do I like it? Not really actually. The nose is ugly in my opinion, with the "air intake" far too wide to qualify it as a Bugatti. And those headlights... Sorry, not attractive at all.

The only view that this Mistral is somewhat nice is in the side view, but then it is not really different from many supercar roadsters....

Below: more photographs of the Mistral and the presentation, with Mate Rimac and his spouse Katarina Lovric, on August 19.

Bonhams' Quail Lodge auction, USA, August 19, 2022

• 1938 Bugatti Type 57C Atalante Gangloff Chassis no. 57767, Estimate $2,800,000 - $3,400,000, Not sold
• 1947 Bugatti Type 73C Grand Prix Monoposto Chassis no. 73002 Engine no. 2, Sold for $511,000 inc. premium

RM-Sotheby's Monterey Auction California, USA, August 19-20, 2022
Prices including premium

• 1913 Bugatti Type 15 Tourer by Chauvet, Chassis no. 580, sold for $335,000
• 1925 Bugatti Type 30 Tourer, Chassis No. 4725, Offered Without Reserve, sold for $263,200
• 1928 Bugatti Type 43A Roadster by Lavocat et Marsaud, Chassis No. 43233, Engine No. 62, Not sold
• 1932 Bugatti Type 55 Roadster in the style of Jean Bugatti, Chassis No. 55219, Engine No. 11, Not sold
• 1936 Bugatti Type 57 Stelvio, Chassis No. 57406, Engine No. 286, Gearbox No. 68C, sold for $681,500
• 1938 Bugatti Type 57S Roadster in the style of Corsica, Chassis No. 57601, sold for $1,105,000
• 1936 Bugatti Type 57 Cabriolet in the Style of Gangloff, Chassis No. 57668 (57263), sold for $500,000
• 1939 Bugatti Type 57C Cabriolet by Gangloff, Chassis No. 57769, sold for $577,000
• 1939 Bugatti Type 57C Aravis Special Cabriolet by Gangloff, Chassis No. 57798, Engine No. 431, sold for $1,545,000
• 1939 Bugatti Type 57C Cabriolet in the style of Corsica, Chassis No. 57838, Engine No. 105C, sold for $527,500

The above teaser was recently released, showing not much more than a headlight, consisting of vertical stripes of light.

Together with this the date 19 August 2022, a time, and the location: The Quail, a motorsports gathering.

What it will be? Maybe just a new version of the Chiron? A hybrid? Or something completely different like a saloon?.....
Just be patient for a few more days.

Now that Bugatti is partly in the hands of the electric automobile specialist Rimac, it is an open secret that the successor to the Chiron, well, will be electric. With a new video, Bugatti seems to be officially announcing the end of its mythical 8-litre quad-turbo W16 that has broken record after record since 2005.

Will Bugatti retire her W16 without one last swan song? The chance seems small to us. Which makes us secretly assume that Bugatti will make another crazy creation with that gigantic engine in the back. Perhaps a vehicle that can break the mythical limit of 500 km/h? Because with the Chiron Super Sport 300+, the French brand previously managed to reach 490,484 km/h. Ten extra km, it would make a great parting gift for the 8-litre W16. Anyway, the end is in sight.

At Bugatti, they also realize that the end is near. Which makes it seem that they have already started a farewell round. Not difficult, if you know that Bugatti was the only brand in the world to ever put a W16 into series production. The French brand now shows in a delightful short video how that feat is put together. Definitely worth watching!

Apparently, the last of the Bugatti Chiron Super Sport 300+ cars were delivered, a car that reached a record speed just short of 500 kmh, at 300 mph, with Andy Wallace at the wheel.

Catawiki Auction, Internet - Italy, July 17, 2022

• 1929, Bugatti Type 44 Torpedo by Ghia, Chassisnumber 44477, Estimate €880.000 - €970.000, Maximum bid € 505.000 (without premium), Not Sold

Catawiki Auction, Internet - Belgium, July 17, 2022

• "1927" Pur Sang Bugatti T35B, Estimate € 250,000 - € 280,000, Sold for € 272.500 including premium

Proxibid / Henderson Auction, USA, June 25, 2022

• 1939 Bugatti T57C Gangloff Coupé, 57524, Sold for $1,000,000

Aguttes Auction, France, June 26, 2022

• "1926" Bugatti Type 35A Replica, Estimate: 280,000 - 380,000 EUR: Not sold

Bugatti honors Ettore's daughter with a special edition

Bugatti pays homage to Ettore Bugatti’s daughter, L’Ébé, with final spectacular units of the Chiron and Chiron Sport for Europe, finished with unique Art Deco style details.

L'Ébé Bugatti, Ettore Bugatti's daughter and eldest child, was very close to him, like a soul mate. Bugatti is now honoring L'Ébé with a very special small series of three cars. For the final delivery of the Chiron and Chiron Sport in Europe, Bugatti's designers developed a Chiron and two Chiron Sport with the name L'Ébé. All three hand-crafted hyper sports cars are bearing unique details in the Art Deco style.

As the eldest child of Ettore and Barbara Bugatti, L'Ébé, born in 1903, had more insight into the extraordinary rise of Bugatti than anyone else. Ettore even chose to hide his own initials “EB” in her first name, so L'Ébé would not have to forgo the Bugatti surname even after marriage (Another more romantic possible thought behind l'Ébé's name is that it reflects the union of her two parents, Ettore - Barbara. Ed). In her later book “The Story of Bugatti”, a biography of Ettore, she gave invaluable details into the history of the brand and her father himself.

Now, L’Ébé herself also becomes an important part of Bugatti history. The Chiron and Chiron Sport L’Ébé draw inspiration from her love of Art Deco style. Chiron’s character lines are mostly echoed in the famous Bugatti Type 57 G Tank that won Le Mans in 1937 – here on the L’Ébé those lines are accented in gold, shimmering against the exposed blue-tinted carbon body. Gold highlights also adorn the “EB” badging, the famous horseshoe grille and parts of the 8.0-liter W16 engine cover. Even the wheels come with an understated gold tint.

L’Ébé’s signature logo hides subtly on the underside of the retractable rear spoiler, as well as on the treadplates and hand-stitched into the headrests of the seats. The cabin subtly mirrors the exterior, with exposed blue-tinted carbon visible throughout and a light versus dark theme, hinting at L’Ébé’s dark blue body and gold highlights. The door panel on the driver’s side is finished predominantly in “Silk” leather with “Lake Blue” highlights. The passenger’s, meanwhile, reverses the colour scheme. Each door panel features a motif of the visual evolution of Bugatti’s most iconic cars, from early Grand Prix racers through to EB110, Veyron and Chiron. L’Ébé’s numerous bespoke touches perfectly showcase Bugatti’s limitless creativity and craftsmanship when it comes to exclusive tailor-made projects.

Christophe Piochon, President of Bugatti Automobiles, said: “L’Ébé Bugatti’s biography of her father consists of numerous diary entries by Ettore himself, letters from his early employees, customers, business partners and her own experiences. It helps a lot to understand Ettore’s personality, his goals and the appreciation everyone had for him and his products. With this knowledge we could transmit the Bugatti DNA into the present time maintaining the essence, grade of perfection and quality standards up to this very day. Through this unique configuration and use of her name for the final Chiron and Chiron Sport, we wanted to honor her with the status she deserves in our brand’s history.”

The Bugatti Chiron, introduced to the world in 2016, was the first production car to deliver 1,500 PS of power, creating an entirely new sector of hyper sports car performance. Its 8.0-liter W16 quad-turbocharged engine, advanced four-wheel-drive system and lightweight chassis set new standards not just for acceleration, top speed and handling but also for comfort, usability and reliability.

It has since become the template for a number of different evolutions of the Bugatti hyper sports car, including Chiron Sport, Chiron Pur Sport and Chiron Super Sport. The three exclusive Bugatti Chiron L’Ébé mark the end of Chiron and Chiron Sport in Europe. The Chiron L’Ébé and a Chiron L’Ébé Sport have already been delivered and the third model will be delivered by the end of the month.

During the coming months there is a record number of 20 (correction: 21) Bugattis that will be on auction, so it's time to see what savings you have! All auctions are listed on the Events part of this page !

The list of Bugattis, to be auctioned in several countries worldwide, is the following:

• 1913 Bugatti Type 15 Tourer by Chauvet, Chassis no. 580, Offered Without Reserve
• 1925 Bugatti Type 30 Tourer, Chassis No. 4725, Offered Without Reserve (auction March 5, 2020: Not sold)
• 1925 Bugatti Type 35A Grand Prix, Chassis No: 4631
• "1926" Bugatti Type 35A Replica, Estimate: 280,000 - 380,000 EUR
• "1930" Bugatti Type 35B Replica by Pur Sang, Engine No. 397BO, Chassis No. 397
• Pur Sang Bugatti T37A
• 1928 Bugatti Type 43A Roadster by Lavocat et Marsaud, Chassis No. 43233, Engine No. 62
• 1931 Bugatti Type 51 Grand Prix, Chassis no. 51154
• 1932 Bugatti Type 55 Roadster in the style of Jean Bugatti, Chassis No. 55219, Engine No. 11
• "1932" Bugatti Type 55 Super Sport Roadster Replica by Pur Sang, Chassis No. "55227"
• 1932 Bugatti Type 55 Cabriolet, Chassis no. 55230
• 1936 Bugatti Type 57 Stelvio, Chassis No. 57406, Engine No. 286, Gearbox No. 68C
• 1937 Bugatti Type 57C Ventoux, Chassis no. 57506
• 1939 Bugatti T57C Gangloff Coupé, 57524, Opening Bid: USD 1,000.00
• 1938 Bugatti Type 57S Roadster in the style of Corsica, Chassis No. 57601
• 1938 Bugatti Type 57 Atlantic Replica by Erik Koux, Chassis No. 57654 (Sold at auction on February 8, 2019, for €852,936)
• 1936 Bugatti Type 57 Cabriolet in the Style of Gangloff, Chassis No. 57668
• 1938 Bugatti Type 57C Atalante Gangloff Chassis no. 57767
• 1939 Bugatti Type 57C Cabriolet by Gangloff, Chassis No. 57769
• 1939 Bugatti Type 57C Aravis Special Cabriolet by Gangloff, Chassis No. 57798, Engine No. 431
• 1939 Bugatti Type 57C Cabriolet in the style of Corsica, Chassis No. 57838, Engine No. 105C

As some of you may have noted, there is a "Donate" button at the very end of this page.

It has been there for about 15 years, maybe more, and until last week I never received a donation.

Then, an Italian collector sent me an e-mail with a very detailed question, but also with the remark that he liked my website so much, and appreciated my work that he wanted to make a donation.

Thus, I told him where the button could be found, and he sent me a donation, and a substantial one I must say, Thanks!
I will use it to continue to provide all Bugattistes with the info they appreciate.

One of the World’s Most Significant Collections of Bugatti-Themed Automobilia Coming to Gooding & Company’s Geared Online Event this November

Bugattiana Automobilia features a private collection that includes factory records, personal and family documents, and other never-before-seen items from the influential Bugatti brand offered for public sale for the first time.

This November, global auction house Gooding & Company will present its Geared Online | Bugattiana Automobilia event, offering one of the world’s most significant collections of Bugatti-themed memorabilia from a distinguished Bugatti enthusiast and collector. From Monday, November 7 to Friday, November 18, the online-only auction will present over 350 lots, including a wide array of items such as factory records, personal documents from Ettore and Jean Bugatti, and other significant items which have never before been seen or offered for public sale. Significantly, all lots will be offered without reserve.

The entire catalogue hails from a collector who has owned numerous significant Bugatti automobiles and has been collecting since joining the Bugatti Owners’ Club as a teenager in the 1950s. For decades, the consignor has worked tirelessly to curate this historically important collection of Bugatti artifacts. One such effort included placing newspaper ads throughout the Alsace region of France, the very heart and soul of the Bugatti marque and legacy. This of course led the consignor to travel frequently to France, where he met firsthand with the people who responded to the ads in order to not only collect their memorabilia, but to also engage with their stories and personal experiences with the Bugatti marque and history. As such, the offerings in the auction encapsulate over an entire century’s worth of all things Bugatti, presenting an unparalleled opportunity for any enthusiast passionate about this iconic French marque.

“We are honored to present this magnificent collection of Bugattiana, which contains some of the finest, most significant Bugatti artifacts in private hands,” states Gooding & Company Senior Specialist, David Brynan. “This is truly a museum quality collection, carefully assembled and curated over a span of decades by one passionate Bugattiste. This is a singular opportunity to acquire important, never-before-seen pieces, many of which have well-established ties to the Bugatti family and legendary drivers of the period, such as René Dreyfus and Elizabeth Junek. Any enthusiast with an appreciation for the Bugatti marque will be amazed by the extraordinary contents of this world-class collection.”

The auction will present several items showcasing the best of Bugatti craftsmanship, including a Bugatti Type 75 You-You Boat from circa 1946. The Type 75 You-You boat was designed by Ettore Bugatti and built in his Maisons-Laffitte shipyard after World War II, but production soon halted with his death in 1947. It is likely that fewer than 30 were built in total, all in incomplete form, and only a handful of these exist today. The 3.3 meter You-You offered here, number 119, was in long-term ownership by two successive car collectors in France, explaining its remarkably original and fine condition. Also offered is a highly original 1933 Bugatti "Type 52" Baby that formerly belonged to Richard ‘Dick’ Teague, Vice President of Styling at American Motors. The exceptionally well-kept Type 52 comes with original tires, vintage children’s goggles, the original factory’s wiring diagram, and images of Dick Teague and his son with this Type 52. The auction will also include a Bugatti Type 41 Royale Engine, No. 22, one of the original engines intended for the run of 25 Royales that Ettore Bugatti had initially planned to build. This single ignition engine was used in a Bugatti Autorail, and later exhibited at the Musée Pichon in Cleres, France. An elegant Breguet Chronograph Commissioned by Ettore Bugatti for the Bugatti Royale is also on offer as one of only eight clocks planned for installation in the center of the Royale’s steering wheel. Calibrated with a tachymetric scale, this chronograph, number 2020, bears the inscription “Special pour Bugatti” on its face.

The collection also includes a number of personal and family items, such as the Motsch Fils Top Hat Owned by Ettore Bugatti with Original Box. The famous top hat features Ettore Bugatti’s initials inside the crown, and his name and address are included on the label of the hat box. Also offered are Original Handwritten Sections of Ettore Bugatti's Memoir, dated November 20, 1944, and February 24, 1945, respectively. These sections were both acquired from L’Ebé Bugatti, Ettore Bugatti’s daughter and eldest child. Gooding & Company is also proud to offer Ettore Bugatti’s Original Baptism Document, acquired by the consignor from his daughter, as well as several versions of the Contract between Ettore Bugatti and the Deutz Company of Cologne granting the company a license to build a chassis designed by Bugatti, dated 1907-1909. This set of documents was acquired from the Roland Bugatti estate sale. Another notable highlight is the Group of Six Photographs that Once Hung in Ettore Bugatti’s Molsheim Villa, several of which are inscribed by Bugatti’s noble clients such as the Duke of Bavaria, King Leopold of Belgium, and Prince William of Sweden.

Bugatti’s highly influential role in the world of racing and motor sports will also be represented in the sale, such as with the 1937 24 Hours of Le Mans Winner's Trophy and the 1928 ACF Grand Prix Trophy. The latter was awarded by the Automobile Club de France and is an Art Deco design in solid silver by Robert Linzeler. The collection also includes a 1930 Monaco Grand Prix Photo Album given to drivers; the race was won by René Dreyfus and the copy presented here was his personal property. Also offered is Elizabeth Junek's Comprehensive Album featuring mementos of her triumphal 1928 Targa Florio race with detailed annotated maps that she drew of the course, along with annotated aerial images. Junek’s album includes photographs with Ettore Bugatti, signed or inscribed photos of drivers, including Achille Varzi and Juan Manuel Fangio, as well as a signed card from Ferrari. Enthusiasts will also appreciate the Comprehensive Files of Bugatti Design Engineer Antonio Pichetto covering road and race cars built during the 1930s. These files consist of notes, drawings, and blueprints for road cars, including the Type 57, 57S, 57C, and 46, as well as race cars, including the 51, 57G, and 59.

In addition to these exceptionally historic and significant memorabilia items, the auction will also include a selection of original Bugatti lithographic posters which were exhibited at Boston’s Museum of Fine Arts. Also presented is a robust selection of period Bugatti toys, largely originating from the 1930s. An extensive collection of Bugatti books, factory sales literature, parts, and photographs are also included in this once-in-a-lifetime offering.

Following the launch of the online catalogue on Monday, October 24, all lots will be available for online bidding via Gooding & Company’s website or mobile app starting Monday, November 7.

More info

• 1927 Bugatti T40A Grand Sport
• 1937 Bugatti T57C Van Vooren Cabriolet, Chassis 57742
• Both are Bank Seized and Offered at No Reserve

1927 Bugatti T40A Grand Sport
Introduced in 1926 to serve as a replacement for the touring versions of the 16-valve Brescia range, the Bugatti Type 40 was powered by a four-cylinder engine that produced an impressive amount of horsepower, considering the vehicle's size and weight. It was a detuned version of the engine found in the Type 37 and initially featured a splash lubrication system to its five-bearing crankshaft. Later, a full-pressure lubrication system would become standard. The engines had 12 valves, twin Weber carburetors, coil ignition, and produced around 70 horsepower. In traditional Bugatti fashion, the cylinder block and head were in the form of a single casting. The three-valve heads had two inlets each and a single large exhaust valve. They were mated to a four-speed manual gearbox with center change. The suspension was comprised of a beam front axle on semi-elliptic springs, while in the rear was a live axle on reversed quarter-elliptic springs. Hartford-type friction shock absorbers were placed on all four corners, as were the drum brakes. The standard body style for the Type 40 was the four-seater coupe. When introduced, it used the wheelbase of the Type 23, which measured 2.55 meters. Bugatti created the rolling chassis and custom coachbuilders outfitted the vehicle with its bodywork. An estimated 745 examples of the Type 40 were produced.

Note that this is a supercharged example!

• 1924 Bugatti Type 30 Torpedo by Carrocerias Casimiro Sola, Barcelona, Chassis 4224, Engine 233
  Estimate €320,000 - €380,000

• C. 1990 Bugatti Type 35B Pur Sang Replica, Chassis "4874"
  Estimate €250,000 - €350,000

• French title as Bugatti Type 35
• Exceptional patina
• Stunning performance from its 2.3L supercharged engine
• Accepted on Bugatti rallies

In the late 1920s and early 1930s, Ettore Bugatti established an unrivalled reputation by winning the most important races thanks to his cars' unbeatable performance. The greatest racing drivers drove these 'thoroughbred cars', as the advertising then referred to them, cars like the Type 35, which became the most successful car in racing history. It first appeared at the ACF Grand Prix at Lyon-Givors in 1924. With its in-line 8-cylinder 2-litre engine, with five main bearings using ball bearings, a new lubrication system compared with the Type 30 engine on which it was based, lightweight body, leaf springs and cast alloy wheels, it was the epitome of the sports car. Highly sought-after today, original examples - if you can find one - sell for 3-5 million, depending on their racing history.

Lacking the means to buy a real one, it was only natural for Jorge Anadon, an Argentinian enthusiast, to create his own replica by making each part himself, as in period. Given the enthusiasm it met with, he decided to build more cars and sell them under the 'Pur Sang' name.

The car on offer is fitted with the Type 35B supercharged 2.3L engine, rebuilt to period specification. It was imported by a delegate of the FFVE who kept it for some 15 years and took part in numerous Bugatti rallies. Its second owner kept it for about 10 years, deriving just as much pleasure from his powerful thoroughbred. All these years of rallies and historic races have given the 35B an exceptional patina, built up over time and many miles. It looks as if it has just finished a race in the 1930s, so authentic and unrestored is its bodywork. There is a world of difference between a recent Pur Sang and this car, which oozes originality with its unrestored leather. In addition, it has just been given a full service, and the tyres, fluids and some of the hoses have been replaced. The engine has also been optimised, with changes to the carburettor jets and spark plugs; the ignition system has been overhauled and the clutch adjusted. The car has really impressive performance and is ready to compete in many historic rallies. Supplied with its French title as a Bugatti 35T, this racer will give its next owner some wonderful thrills and, above all, let them enjoy the most famous pre-war sports car, for 10% of the price of a real one, which is virtually impossible to find!

More info

Jean Bugatti - A celebration of his life and Influence on the Bugatti Type 57

The exhibition will include cars, artefacts, historic documents and photographs as well as original film footage from our archives. Including a presentation of the Bugatti Atlantic.

• Jean Bugatti - The Type 57S Aérolithe and Atlantic
• Bugatti Atlantic - The four cars produced
• The history of the Holzschuch Atlantic 57473 - on display

Bugatti Trust website

• 1938 Bugatti Type 57 Atlantic Replica by Erik Koux, Chassis No. 57654 (Sold at auction on February 8, 2019, for €852,936)
• "1932" Bugatti Type 55 Super Sport Roadster Replica by Pur Sang, Chassis No. "55227"
• "1930" Bugatti Type 35B Replica by Pur Sang, Engine No. 397BO, Chassis No. 397
• "1936" Bugatti Type 57G 'Tank' Tribute, On 1953 Jaguar Chassis
• 1957 Bugatti Type 252 Tribute, On 1952 Jaguar Chassis (LHD!)
• Bugatti Children's Car, 5 (Five) different ones available, none original
• Various benches and vices (probably not original)
• Various radiator shells (don't seem to be original) and other parts
• Bugatti Bronze by JP Nesse
• Bugatti Bronze "Pur Sang" by Stanley Wanlass
• Lot's of different automobilia
• Many miniatures in various scales

September 15 - 18, 2022 39th Festival Bugatti Molsheim, France

The Molsheim Festival is one of few (or the only one?) where any enthousiast can go and see a lot of Bugatti's, walk around inbetween them and get to know fellow Bugattistes!

For registration and info, contact Michel Weber: + 33 (0) 609 478 455 - michel.weber33@sfr.fr

See you in Molsheim!

Artistic talent runs deeply throughout the Bugatti family. The art world views Rembrandt Bugatti – brother of company founder Ettore – as one of the most notable and artistically independent sculptors of the early 20th century. His pieces are now on display in several collections and museums across the world. Ettore Bugatti saw the creativity behind his legendary automobiles as an artistic process – a passion he passed on to his son, Jean, which led him to design some of the most elegant and timeless automotive shapes ever conceived. The automobile that is considered by many to be Jean’s crowning achievement is the Type 57 SC Atlantic, regarded as the most valuable and exclusive automobile in the world, which is now granted center stage at the Guggenheim Museum Bilbao as part of a new automotive exhibition.

Situated within the northern Spanish city of Bilbao, the titanium architecture of the Guggenheim Museum Bilbao places it among some of the most spectacular buildings in continental Europe. Known for its displays of modern and contemporary art, the Guggenheim Museum Bilbao is now the host of a new exhibition named "Motion. Autos, Art, Architecture" that has been personally curated by renowned British architect, Norman Foster, celebrating and investigating the parallels between the automotive world and that of art.

Bringing together a collection of around 40 of the automotive industry’s most beautiful, exclusive and technically innovative creations, Bugatti’s legendary Type 57 SC Atlantic is among the hand-picked selection for its breathtaking proportions. Appearing in the “Sculptures” gallery of the exhibition, the Type 57 SC Atlantic’s engineering excellence alongside its distinctive flowing lines were noted when the automobile was chosen for display, having been shaped by Bugatti’s craftspeople – artists in their own right. Fittingly, the Type 57 SC Atlantic is situated next to the celebrated “Walking Panther” sculpture by Rembrandt Bugatti himself within the Guggenheim Museum Bilbao.

The Type 57 SC Atlantic in question is one of two original surviving examples. Loaned to the exhibition by the Mullin Automotive Museum in California, the 1936 automobile was the first unit built, originally for British banker Victor Rothschild. Fashion designer Ralph Lauren is the owner of the last Atlantic produced – of a total of four – and the only other surviving original model. The third-made was involved in a serious collision in 1955, almost entirely destroying the car. It has since been restored using as many original parts as possible, but many of the components had to be made from new.

Jean Bugatti created the second-made Atlantic for his personal use – now infamously known as the “La Voiture Noire”, missing since 1938 and presumed lost during the Second World War. Its disappearance is one of the great mysteries in the history of the automobile. Experts estimate the value of the Atlantic at more than €100 million – if it ever appears again.

President of Bugatti, Christophe Piochon, commented: “The Type 57 SC Atlantic, despite being created by Jean Bugatti over 80 years ago, remains one of the greatest pieces of automotive design ever conceived – there are very few cars in existence that command such a presence. It is the very definition of the automobile transcending into the world of art, making it the ideal specimen to illustrate our brand’s heritage and design philosophies at the Guggenheim Museum Bilbao.”

‘State-of-the-Art’
Jean Bugatti began to modernize the French luxury brand’s models from the late 1920s with his passion and talent for automotive design, before being handed the keys to his father’s company in 1936.

Jean designed the Type 57 as a production car and as a racing variant: the ultimate grand tourisme. The range included various engine options and bodies such as the Galibier (four-door saloon), Stelvio (convertible), Ventoux (two-door saloon) and Atlantic (coupé). By the time production had come to a halt in 1940, about 800 Type 57 models in the different versions had left the factory hall.

However, only four Atlantic models were ever made between 1936 and 1938, adding to its mystical allure and exclusivity. When it first appeared, its body was already strikingly beautiful. The wheels stand out from the body and the bonnet is extremely long for a car with an overall length of only 3.70 meters.

The rear end flows down in an oval shape extending almost to the ground. Six thin tailpipes complete the rear view. An outstanding design feature is a raised seam running vertically from the hinge in the split bonnet to the tail. Like a sharp fin, it divides the body in the middle. Rivets hold the split metal sheets in place.

The Atlantic is powered by a near-silent, robust 3.3-liter straight-eight engine producing up to 200 PS and a top speed in excess of 200 km/h. This was during an era when horse-drawn carts still featured prominently on many roads.

For the first time ever, all 7 type 101 Bugattis are gathered together, and will remain on public display at the Musée National de l'Automobile, collection Schlumpf until the Bugatti Festival in September.

The occasion is a book on the subject of the type 101.

• 1925 Bugatti Type 35A Grand Prix, Chassis No: 4631

  • Rare and thrilling opportunity to own a highly authentic and correct prewar racing icon
  • Documented by the American Bugatti Club; well-known by marque experts including David Sewell
  • Roster of former keepers includes Louis Chiron’s patron, Fred Hoffman
  • Raced in period by Bugatti concessionaire, Jean Ollivier
  • Competition history includes Provence Grand Prix in 1926
  • Documented restoration; toured over 4,000 miles through Europe in 2017
  • Winner, Monterey Cup race at Laguna Seca, 2009 “On the button” and ready to race, show, tour, and enjoy

• 1932 Bugatti Type 55 Cabriolet, Chassis no. 55230
• 1937 Bugatti Type 57C Ventoux, Chassis no. 57506

• 1936 Bugatti Type 57S Atalante, Chassis 57384, Engine 1S

Christie's Live Auction 21065 - DESIGN France, May 25, 2022

• 1930 Bugatti Baby, Estimate: EUR 30,000 - 50,000, Sold for EUR 144,900

May 26, 2022

Bugatti wins several times at Concorso d’Eleganza with the ‘Best of Show’ award, the ‘Fiva Trophy’and the ‘Design award’.

A Bugatti Type 57S VanVooren Cabriolet has been pronounced ‘Best of Show’ at the annual Concorso d’Eleganza on the shores of Lake Como – one of four awards handed to Bugatti vehicles at the event. Other winners included a Type 59 Sports racing car, which won the ‘FIVA Trophy’ for ‘Best Preserved Pre-War Car’ and the Bugatti Bolide, which won the coveted ‘Design Award’.

The world’s finest vehicles meet once a year at the Concorso d’Eleganza by Lake Como, Italy. But even among the best in the world there can be only one winner, and this year the honor was bestowed upon a Bugatti Type 57S VanVooren Cabriolet. It was one of four Bugatti vehicles on display and, as well as winning its class, it was also named ‘Best of Show’.

With seven different classes on display, the Bugatti Type 57S featured in class A, ‘The Golden Age of Elegance: The Art Deco Era of Motor Car Design’. The technical excellence comes from Bugatti, while the elegant convertible body is the work of VanVooren, based in Courbevoie in the suburbs of Paris. The convertible still makes an impression nowadays with its proportions and clear lines. It is the first of just four Bugatti Type 57S cars to have been built with a VanVooren convertible body. One of its previous owners replaced the original engine with a V8 for test purposes. Following some extensive research, the original straight eight-cylinder engine – which was lost for over 40 years – was relocated, a true modern-day miracle.

Alongside the Type 57S in class A was a rare Bugatti Type 59 Sports race car from 1934, the ex - king Leopold car, and a Type 57C Stelvio Cabriolet with Gangloff bodywork from 1937. Having served as a factory race car in 1934 and 1935, the Type 59 Sports was converted into a sports car and successfully competed in races until 1937. It only had five owners, one of which was King Leopold III of Belgium from 1938. This vehicle now counts among the most significant racing Bugattis and is widely admired for its originality.
Concorso d’Eleganza Villa d’Este judges were so impressed that the Type 59 was awarded the FIVA Trophy for Best Preserved Pre-War Car.

The Stelvio Cabriolet was the first Type 57 to be installed with a supercharger by Bugatti. Bugatti named it after the Passo dello Stelvio – otherwise known as the Stelvio Pass – as this steep mountain pass was effortlessly summited by its powerful engine. The bodywork comes from the exclusive coachbuilder, Gangloff, based in Colmar, France – just a stone’s throw from Bugatti’s headquarters in Molsheim. The Cabriolet’s art deco bumpers are worthy of note, being the only known example of this Bugatti to be adorned with such details.

In the ‘Concept Cars and Prototypes’ class, the new Bugatti Bolide starred as one of seven prototypes on display, winning the coveted Design Award of the class. The experimental study, Bolide, answers the question as to what a Bugatti would look like if it was stripped back to its cutting-edge essentials and based around the iconic 8.0-liter VVR16 engine. When the concept was initially unveiled in 2020, such was the desire from customers around the world that Bugatti made the decision to produce a small production series of 40 units of the Bolide – all build slots of which immediately sold out.

The extreme, track-focused hyper sports car has an unparalleled weight-to-power ratio. Bugatti explored a new dimension of hyper sports cars thanks to its W16 engine producing 1,600 PS combined with the Bolide’s ultra-high downforce setup. The Bolide achieves LMP-like performance figures – all without compromising optimum handling capacity. However, in keeping with a core philosophy of the brand, the Bolide’s performance will be highly accessible to all drivers behind the wheel to create a unique yet confidence-inspiring experience.

Christophe Piochon, President of Bugatti Automobiles said: “The Concorso d‘Eleganza Villa d’Este is one of the most beautiful and significant events in the world of classic cars and luxury sports cars. We are proud to be a part of it again this year with four quite exceptional vehicles. We are humbled that a Bugatti vehicle should win the prestigious ‘Best of Show’ Award among such renowned competition, as well as winning its class. It’s also an honor to see a wonderfully original Type 59 Sports win the FIVA Trophy and for the ‘Concorso d’Eleganza Design Award’ for ‘Concept Cars and Prototypes’ to be given to Bolide. All these vehicles showcase Bugatti’s enduring values despite being separated by nearly 90 years: design, performance, elegance, and quality.”

May 22, 2022

I recently heard from various sources that Simon Diffey (57) was killed in an accident while driving his much-loved little vintage Brescia Bugatti, on Saturday May 14. This was in a collision with an ambulance on blues and twos. He was pronounced dead at the scene on the A6.

Simon was a very talented racer, and a consistent winner in a variety of cars. He lavished meticulous care and preparation on the Bugatti, his Lotus Formula Juniors, the Connaught that he raced for a friend, and his self-built Humbug and Austin 7. Then he drove them to the maximum, whether in a VSCC trial or in the highest-profile races at Goodwood and in Europe.

But more than that, he was a one-off: a hugely generous-spirited man who would help out a fellow-competitor, a friend or a stranger without a second thought. This was not only in motorsport but also in business, for his firm Merry Printers was the go-to supplier when teams, restoration firms, race promoters, clubs and private owners in the car world needed anything printed.

Simon could not help being an entertainer, generating outrageous fun wherever he went. With his warm generosity, and his skill and sportsmanship behind the wheel, small wonder that he was one of the best-known and best-loved people in historic motor sport. Suddenly all that has come to an abrupt halt, leaving only a gaping hole on the track and in the paddock, and a legion of friends with a burden of regret and sadness.

Simon will be reunited with his brother James, another Bugatti man who sadly passed away due to cancer at an early age. The Diffey brothers memory will live on in uk vintage motorsport.

After Ettore Bugatti's watch, more precisely the one which he left for his son Michel from his 2nd marriage, having been auctioned just over a year ago, now Jean Bugatti's watch is offered in an auction to be held on June 12.

This "MIDO FOR BUGATTI" watch has the No. 200.775, which places it in the first series of 54 pieces with serial numbers 200736-200789 inclusive, produced in 1925-26. The announcement however does not give any details as to why this particular watch should be the one personally used by Jean, especially as another watch, with number 307215 was also claimed to be that of Jean....

One wonders if this particular watch will attain the same incredible price of €280,700 as the one sold last year!

Info from the website:

MIDO FOR BUGATTI
Jean Bugatti's personal watch / yellow gold grille on blue leather No. 200.775, circa 1925.

• Estimate €80,000 - €120,000
• Case in yellow gold 750 thousandths in the shape of a typical Bugatti radiator , red enamelled brand logo and stylized winding crown in the form of a radiator cap at 12 o'clock, hinged caseback, inside case back, the interior of the case covered with a pattern like the dashboards of dashboards of the brand's competition cars.
• Silvered dial with squares in its rare original states, Arabic numerals painted in black, Bréguet hands in blued steel.
• Strap in blue reptile leather of command with buckle in yellow gold 750 thousandths.
• Movement: Round hand-wound mechanical caliber signed Mido and numbered 5456.
• Dimensions: 22.5 x 34 mm (with crown).
• Length of the bracelet : 20 cm.
• Condition : Good condition (case reported).
• We would like to thank the Mido factory and its heritage curator for for opening their archives to us. Research from last year, showed that Mido does not have any archives any more on this era (Ed.)

Bonhams Auction: 'LES GRANDES MARQUES a MONACO', May 13, 2022

• 1927 Bugatti T35 B, Chassis no. 4888. Engine n°: 202T from #4944, Estimate: €2,000,000 - €3,000,000: Sold at €2,000,000 (with or without premium not stated)
• 1929 Bugatti Type 37, Chassis no. 37385, Engine no. 287, Estimate: €800,000 - €1,100,000: Sold at €862,500 (including premium)

I just today got the message from the Bugatti Trust that Barrie Price passed away yesterday morning, just short of his 91st birthday. His health had deteriorated quite sharply in the last few weeks. He is now at peace.

Barrie was the last surviving founding Trustee of the Bugatti Trust. He was also Chairman of the Bugatti Owners’ Club from 1988 – 1998 and Vice President from 1989.

For the general public Barrie will be more known as the author of several books on a single type of Bugatti, works on the T40, the 8-cylinder touring cars, the big Bugattis T46 and T50, and a work on the T57. Some of these books, which was very novel at the time, to write a book on a single type of Bugatti, were written together with Jean-Louis Arbey from France. Barrie is also known for being the owner of the Pope T57S Atlantic for quite a while, most excentric of the Bugatti's he owned and worked on.

A true gentleman and a font of knowledge, he will be sorely missed.

Above, Barrie Price, being interviewed at his home in Wixford back in September 2020 by current Trust chairman Hugh Conway and volunteer Simon Berry.

Zagreb / Berlin 30-3-2022
A NEW ENGINEERING AND DESIGN CENTER IN BERLIN WILL BE A FOCAL POINT OF THE FUTURE OF BUGATTI RIMAC. ACHIM ANSCHEIDT, RECENTLY APPOINTED DESIGN DIRECTOR AT BUGATTI RIMAC, WILL WORK HAND-IN-HAND WITH CTO EMILIO SCERVO BETWEEN BERLIN AND ZAGREB TO DEVELOP THE NEXT GENERATION OF BUGATTI AND RIMAC HYPERCARS.

As two of the world’s most renowned hypercar manufacturers embark on an all-new era under the Bugatti Rimac joint company, a new innovation hub in Berlin expands its European footprint. Focused on the design and engineering of future Bugatti Rimac technologies and products, the Berlin-based team will work hand-in-hand with colleagues at the Bugatti Rimac HQ in Zagreb, overseen by newly-announced Bugatti Rimac Design Director, Achim Anscheidt, and Bugatti Rimac CTO, Emilio Scervo.

While the Headquarters of Bugatti Rimac remain in Zagreb with the majority of employees and future expansion building-up in Croatia, this new Berlin hub operates under a new German subsidiary company, Bugatti Rimac GmbH. It houses not only design and engineering teams, but also other Bugatti Rimac functions, including Procurement, Finance, Program Management, IT, Legal and Marketing that work hand-in-hand with their colleagues in Croatia and in Molsheim. It is very deliberately chosen as one of the most vibrant, creative and innovative areas of Germany.

For decades, Berlin has thrived as a city that nurtures start-ups and rewards outlandish ideas. To this day, it remains an epicenter for artists and designers, as well as technology start-up businesses and incubators. It is the ideal platform from which to nurture the new engineering and visual identity of future Bugatti and Rimac vehicles under Bugatti Rimac.

The Group’s global headquarters is located near Zagreb, Croatia, and will transition to the brand-new, €200M, 100,000 m2 Rimac Campus. Bugatti will maintain its production facilities in Molsheim, France, where it will continue to manufacture its cutting-edge hypercars.

To forge the next chapter of automotive history as a multinational company, Bugatti Rimac combines Rimac’s unique agility, in-house technical expertise and innovative drive with Bugatti’s expansive heritage, engineering excellence and unique design will create the next generation of sector-defining hypercars.

Together, Achim Anscheidt, Chief Designer and Emilio Scervo, CTO of Bugatti Rimac, will assemble the kind of forward-thinking minds necessary to develop the future of the world’s leading hypercar business. Positions are already available for Concept Chief Engineer, Head of High-Voltage Systems and Components, Head of Fine Mechanics, as well as design roles with specific focus on interior, exterior and VR.

Adriano Mudri, previously Director of Design of Rimac Automobili, is becoming the Director of Design of a future mobility-focused sister company to Rimac, developing next-generation vehicles that will be revealed at a later point.

Mate Rimac, CEO at Bugatti Rimac, said: “Bugatti Rimac GmbH is an exciting new expansion of the business. This new subsidiary will be deeply involved in many exciting hypercar projects that we are very much looking forward to sharing with the world. Our team is expanding day by day, and Bugatti Rimac GmbH represents an opportunity for the very best in the industry to join us, demonstrate their skills, and be part of a company that’s re-defining the hypercar.”

Achim Anscheidt, Design Director at Bugatti Rimac, said: “From the inception of the Veyron to the end of the Chiron era, this legacy will mark one chapter of the Bugatti story but now we are preparing for an all-new era with Bugatti Rimac. With the opening of our new Berlin office, we’re preparing to evolve this story towards new innovative horizons, with a fresh design direction that reflects the cutting-edge electrification technology pioneered by Rimac Group. It is of utmost importance for us to preserve the stylistic DNA of a Bugatti, however our characterizing design identity continues to be authenticated by the means of form following performance. With new electrified technologies, our design focus will change by necessity, ushering in a proportion perfectly honed to both the excitement of the combustion engine and the instantaneous power of the electric drivetrain. I am also very excited to help evolve the Rimac brand and design DNA, which, in a relatively short time, has already received global recognition.”

Emilio Scervo, CTO at Bugatti Rimac, said: “The Veyron and Chiron were of the same family but now we have the opportunity to establish a new lineage as part of the Bugatti Rimac era. With the world-leading performance electrification expertise, pioneered in the Rimac Nevera, and the unrivaled combustion engine innovation of the Chiron, the possibilities for unleashing new levels of ability and performance are almost endless. Working hand in hand with Achim will enable us to deliver engineering works of art; a modern synthesis of beauty and performance, emotional engagement and engineering prowess.

“Our aim is to pursue the best materials and the latest technologies, but also the finest and boldest minds, and with our new facility in Berlin we believe we have the infrastructure in place to deliver on this fascinating challenge.”

Aguttes online Auction, March 27, 2022, France

• 1927 Bugatti Type 35C (R), Chassis no. 38343, Engine no. 219, Estimate: 300,000 - 400,000 €: Sold at 507,400€ (including premium)

Artcurial Retromobile auction, March 18, 2022

• 1920 Bugatti Type 13, Chassis n° 772, Engine n° 445, Estimate 250.000 - 350.000€: Sold at 268.200€ (including premium)
• 1925 Bugatti T35B Reconstruction by Ventoux Moteurs Engineering, Chassis n° 4617, Estimate 400.000 - 600.000€: Sold at 655.600€ (including premium)
• 1926 Bugatti 37A ex-Jacques Dufilho, Chassis n° 37211, Engine n° 114, Estimate 900.000 - 1.200.000 €: Sold at: 894.000 €
• 1928 Bugatti T44 Faux Cabriolet par Labourdette, Chassis n° 44342, Engine n° 76, Estimate 300.000 - 400.000€: Sold at: 336.144€
• 1928 Bugatti T35/51 Reconstruction "Petit Coupé Friderich", Chassis n° 4775, Estimate 250.000 - 350.000€: Sold at: 333.760 €
• 1935 Bugatti Type 57, replica "Aérolithe" body, Chassis n° 57104, Estimate 1.500.000 - 3.000.000€: Not sold (maximum bid 1.3 M)
• 1936 Bugatti T57 Galibier, Chassis n° 57363, Engine n° 57331/234, Estimate 250.000 - 300.000€: Sold at: 306.344 €

• Bugatti mechanics toolbox, circa 1930, estimate 3.000 - 5.000€: Sold at: 6.560€
• Portrait of Ettore Bugatti, Original plaster by Christine Blanc, estimate 2.000 - 2.000€: Sold at: 1.574 €
• Ettore Bugatti technical sketch, dated 8-8-1940, estimate 600 - 600€: Sold at: 2.624 €
• AutoRail WR Double "SNCF", large scale (1:10) model, estimate 20.000 - 30.000 €: Sold at: 86.592 €
• Jaeger- Bugatti 8-day clock, estimate 1.000 - 1.500 €: Sold at: 2.624 €
• Géo HAM lithographie: Louis Chiron au Grand Prix d'Antibes 1928, estimate 700 - 1000 €: Sold at: 918 €

At Retromobile I spoke with the author of a book on Bugatti's in Spain, which will be published next year.

He told me that the Bugatti Type 30 with two engines as shown in the picture above (shown on my website first in October 2018), and will in fact be shown to the public next week! The Techno Classica in Essen is open from March 23 to 27.

Àlex Vergés explained back then that the man at the wheel is José Tous, from Barcelona. The car is a T-30 which was registered initially to Francisco Samaranch.

This Cabinet, said to be ca. 1900 just surfaced and is offered on auction in Spain, on March 23. It is unlike anything I have seen before. The 4 surfaces would seem to be for sitting, but as they are sloping downward, I am quite convinced that that is not the case.

The Cabinet is in ebonised walnut wood, inlaid with pewter, copper and vellum, in the typical Carlo Bugatti style.

It is also signed "Bugatti"

• There are slight cracks at some angles, as well as wear due to time and use.
• This piece is in Italy and is awaiting an export permit.
• It has small cracks in the corners.
• Measurements: 80 x 80 x 100 cm.

Text from the auction:
Important and rare cabinet made by the Italian artist and designer Carlo Bugatti in the early 1900s. Bugatti's most creative and exotic production was made at the request of a demanding clientele who loved the new taste of the turn of the century, and this piece is a faithful example of this.

The curious structure of the present object shows a central body in the shape of a cross in which eight small doors are housed and which communicate with each other on the inside. The frame is supported by four points of support in the form of horseshoe arches which, in turn, culminate on three small columns. The upper part, meanwhile, is made up of another body in the shape of a cross, this time rotating, from which drawers emerge at each end.

This piece of design is a clear example of the "Bugatti style", where the orientalist taste enriches the whole piece. From the small columns whose shafts are decorated with copper sheets embossed with natural motifs, to the arches, which feature subtle pewter birds, as well as the kufic motifs that accompany them.

In addition, the goldsmith's work on the copper plates deserves special attention, as each of them contains a different ornamental treatment, both in the centres of the horseshoe arches and those that decorate the inside of each of the doors of the central body.

Finally, the mobile part, which crowns the entire structure, is finely enriched by arcades that are always decorated by means of the handcrafted process of inlaying, from which birds, kufic script and vegetal elements continue to emerge. This cabinet represents one of the most exquisite and rare works of the Italian designer's production.

Carlo Bugatti showed his creative and artistic talents from an early age and was enrolled by his father at the Brera Academy, where he met the artist Giovanni Segantini, and subsequently attended the Ecole de Beax-Arts in Paris. Later, in the late 1970s, Bugatti worked for the cabinetmaker Mentasti, owner of the Piccolo Stabilimento di Lavorazione del Legno in Via San Marco, Milan.

From 1888 onwards, there is evidence of a Bugatti workshop in Via Castelfidardo 6, Milan. In the same year, Carlo established himself as a cabinetmaker at the Italian Exhibition in London. His furniture is unique, using precious woods as well as ivory, copper, mother-of-pearl, camel and fallow deer hide. These creations were particularly appreciated and harmonised well with the exotic and Moorish taste typical of the time. As early as 1890, the famous cabinetmaker had opened a studio-workshop in Paris, where, at the Universal Exhibition of 1900, his furniture was awarded prizes marking the international triumph of Art Nouveau.

Settling in Paris in 1903, he met the art dealer and founder Adrien A. Hebrard (1865-1937), who persuaded him to devote himself to sculpture, commissioning objects and ornaments from him, including a fantastic bestiary which Hebrard exhibited in his gallery in 1907. After leaving Paris in 1910, Bugatti moved to Pierrerfonds in the Oise, where he became mayor. The last years of his life were marked by dramatic events, such as the suicide of his son Rembrandt in 1916, the death of his daughter Deanice and finally that of his wife Therese. In 1935 he decided to move to Alsace, to Molsheim, where his son Ettore had opened the famous Bugatti car factory, and where he died in April 1940.

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Silverstone Auctions RAF Museum London Season Opener, March 6, 2022

• 1948 CDL Chorlton Special, Guide Price: £100,000 - £140,000: Not sold

Now available at a price of £108,100

Bonhams', Amelia Island Auction, March 3, 2022

• 1938 Bugatti Type 57C Stelvio Gangloff, Chassis no. 57748, Estimate: US$1,300,000 - US$1,700,000: Not sold

• 1939 Bugatti Type 57C Galibier Chassis 57752, Estimate $400,000 - $500,000: Sold for $434,000

• 1937 Bugatti Type 57 Cabriolet Chassis 57156, Estimate: €550,000 - €700,000, Sold for $582,500
• 1994 Bugatti EB110 GT Prototype, Chassis No. ZA9AB01E0NCD39012 Estimate: $2,000,000 - $2,500,000, Sold for $2,100,000
• 2019 Bugatti Chiron Sport, Chassis No. VF9SP3V34KM795215 Estimate: $3,000,000 - $3,300,000, Sold for $3,360,000

RM Sothebys Auction Paris, France, February 2, 2022

• 1994 Bugatti EB 110 GT France, Chassis n° ZA9AB01S0RCD39095, Sold for €1,805,000

Bonhams Auction, Les Grandes Marques du Monde au Grand Palais, Paris, France, February 3, 2022

• 1926 Bugatti T40 Torpedo Sport, Coachwork by Lavocat & Marsaud, Chassis no. 40169, Estimate € 280,000 - 350,000: Sold for € 287,500 inc. premium
  
• 1935 Bugatti T57 VanVooren cabriolet, Chassis NO. 57287, Engine NO. 213, Estimate € 700,000 - 800,000: Sold for € 770,500 inc. premium
  
• 1936 Bugatti T57C Ventoux streamline, Chassis no. 57335 Engine no. 340, Estimate € 1,600,000 - 2,000,000: Not sold
  
• 1938 Bugatti T57C Stelvio Gangloff, Chassis no. 57678 Engine no. C41, Estimate € 800,000 - 1,200,000: Not sold
  
• 1996 Bugatti EB110 GT, Chassis NO. ZA9AB01E0PCD39050, Engine NO. 00050, Estimate € 1,100,000 - 1,300,000, Sold for € 1,817,000 inc. premium

Interesting to see that the classic Bugatti's struggle to sell, with both more expensive ones not sold. The EB110GT's though fetch prices which up to recently were for EB110SS's, when the GT's from Artioli's era until not too long ago were in the million Euro range...

It's over, there are no more Bugattis for sale....
Bugatti had a record year 2021. Technically, there is not a single new Bugatti left for sale.

The French manufacturer, like other prestige car manufacturers, had an exceptional year in 2021 in terms of sales. By doing so, there are technically no more new Bugattis for sale.

It's over for the story of the Chiron and its extended range. The French manufacturer has announced the sale of the last copies. Bugatti acted quickly since, on October 26, it was announced that there were 40 copies left for sale. In the space of a few weeks, these 40 cars, whose unit base price exceeds 4 million dollars, have found takers.

With this announcement, the total number of units sold in 2021 is therefore 150, an absolute record for Bugatti of the modern era. Bugatti maintains that, of this number, there are 63% of first buyers of a car from the brand. At the same time, for the well-known people of the Molsheim company, the 40 Bolides unveiled just last August as part of the “The Quail” festivities on the sidelines of Pebble Beach are all sold as well. It must be remembered that individuals who have the opportunity to get their hands on the Bolide must already own a Chiron. The “general public” did not have access to it.

To date, deliveries of the Divo have been completed. The “La Voiture Noire”, a one-of-a-kind automobile priced at US$18.7 million, has found its owner. The manufacturer is now concentrating on assembling the Super Sport 300+ with some 60 examples, all of which have also been sold. Subsequently, it will be the turn of the Centodieci in 10 copies to go through the Bugatti workshops. At the same time, we expect to see Bolides emerge from time to time for impatient customers.

Bugatti will therefore still be busy over the next few years with vehicles whose technical characteristics are often unique from one car to another. As an indication, Bugatti is proud to have delivered 80 examples to its customers in 2021. On the count, all production based on the Chiron is limited to 500 cars.

With an absence of models for sale, Bugatti is now looking to the future and, most importantly, to its merger with Croatian electric hypercar manufacturer, Rimac. After the Chiron and its derivatives, we will no longer speak strictly of Bugatti, but of Bugatti Rimac as a single manufacturer. The new boss, Mate Rimac, is more than confident about the fate of this prestigious company:

“We will surprise you, especially with features never seen on other cars, and we will push even further in the direction of combustion engines.

The quality and personality of the Bugatti brand will remain intact, faithful to its origins, but geared towards growth. It is Bugatti Rimac's commitment and mine to keep this promise, which is non-negotiable.

Bugatti's mastery will be continued and we also intend to improve it. I also promise, as a lover of cars, technology and engines, to seek only the best, something that can inspire new generations."

Mate Rimac, CEO of Bugatti-Rimac

As an enthusiast and aware of the stakes, the 33-year-old has promised that the new hypercar will not be a rebadged Rimac Nevera. Nor will it be a deep restyling of the Chiron, nor a hybrid version of said hypercar.

Obviously, Bugatti Rimac has some surprises in store for us in the future. Recent history shows us that this manufacturer plays in its own league when it comes to performance and exclusivity. We will soon see a whole new chapter written on the most prestigious of automobile brands.

• 1938 Bugatti Type 57C Atalante Gangloff Chassis no. 57767
• 1947 Bugatti Type 73C Grand Prix Monoposto Chassis no. 73002 Engine no. 2

1938 Bugatti Type 57C Atalante Gangloff Chassis no. 57767

• Rare and desirable, factory supercharged example of Jean Bugatti's Atalante masterpiece
• A stunningly original car, with great measures taken to preserve its original finishes
• Outstanding provenance, including 1938 Paris Salon exhibition and 60 years in singular ownership
• Fastidiously documented, with factory letters from E. Bugatti and report from Pierre-Yves Laugier
• Matching-numbers example, retaining its original aluminum bodywork and interior

• 1913 Bugatti Type 15 Tourer by Chauvet, Chassis no. 580, Offered Without Reserve
• 1925 Bugatti Type 30 Tourer, Chassis No. 4725, Offered Without Reserve (auctioned March 5, 2020: Not sold)
• 1936 Bugatti Type 57 Stelvio, Chassis No. 57406, Engine No. 286, Gearbox No. 68C
• 1936 Bugatti Type 57 Cabriolet in the Style of Gangloff, Chassis No. 57668
• 1939 Bugatti Type 57C Cabriolet by Gangloff, Chassis No. 57769

Offered from the Oscar Davis Collection:

• 1928 Bugatti Type 43A Roadster by Lavocat et Marsaud, Chassis No. 43233, Engine No. 62
• 1932 Bugatti Type 55 Roadster in the style of Jean Bugatti, Chassis No. 55219, Engine No. 11
• 1938 Bugatti Type 57S Roadster in the style of Corsica, Chassis No. 57601
• 1939 Bugatti Type 57C Aravis Special Cabriolet by Gangloff, Chassis No. 57798, Engine No. 431
• 1939 Bugatti Type 57C Cabriolet in the style of Corsica, Chassis No. 57838, Engine No. 105C

In 1928, the Davis family—including three-year-old Oscar—emigrated from Budapest, Hungary, to the United States, making their home in New York City. Shortly before his 18th birthday, Davis left school to enlist in the United States Army; he served through the end of the war in Europe, remaining in the conflict’s aftermath to oversee displaced persons camps. There, Davis, who was Jewish, located many Hungarian refugees, and some of his family members who had survived the Holocaust.

Returning to the United States, Davis pursued a career as a toolmaker, a trade taught to him by his father Isidor. In 1949, borrowing $1,500 from his father-in-law, he established the Oscar Davis Company, which produced specialty plastic fittings for the burgeoning industrial plastic pipe industry. He would sell the company in 1961. Then, in 1964, he purchased a Brooklyn, New York, machine shop that made metal swimming pool system components. Applying his knowledge in the use of industrial plastics to these products, Davis transformed the business that would become Hayward Industries into a global leader in the swimming pool industry, with more than 2,500 employees worldwide when he sold it in 2017.

In recognition of his lifetime of business achievement and service, Oscar Davis was awarded the Ellis Island Medal of Honor in 2002. Davis passed away in February 2021 at the age of 95; there can be no doubt that his was a life well-lived. In the midst of it all, he found the time to cultivate his passion for exquisite automobiles—a passion he pursued with vigor.

As with so many servicemen returning from the European Theater, Davis was captivated by the Continent’s shapely and athletic sports cars. A BMW 328 (said to have been purchased for the now-unthinkable price of $200) was his first acquisition in 1957, but with increasing business success came the ability to own a wider range of vehicles, including grand American classics. Unimpeachable quality and provenance were the throughlines of his collection, even as its focus evolved; in time, he would build one of the finest stables of pre- and post-war European performance machinery ever assembled.

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• 1931 Bugatti Type 51 Grand Prix, Chassis no. 51154, Estimate: $2,750,000 - $3,250,000
• 1937 Bugatti Type 57C Ventoux, Chassis 57517, Engine 7C, Estimate: $1,000,000 - $1,500,000, Without Reserve
• 1937 Bugatti Type 57SC Atalante, Chassis 57523, Engine 23S, Estimate: $10,000,000 - $12,000,000
• 1994 Bugatti EB110 Super Sport, Chassis ZA9BB02E0RCD39012, Engine 086, Estimate: $3,000,000 - $3,500,000

1931 Bugatti Type 51 Grand Prix, Chassis no. 51154

This Bugatti Type 51, chassis 51154, carries exhaustively documented history compiled by renowned Bugatti historians David Sewell and Mark Morris, who followed the car for several decades, culminating in their detailed 100-page report accompanying the car at auction. Supporting historical references include entries for this car in The Bugatti Book (1954), Hugh Conway’s The Bugatti Register, and the Nordic Bugatti Register (2014), plus research conducted by Bugatti historian Pierre-Yves Laugier using copies of Bugatti factory records. According to Mr. Laugier’s research of the factory records, cited by the Sewell and Morris report on file, the origin of this Bugatti Type 51 dates to July 7, 1931, when two 2.3-liter Type 35B engines, nos. 205 and 207, were on hand at Bugatti’s Molsheim works. Both were documented to have been upgraded to twin-cam Type 51 specification, and engine no. 205 would become a 2.3-liter Type 51 engine, no. 17. According to the Molsheim factory engine book, engine no. 17 was fitted to this Type 51, chassis 51154, assembled on July 7, 1931. Soon after assembly, 51154 embarked on its early career as a works racing Bugatti. While 51154 was completed too late by Bugatti to participate in the mid-July 1931 Grand Prix of Spa, photographic analysis of the car’s minute details by Sewell and Morris led them to conclude, “…it is almost certain” that William Grover-Williams drove this Type 51, with engine no. 17, at the German Grand Prix on the Nu¨rburgring on July 19, 1931; however, the historians found no subsequent racing entries attributed to the car for the remainder of 1931. According to period photographs studied by Sewell and Morris, this Type 51 was possibly used by famed Bugatti driver Louis Chiron in testing for the Grand Prix de la Marne on July 3, 1932, and at the French Grand Prix tests at Reims that month. An engine overhaul on August 9 and work to the gearbox and rear axle on August 19 closed out the Bugatti’s 1932 season, followed by more service to the car from January to early February 1934, with the car likely having been used by Bugatti for testing purposes, given the February 11, 1933 maintenance note referring to a special supercharger. Certainly, the highlight of 1933 for the car was its use for some practice and training runs at Montlhéry in March with none other than the retired 1927 Grand Prix champion, Robert Benoist, with the legendary driver photographed on the track behind the wheel. According to extracts from the Bugatti factory’s Sales Register and Invoice Book, a Type 51A, chassis 51154 with engine 17, was sold to Claude Bossu, the car’s first private owner, on July 13, 1934. Bossu was the scion of a successful family and aspiring driver, who raced under the pseudonym “Barowski” and paid 86,400 francs for his new steed. From 1934 to 1936, Bossu contested seven events, including a 1st in Class victory at the September 1934 Mont Ventoux Hill Climb. Various events followed, including finishing 2nd at Montlhéry, plus 1st in Class at the Côte de Lectoure race on September 1, 1935. Bossu’s final outing was at the May 1936 Grand Prix des Frontières at Chimay, Belgium. On the wet circuit, Barowski was blinded by mud thrown up from his front tires, drove into a field, and flipped the Bugatti, causing minor chassis damage. Fortunately, he was unharmed and elected to retire from racing, selling the car to Jean Delorme, who also owned Type 51 chassis 51149. Delorme proceeded to rebuild the 2,300 cc engine of 51149 with most of the mechanical parts from 51154, including the crankshaft and upper crankcase. The parts from 51149 were then fitted to 51154, transforming it into a 2,300 cc car. Crucially, both 51149 and 51154 retained their original lower crankcases – considered by Bugatti authorities to be the actual core engine component, stamped with engine nos. 27 and 17, respectively. Delorme also fitted a large supercharger. Additional work included transferring the hood and road equipment from 51149 to 51154, plus a repaint of the body. Towards the end of 1936, Delorme put both cars up for sale, with 51154 purchased by H.R.H Prince Bertil of Sweden, who then resided in Paris. A photo taken of the Prince with the car on file shows the unusually large supercharger. In 1937, the Prince sold 51154 to Spanish racer Genaro Leoz, through whom the car passed to Jack Lemon Burton of the UK, who then sold the Bugatti to Donald B. Parkinson, an American architect, with the car shipped to him in Los Angeles. In 1938, chassis 51154 passed to George Dillwyn Parrish for approximately two years, before it was acquired by Los Angeles playboy Tommy Lee, who raced the car on the dry lakes in 1940 and kept the Bugatti in his collection until around 1946. The Bugatti’s next documented owner was W. Hudson Mills, who sold the car circa 1965 to Robert Fergus. In 1972, Joel Finn helped Mr. Fergus repair 51154, subsequently becoming part owner of the Bugatti. In January 1986, fashion magnate Ralph Lauren purchased 51154. In 1989, Mr. Lauren commissioned UK Bugatti experts Crosthwaite & Gardiner to meticulously restore the Bugatti, including the painstaking construction of a new body, with the car completed in March 1993. The Bugatti was retained by Mr. Lauren until 2004 when it was acquired by the current owner, who has actively campaigned it at such prestigious events as the Goodwood Revival Meeting and Monaco Historic Races. Extremely well documented, 51154 is accompanied by a wealth of paperwork documenting its rich provenance, plus UK V5 registration. Exceedingly rare and fascinating, this Bugatti Type 51 stands ready for continued adventures with its next custodian.

1937 Bugatti Type 57C Ventoux, Chassis 57517, Engine 7C

• From The Mark J. Smith Collection
• Exceptionally Original and Unique Example of the Ventoux
• Desirable Second-Series Chassis with Supercharged Engine and Factory Upgrades
• Provenance Dates Back to First Owner Prince Wilhelm of Sweden
• One-Off Example Fitted with Highly Attractive, Atalante-Style Front Fenders
• Retains Matching-Numbers Engine and Original Coachwork per Bugatti Club Records
• First in Class (Prewar Preservation) at the 2009 Pebble Beach Concours d’Elegance

• Pur Sang Bugatti T37A

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• "1927" Pur Sang Bugatti T35B, Estimate € 250.000 - € 280.000

A very nice Bugatti Type 35 B Supercharged built by Pur Sang Argentina.

Maintenance condition: The engine runs well, the gearbox shifts well and the brakes work well. The car drives properly and is technically in a well-maintained condition.

Paintwork condition: Paintwork is in very good condition, has normal signs of wear. Is its original paint, French Racing blue. It is in very good condition for its age.

Interior condition: The interior is in very good condition, made of brown leather. All original clocks are present. Also equipped with an aluminum dashboard.

Options: Pur Sang is named one of the best car builders in the world! 1 on 1 with the original T35 built by Bugatti in Molsheim, France. There are "only a few minor" differences between the original and a Pur Sang. For example, the Pur Sang is equipped with a modern ignition that looks like a magneto ignition, it has an electric cooling fan, the Pur Sang has other bearings for the crankshaft, so that the engine does not need an overhaul every ten thousand kilometers and the Pur Sang has another firing order that better suits the inline 8 engine. This Bugatti Type 35 B Pur Sang was built to order in Argentina, completely to the wishes of the buyer. This Pur Sang has a Belgian registration from 1927, the car is also supplied with this.

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• 1929, Bugatti Type 44 Torpedo by Ghia, Chassisnumber 44477, Estimate €880.000 - €970.000

Fitted with a beautiful sleek Ghia Torino body, the body is made of wood and pegamoid (Weyman), still perfectly preserved making it one of the most beautiful Type 44 given its exceptional condition.

Regarded by Bugatti experts as the most preserved and original Bugatti and a candidate for the 'most preserved car' category in all the world's most important competitions, from 'Pebble Beach' to 'Villa d'Este'.

Car in beautiful and original condition preserved and unique. A conservation restoration on the fenders was recently carried out by a major body shop, they specialize in high-end cars.

Always Italian, 3 previous owners, owned by the same family for 78 years, still corresponding to the production when the car was new.

The car has been featured in a number of famous magazines and featured on the cover of the very important British magazine 'The automobile'.

Car equipped with 'catalogue des pieces detaches du chassis 3 liters, type 44' (catalog with prices of spare parts) and 'notice de conduite et d'entretien du chassis 3 liters type 44' (original manual and maintenance instructions from that time) , easy to read for reference.

It can be viewed in the province of Bergamo, Italy.

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• 1939 Bugatti T57C Gangloff Coupé, 57524, Opening Bid: USD 1,000.00

Offered without reserve

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• "1926" Bugatti Type 35A Replica, Estimate: 280,000 - 380,000 EUR

Pierre Dellière, a native of Avignon, did his military service in Indochina in the early 1950’s. He had always been a mechanics fanatic, so he bought a Vespa there, which he decided to bring back to France once he was demobilized. There follows an incredible journey of 16,000km and three months, to Paris, with his share of adventure and encounters. This journey, worthy of the greatest adventurers, attests to Pierre’s incredible character. Back in civilian life, the inimitable Provencal opens a garage... Vespa, before settling in Orgon, in Bouchesdu-Rhône, at the edge of the National 7. If he was one of the founding members of the Ecurie des Trapadelles, he also quickly became known to the pioneers of the collection with his famous Automobile Museum, one of the first of its kind in France. Amilcar C6, Simca Deho, Ferrari 250 SWB: our bulimic mechanic restores, drives and exhibits at all costs. The trigger for Bugatti came early on, when his friend and neighbor, the driver Maurice Trintignant, asked him to restore his famous Bugatti Grand Prix (chassis #51128). Pierre quickly became one of the first French - and worldwide - specialists of the Molsheim brand, and more particularly of the Grand Prix (Type 37 and 35) that he loved so much. He was one of the first, along with the BOC (Bugatti Owners Club in England), to offer a catalog of remanufactured parts, from the chassis to the bodywork, including the rims and the tank.

In 1990, he bought a rebuilding project from one of his customers, mostly made of parts he had supplied, which he completed and finished. He opted for the most beautiful Bugatti Grand Prix, a Type 35 A, which is characterized by its slim radiator (the 8-cylinder engine with two carburetors is much less calorific than the compressor versions). He registers the car in 1991, via the French Federation of Collection Vehicles, using a five-digit “horssérie” number, the fruit of his imagination (the assurance that there is no duplication...). He will then travel all over Europe driving this pretty Bugatti painted in “French blue”, and registered 2253 QN 13. The engine was rebuilt in the early 2000’s by Laurent Rondoni, the famous Bugatti specialist from Carpentras. With its long-stroke 5-plain bearing crankshaft, the engine, which has a displacement of 2.3 liters (an original Type 35 A engine has a short-stroke 3-bearing crankshaft, for a displacement of 2 liters), offers surprising performance for a version without a compressor...

When Pierre Dellière passed away, the car remained immobilized in the famous Provencal museum, one of his sons, Pierre Dellière Junior, using it occasionally. With a dirty fuel tank, leaking gas valve and water pipe, Pierre Dellière’s famous Bugatti needed a minor mechanical overhaul before taking to the roads of Europe’s biggest events. The more perfectionist will also focus on giving it a more appropriate hood and hood cheeks (when the car was equipped with an additional electric fan to be adapted to modern traffic, the radiator had to be moved forward a few centimeters, and it recovered an old Type 35 B hood). We are offering you the opportunity to acquire a high performance Bugatti Grand Prix, well known to Bugattists and the Club, naturally with a patina after more than 30 years of existence. All this for less than one fifth of the value of an authentic Type 35 A...

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• 1935 Bugatti Type 59/50S, "59002", current Bid: USD 250,000

This 1935 Bugatti Type 59 was assembled by marque restorer Ray Jones over several years in the style of the Type 59/50S driven by Robert Benoist in the 1935 Grand Prix de l’Automobile Club de France. Originally completed in the early 1990s, the build included the installation of the supercharged 4,972cc inline-eight that is said to have propelled Benoist’s 1935 Grand Prix entrant after having carried Count Stanislaw Czaykowski’s Type 54 to multiple speed records in 1933. The car rides on Bugatti Type 59 works frame No. 2, which was acquired by Ray Jones from the closed Molsheim factory in the 1960s and was fitted with reproduction aluminum coachwork during the build. Bugatti components also include a four-speed manual gearbox, a double-reduction rear axle with a ZF limited-slip differential, a split front axle, De Ram hydraulically governed friction shock absorbers, semi- and quarter-elliptical leaf springs, and 19” piano-wire wheels of staggered width. A restoration performed by the seller, Ray Jones’s son, between 2015 and 2016 brought the car to mechanically operating status and included a repaint in blue with hand-painted numbering. It has since appeared at various Concours events including the 2017 Cavallino Classic, 2019 Pebble Beach Concours d’Elegance, 2020 Boca Raton Concours d’Elegance, and the 2022 Palm Event at Mar-a-Lago where it earned best in show. This Type 59 is now offered in Stuart, Florida, with an FIA Historic Technical Passport, an authenticity report from David Sewell, photos from the Molsheim factory, photos from the restoration, copies of technical drawings, and a clean California title in the name of the seller’s father’s trust.

The Type 59 debuted in 1933 as a replacement for the Type 54 in anticipation of an Association Internationale des Automobile Clubs Reconnus rule change stipulating a 750-kilogram weight limit for the forthcoming season. Eight examples are said to have been completed, with power initially courtesy of a supercharged 2.8- or 3.3-liter version of the Type 57’s engine mounted low in the Type 59’s drilled chassis. After the model saw middling results in 1934, one of the chassis was fitted with a specially developed 4.9-liter powerplant previously used in a works Type 54 used to establish a one-hour world speed record in 1933. Based on frame number six, that repowered Type 59 completed 16 laps with Robert Benoist at the wheel in the 1935 French Grand Prix before retiring from the race and later becoming the basis for Bugatti’s Type 59/50B racers.

This build recreates Benoist’s French Grand Prix car using Bugatti Type 59 frame number two, which was one of four Type 59 frames and numerous other parts acquired by Ray Jones from the Molsheim factory in the late 60s. An aluminum bulkhead and coachwork were fabricated during the project based on factory drawings and period photos, with design features including a faired-in radiator and a riveted seam projecting along the tail panel. The body is finished in blue with the number 24 hand-painted on the tail, hood, and grille as depicted in photos of the original Benoist car.

The piano-wire wheels are joined by splines to drilled center discs and are secured by two-eared knock-offs. Blockley tires measure 5.00-19 up front and 5.50/6.00-19 at the rear. Braking is handled via cable actuation on finned drums with drilled backing plates and ventilation scoops up front. Suspension incorporates semi-elliptical front leaf springs, inverted quarter-elliptical rear leaf springs, and four-wheel De Ram shock absorbers, the latter of which use hydraulic pressure to adapt friction dampening to the speed of lever-arm travel.

The cockpit houses a single seat situated on the right-hand side and wrapped in black upholstery. The passenger side is fitted with an aluminum tonneau panel and houses an engine oil reservoir linked to a cowl-mounted oil cooler. Features include a single windscreen, a faired rearview mirror, a handbrake lever to the driver’s left, and a shifter located outside the cockpit.

The wood-rimmed steering wheel frames period instrumentation that is housed in a reproduction aluminum panel and includes a 6k-rpm tachometer and gauges monitoring fuel level, coolant temperature, and oil pressure. A Jaeger clock is mounted in the left side of the bulkhead.

The 4,972cc T50S inline-eight is said to be distinguished from other period engines by a lightweight aluminum sheet-metal crankcase, a larger supercharger mounted midway along the side of the engine, triple Zenith 48K updraft carburetors angled at 45°, and a divided cast-alloy intake manifold assembly. Features also include dual-overhead camshafts with helical-cut gears, hemispherical combustion chambers, a cast-iron cylinder block, dry-sump lubrication, and magneto ignition. The engine is said to have been acquired by Ray Jones after his discovery of its presence in a car that had been purchased by a customer in 1970.

Power is sent to the rear wheels via four-speed manual gearbox number four and a double-reduction rear axle that houses a ZF limited-slip differential and is also stamped with number four as well as 28/20 and 33/12 gear ratios. The tail-mounted fuel tank is said to be a reproduction fitted with Bugatti dual filler necks.

Frame number two is shown stamped on the rear crossmember above, and a VB logo can be seen stamped on one of the frame rails. According to Sewell’s report (below), the latter represents Bugatti subcontractor Brunon & Valette, who handled original production of various frame elements. The photo gallery below includes images of stamps on numerous internal engine components as well as stampings on the gearbox and rear axle and their respective internals, the De Ram shock absorbers, the leaf springs, the wheels, and various other parts. The six-page Sewell report is also included in the gallery and contains an analysis of components and their stamps. Also shown is the car’s FIA Historic Technical Passport and its most recent entry in the Bugatti Register. The car is titled using car number 59002, which is stamped on a reproduction firewall tag.

Photos taken at the Molsheim factory during Ray Jones’s retrieval of this car’s frame and other parts are shown above and in the gallery below. Also included are photos of the original Benoist car upon which this build is based as well as factory drawings. Images from the restoration are also provided, while footage from the project is included in a video below. The underside of the hood is signed by Michel and Caroline Bugatti as are two copies of included articles featuring the car. A copy of “Robert Benoist: Champion du Monde” by Roger Labric is also included in the sale, along with a “Pilote” arm band which is said to have been worn by Benoist in period.

More photographs of the car shown below.

The David Sewell report.

Restoration photographs.

Photographs of the original car, and of Ray Jones and the parts in the factory.

Various drawings included in the sale, not all of the T59.

• 1930 Bugatti Baby
  Estimate: 30,000 - 50,000 EUR

aluminium, painted metal sheet and leather, the motor is electric. The dashboard is equipped with a control panel, the gearshift is on the right side of the seat.
Size 56 x 180 x 63 cm
wheelbase : 121 cm

The Bugatti Baby is the faithful half scale replica of the mythical Bugatti Type 35 Grand Prix racing car that won almost all races between 1925 and 1927. Originally designed by Ettore Bugatti for his second son, Roland, aged 5 years, it was initially fitted with a combustion engine. It was later fitted with an electric engine and elongated, so that it could be used by children of 6 to 8 years old. Ettore presented this second version at the Milan Trade Fair in 1927, where it encountered great success that lead to the production of this ‘luxury toy’ in small series.
The car was then included in the factory catalogue and exhibited at Bugatti retailers. Made of aluminium and sheet metal, it has a gearbox, a Bugatti-style dashboard and a leather seat. It can reach 15 to 20 km/h depending on the charge available from the 12-volt battery which drives the Paris-Rhône engine. Each presents a different number located on the sheet metal separating the backrest from the engine compartment. Its significant price - about 5,000 francs at the time - made it the ideal gift for wealthy customers' children. Ettore sometimes gifted one as a token of gratitude for regular clients. In this way some royal families, notably the Prince of Morocco in 1929 and the future King Baudouin in 1932, became happy owners of the model. Hergé immortalised this in the album, 'Tintin Land of Black Gold', in which the young Abdallah is given a Baby Bugatti by his father. The queen of children's car racing, which flourished during the 1930's, the Baby was equally at home on the Planches de Deauville board-walk or the Promenade des Anglais in Nice. Around 500 models were produced between 1927 and 1937. Today, less than one hundred are listed, in the hands of private individuals or in museums. One model can be seen in the Mullin Automotive Museum collection and two at the La Cité de l'automobile - Musée national - Collection Schlumpf in Mulhouse.

Our model comes from Germany and was owned by Mr Carl Reichstein, a wealthy industrial who founded the ‘Brennabor' cycle manufacturing company at the end of the 19th century. The company became the major cycle manufacturer in 1900, at that time selling some 40,000 cycles. He then expanded his company with the help of his two brothers in the automobile industry with the "Brennaborette" tricycle (1906-1911) and among other products, two four-cylinder cars. His son Eduard took over the company after having spent eight years in the United States, where he was an engineer and designer-in-chief with Northway MotorCorp between 1916 and 1919 in Detroit. With this experience behind him, he returned in 1920 as automobile designer-in-chief in his father's company and was instrumental in making Brennabor the first automobile works in Germany to be fitted with assembly lines. From 1922 he became co-proprietor of the trademark Brennabor-Werke and was successful in developing several vehicles, notably the ‘Jewel’ 2.5 litre / 6 cylinder series in 1929 and a 3.4 litre / 8 cylinder vehicle in 1930.

Remained in this famous family tied to the premises of the automobile industry, our Baby was ordered for the grandson of Carl Reichstein: Karl Ernst who made use of it in the property of Potsdam. This legendary toy is a rediscovery as it has not been in circulation for almost a century.

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The date is June 5, 1925

The location is the Parc des Princes, and the event is the concours d' élégance

The photograph depicts a 4-cilinder Brescia Bugatti, bodied by the coachbuilder "La Carrosserie Profilée", the lady remains unknown, I'm afraid.

To the right another example by the same coachbuilder, at the same event.

Until April 20, 2022 Bugatti Divo on public display Molsheim, France

A Bugatti Divo is on display at the center square of Molsheim, and will remain there until April 20.

• 1927 BUGATTI TYPE 35C (R)
  Chassis no. 38343, Engine no. 219, Estimate: 300,000 - 400,000 EUR

• Rebuilt by a French expert of the brand in the 1990’s
• Original engine, rear and front axles
• Reliable car with a very nice patina
• French historic registration title

3rd August, 1924, “Sept Chemins” temporary track, south of Lyon, 9 am: twenty cars set off for the very popular Grand Prix de l’Europe. On the programme, seven hours of racing on a difficult and winding 23 km long circuit. If the Sunbeam Grand Prix cars are the favourites, the Delage 2LCV 12-cylinder and Alfa Romeo P2 are not to be outdone. However, the press and the public only had eyes for the new Bugatti...

With its horseshoe-shaped radiator, “aeroplane wing» body profile with Bordino tip, forged front axle, cast aluminium wheels with integrated brake drum, and brake wire to hold the body screws in place, the Type 35 stands out from the start with a whole host of remarkably aesthetic and technical details. Not to mention its 2-litre in-line 8-cylinder overhead cam engine, derived from the Type 30 and 38 touring cars, which now develops 110 bhp. Although the Lyon Grand Prix was a resounding disaster (due to unsuitable Dunlop tyres), Ettore Bugatti was nevertheless successful. The new race car made in Molsheim made an impression and quickly became the car to beat. This was made all the more so by the fact that the boss, who was as good at marketing as he was at drawing board, was a pioneer in offering this genuine competition car for sale: any amateur driver, whether a novice or an experienced one, could drive it in Grand Prix races alongside the factory cars and top drivers. It has just invented the concept of the competition-customer car before anyone else. Thanks to this wide distribution, the Bugatti Type 35 (and its derivatives, with 4 or 8 cylinders, 1.5 l or 2.3 l, naturally aspirated or supercharged, and single or double overhead camshafts) won countless victories, building up the most successful record in the history of motor racing, including a World Championship title in 1926 and five consecutive victories in the renowned Targa Florio between 1925 and 1929. It is still the most legendary classic Bugatti and the archetypal Grand Prix car of the 1920s. The Type 35 C appeared with the evolution of the racing regulations, and was distinguished from the Type 35 «Grand Prix de Lyon» by its engine, still with a 2-litre capacity, but now supercharged by a Roots-type compressor, designed by the engineer Moglia, and which now brings the power of the sublime Bugatti engine to 150 bhp. The first supercharged Bugatti, the Type 35 C is for many the best and most balanced of the 35s.

Around 340 Bugatti Type 35s were built up to 1930. While it cannot be said that the 35 was the best in every respect, it was the most complete and consistent. This exceptional quality gave rise to the myth of the Molsheim thoroughbred. In 1978, an early enthusiast bought a few pieces of the wreckage of Bugatti Type 38 cabriolet #38343 from a scrap dealer in Joué-les-Tours, Indre-et-Loire, including the engine (number #219), which was in apparently very good condition. With the help of one of his friends, an acknowledged expert on the marque, he finally decided to start rebuilding a Bugatti Grand Prix using this engine, identical to the Type 35, except for the lower crankcase. But if some people have already grafted a Type 38 engine into a Grand Prix chassis by modifying or changing this famous crank - case, our two amateurs have the intelligence to keep the engine as it is, by making specific spacers. The engine is rebuilt in England, by the specialist Ivan Dutton, who fits a new crankshaft, while the blocks are re-bored and the camshaft is restored. He also supplied an original front axle (solid model, unnumbered), while the rest of the parts are of English and French manufacture, like the chassis, and some parts are original, like the axle cases (number #344). The car comes back to life as a Type 35 C, with a large radiator made by Audoly in Nice and a compressor (the only new part bought in Argentina).

The sublime black Bugatti, which took its first turns on the wheel in the early 2000s, caused a sensation at each of its appearances. It was entered several times (2002 and 2003) at the not-to-be-missed Bugatti event in Montlhéry, organised by the expert Jean-Michel Cérède, who was asked to examine the car in 2004. His conclusion is eloquent: «We are in the presence of a chronologically composite Bugatti, but as a whole it conforms to the configuration of the 1927 35 C model. (...) The car is now operational and I have had the opportunity to appreciate its operation at high speed on the Montlhéry circuit» (copy of the report attached to the file). The car is indeed particularly fast, and will be entered in a number of rallies and historic races (including the Journées d’Automne at Mas du Clos, the Grand Prix de l’Âge d’Or in Dijon, the historic Grand Prix de Pau, the Circuit des Remparts in Angoulême and Le Mans Classic).

This car, registered under the identity of the Type 38 Cabriolet from which it borrows the engine, presents a rare opportunity to acquire a Bugatti built around three major original elements (engine, front axle and bridge). A real asset in the scale of authenticity of a Bugatti as defined by the Bugatti Owners Club. Its performance, its perfect working order and its inimitable patina will seduce the amateurs of the genre...

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• 1948 CDL Chorlton Special, Guide Price: £100,000 - £140,000

Conceived as a Bugatti-based, Alta-engined, fifties Grand Prix car, this evocative single-seat racer has a fascinating history.

• Built in Monoposto GP Style with Alta motivation. Well known documented history
• Competed in many notable events such as the 1948 International British Empire Trophy Race and the Zandvoort Grand Prix of the same year
• Recent appearances include the 2017 Goodwood Members Meeting, its second airing there after appearing some 67 years earlier at the very first Members Meeting in 1950
• A recent class win in September 2021 at VSCC Loton Park shows the potential on offer
• An enviable opportunity to experience those heady days of true wheel to wheel racing

In 1946 Michael Chorlton, a well known film editor and director of the time, acquired the ex-Count Stansilaw Czaykowski Bugatti Type 51A from Jack Lemon Burton. Having been a member of The Brooklands Junior Car Club, his passion for motor racing was all-consuming with the desire to produce a successful racing marque at the forefront of his mind and so the Bugatti was steadily developed into the CDL ( Centaur Developments Limited ) Chorlton Special. Many aspects of the vehicle were reimagined with weight loss and aero dynamics a priority, the chassis was narrowed, the two seater body was replaced in an aluminium monoposto GP style and the suspension, alongside other mechanical aspects of the Special re-engineered. Such was the success of the build that the single seat Bugatti went on to compete at a number of International events including the 1948 International British Empire Trophy in the Isle of Man, the 1948 Zandvoort Grand Prix, Goodwood’s very first Members Meeting in April 1950 and Silverstone's Daily Express International Trophy the same year. Regularly seen competing with Altas, Alfas and ERAs the Chorlton Special was no slouch as illustrated by a 5th overall finish at the Goodwood Meeting.

In 1950, Michael Chorlton lost his life in a plane crash and his Special was sold on, falling into the hands of a Mr Rigg who further developed it by fitting a supercharged Alta engine, DB2 back axle and a pre-selector gearbox, pressing it into action and successfully competing in VSCC events throughout the 1960s. As is the way with racing cars, the Special changed hands on several occasions in subsequent years, eventually becoming the steed of Roger Hart who acquired the car in 1994 minus the chassis. As a chassis was considered to be rather important, a replacement was sourced in the form of a Gino Hoskins T51 Replica Chassis which was modified to fit the car and accept a normally-aspirated Emeryson 2.5-litre Alta engine.

In more recent times, the car has been campaigned by Nick Pellet and latterly Max Sowerby both of whom called upon the services of Gareth Burnett’s Pace Products, further developing the car with recent appearances at the 2017 Goodwood Members Meeting and even more recently at VSCC Loton Park in September 2021, achieving a first in class in the hands of Tom Hardman. The CDL Chorlton Special has a known history with many prestigious events under its belt giving an enviable opportunity to its next custodian to experience the thrill of racing in days gone by. If only it could talk!

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With usually a lot of Bugatti's, parts, miniatures, books and more.

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• 1920 Bugatti Type 13, Chassis n° 772, Engine n° 445, Estimate 250.000 - 350.000 €
• 1925 Bugatti T35B Reconstruction by Ventoux Moteurs Engineering, Chassis n° 4617, Estimate 400.000 - 600.000 €
• 1926 Bugatti 37A ex-Jacques Dufilho, Chassis n° 37211, Engine n° 114, Estimate 900.000 - 1.200.000 €
• 1928 Bugatti T44 Faux Cabriolet par Labourdette, Chassis n° 44342, Engine n° 76, Estimate 300.000 - 400.000 €
• 1928 Bugatti T35/51 Reconstruction "Petit Coupé Friderich", Chassis n° 4775, Estimate 250.000 - 350.000 €
• 1935 Bugatti Type 57, replica "Aérolithe" body, Chassis n° 57104, Estimate 1.500.000 - 3.000.000 €
• 1936 Bugatti T57 Galibier, Chassis n° 57363, Engine n° 57331/234, Estimate 250.000 - 300.000 €

1920 Bugatti Type 13, Chassis n° 772, Engine n° 445, Estimate 250k - 350k €

French title

• Rare and interesting model
• High quality restoration
• Ready to drive
• Surprising performance

Around 2003, after restoring a Bugatti 57, Bruno Lafourcade and François Chevalier found themselves looking for a new project to occupy their weekends. " We discovered a Bugatti Type 13 in bits with Yves Ancelin. An engine in pieces, radiator, chassis, worm-type steering box, gearbox, differential, axle, four wooden wheels etc, " explains François Chevalier. "

The car was pretty much complete… at least the first half ! " The little 1300cc 8-valve engine was rebuilt by Laurent Rondoni (Ventoux Moteur Ingénierie) with a hollow crankshaft. The lubrication was modified so that it could be lubricated under pressure using the original oil pump. Laurent Rondoni also adapted the metal plates between the radiator and the engine to make the front part of the chassis more rigid. This is a common and discreet improvement often carried out on Type 13 and 22/23 cars. With the mechanical side of the work entrusted to an internationally renowned specialist, " the rest " was carried out by Bruno and François in their spacious garage. This included the paintwork which was carried out by Bruno and François using paintbrushes and sandpaper. It took a lot of delicate work, matching the front and rear wings for example, to make sure the car was just right.

The Type 13 was given a few discreet upgrades to improve its driveability. An alternator driven by the propellor shaft powers a starter motor and the lighting (while retaining the original acetylene headlights). A rev counter graduated to 4000 rpm, taken from a Delage, allows the speed to be monitored. " I once took it up to 3000 revs, " recalls François. " That must correspond to a good 102-103 km/h. But with the 8-valve engine, it's the car that sets the pace. It drives at 2 500 rpm, around 80 km/h. " François Chevalier added an adaptable Michelin spare wheel that could get the car to a garage in the event of a problem. " It's very clever " notes the Bugatti enthusiast. " This additional wheel is attached to the outside of the wheel. But I'm not sure how that would work at the front. " Following a year and a half of restoration work, Bruno and François set off on a trip into the Alps involving a dozen passes! " We only went into first gear once or twice. " remembers François Chevalier. The descents were probably more exciting than the ascents given the lack of front brakes !

Inspected in 2004, this little Bugatti, one of around a thousand examples built, (with scarcely half a dozen remaining in France), was one of Bruno Lafourcade's favourite cars, as he could set off in it at a moment's notice. Well-known to specialists and equipped with French registration, this Type 13 offers a rare opportunity to take part in the Bugatti dream, with complete peace of mind.

1925 Bugatti T35B Reconstruction by Ventoux Moteurs Engineering, Chassis n° 4617, Estimate 400k - 600k €

French title

• Reconstruction by the greatest marque specialist
• Powerful and reliable car
• Lovely patina after 25 years of racing

For many enthusiasts, the Bugatti 35 is a legendary car, as prestigious as it is out of reach. For certain collectors, the 35 represents the Holy Grail. In 1959, François Chevalier gave his BNC Monza to Antoine Raffaëlli in exchange for a Bugatti chassis frame, believed to be from a Type 35 that had burnt and been scrapped in the Toulouse area. The astute young man also possessed a Type 30 engine and various elements from a 37 coming from the " de Sa Conte " Cooperage. The first part of a truly epic adventure was unfolding….

A few years later, François Chevalier met Bruno Lafourcade, a fellow Bugatti fan. Their meeting generated a joint desire to rebuild this Bugatti 35, formerly owned by a certain Mr de Viscaya. It was at this moment that Bruno began to collect all the elements he could find, listing them and carefully storing them away. In September 1994, François sold all the parts he owned to Bruno on particularly favourable and friendly terms. Bruno took the Bugatti 35 chassis (4617) with large hubsto mount the paddle wheels, four aluminium wheels, front suspension and differential, drum brakes and numerous small parts. As the reconstruction began, the passion for the project grew. The efficient and indispensable Laurent Rondoni built a TC version engine with roller bearing crankshaft, connected to a rare, original Zenith 48 K carburettor. The starter and magneto conform to the original and it was given a Brineton dog box, limited-slip differential, and a hollow axle supplied by François from his stock of parts. It was starting to take on a certain charm.

In 1995, the 35 was running and taken to be inspected. The two friends took part in a rally together in Alsace at the end of the 1990s. In 1996, the Bugatti, hand-painted dark red by the two accomplices, obtained its French registration. At the end of the 1990s, Bruno's son Alexandre discovered the Bugatti's potential and used it enthusiastically in numerous events. The 35 was doing exactly what it had been designed to do and Alexandre covered nearly 100 000 km under race conditions, demonstrating the car's capability and reliability. It must nevertheless be noted that the maintenance of this 35 by Ventoux Moteurs Ingénierie was carried out with no expense spared (all invoices will be supplied with the car, which comes with an FIA passport requiring renewal).

After so much time and effort spent recreating this Bugatti 35, we would like to believe that nothing could happen to it. However, François Chevalier remembers an incident that could have had serious consequences. " I had a set of original wheels, " recalls the Bugatti and Moto Vincent enthusiast. " Back then, re-manufacturing was less common. I brought them back from storage in Dordogne and had them Magnaflux tested at Larrousse. Three of them were fine. The day they were fitted for the Tour of Sardinia, one of them broke completely, sending the car into the ditch ". Luckily, Alexandre and the 35 escaped unhurt.

The Bugatti 35 has just been recommissioned by Raphaël Rondoni and his team at Ventoux Moteurs Ingénierie. It is important to understand that this reconstruction project has been carried out by discerning enthusiasts with the help of the greatest marque specialist worldwide, with no time or cost spared. We therefore advise potential buyers to examine in detail the work undertaken on this car, under the supervision of specialists who were in close contact with the original models, with the aim of keeping as close to the original as possible.

Major participations by the Bugatti 35B in competitive events and demonstrations:

• Vintage Montlhéry (from 1998 to 2002)
• Rallye Bugatti Montlhéry (from 1997 to 2004)
• Rallye Bugatti in Provence (2015)
• Circuit des Remparts, Angoulême (from 1999 to 2006)
• Grand Prix de Divonne-les-Bains (from 1997 to 1999)
• L'Anneau du Rhin (3 times)
• Virada Rallye (France, 2000)
• Rallye Bugatti International (France, 1999 ; Great Britain, 2004 ; Corsica, 2007)
• Mille Miglia (2000)
• Targa Florio (2001)
• Tour of Sardinia (2000)
• Mont Ventoux Hillclimb (2002)
• Tanneron Hillclimb
• Prescott hillclimb (England)
• Klausen Pass hillclimb (Switzerland)

1926 Bugatti 37A ex-Jacques Dufilho, Chassis n° 37211, Engine n° 114, Estimate 900k - 1.200k €

French title

• Famous previous owner
• Genuine Bugatti 37 with supercharger added by Dufilho
• Original engine
• Highly prestigious Grand Prix model

A year after the successful launch of his Type 35, with its 2-litre 8-cylinder engine, Ettore Bugatti presented the Type 37 in November 1925. It was equipped with a 1.5-litre 4-cylinder engine and wire wheels, and had several other, less visible differences from the 35. It was, however, almost as quick, developing 60bhp and - with a weight of 710kg - had a top speed of 150kph. In June 1927, the Type 37A appeared. Its 1496cc engine had a supercharger (as on the 35B and C); power went up to 90bhp and its top speed to 175kph. It still had wire wheels and, as an option, 330mm drum brakes. The Bugatti Type 35 and 37 were the first racing cars to be offered for sale in a catalogue, with 287 of the 37 and 37A sold.

Jacques Dufilho was born in Bègles in 1914, ten years before the first 35, into a family of pharmacists. In the 1930s, as a young man, he turned towards one of his first loves, for agriculture and breeding cattle and horses, before enlisting in the army for two years in 1934. On returning to civilian life, he went into the theatre, before being called up for active service in 1939. When he was released in 1940, he went to live in Paris, where he followed Charles Dullin's classes at the Théâtre de l'Atelier. After the war, he achieved his first success with comic sketches such as 'Victorine' at the Théâtre des Bouffes Parisiens. His career encompassed nearly 170 films and 60 plays, and he received a Molière, two Césars and many prizes and trophies.

In 1942, he was first touched by the grace of Bugatti's cars, by the charm of their appearance and the beauty of their engineering. He began simply, buying a Bugatti Type 40 cabriolet in poor condition. He restored it himself, but in 1943 a breakdown brought it to a halt in Paris. Naturally, he went to the official Bugatti workshop in Levallois, where he was well received by the great Henri Hauswald, who had worked for Bugatti for over 25 years. Since 1939, Hauswald had been training his 'godson', Raymond Lemayeux, to become a highly skilled member of the clan of Bugatti mechanics. Dufilho hit it off with Hauswald's team and he acquired a Bugatti 44 to replace his Type 40. The actor remained faithful to Hauswald's Bugatti workshop and, after Hauswald died, to Lemayeux's workshop at the place du Palais Bourbon in Paris. Dufilho's consuming passion saw him buy several Bugattis, including a lovely 57 Stelvio cabriolet in black and pale yellow (57406).

In 1957, he noticed a Bugatti Type 37 (chassis no. 37211 and engine no. 114) in poor condition, in the courtyard of Hauswald's workshop. It was one of the three Type 37s delivered in October 1926 and was displayed in Bugatti's showroom in Paris. Not knowing what to do with it, its previous owner, M. Balanche, a sculptor from Meudon, had it repainted by the Bugatti workshop. It was love at first sight, and Dufilho bought his sixth Bugatti. It would be HIS Bugatti, which he would customise, just like André Dubonnet's Hispano-Suizas and Robert Delaunay's Voisins in the 1930s or, more recently, Gianni Agnelli's Ferraris, with their special bodywork, uprated engines or personalised interiors.

The restoration stretched over 10 years, from 1958 to 1968, with the work carried out as Dufilho was paid for his films and plays. The car was completely stripped down, the chassis checked and all the mechanical parts gone through with a fine-tooth comb, as he liked to say. The Type 37 270mm brake drums were replaced by 330mm items, as fitted to the supercharged Type 37A, and new 18in wire wheels fitted. Houdaille hydraulic dampers replaced the friction ones. A new engine-turned aluminium dashboard was mounted on top of the original dash, with the position of the instruments decided by Dufilho. The bodywork was in a bad state and was completely rebuilt in duralumin by M. Porte, a former panel beater at the Bugatti factory. The black leather upholstery was made up by the coachbuilder Polné. Under the bonnet, the aluminium engine block (no. 37211/114) was, of course, kept, but the cast iron cylinder block, a 1496cc Type 35 (69 x 100mm), was replaced by a 1628.5cc Type 49 item (72 x 100mm), in which every other plug hole was sealed. The pistons, conrods and crankshaft were new. Ignition was provided by means of a battery and distributor, while fuel was supplied through a Zenith 42 carburettor, with - from 1961 - a Bugatti no. 71 supercharger and the drive gear crankcase no. 265. The radiator was rebuilt by Delhomme in Levallois and the multi-plate clutch replaced by a stronger single-plate part. Front axle no. 255, gearbox no. 139, rear axle no. 350, marked 13 x 54. With the increased capacity, peak power was probably close to 100bhp at 5000rpm. In 1965, when first testing it, the actor declared that he had driven it at 200kph! Dufilho knew the Bugatti family well and was given the radiator cap by Lydia Bugatti.

In the end, to finish HIS Bugatti 37A Special, Dufilho had to part with his 57 Stelvio. In the following years, when he was at his farm in the south-west of France, he used his Bugatti 37A almost every day, always having it scrupulously maintained by Lemayeux, who made a special journey to work on it every year. Christian Huet, a longstanding expert on the Bugatti, was also often present. During these meetings, the programme of work needed to maintain the car was decided, interrupted by an enjoyable dinner until late in the night and lengthy stories about Bugatti.

In 1981, Dufilho's tax arrears had built up and he asked Huet to sell his customised Bugatti. It was duly sold at auction in Fontainebleau on 18 April 1982, after Lemayeux had given it a full service at his garage. Bugatti no. 37211 was then bought by a major Parisian collector for his wife. Sometime later, his mechanic replaced the Type 49 cylinder block with a new 1496cc Type 37 block, produced at the request of the UK Bugatti Owners' Club. To improve its cooling, a radiator was concealed in the tail of the car. 37211's last outing was the Rallye des Amis des Grandes Marques in 1987. Since then, the opportunity to use the Bugatti has not arisen, and it has lain dormant without being driven for 30 years. It then was acquired by a collector who was taking pleasure in admiring its intrinsic beauty rather than getting behind the wheel. Its future keeper will therefore have the pleasure of getting it running again (the engine is not seized) and bringing this unique Bugatti back to life, by taking part in rallies and shows for the marque.

This Type 37 in known in Bugatti circles as the 'Dufilho 37'. It offers the provenance, authenticity and prestige of the model and has a clear and unique history, without having been subjected to the rigours of racing; rather, it has known the love and respect of its successive owners.

Photos © Bernard Canonne

1928 Bugatti T44 Faux Cabriolet par Labourdette, Chassis n° 44342, Engine n° 76, Estimate 300k - 400k €

French title

• Transparent history
• Exceptionally well preserved
• High quality mechanical restoration

This Bugatti 44 Faux Cabriolet Labourdette is remarkable for its history and patina. What is even more extraordinary is that it was tucked away less than 50 km from Bruno Lafourcade's garage while he was looking as far afield as New Zealand for a Type 44. " A long time ago, Bruno and I owned a cabriolet 44 Vanvooren together. I discovered the parts of the car in 1961, " remembers François Chevalier. " This car stayed in Bruno's mind as we had never got it going. "

Many years later at Rondoni's, François Chevalier came across a very rusty engine block from a Type 44. Laurent Rondoni told him that he'd had it for several years and that it used to belong to someone who had owned the Bugatti for ages. Rondoni was not familiar with the car however. On further investigation, Bruno Lafourcade and François Chevalier discovered the story of a Mr. Gros from Cavaillon. " It was the very same person that Antoine Raffaëlli had courted for two years in order to buy the ex-Trintignant Bugatti 51 with the Type 35 engine ! At the time, focused on the negotiations for the 51/35, Antoine must not have noticed the 44. " explains François Chevalier. Mr. Gros's daughter later inherited the 44 and her husband tried in vain to repair the engine.

In 2010, Bruno and François made contact with them. They discovered an incredibly original, unrestored car. Fearing thieves, the radiator had been taken out but the car was complete. " The most incredible thing was that this car had also been sold by Trintignant senior in 1934 ! " continued François Chevalier. We can also add that this Type 44 left the factory in Molsheim around 1930 not to be sold for another three or four years, due to the 1929 financial crisis.

In October 2010, after lengthy negotiations, Bruno Lafourcade finalised the deal with the heirs, right from under the feet of many international collectors. The 44 was taken for restoration and " everything that you see has remained exactly the same. And everything that you can't see has been restored ! " explains François Chevalier. The mechanical work was carried out at the workshop of Laurent Rondoni, Ventoux Moteurs Ingénierie, who rebuilt the 3-litre engine, refurbished the gearbox, front suspension and axle etc. Over numerous weekends, Bruno and François worked tirelessly on the car in order to preserve its extraordinary, original patina. The interior has also been kept as close to its original condition as possible, with just the upholstery on the seats renewed (the original cloth has been conserved under discreet fabric covers). The dashboard has its original, large rev counter and an accelerator pedal on the right. With a comprehensive file of restoration invoices (approximately 100 000 €), the " Buick of Molsheim ", as it has become known, runs beautifully (it runs to 4 000 rpm in 4th gear according to François Chevalier). With French registration, this elegant Bugatti 44 offers a marvellous opportunity to own a family car with transparent history.

As a Bugatti-enthusiast, I am of course proud of the 1000 times difference between the marque's smallest and largest engines: 12.7 CC for the Type 72 bicycle engine, and 12.7 litre for the Type 41 Royale. The difference would be even more if one would count the aero engines. I always wondered if there was any manufacturer that could better that....
However, now it seems that the modern Bugatti makes that difference actually seem small! With their 1850 hp for the Bolide on race fuel and the 0.9 hp for this scooter, the factor is a bit over 2000!
0.9 hp should give quite decent performance, as even a trained cyclest doesn't go much over 0.5 hp.

The following article is more or less official, so, don't expect too much criticism there....

Bugatti Goes Full-Electric With Surprise Bytech Scooter
It would not be an over-generalization to say that many automakers are looking to the two-wheel market as a possible source of profit by offering electrification alternatives for city dwellers against the backdrop of the two-wheel industry boom. Even with this in mind, nothing could have prepared us for this surprise: Bugatti is getting into the two-wheel EV game, and it’s doing it with a scooter, of all things.

Bugatti, one of the most recognizable, exclusive, and luxurious carmakers out there, known for its high-performance, pricey vehicles that are reserved only for the one-percenters, is making an e-scooter of the tamest variety. Before you think the French maker is selling out or playing down, don’t. “One look at the unique aerodynamic design and high-end appearance of the Bugatti electric scooter will tell you that this is not just your average basic scooter,” reads the product’s official webpage.

Developed in partnership with U.S.-based company Bytech, the scooter was formally introduced at CES 2022 (Consumer Electronics Show) in Las Vegas. A press release was sent out at the same time, though not on the Bugatti official channels. This was a surprise release by all counts and a move perhaps meant to test waters ahead of a proper introduction, down to the fact that the Twitter, Instagram, and Facebook handles, @BugattiScootersNA, are still offline. But an official website is up, and it promises a scooter that will put all others to shame.

The Bytech for Bugatti scooter is lightweight and foldable, which makes it a perfect first- and last-mile solution even for owners who live in a high-rise. It weighs just 35 pounds (16 kg) thanks to its frame of magnesium alloy, and it comes with distinctive Bugatti styling, such as the Bugatti logo and trademark color options, Agile Blue, Silver, and Black.

The two-wheeler offers three riding modes, Economy, City, and Sport, with the Sport mode delivering a top speed of 18.5 mph (30 kph). In Economy, it can only go as fast as 9 mph (15 kph), while in City, it tops out at 12.5 mph (20 kph). Power comes from a 700 W (0.9 hp) electric motor paired with a removable 36V, 10 Ah battery that promises a range of 22 miles (35.4 km) in Economy mode. A full charge takes four hours, and the scooter is rated for a maximum payload of 242 pounds (110 kg).

While the scooter doesn’t offer stellar performance – for a Bugatti-branded vehicle, mind you – it does get extra points for safety. It comes with turn lights, a bright headlight, and brake lights, as well as lit sides that create the impression of a floating deck. Because you can’t have a Bugatti without some type of showing-off, you get the “EB” monogram projection logo on the ground behind the scooter. Otherwise, how will people believe you just arrived on your Bugatti?

The other features include a digital display for vital stats such as battery charge, trip, and speed, and a dual-breaking system for enhanced stopping power, with a front left-hand brake lever and rear E-ABS electronic brake.

“Bugatti is at the pinnacle of automotive excellence,” Bugatti International Managing Director Wiebke says in a statement. “Partnering with a company such as Bytech gives us an opportunity to expand our reach in the electric mobility space with an experienced partner and a product that can be enjoyed by consumers around the world.”

There’s a pre-order button on the scooter’s official page, but it’s not live just yet. Pricing for the scooter has not been made public as of the time of press, but it’s safe to say you should expect it to be higher than with a run-of-the-mill scooter. This is a Bugatti-branded product, after all.

I am proud to announce that my 2021 Christmas card won the competition at PreWarCar, a competition I was not even aware of....

I just sent the e-card to all of my Bugatti- and other personal contacts, a tradition of about 15 years, with a newly designed Bugatti-themed card each year. Now Laurens Klein of PWC sent me an e-mail stating that I was the winner of a pair of PWC socks! See on the right, the socks contain a card with a text which is clearly inspired by one of Ettore's most famous quotes.

For those of you who have not received my e-mail with the card (above): It is a very nice black and white photo, from February 1916. The photograph by Jacques-Henri Lartigue of a beautiful winter wonderland is taken in Paris, in the Bois de Boulogne. It shows a man on skis behind a Bugatti-designed Peugeot Bébé. The text “Merry Christmas and a healthy and prosperous 2022!” was added by me.

Mate Rimac presented his plans for 2022, in a short video.

At the beginning of the video, a line-up of cars is presented, with 4 shrouded cars on one side. See above and to the right.

At 27 seconds into the short clip, a sort of timeline formed by cars from the Bugatti and Rimac brands appears. On the left you'll spot classic Bugatti models, namely a Type 35 race car, the Royale, and the Type 57SC Atlantic.

In the center are situated modern cars from Bugatti and Rimac, namely the Veyron and Chiron from Bugatti and the Concept_One and Nevera from Rimac.

To the right are four shrouded cars that Rimac describes as Bugatti Rimac collaborations due in the coming years. One appears to match the silhouette of the Bugatti Type 35, suggesting there might be a continuation model planned, possibly with electric power. There also appears to be a track model of some sort, as evidenced by the Le Mans prototype-style rear wing on one of the cars. It's possible that this model is the production Bolide track car, which Bugatti has promised for 2024.

A third model appears to be a new Bugatti hypercar, as evidenced by a signature horseshoe-shaped grille at the front. It's possible this is Bugatti Rimac's planned successor for the Chiron which is due to end production around 2024. There's also a fourth model, though the video changes to a new scene before the full silhouette can be revealed. Interestingly, none of the cars appears to be a crossover, suggesting that Bugatti Rimac will stick to sports cars.

When might we get a proper look at one of Bugatti Rimac's collaborations? At the 3:12 mark in the video, Rimac says something might be shown as early as this year.

Don't expect the next generation of Bugattis to simply be clones of Rimac models, like Pininfarina's Battista hypercar which uses the same hardware as Rimac's Nevera. Despite partnering with a leading electric-vehicle company like Rimac, Bugatti won't abandon the internal-combustion engine just yet. Both hybrid and pure electric Bugattis are planned within this decade. Rimac, of course, will stick with EVs.

See the video here

Oldtimer Galerie Toffen - The Swiss Auctioneers, December 29, 2021

• 1928/2012 Bugatti Type 35B Recreation by Pur Sang, Estimate CHF175,000 - CHF200,000, Not sold

Henk Mooi sent me the link to the absolutely nicest Bugatti in the snow footage I ever saw! Click the link above or Here.

It was made by Kidston productions, special Christmas edition!

And don't forget to put on the sound!

The devil drives Bugatti

New book with a very different theme.... See the front and the rear cover with a brief description of the content and some reactions in the images below.

The book is to be published on...

Well, actually the book is not going to appear, at least not in the near future, because somebody has still to write the internals.

Actually, the book is a box, made by my daughter Yamire as a "surprise" present on the occasion of "Sinterklaas", the Dutch holiday on the 5th of December, and the real ancestor of the American "Santa Claus".

If anybody wants to write this book, please contact me, and I will publish it....

Bonhams Auction, The Bond Street Sale, December 4, 2021

• 11933 Bugatti Type 46S Two-door coupé By James Young, Chassis n° 46587, Engine n° 16S, Estimate £ 350,000 - 500,000 (€ 410,000 - 590,000) Sold for £ 460,000 (€ 537,364) inc. premium

Herbette Auction October 31, 2021

• 1931 Bugatti T49 Torpedo 4-seater, chassis 49125, Estimate €350,000 - 400,000: Not sold

Artcurial Auction, November 7, 2021

• 2000 Bugatti T43A Roadster Pur Sang replica, Châssis n° "43260", Estimate €250,000 - 350,000 , sold for €300,000 (apparently without premium ?)

Artcurial Auction, Automobiles sur les Champs, October 24, 2021

• 2005 Pur Sang 35B Bugatti replica, Châssis n° BO318, Estimate 180 000 - 220 000 €, Sold for 226 480 € inc. premium

Bonhams auction, The Zoute Sale, Belgium, October 10, 2021

• 1994 Bugatti EB110 Super Sport, Chassis no. ZA9BB02EORCD39011, Sold for € 2,242,500 inc. premium

The car was actually sold to a lucky guy in the Netherlands!

How far can you go as an automobile manufacturer to get some additional cash? And maybe a bit of publicity?

We know that car manufacturers go a long way in putting their name on the strangest products, nothing to do with automobiles, of course. But what is the connection? If there is any?

Bugatti is one of those, and markets a whole lot of stuff, none of them made by themselves; clothing (probably one of few things you might actually be able to afford), furniture, impressive yachts, perfumes (do they actually, or was that just in the Artioli Era?), HiFi speakers and various other stuff I don't really care to remember.

The Bugatti Billiard (pool table actually, why not Snooker?) shown above has now actually been delivered for some luxurious man cave (probably nothing close to an actual cave, I wonder if the "man" part is correct). High Tech, self-levelling, carbon-fibre and etcetera, for a price like that of a house.

Now, the latest thing introduced carrying the name of our beloved marque is the thing shown below. Apparently it is designed to give you a smooth skin on your chin, and is even heated for more comfort... A brand known for shaving equipment, Gillette, is producing it, and you can get it in the same colour as your Chiron. Or maybe you can buy your Chiron to match the colour of your razor?

Don't ask me where you will be able to buy it or order it on-line, but those desperate enough, will surely be able to find it!

A pretty Bugatti can cost a few million euros. That doesn't bother Thomas Scholz, on the contrary: He buys one sports car after the other - and realizes too late that he is being cheated in the process. The case gives insights into the sometimes crazy world of the super-rich.

By Fritz Zimmermann, First published in the German newspaper "Die Zeit", August 24, 2020

Since ancient times, philosophers have discussed what it means for the identity of a ship to change each of its individual parts. In the end, is it still the same boat? And what happens when you build a second boat with the rejected parts: Which of the two boats is Theseus' ship? What's the original? And what about the copy?

Rain drips from the sky when Thomas Scholz opens the front door to his property with a remote control. The door has no handle, the windows are also without handles, because of the risk of break-ins, the whole building is highly secured. What is behind the front door is too valuable, a few steps down the stairs, in a hall-sized showroom: The Type 35 Bugatti, for example, its value: around two million euros. Or the Bugatti Type 13, around one million euros. These are names that only say something to people who are very interested in old cars. Or have a lot of money. Thomas Scholz, in his early 60s, says of himself that he is "wealthy". He earned his living in the logistics industry. He doesn't want to read more about himself in the newspaper, not even his real name. Scholz is a man who is used to winning. Anonymity is a condition for him to tell the story he calls a "negative life experience".

The showroom is located in a slight depression on his property, light falls through the curved glass front, a futuristic building that Scholz had built specifically for his cars. There are a total of 15 cars valued at »easily 20 million«, as Thomas Scholz says. There is also a Colani grand piano and photographic works by famous artists. And then there are the two cars in the center of the hall: the Bugatti Atlantic and the Bugatti Gangloff. He paid a good million euros for both vehicles together. They were his first vintage cars, vehicles from the 1930s. At least that's what he thought when he bought them 14 years ago. He now knows: The Bugattis were copied, they are copies. Scholz is convinced: He was betrayed. "Ripped off," as he calls it. That won't let him rest.

The case of Thomas Scholz is a rare moment in which one briefly gets a glimpse into the otherwise closed world of the super-rich. Where vehicles worth millions are sold as if they were toy cars. In which old sports cars are seen as prestigious investments, they are looked upon in the same way as expensive works of art. And now a dodgy affair bursts like an uninvited guest into a dinner. It revolves around the longstanding head of the historical department at Bugatti. The man conveyed the replica classic cars to Scholz.

It all started with the fastest car in the world. The Bugatti Veyron, 407 km/h top speed, 1001 hp, from 0 to 100 in 2.5 seconds. A car like from a quartet of cars (known game in Germany especially, the "trump cards"). The new price: 1.1 million euros. The Veyron was the first car Bugatti launched after Volkswagen took over the glorious brand in 1998. The company made only 300 of these. In the spring of 2006, on a sunny spring day, Thomas Scholz bought one of these vehicles. He remembers exactly how he went to Molsheim in Alsace with his wife. In 1910, Ettore Bugatti founded his automobile factory in Molsheim, and today Bugatti's headquarters are located there in a restored castle. Like all buyers, Scholz also had to pay 300,000 euros upfront for his new Veyron. Only then was he invited to the Alsatian castle for a test drive. During the journey, they were stopped by the police, fro driving much too quickly, of course. The Bugatti board member who accompanied him spoke to the police and the journey continued without penalty. Back at the factory, he chose the color and seats of his future car: his first Bugatti. Until then everything went according to plan.

Scholz, who looks rather inconspicuous, sits at the table in his huge showroom and continues talking about the big day back then. The board member said goodbye after the trip and introduced them to the head of the traditional department, who should continue to look after them for the day: Julius K.

He is the author of several standard works on the Marque and he is, for many, the greatest Bugatti expert today. This Julius K. showed them around the plant, they had a meal together, K. showed the couple pictures and miniatures of old cars. “I was amazed by the design,” says Scholz. Then K. said that one could even bring these old Bugattis back to life - and buy them too. You just had to have the right partner to avoid being cheated. He could establish such a contact for them. When they drive home after almost six hours, Scholz is delighted. "I thought: Wow, these are great cars."

You don't get too close to Thomas Scholz if you realize that at that point in time he didn't have the faintest idea of old Bugatti cars. In poker, players who have a lot of money but little idea what they are doing are called dead money. Scholz is easy prey. Three weeks later, says Scholz, there was a second meeting at the Bugatti headquarters. In addition to Scholz and Julius K., a third man had come: Hero A., the owner of a vintage car workshop near Osnabrück. He is the contact that K. had promised. At the turn of the millennium, Hero A. ran Sunburst AG, a dot-com company that promised millions in profits by marketing the brand rights for the Love Parade and Sesame Street, and shortly afterwards went into bankruptcy in a spectacular way.

It is unclear exactly how A. got into the classic car business. However, with the presence of Bugatti expert K., Scholz assumes that he can trust Hero A. They agree to buy two vintage cars that Hero A. is going to build for Thomas Scholz. Purchase price: one million euros. The draft contract has been submitted to ZEIT. Thomas Scholz, it says, commissioned A.'s company to build two Bugattis. And further: »They are replicas of the existing Bugattis of Ralf Lauren. “The Bugattis” will get an H-approval (oldtimer status) ”. "As many original Bugatti parts as possible" will be used for this. In this manner, the cars would meet the criteria of Pebble Beach. Once a year the biggest beauty contest for vintage cars takes place on the west coast of the USA, Julius K. is one of the judges there. The contract further states that K. will be available for advice and will act as an "arbitrator" in disputes. Scholz signs without hesitation. What can possibly go wrong under the supervision of Julius K.?

Norbert Schroeder laughs happily over the phone when he hears the story of Thomas Scholz' alleged Bugatti classic car. Because there is a question behind it that he has had to answer almost every day for years, and yet again and again: What exactly is it, an original classic car?
Schroeder is head of the Classic Cars department at TÜV Süd in Düsseldorf. If it goes to court or if there is any other dispute about the identity of a car, then Schroeder is responsible. An oldtimer is considered original, explains Schroeder, if it still has the original vehicle frame, the original axles, the steering wheel, the engine and the transmission. The so-called rolling chassis. The body, on the other hand, i.e. what the layman perceives as a car, can easily be renewed. In the reports, says Schroeder, the aim is to determine "the degree of originality": how much is left of the former car. It is the question of Theseus' ship. Reviewers like Schroeder have to answer this in the age of cars.

In the case of Thomas Scholz's two Bugatti oldtimers, says Schroeder, the situation is clear. The "replicas" of the Bugatti from Ralph Lauren described in the sales contract with "as many" original parts as possible are just that: replicas. They would never get an H-license plate for oldtimers from him in the TÜV, as it was promised in the contract. The orientation on the criteria of Pebble Beach is irrelevant, because it is only about the appearance of a car (This seems to be incorrect in the original article, Pebble Beach only accepts original cars, in principle), Ed.. A specialist would have recognized immediately that the contract could not be adhered to. "From today's perspective, I would not sign the contract because it is pure fraud," says Thomas Scholz. From today's perspective. Scholz describes the time after the purchase as a frenzy. He flies to autoshows in the UK and to the contest in Pebble Beach. Julius K. takes care of the admission tickets. In emails, K. offers him other vintage cars, Bugatti miniatures, books and an old Bugatti wristwatch. ZEIT has some of the e-mails. A 1:8 scale model costs 6500 euros. The watch is 159 euros. He buys the book Bugatti La Gloire for 550 euros. Julius K. wrote a dedication to him in one of his books: "You may be the only one who came to Bugatti through me." Scholz says he bought accessories for a total of around 20,000 euros, he often paid in cash, so he almost never has any receipts. "We were hungry," says Scholz. “And K. wanted to sell.” Even before the agreed cars are ready, Scholz orders three more Bugattis from Hero A.'s workshop. He seems obsessed with cars.
During this time, Scholz was given access to a reality that was new to him. The only admission ticket: your own Bugatti. Bugatti owners meet regularly in Germany. There are rallies in which only Bugatti drivers can take part. There are exclusive events at the castle in Molsheim, where the pianist Lang Lang played a concert a few years ago. And there were the so-called 400 drives, where owners of the Veyron could drive faster than 400 km/h on a test track under supervision and then have their name immortalized on a plaque at the company headquarters. For people who can buy anything, a Bugatti is a way to stand out from the crowd.

For Scholz, however, it soon becomes clear that Bugatti can also cause problems. The two Ralph Lauren Bugattis are still not ready two years after the order was placed. The test drive is delayed several times. When the time finally came, in summer 2009, he traveled to the Black Forest to drive his cars for the first time at a Bugatti meeting. The test drive becomes a disaster. From the beginning, he recalls, the car vibrated unusually strong, and after a few kilometers a wheel came loose when braking and overtook him. Hero A. will later write to him in an email that "at no point in time" was there any danger. A few months later, Scholz had his supposed classic cars delivered anyway and placed them in his showroom. They have been there to this day, for more than ten years.

The classic car market has changed. “It's no longer just enthusiasts who are interested in cars. There are also speculators,” says Norbert Schroeder from TÜV Süd. Prices have been rising for years, and payments are often made in cash or from foreign accounts. And so the industry also becomes interesting for a third group: the fraudsters.
Last summer it became known that the Aachen public prosecutor was investigating a workshop operator who is said to have sold more than 30 fake Porsche sports cars. Old models believed to be lost were suddenly considered "barnfinds" or "heirlooms" turned up again and sold for millions.

It is the first major investigation in Germany to pursue fraud involving vintage cars. "We are still at the very beginning in this field," said the investigating public prosecutor Jan Balthasar to the ZEIT. One of the anomalies during the investigation: Many of the owners are reluctant to be listed as victims in the proceedings.
Norbert Schroeder also says that he regularly experiences that clients of his appraisals withdraw their order if it becomes foreseeable that their car is not an original oldtimer. It's about hurt vanity, but above all about preventing the vehicle from depreciating, he says.

As with works of art, the value of a classic car is measured by how valuable people think it is. If the illusion is destroyed by an appraisal, the vehicle is only worth as much as the price of its individual parts. There are dozens of oldtimers, perhaps more, that are still admired at rallies, but which are little more than a pile of not-so-expensive sheet metal.

Thomas Scholz says he is quite strict in this. Such people should be stopped. That's why he accepted the depreciation of his classic cars. He sued in court against Julius K. and Hero A., among others, and demanded repayment of 1.3 million euros. He never received the last three vehicles he had ordered. But the court found that Julius K.'s involvement in a "joint fraud" was not apparent.

Hero A., however, was sentenced by the judges to repay around 750,000 euros to Thomas Scholz. But Hero A.'s workshop went bankrupt. In the bankruptcy documents, Scholz found an invoice written by Julius K., the Bugatti Pope. For the "acquisition of customer Mr. Thomas Scholz", it says, K. received a fee of 20,000 euros from the company. ZEIT has the invoice. Further documents show that K. also received monthly payments from the workshop. The "arbitrator," as he was called in the contract, was bought.
Thomas Scholz finally filed a criminal complaint against Julius K. and Hero A. for fraud. But the public prosecutor's office closed the investigation after a few weeks. The allegations were partly statute-barred, says Scholz. In any case, there is often testimony against testimony, many of the multi-million dollar agreements were made orally.

Scholz also turns to the Volkswagen ombudsman. Bugatti's parent company then started internal investigations, at the end of which the employment relationship with the head of the historical department Julius K. was terminated.

The ZEIT would have liked to talk to Volkswagen and Bugatti about the background to Thomas Scholz's case and the involvement of their colleague Julius K. But the company declined a request for an interview from ZEIT on the subject, as did several former Bugatti top managers who were familiar with the case. Julius K. and Hero A. also do not want to comment on ZEIT's request. The industry is silent.

One last phone call last week. Thomas Scholz talks about his Bugattis again. He now owns eleven. He's going to sell his collection, says Scholz suddenly. "I don't want to have anything to do with a scene like this," he says. His lifetime is too good for that. He has offered all of his Bugattis to a dealer, he only wanted to keep one. The rest is for sale.

Only: what are they worth?

The Bugatti Atlantic is one of the most expensive passenger cars in the world, when it's real....

On September 8, after a very short and sudden illness, our friend, Bugatti enthusiast and "Master of the engine rebuild" Bart Rosman died, aged 83.

I got to know Bart over 2 decades ago, when I was a young Bugatti enthusiast with no Bugatti, and was admitted to the world of the Bugatti Club Nederland. Bart was one who accepted everybody with a true Bugatti interest, regardless if you owned a Bugatti or not. It was the enthusiasm that mattered. Bart was also an esteemed member of the Bugatti Aircraft Association, just because he was interested in the technology, and was present in various BAA meetings. The only time when he was less friendly, was when the subject came to replica Bugattis, of which many exist these days. He was fiercely opposed to these "look alikes"!

Bart was more of a race driver than a slow classic-rally participant. In 1975 he was Dutch touring car champion (<2500cc class) racing an Alfa Romeo 2000GTV. Later he switched to classic racing, in his Ferrari 250 SWB and later his 275 GTB, both recognizable by their colour: Bugatti Blue. He also raced his Bugattis, first a Type 37, later a Type 35C, in International classic races. Most famous his participation in Monaco, somewhen in the early 2000's, when he kept racing while his car had caught fire.

Bart did all of his maintenance and preparation himself; I once visited him while he was busy assembling his T35C's (roller bearing) crankshaft, a very precise operation indeed!

On the top photo from a Dutch rally in 2016, Bart and his life-companion Tubien Wisse, who died in 2018. After Tubien died, we unfortunately saw him less often.

Bart, we will miss your friendly and enthusiastic presence! I hope heaven will have a special place for the Bugattiste, preferably a race track!

Kraig Mycock is in Brescia for the centenary and sent me some photographs.
In Brescia are present (amongst others) David Sewell, Franco Majno and Patrick Friedli.

The building on the original photo on the right, is now a Trattoria!

Left: Franco and Patrick, Right: The British Brescia's in August at Prescott

Worldwide Auctioneers Auburn auction, September 3/4, 2021

• 1938 Bugatti Type 57C Atalante Coupe Chassis No. 57659, "57641", Estimate: undisclosed: Not sold

Witnesses report that the car did not reach it's reserve during the auction, but was sold after the auction
Worldwide Auctioneers state on their website that it was sold for 1.765 M$ (including costs, apparently), they tried to counteract the various reports about the false identity of the car, as reported on this website and others, by disclosing a David Sewell report from 2000, as well as various documents with numbers on various body panels. That action did not help to convince buyers to actually bid...
In 2000, not as much was known about the car as it is now. The details were disclosed in the American Bugatti Register and Data Book, 2018.

The timeless luxury, design and performance of Bugatti’s past creations has once again received expert endorsement, as the marque sets yet more auction records and receives yet more awards at the most prestigious automotive gathering in the world.

Celebrating its 70th anniversary, Pebble Beach Concours d’Elegance has long been a showcase for Bugatti’s engineering excellence, stretching back to 1956 when the 1930 Bugatti Type 37 Grand Prix secured the marque’s first outright win with a ‘Best of Show’ accolade.

In 2021, Bugatti’s trophy cabinet welcomed further prizes, collecting two highly prestigious awards, granted by world-leading experts. Moreover, two auction records for individual Bugatti models were set at the Gooding & Company and RM Sotheby’s Pebble Beach 2021 classic car auction.

The renowned ‘Chairman’s Trophy’ is granted each year to a Concours d’Elegance entrant personally selected by long-standing chairwoman, Sandra Button. This esteemed award is granted only to the most deserving winner, which this year was the iconic Bugatti Type 35 B Grand Prix from 1929. Am I the only one to think this is strange? This particular car was at auction! Or was it some additional free (?) publicity? Ed.

The Type 35 B Grand Prix is globally recognized as one of the most successful racing cars of all time. An engineering marvel of its era, the Type 35 dominated races throughout the 1920s and 1930s, with this particular example - Chassis 4938 - winning the 1929 French and Spanish Grand Prix at the hands of racing legends Louis Chiron and William Grover-Williams.

With the automobile’s outstanding provenance and status as an icon of early Grand Prix racing, this Type 35 B was offered at the Gooding & Company Pebble Beach 2021 classic car auction and set a new record sale price for the model at $5,615,000, significantly exceeding the estimated auction value.

Fast-forward 65 years from 1929, and a pristine 1994 example of the Bugatti EB110 Super Sport also set a new model record at this year’s RM Sotheby’s Monterey auction. As the definitive super sports car of the 1990s just 39 examples of the EB110 Super Sport were ever produced, making this 610PS, 351 km/h titan an ultrarare offering. As the first super sports car with carbon fiber bodywork, all-wheel drive and quad-turbochargers, this specific example set the new model record at $2,755,000.

Joining the Type 35 B Grand Prix as a 2021 Concours d’Elegance award winner was the magnificently presented 1937 Bugatti Type 57S Corsica Drophead Coupé, which secured the top prize in the ‘European Classic Sports’ J-1 class. Jean Bugatti’s iconic Type 57 design was further advanced with the arrival of the Type 57S in 1934, featuring a re-engineered and sportier chassis powered by a re-tuned 3.3-liter inline eight-cylinder engine, resulting in a 40hp increase in output to 175hp.

The model was key to solidifying Bugatti’s prominence as the definitive luxury and performance automobile manufacturer of the period, as the Type 57S was able to reach a top speed of 120mph – the fastest French production car of the time. Proving itself on track, Type 57S derivatives would secure three Grand Prix victories alongside the overall 24 Hours of Le Mans victory in 1937 and 1939.

RM Sotheby's Monterey auction Monterey, August 13/14, 2021

• 1937 Bugatti Type 57 Cabriolet, Chassis No. 57156, Engine No. 48: Sold for $665,000
• 1994 Bugatti EB110 Super Sport, Chassis No. ZA9BB02E0RCD39015, Engine No. 107: Sold for $2,755,000
• 2008 Bugatti Veyron 16.4, Serial No. 066, Chassis No. VF9SA25C78M795066: Sold for $1,545,000

Gooding & Co Pebble Beach auctions, August 14/15, 2021

• 1928 Bugatti Baby, "chassis" 358 A, Estimate $100,000 - $125,000, Sold for $125,000
• 1929 Bugatti Type 35B Grand Prix, Chassis 4938, Engine 192T, Estimate: $3,500,000 - $4,500,000, Sold for $5,615,000
• 1934 Bugatti Type 57 Galibier, Chassis 57224, Estimate $200,000 - $225,000, Sold for $179,200

• 1938 Bugatti Type 57C Stelvio Gangloff
  Chassis no. 57748, Engine no. C51, Estimate: US$1,300,000 - US$1,700,000

• Dual Throat Updraft Stromberg UUR-2 Carburetor
• 170bhp at 5,500rpm
• 4-Speed Cotal Pre-Selector Manual Transmission
• Semi-Elliptic Leaf Springs with Rigid Front Axle – Live Rear Axle
• 4-Wheel Lockheed Hydraulic Brakes

• Long term North American ownerships, including more than 40 years with Miles Coverdale
• An original supercharged Bugatti
• Extensively researched by marque historian Pierre-Yves Laugier
• Desirable, enjoyable Stelvio Cabriolet coachwork
• The subject of a Robert Coucher article in Octane Magazine, June 2015

THE BUGATTI TYPE 57
The Type 57 Bugatti, introduced in 1934, marked Jean Bugatti's emergence as Bugatti's leader and creative force. It was the first new model built under his direction and it incorporated many features that were new to Bugatti. Its dual overhead camshaft eight-cylinder engine had dimensions of 72x100mm, offering 3,257cc displacement. The crankshaft ran in five main bearings. The camshafts were driven by a train of helical-tooth gears at the engine's rear with a further crankshaft bearing behind them. Finger cam followers minimized side thrust on the valve stems.

The Type 57 also marked Bugatti's first use of a transmission fixed to the engine crankcase and a single plate clutch. The top three gears in the four-speed gearbox were constant mesh. Jean created a novel independent front suspension system using transverse leaf springs for the first two examples of the Type 57 before Le Patron spied it and insisted it be replaced by a proper Bugatti hollow tubular live axle. Thenceforth suspension was traditional Bugatti semi-elliptical front and reversed quarter-elliptical rear leaf springs with cable-operated mechanical drum brakes.

Much of the Type 57's commercial success may be attributed to Jean Bugatti's sensitive, flowing coachwork, which graced the most famous of the chassis' examples. Atalante two-seat coupé, Ventoux four-seat coupé, Stelvio cabriolet and the Galibier sedan vied with the best of France's and Europe's formidable coachbuilders' creations and comprised the bulk of Type 57 production. Bugatti's clients could have the best, but overwhelmingly they chose Jean Bugatti's designs on the Type 57.

Despite financial travail, development of the Type 57 continued with the introduction of a stiffened frame and rubber-mounted engine along with the supercharged 160hp Type 57C in 1936. In 1938 the nearly unthinkable happened in Molsheim, when Bugatti finally adopted Lockheed hydraulically actuated brakes and replaced the beautiful and lightweight but expensive aluminum-spoked wheels and brake drums with Rudge-Whitworth center-lock wire wheels and separate brake drums.

THE MOTORCAR OFFERED
This incredibly beautiful Bugatti has a complete provenance from new as researched by noted historian and marque authority Pierre-Yves Laugier.

The car was originally ordered by a true patron of Bugatti, Albert Brenac, who had begun his relationship with the brand with the acquisition of a Type 35 in 1926. Mr. Brenac's own story may well reflect his passion for engineering and performance as from his teenage years, he had begun his career as a test pilot for Avions Voisin and during the first world war he had been one of the first to fly a Voisin bombers on night raids. Born in a village in the south of France, Labastide Rouairoux, Brenac built a textiles business close to Toulouse after the war.

By the late 1930s, his interests had migrated from the Spartan Grand Prix car to touring version Bugattis. A Type 49 was ordered, then replaced with an unblown 57 (chassis 57530) in November 1937. By the following summer on, July 29, 1938, Brenac placed a new order with regional Bugatti licensee Leyda of Toulouse for a supercharged version.

His order, number 1010, provided for a 57C which left the factory a month later on August 30 destined for Gangloff to receive the Cabriolet coachwork it still wears to this day. The factory register records the car to have been completed and ready for delivery on October 21, 1938. Costing 99,840 French Francs, Mr. Brenac's new Bugatti was registered care of his textile works in the month leading up to its completion.

True to form, Mr. Laugier's diligent sleuthing lead him to Albert Brenac's son, Guy, who recalled both his father and Leyda travelling to the Molsheim works to collect the car. He recalled Brenac Senior enjoying the car immensely, though the intervention of the war curtailed some of its use in the eight years he kept it. Through this period its maintenance was either with a local garagiste "Olayet" or for more serious matters it returned to Leyda's premises. Latterly, he moved his business to Cannes on the French Riviera towards the end of 1944, and it was there that he met the second custodian of the Bugatti, a Monsieur Helle.

Rather sadly M. Helle did not enjoy the car for long, perhaps put off by an early mechanical failure during which the 'blower' took in water and damaged the engine. He parted with car on September 24, 1946, selling it to Charles Ehrmann of Nice, a teacher. Now being in the region of famed Nice Bugatti agent Friderich, who had been with Ettore from the company's founding, hearsay passed down through its first long term U.S. owner records that the car was taken to him and overhauled in this period.

Ehrmann's custody was also brief, for by the spring of '47 the car had passed into the hands of a real sporting car enthusiast, Albert Benmussa of Lyon. Like Brenac, Benmussa was also in the textiles business, specializing in silk; however more and more in this era he began to trade old cars. Benmussa was also a key player in the popular post war Lyon-Charbonnière Rallyes, and is known to have campaigned 57748 on the 1950 edition. He is thought to have shared the driving with a Mr. Campenon.

An image of the car in this period is shown on these pages and is the earliest surviving photo of the 57C, seemingly depicting its original guise of two tone blue paintwork and sporting wheel discs. For this rally it wore race number 8. Another known competitive outing came on September 7, 1952, when the car was entered on the "Côte de la Rochette" races in Hauteville, in the Ain department of France.

Sometime in the period of 1952-3 the Bugatti received a complete engine rebuild in the workshops of Marcel Piottin, who before the war, had been the mechanic in chief at Bugatti agent Monestier of Lyon. Soon after, he set up his own shop and assisted many former company clients in the area. Again, Mr. Laugier's fastidious research led him to meet M. Piottin's son who worked with his father and recalled working on Benmussa's engine. At this point, perhaps to assist cooling but more likely simply to give the car the appearance of its later 57 models and 'S' series cars, the lower panels of the car's hood received the vented panels still present on the car today. At the same time, it also was fitted with a windshield washer and front shock absorbers.

Benmussa retained the Bugatti until 1956, when on April 3 it was sold to François Kresser, at which point it made its first major location move to the Paris suburb of Neuilly sur Seine. It was there that it was seen first by noted American Bugatti connoisseur, Miles Coverdale. According to his own recollections he acquired the car and on December 2, 1957 registered it in Grenoble, France, where he was working at the time.

It wasn't long before Coverdale returned to America and brought the Supercharged Bugatti with him to his home on Long Island, where it would become a well-known fixture in the post war Bugatti scene. As well as being used regularly by him, it also spent some time on exhibition at Austie Clark's Long Island Auto Museum in the Hamptons.

Coverdale once recounted to the late Hugh Conway that after years of Benmussa's ebullient use of the car, that it had required another rebuild, this time by Henri Hauswald in Paris, Benmussa having blown the engine on the autobahn in Germany!

All noted authorities attribute the absence of the expected sequence of chassis and engine number on the upper crankcase it wears today to date from this second rebuild and believe that during its rebuild of the original engine, this component was simply replaced by an unmarked new/old stock part from the Bugatti works/factory which still supplied such things in those days.

Miles Coverdale is a name that resonates strongly in Bugatti circles as one of the pioneering collectors of the marque, and over the course of his life he owned numerous Pur Sang cars, including one of the Le Mans Type 50 Team cars and a Type 55. As an aside, he was directly descended from Myles Coverdale, the first person to print a fully translated English literature version of the bible in the UK in 1535.

Coverdale retained the car until he passed in 2002, and was still seen to be using the car in his twilight years, the car by now having been painted a 'putty' grey color. After this it was acquired by local Greenwich based Bugatti enthusiast Desmond Fitzgerald.

Upon acquisition, Mr. Fitzgerald returned the Bugatti to its original blue livery, albeit preferring it to be in a single Royal Blue hue, and had the car reupholstered in a matched dark blue hide. On its completion in 2004 he sold the car to the penultimate owner - a marque aficionado - who enjoyed the car socially entering it - as he did - in the 2010 American Bugatti Club 50th Anniversary Tour. In 2015 it sold for $1,595,000 at Bonhams Greenwich, Connecticut Auction to the current owner where it joined a noted collection of pre and post war sports-racing cars.

As evidenced from its visual presentation, even among the more commonly produced coachwork designs each and every car has its own personality. In the opinion of Bonhams specialists, this is a particularly good looking example of Gangloff's late Cabriolets.

For his June 2015 article, ace car journalist Robert Coucher, International Editor at Octane Magazine described the car as a 'classis expression of the pur sang' adding 'the straight eight's vitality fizzes through the chassis and up through your feet to your fingertips via the steering wheel, and the roar from the exhaust is intoxicating. The Bugatti bellows with intent so there's no real need to resort to using those twin horns mounted in the front bumpers - everyone can hear you coming!

With its sensational looks, thoroughbred pedigree, and supercharged performance, this highly desirable late series 57C offers an eminently usable way to experience the Bugatti Legend.

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• 1939 Bugatti Type 57C Galibier
  Chassis 57752, Engine 4C / 57476

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• 1937 Bugatti Type 57 Cabriolet
  Chassis 57156, Engine 48, Estimate: €550,000 - €700,000
• 1994 Bugatti EB110 GT Prototype, Chassis No. ZA9AB01E0NCD39012
  Estimate: $2,000,000 - $2,500,000 USD
• 2019 Bugatti Chiron Sport, Identification No. VF9SP3V34KM795215
  Estimate: $3,000,000 - $3,300,000 USD | Offered Without Reserve

1937 Bugatti Type 57 Cabriolet

• Exceptional, exquisitely detailed restyled coachwork
• Mechanically upgraded, including hydraulic brakes, in-period
• Beautifully presented, concours-winning Alan Taylor restoration
• Documented by marque historians Pierre Yves-Laugier and Kees Jansen; accompanied by history file

The Bugatti Type 57, with its Jean Bugatti-developed chassis and its powerful, racing-derived dual-overhead cam 3.3-liter inline-eight motor, is in many respects the ideal prewar grand touring car. Yet the attitude and character of a given example varies greatly depending on which of the profusion of body styles, from avant-garde roadsters to luxurious saloons, with which it was fitted. This car, Type 57 chassis number 57156, has the distinction of wearing multiple configurations in-period—including an uncommonly seen two-seat cabriolet body.

The records of French Bugatti historian Pierre-Yves Laugier note that chassis number 57156 was assembled in June 1934 for Belgian customer, mill owner, and sportsman Frederic Deflandre, with engine number 48. This rolling chassis was bodied by Bugatti as their Galibier, a four-door sedan, on 29 June 1934, and delivered through Parisian agents Bucar the same day.

In 1936 the car was rebuilt for Mr. Deflandre by the factory, with a new, updated second-series frame of the same number, 57156, still paired with an engine bearing number 48. This car remained with Mr. Deflandre until April 1938, at which point it is believed to have been traded to the Belgian coachbuilders d’Ieteren toward a new body for his new Bugatti.

A local Belgian coachbuilder then produced a new two-passenger cabriolet body for 57156. The identity of the shop has never been conclusively established; Dutch Bugatti historian Kees Jansen attributes the work to Paul Nee, although no documentary proof has been found. It may well have been d’Ieteren themselves, and indeed, the work bears some resemblance to a drophead body d’Ieteren constructed on chassis 57589. It is important to note that at this time the car was also upgraded to the latest and best specifications, including the installation of hydraulic brakes.

The car remained in Antwerp for many years, then was acquired by the famous Bugatti dealer Jean de Dobbeleer, still on a 1930–40 Belgian registration 154486. Mr. de Dobbeleer claimed that the car had been traded in by a priest, Abbé Dubois de Sévry, to whom it had been donated by a Mr. Cadans. Inspection of the car’s numbers by Mr. Laugier indicates that the rear axle and gearbox are both original and authentic replacements from other Type 57s, likely dating to de Dobbeleer’s ownership.

The Bugatti was subsequently exported to the United States in 1955 by Gene Cesari for Porsche dealer Jack Fritsche, passing next to Al Wall and, in 1958, to Joseph Fine of Silver Spring, Maryland. Mr. Fine began restoring the Bugatti but in the 1960s was distracted from the work, and the dismantled car was stored on his property until his death in 2003. It was then sold by his widow; its next owner elected to have it fully restored by Alan Taylor Company of Escondido, California.

As part of its total restoration, the car was reimagined with new fenders, door skins, hood, and trim, beautifully hewn in aluminum by Mr. Taylor’s employee Edouard de Vaucorbeil; these subtly reworked elements were inspired by the most alluring of in-period Continental design, artfully incorporating elements that instantly recall the likes of Gangloff. The finish of the leather, woodwork, and paint is all spectacular and a tribute to its restorers’ craftsmanship. Exquisite details, such as the addition of a wine basket and beautifully crafted fitted luggage (which stow vertically behind the seats), as well as a Type 57C-style dashboard—to say nothing of the intricately turned firewall and engine beneath the hood—are found wherever one looks.

In its present form the cabriolet has been proudly exhibited at several concours d’elegance, including several times at Amelia Island; the annual La Jolla Concours, where it was judged Best of Show Pre-war in 2013; and Keels and Wheels, where it received the People’s Choice award in 2014. Further, it has been a First Prize winner (number 3176) in Classic Car Club of America National judging.

With its stunning restyled coachwork, which has been maintained in excellent, restored condition, this well-documented Type 57 embodies the engineering excellence and high style for which vintage Bugattis are rightly known.

According to my files, this Bugatti was also on auction by RM at their Monterey auction, August 14, 2021, and sold there at $665,000

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