Bugatti news, 2024 Plus events

• 1922 Bugatti Type 30 Grand Prix Usine, Chassis n° 4002/4466, Estimate: €800,000 - €1,200,000
• 1929 Bugatti Type 40A Grand Sport, Chassis n° 40776, Estimate: €400,000 - €600,000
• "1927" Bugatti Grand Prix Type 37A replica, Estimate: €200,000 - €250,000
• "1931" Bugatti Grand Prix Type 51 replica by Pur Sang, Chassis n° "4884", Estimate: €200,000 - €250,000
• Bugatti Baby by Pur Sang "1927", Estimate: €4000 - €6000

Details on all Bugatti cars in the catalog

To the Aguttes website

• 1926 Bugatti Type 35 Grand Prix Two-Seater Chassis no. 4755 Engine no. 77A, Estimate: €1,200,000 - €1,400,000
  Single family ownership for over 60 years

• 1929 Bugatti Type 37 Grand Prix Two-Seater, Chassis no. 37383, Engine no. 286
  Previous highlight of 2023 Zoute Auction, Sold for €1,150,000 inc. premium

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• 1930 Bugatti Type 46 Weymann Coach, Chassis no. 46163, Estimate: £300,000 - £350,000
  

• Sports a 'petite' version of the stunning Weymann Coach body that Ettore Bugatti's own Type 41 Royale wore when it won the 1929 Grand Prix d'Honneur Concours d'Elegance
• Supplied new by UK concessionaire Colonel Sorrel to 'Montmorencie' (thought to have been the artist Sir Miles Fletcher de Montmorency, 17th Baronet Morres of Knockagh)
• Understood to have been the Type 46 owned by Rodney Clarke of Continental Cars when Cecil Clutton road tested it for Motor Sport magazine during 1942
• Subsequently the property of J.M. Carrick, John Montgomerie, A.R. Gooda, R.J. Rickards and D.E. Crowther before entering the current ownership
• Stripped to a bare chassis for a restoration during J. Montgomerie's tenure that has only been completed by the vendor An exceptionally elegant Vintage Bugatti

It is ironic that the mighty 12.8-litre straight-eight engine designed for the world’s most exclusive motorcar – the Type 41 ‘Royale’ – should end up powering SNCF trains in which even the humblest paysanne could ride.

Undeterred, Ettore Bugatti created another Bentley-baiting, Rolls-Royce-rivalling luxury contender in the shape of the Type 46. Better known as ‘La Petite Royale’, the newcomer sat on an imposing 11ft 6in wheelbase (a match for the shortest production Bentley Speed Six) and was available in bare chassis guise only. Despite debuting in 1929, the same year as the infamous Wall Street Crash, the model recorded an impressive 444 sales globally before production ceased during 1932.

Able to blend art with engineering such that form following function was not always a given, Ettore Bugatti had a penchant for monolithic poweplants. Notably narrow and perfectly rectangular, the Type 46’s 5.4-litre SOHC straight-eight owed its striking aesthetics to an ingenious single-piece casting that contained the main crankshaft bearings, cylinder walls and combustion chambers as well as dispensing with the need for external clutter. Developing an unstressed 140bhp at 3,500rpm and bountiful torque thanks to the 130mm stroke it shared with the ‘Royale’, the twin-plug, three-valve per cylinder unit was allied to a rear-mounted, three-speed transaxle. Clothed by the world’s premier coachbuilders, ‘La Petite Royale’ was renowned for its top gear flexibility (from brisk walking pace through to 90mph plus). Large 16-inch drum brakes provided ample retardation but lacked servo assistance.

In true Bugatti fashion the model also distinguished itself competitively with Baron Orban de Xivry claiming outright victory on the 1932 Liege-Rome-Liege Rally and Works driver Louis Chiron taking a fine 4th place overall during the same season’s Monte Carlo Rally.

Eligible for such prestigious events as the Pebble Beach Concours, Colorado Grand or Villa d’Este, the Type 46 is a true thoroughbred in the best Molsheim tradition.

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• Bugatti Model 100 1939 Racing Aeroplane Model by D. Hamaker, Estimate $800 - $1,200, Offered Without Reserve

D. Hamaker 18.5 × 15.5 × 8.25 in., on stand
17.5 in. wingspan
Serial No. 30/100

I had these on offer on my website.... Must have been 25 years ago....

• "1926" Bugatti Type 35A Grand Prix, Estimate $300,000 - $375,000

From its first appearance at the 1924 French Grand Prix, held at Lyon, there was no doubt to anyone who saw the Bugatti Type 35 run that this was an automobile that had it all: durability, mechanical functionality, and a wonderfully sporting exterior design. The Type 35’s best finish for that race was a respectable 7th overall, but it was clear that the car had the potential for greater success following future tuning and refinement. Indeed, this model would eventually become the most successful racing automobile, by number of victories, of all time.

Terence E. Adderley was a longtime Bugatti enthusiast, who indeed purchased a Type 57 as an early acquisition in his decades of collecting, and would gradually add other remarkable specimens to his private stable in the years to come. He had long craved a competition Bugatti, and in 2015 purchased the Type 35A offered here from a seller in the United Kingdom. It has remained in the collection now for nearly a decade, and is, significantly, the last Bugatti to be sold from the Adderley fleet.

The car bears an assigned chassis number, BC 167, from the Bugatti Owners Club in the United Kingdom, which is not uncommon for examples that have been restored using a combination of original and reproduction parts and are in need of an identity outside of the original production run. Recent inspection of the car shows that no number is legible on the crankcase, which has been welded where the mounting arm joins the case, and thus it cannot be confirmed to be an original Type 35 engine. The rear axle has also been restamped 277—the only visible number—without the usual ratio stamping, while the steering box is believed to be an original unit.

In good usable cosmetic order, the Bugatti would be ideal for further sorting, after which it could be enjoyed as an entertaining driver’s automobile and potent vintage rally entrant in the hands of a new caretaker.

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Following the resounding success of our previous conferences—held at the Musée National de l’Automobile in Mulhouse (2017), the Louwman Museum in Den Haag (2019), and Mauto in Torino (2022)—this year’s event at Autostadt, an automotive theme park of the Volkswagen Group, is set to be our best yet. Autostadt boasts the Zeithaus museum, showcasing 280 historic cars, seven brand-specific pavilions, a VW Touareg test track, cinemas, restaurants, and the iconic glass towers. With over two million visitors annually, it is the perfect venue to immerse yourself in automotive history.

I (Jaap Horst) will hold a speech on the use of patent databases for research on specific automobile marques and technological developments. Abstract:

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Bugatti is inseparable from the Circuit des Remparts, where the brand has competed since the first edition in 1939, notably with the entry of Jean-Pierre Wimille's Bugatti 59 in this inaugural grid.

Today, the Circuit des Remparts is still the only event in France offering a dedicated competition grid each year.

As the Bugatti Type 35 celebrates its centenary this year, it was natural for the Circuit des Remparts to be associated with the anniversary of the car that has marked the history of motor racing, with more than 2,500 race victories.

Designed and created as a work of art, it has inspired many artists. This is what the Circuit des Remparts will show you in a completely new and moving way during this exhibition.

The 1924 prototype of the Bugatti 35 will also be presented on this occasion.

• "1926" Bugatti Type 35T Grand Prix Chassis no. R4264 Engine no. 019A, Estimate: € 300.000 - € 420.000

By the early 1930s Ettore Bugatti had established an unrivalled reputation for building cars with outstanding performance on road or track; the world's greatest racing drivers enjoying countless successes aboard the Molsheim factory's products and often choosing them for their everyday transport. The principal building block of this success was the legendary Type 35, arguably the quintessential Vintage-era sports car, which made its debut in August 1924 at the Grand Prix de l'ACF at Lyon-Givors. The Type 35's 1,991cc straight-eight engine was derived from that of the Type 30 but incorporated five roller/ball main bearings instead of three and an improved lubrication system. In line with Bugatti's established practice, each cylinder's three valves were actuated by a single overhead camshaft. This state-of-the-art engine went into a conventional chassis with leaf springs at the front and quarter elliptics at the rear, and alloy wheels.

The Type 35's debut gave little indication of what was to come, as the factory team of five cars was plagued by tyre troubles and could achieve no better than 7th place at the finish. Despite this debacle the Type 35 in its various forms would go on to become arguably the most successful racing car of all time, commencing with winning the inaugural World Championship for Manufacturers in 1926, including that year's Targa Florio, and securing countless victories for privateers.

This Bugatti Type 35T was fully rebuilt to the original specification of the Targa Florio-winning Type 35T of 1926 by Gentry Restorations in 2018/2019. Our vendor purchased the car as a project and imported it from Germany together with associated parts in 2009, at which time it was a non-running rolling chassis. Stephen Gentry rebuilt the car, fitting re-manufactured new or replacement parts where existing ones were worn, of dubious quality, or where it was deemed there were safety or reliability implications. During the full 18- month, six-figure rebuild by Gentry Restorations, care was taken to ensure the build was to correct Molsheim specification, albeit with a few modern modifications to improve driveability. A full photographic record of the rebuild is available.

The chassis (number 'R4264') is non-original, but was found to be perfect following measurement on a 'Type 35' jig. The straight-eight engine is stamped '019A' and is a five-roller-bearing unit, with magneto ignition. The vehicle was inspected and photographed by the DVLA in 2009 for UK registration and given the registration number 'BF 5305'. No history prior to 2009 is known and the car is offered as 'built up' in 2019. The Bugatti has seen little use since the rebuild, is 'on the button' and ready for further road or competition outings following a pre-sale check over and service by Gentry Restorations. What better way to celebrate 100 years of the Bugatti Type 35.

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September 12 - 15, 2024 Bugatti Festival Molsheim, France

As always around the 2nd weekend in September, the famous - open for all public - Festival in the birthplace of the Bugatti Automobiles, Molsheim.

Including each year a specific Bugatti race!

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And we have only just begun.

So, on our next trip we will be visiting Southern Jutland, the beautiful borderland that is almost an inseparable part of Denmark’s history and self-understanding; and a part of the country at the same time so very distinctive.

With some 450 km routes during the meeting, reaching from Jutland’s east coast to the west coast, we will experi ence and enjoy all that which characterizes South Jutland: the landscape, the architecture, the culture, the crafts manship, the language, the food - and the people.

The deadline for inscription has been extended to mid April.

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Entry Form

• 1928 Bugatti T40 Grand Sport, Chassis: 40565, Engine: 481, Estimate: £400,000 - £500,000
• 1933 Bugatti T43 Roadster, Chassis: 43309, Engine: 106, Estimate: £3,000,000 - £4,000,000
• 1934 Bugatti T57 Stelvio, Chassis: 57181, Engine: 30, Estimate: £900,000 - £1,100,000
• 1935 Bugatti T57 Atalante, Chassis: 57252, Engine: 195, Estimate: £3,000,000 - £4,000,000
• 1938 Bugatti T57 Ventoux, Chassis: 57724, Engine: 523, Estimate: £550,000 - £650,000
  

1928 Bugatti T40 Grand Sport, Chassis: 40565, Engine: 481

• Retains Its Matching-Numbers Engine, Cambox, Gearbox, and Rear Axle per Copy of Factory Build Record
• Fitted with Desirable Grand Sport Coachwork
• Accompanied by Additional Million-Guiet Closed Coachwork
• Retained and Driven by Ettore Bugatti’s Granddaughter Caroline Bugatti from 2005 to 2022
• Impeccably Restored and Ideal for Historic Rallying and Road Use

The Bugatti Type 40 model was introduced in mid-1926 to replace the highly successful Type 22 and Type 23 “Brescia” Modifie 16-valve models, which had been in production with several improvements since 1920. It used a similar-style chassis as the longer-wheelbase Type 23, and the engine was that of the popular Type 37: a four-cylinder, 69 mm x 100 mm, five plain-bearing crankshaft, plain rods, and three valves per cylinder with parallel crankcase arms, unlike the stepped arms of the Type 37 sports model. A variety of coachbuilders including Jarvis and Gangloff supplied coachwork; however, many examples wore a close-coupled, four-seat torpédo with a single passenger-side door and a hatch on the long tail to provide access to a luggage and tool compartment. This was the famous “Grand Sport” which would be later adapted to the larger Type 43 model.

This Type 40 Grand Sport, chassis 40565 with engine and running gear no. 481 on frame no. 496, was delivered in August 1928 to J.B. Arnaud, a small Bugatti agency in Niort, France, reputedly with closed coachwork of uncertain origin. Much of this car’s subsequent 42 years is unknown. However, it emerged in Marseille, France in 1970, with attractive Million-Guiet two-seater coupe body and began a very active life in the hands of several well-known and highly regarded French collectors and enthusiasts, including Louis Quételart, Guy Dubrulle, and Michel Blanchard.

The consignor reports that during M. Blanchard’s brief ownership in 2005 the Million-Guiet coupe coachwork was removed and retained, and the present Grand Sport body obtained, restored, and fitted to the car. The restored coachwork, the substructure of which is believed to retain factory numbering, had been in the hands of the legendary Bugatti mechanic and restorer Henri Novo. The Type 40 was then acquired by Marc Rinaldi for his son, François, and daughter-in-law, Caroline Bugatti, Ettore Bugatti’s granddaughter. Mme. Bugatti drove the Type 40 frequently and she participated in numerous rallies with the Club Bugatti France, including the 1st Rencontres Internationales Bugatti rally in Corsica in June 2007. She and the Rinaldis sold the car to the current owner in 2022.

According to the consignor, 40565 has benefited from a recent engine rebuild by noted marque specialist Laurent Rondoni, and the gearbox was also overhauled in the past year. The Grand Sport body is attractively finished in black with a tan leather interior and black top with aluminum wheel discs. Remarkably, the original chassis plate proudly remains in place. The beautiful Million-Guiet coupe body is included with the sale, and the next custodian will have the exciting opportunity of continuing this fascinating Bugatti’s history.

Global auction house and international market leader Gooding & Company is proud to return as the official auction partner of the Concours of Elegance at Hampton Court Palace later this summer, where it will host its annual London Auction on Friday, 30 August. Gooding & Company today announces a quartet of historic, significant classic Bugattis from the world-class collection of Jack Braam Ruben, based in Maastricht, The Netherlands. This grouping includes one of the earliest surviving examples of the Bugatti Type 57 Atalante, a remarkably well-preserved and patinated Bugatti Type 43A Roadster, an award-winning, unrestored Bugatti Type 57 Stelvio, and a show-quality Bugatti Type 57 Ventoux.

“Jack Braam Ruben is widely recognized in our industry as one of the foremost traders and collectors of classic and prewar cars in the world, and he has an especially keen sense for the most significant examples from the Bugatti and Alfa Romeo marque,” said Gooding & Company President and Co-Founder, David Gooding. “We are privileged and delighted to present these very original Bugattis from his premier collection at our London Auction, and look forward to offering these exceptional motor cars on the historic grounds of Hampton Court Palace.”

1935 Bugatti Type 57 Atalante (Estimate: £3,000,000 – £4,000,000)
The Atalante is undoubtedly one of the most distinctive, attractive, and important styles of the venerable Bugatti Type 57. This example, chassis 57252, was built in November 1934 as a first series Grand Raid chassis, featuring a lowered steering column angle compared to a standard Type 57. Though originally intended to be clothed in Grand Raid roadster coachwork, the car was bodied by the factory in early 1935 with Jean Bugatti-designed Atalante coupe coachwork. This was the third such chassis to be equipped in this way. A mere 10 Atalantes would be produced throughout 1935; this very early example features a beautifully tapered tail section, which gives the entire car a lighter, more sporting design. This is achieved through convex wheel covers featuring special hand-formed tear drop shapes, as well as rear fenders which sweep up behind the wheel openings, resulting in the delicately tapered appearance not present on later Atalantes. Chassis 57252 was the third of these 10 Type 57s to receive Atalante coachwork, and of these, only three examples are known to survive today.

Ordered new by Bugatti agent Monestier in Lyon for its first owner, Mr. Perrot, it was equipped with 18-inch wire wheels and Lockheed hydraulic brakes, per special customer request. 57252 would pass through a succession of French owners for the next two decades before being sold to famed Belgian Bugatti restorer and dealer Jean De Dobbeleer of Brussels in 1956. In 1957, the Atalante was exported to the US by Bugatti collector Lyman Greenlee. The car would eventually make its way back to Europe, first to Guido Artom in Italy, and then to Peter Rae in the UK. Mr. Rae correctly restored the car to its original specifications, including Scintilla headlamps and Lalique-style running lights mounted atop the fenders. 57252 remained in the UK before joining Mr. Braam Ruben’s collection in 2019. The Dutch collector commissioned a thorough restoration, tasking Bugatti specialist Classic Skills of Lomm, The Netherlands, with the work. The exterior was refinished in its original two-tone smoke and sage green color scheme, the interior was reupholstered, and the dashboard and bumpers were returned to their original configuration. Confirmed to still retain its original engine, no. 195, per documentation on file, this incredibly well-restored and historically important Type 57 Atalante, with its visually distinctive early design, presents a rare opportunity for any discerning Bugattiste and collector.

1933 Bugatti Type 43A Roadster (Estimate: £3,000,000 – £4,000,000)
The Type 43, and its successor, the Type 43A, were conceived as road-going counterparts to the Bugatti Type 35, the most successful and important of prewar Grand Prix racing cars. While a standard Type 43 was equipped with grand sporting coachwork, a 43A signified a car clothed in elegant Jean Bugatti-designed roadster coachwork. Mechanically, the 43A was equipped with a supercharged 2.3-litre inline eight-cylinder engine, based on the engine of the race-winning Type 35B. Bugatti built just 18 examples of the Type 43A, and of these, less than 10 are accounted for today. This Type 43A, chassis 43309, has the penultimate chassis number, and was delivered new to Edouard Michel of Paris in May 1934; it would remain in Europe for the next four decades. During this time, it was displayed at Serge Pozzoli’s famed Montlhéry Motor Museum, as well as the Le Mans Museum. Around 1978 the Bugatti was acquired by noted German Bugatti collector and historian Uwe Hucke. After nine years in Hucke’s ownership, it passed to Dr. Joachim Jantzen of Essen, who entered the car in a number of historic driving events.

Next, 43309 joined the collection of Manfred Dolleschel, who entered the Type 43A in the International Rally in the UK in 2004, and the International Rally in Tuscany in 2009. In more recent years, 43309 was exhibited at the Concours of Elegance at St. James’s Palace in 2013, as well as the 2022 Pebble Beach Concours d’Elegance® following completion of the Pebble Beach Motoring Classic. This Type 43A has a gorgeously patinated, two-tone gray finish, with subtle evidence of original black and yellow paint in small sections throughout the exterior. Retaining many important original components according to an accompanying report by marque authority Mark Morris, including its original semi-roller bearing crankshaft, much of its original leather upholstery, and original engine, stamped no. 106. In place of the standard wooden dashboard is a two-piece aluminum dashboard. It is beautifully constructed, shifting all of the gauges from the center of the dash to a panel surrounding the steering column, giving unrestricted access to the centrally-mounted magneto ignition. 43309 represents what is surely an unrepeatable opportunity for the discerning collector to acquire what is widely recognized as one of the best examples of the Type 43.

1935 Bugatti Type 57 Stelvio (Estimate: £900,000 – £1,100,000)
This Gangloff-bodied 1935 Bugatti Type 57 Stelvio cabriolet, chassis 57181, was equipped with engine no. 30 and fashioned with a light-colored soft-top hood upon completion. The car was sold new to France and was acquired after World War II by a Swiss owner, before being sold in the late 1960s to David Mize in the US in exceptionally original condition, having traveled only 27,000 km. An avid Bugattiste, Mize would later become the president of the American Bugatti Club. The Stelvio was later sold to collector John Risch, an American of Dutch origin, who won Best in Show with the car at the New Hope Automobile Show in Pennsylvania in 1968. Mr. Risch was the long-term owner of 57181, lovingly retaining it for several decades until his passing in 1991, after which point the car remained with his estate. In 2016, 57181 was displayed at the Pebble Beach Concours d’Elegance® in the Prewar Preservation class, where it was awarded Second in Class, and also completed the Tour d’Elegance. In 2018, the Stelvio was shown at the Amelia Island Concours d’Elegance before joining Mr. Braam Ruben’s esteemed collection in The Netherlands. Surely one of the finest unrestored examples extant, the Stelvio retains a wonderfully patinated original red leather interior, beautifully complimented by a subtle two-tone black and maroon paint scheme.

1938 Bugatti Type 57 Ventoux (Estimate: £550,000 – £650,000)
Built on a Series III rolling chassis with engine no. 523 in October 1938, this Bugatti Type 57 Ventoux, chassis 57724, was completed near the end of the assembly line before the impending war brought production to a halt. Factory finished with a Gris Deauville (gray) body with Havane (tan) leather, the car was sold through British agent Colonel Sorel to its first owner, L.W. Young in 1940. It remained with Mr. Young for a decade before passing on to H. Archer-Smith, who reportedly won the Bugatti Owners’ Club Taylor Trophy with the Ventoux in 1958. In 1972, the Ventoux passed to John Frears, who displayed the car at the Stratford Motor Museum. In 1982, 57724 was acquired by Geoffrey Perfect of Penn in Buckinghamshire, a serious and respected Bugatti collector. It was during his ownership that the car captivated the attention of Mr. Braam Ruben, who would eventually add it to his collection in 2021. This exceptional, show-quality Type 57 Ventoux, with known provenance from new, has been displayed at some of the most prestigious events throughout its lifetime, including the Earls Court London Motor Show in 1989, Techno Classica Essen in 2019, and the Concours d’Elegance Paleis Soestdijk in 2022.

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A generous invitation from Copenhagen Historic Grand Prix has made it possible for Bugatti Club Denmark to mark the 100th anniversary in style during the race weekend in Copenhagen, 2nd to 4th August. Not only with an exclusive exhibition of 12 Grand Prix Bugattis, but also by enabling Bugatti show-runs on both Saturday and Sunday.

We will be very pleased to see You at the anniversary reception on Saturday 3rd August in the afternoon, after our last track run.

• SATURDAY 3rd AUGUST 2024 at 3 pm
• COPENHAGEN HISTORIC GRAND PRIX, BELLAHOEJ PARK - AREA H

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• 1934 Bugatti Type 57 Stelvio, Chassis No. 57190, Engine No. 62, Estimate: $400,000 - $500,000
• 1935 Bugatti Type 57 Monoposto, Engine No. 295, Estimate: $280,000 - $390,000
• 1993 Bugatti EB110 SS Prototype, Chassis No. ZA9AB02X0PCD39004, Estimate: $2,400,000 - $2,800,000
• 2021 Bugatti Chiron Sport Noire, Chassis No. VF9SP3V31MM795322, Estimate: $3,300,000 - $3,800,000
• 2023 Bugatti Chiron Super Sport, Chassis No. VF9SW3V35PM795072, Estimate: $3,750,000 - $4,250,000

1934 Bugatti Type 57 Stelvio, Chassis No. 57190, Engine No. 62

• A genuine Stelvio with numbers-matching engine crankcase, gearbox, and frame
• Believed to be one of 25 Type 57 Stelvios assembled in 1934
• Previously part of the Blackhawk Collection and owned by famed collector Bill Jacobs; later part of the Terence E. Adderley Collection
• Accompanied by a history file containing factory documentation copies and a report by Bugatti historian Pierre-Yves Laugier

According to the report on file by Pierre-Yves Laugier, Bugatti chassis number 57190 was ordered on 5 March 1934 by the Bugatti agent J.B. Arnaud for his client, a dentist named Raymond Peretti of Poitiers, France. Unfortunately, the mass of orders for the new Type 57 pushed the expected delivery date back several months, and the fully completed car—featuring Jean Bugatti’s elegant Stelvio coachwork—was not received by Mr. Peretti at the Molsheim factory until July. The report further illustrates the exterior was originally finished in Black and Ivory with a Havana leather interior and light beige hood.

The dentist was most certainly a fan of the marque, as this Type 57 replaced a Type 44 roadster by Gangloff sold the day before the order form was signed. In a letter between him and the factory from the summer of 1937, it is reported that the car suffered from a cracked cylinder block and seized pistons. By this point, the Bugatti had traveled roughly 40,000 kilometers (~24,850 miles), indicating Mr. Peretti’s status as a true driving enthusiast. Importantly, however, the engine’s crank case still bears the stampings displaying the car’s chassis number and correct engine number, 62. Laugier further confirms the Bugatti has retained a large amount of its original components including the gearbox, frame, UUR2 Stromberg carburetor, and bodywork.

During the war, the Bugatti was presumed to have been taken by the Germans. Once peace came, the Type 57 came into the care of André Pigé, a doctor whose exploits during the war are truly impressive: After being an active member of the resistance for some time, Dr. Pigé was arrested in August 1944 by the Germans while attempting to deliver a paratrooper to the free zone in the trunk of his car. He was spared from execution by a remarkable coincidence in which his uncle was educated in the same village as the German Commandant in charge of handling the situation. This uncle convinced the authorities to instead send the doctor to a concentration camp to provide medical care for the prisoners. André Pigé then escaped the camp and returned to freedom. Sadly, Dr. Pigé met an untimely demise as a result of an accident while swimming with friends in 1947, and his family subsequently sold the car.

The Type 57 would remain in France for the following decade until it was sold to Joseph Gest of La Jolla, California in the early 1960s. Under his ownership, the Bugatti received a restoration courtesy of Bunny Phillips, the well-known Bugatti agent of Los Angeles since the 1930s. Over the course of the next 20 years, the car came into the esteemed hands of the Blackhawk Collection and famed collector Bill Jacobs, who had the car restored for a second time in 1985. Just a year later, it was sold to Terence Adderley, who would retain the car for a remarkable period of nearly four decades. Acquired by present ownership in 2023, the car now benefits from a new set of blackwall tires, a subtle change that nevertheless greatly enhances the Stelvio’s athletic stance.

For the collector who appreciates beauty, quality, and performance, the availability of this Stelvio, cherished by its original owner and subsequent caretakers, marks the opportunity to procure one of the finest sporting automobiles of the pre-war period.

1935 Bugatti Type 57 Monoposto, Engine No. 295

• Built in the tradition of the famed Wimille Type 59/50B monoposto, utilizing numerous original parts, including frame, axles, and engine
• Completed and restored by several well-known Bugatti specialists
• Formerly owned by noted Bugatti collectors Jim Hull and Peter Mullin
• A robust vintage racing competitor since the early 1980s

One of the most fabled Bugatti racing cars is the Type 59/50B works monoposto, driven by Jean-Pierre Wimille in the 1939 Prescott Hillclimb and other events in-period with much success. The original car is today part of the renowned Schlumpf collection in Molsheim, thus leaving recreations built in its spirit as the nearest experience available to mere mortals.

The example offered here is one such fine evocation. Its genesis was in an acquisition of parts in Amsterdam by the prolific early Dutch vintage automobile trader Bart Loyens, including the engine number 295 from Type 57 number 57410, and an early Type 57 frame of unknown identity. Loyens sold this collection and additional parts to Ray Jones, known for his involvement in numerous Bugatti projects in this era. Working on behalf of his client Gentry Smith, Jones shortened the frame, mounted hydraulic brakes of the type used on later Type 57s, fitted four carburetors to the engine, and commissioned the Type 59/50B monoposto-style body, which according to the consignor was built by Bob Moser. Original front and rear axles were utilized, along with period deRam-style friction shocks.

Smith sold the incomplete project to F.W. Durand of Solana Beach, California, from whose estate it passed in 1981 to Jim Hull, then in the early stages of longtime Bugatti enthusiasm. Hull completed the Bugatti in time for that year’s Pebble Beach Concours d’Elegance, and went on to race it several times at Laguna Seca. In the early 1990s it was passed to his longtime collecting partner, the renowned French automobile enthusiast and proprietor of the former Mullin Automotive Museum, Peter Mullin. Mullin largely kept the car in storage at Jim Stranberg’s High Mountain Classics, and eventually sold it to the consignor, who had it completely rebuilt by David North’s North Street Garage in Maryland for further and continued use. According to the consignor, the restoration included a new block machined by High Mountain Classics and assembled by Leydon Restorations, with a Crower two-piece crankshaft, lightweight Carillo rods, Arias forged pistons, and the prior period four-carburetor intake manifold with period Solex carburetors, dyno-tested afterward at 160 horsepower and 190 pound-feet of torque, with the dyno sheets on file. Power is delivered through a pre-war four-speed ZF gearbox with twin-stick overdrive. Further additional information on the build is included in the history file.

Since driven further at Laguna Seca and occasionally exhibited at concours, this remains a robust driver’s Bugatti, with the same thrills that the original once provided the great Wimille.

1993 Bugatti EB110 SS Prototype, Chassis No. ZA9AB02X0PCD39004

• Ultra-rare EB110 Super Sport Prototype; one of seven created
• Participant in Bugatti’s May 1993 speed testing at Nardo Ring where an EB110 achieved 351 km/h to become the world’s fastest production car
• Displayed by Bugatti at the brand’s official presentation in Tokyo; sold new to legendary Japanese racing driver Sokichi Shikiba
• New fuel tanks installed in February 2024
• Factory finishes of Grigio Chiaro Metallic over Black trim

To bring a long-dormant automotive brand back to life is no mean feat; the stakes are even higher when the marque in question is one as hallowed as Bugatti. In the late 1980s, however, Italian entrepreneur Romano Artioli rose to the challenge, and while his dream was relatively short-lived, the vehicles he did bring to fruition can truly be said to have done justice to the legendary nameplate.

The first of a planned range of offerings was the EB110, so named in honor of Ettore Bugatti’s 110th birthday. It would be built on a carbon-fiber chassis manufactured by French aerospace concern Aérospatiale. For power, the EB110 GT received a distinctive 3.5-liter quad-turbocharged V-12 paired with a six-speed manual transmission.

Looking to further increase performance, Bugatti announced the EB110 Super Sport at the Geneva Salon in 1992, six months after the launch of the EB110 GT. Through a series of weight-saving and performance enhancements, Bugatti was able to reduce weight by more than 330 pounds while bumping output to a reported 603 horsepower. Its 0–60 sprint is said to have taken just 3.2 seconds, and its stated top speed was 221 mph. Even today, these are jaw-dropping figures.

As with any modern supercar, the EB110, and particularly the Super Sport variant, evolved through a careful series of prototypes, including the important example offered for sale here. Whereas the first EB110 SS prototype presented at the 1992 Geneva Salon was an extensively modified GT model, chassis 39004, but perhaps best known as S4, was the first EB110 specifically built as a Super Sport. Following completion, S4 was quickly pressed into service both as a brand promotional tool, and for perfecting the EB110 design. On 3 April 1993, Bugatti displayed S4, along with three EB110 GTs and the EB112 concept, at its official brand presentation at the Ark Hills Complex in Tokyo. The resulting intense media coverage made the presentation a smash success and helped cement the brand’s presence in the country. S4 specifically caused a media sensation and was subsequently featured in the Summer 1993 edition of Super CG magazine.

Following its Japanese tour, Bugatti sent S4 to Italy’s famed Nardo Ring, where the firm was working to confirm the EB110’s place as the world’s fastest production car. As documented in an accompanying report by B Engineering’s Federico Trombi, Bugatti’s Chief of Homologation in period, and Gianni Sighinolfi, a fellow period Bugatti employee, S4 was present 29 May 1993 when an EB110 achieved 351 km/h and asserted itself as the fastest car on the planet. Upon completion of their speed testing and recognizing the potential for continued brand expansion in Japan, Bugatti arranged for S4’s sale to legendary Japanese racing driver Sokichi Shikiba. Winner of the 1964 Japanese Grand Prix, by the 1990s Shikiba had become a racing accessories magnate who held a revered status in the Japanese supercar community, thus making him an ideal ambassador for Bugatti within the island nation.

Shikiba retained S4 for the remainder of his life, routinely appearing with it at Japan Bugatti Club gatherings in Tokyo, and fastidiously maintaining the car until his death in 2016. Following its sale, S4 moved to Australia where an extensive detailing, including removal and cleaning of all body panels, was carried out in 2019 by City Auto Group of Geelong, Victoria. The consignor has continued S4’s life of meticulous care with accompanying invoices documenting a clutch and brake service in 2022 and the installation of new fuel tanks in February 2024 at a cost of over $20,000.

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• 1914 Bugatti Type 13 Dog Cart Replica, Engine 1232 Estimate: $70,000 - $90,000, Without Reserve
• 1914 Bugatti Type 23 Tourer, Chassis 693, Engine 434, Estimate: $90,000 - $120,000, Without Reserve
• 1927 Bugatti Type 43 Grand Sport, Chassis 43207, Engine 68, Estimate: $400,000 - $600,000, Without Reserve
• 1928 Bugatti Type 44 Torpédo, Chassis 44437, Engine 154, Estimate: $250,000 - $350,000, Without Reserve
• 1930 Bugatti Type 46 Cabriolet, Chassis 46470, Engine 377, Estimate: $450,000 - $650,000, Without Reserve
• 1937 Bugatti Type 57SC Atalante, Chassis 57573, Engine 37S, Estimate: $9,000,000 - $11,000,000
• 1937 Bugatti Type 57 Stelvio, Chassis 57600, Engine 441 (Supercharged), Estimate:$250,000 - $350,000, Without Reserve
• 1938 Bugatti Type 57 Stelvio, Chassis 57639, Engine 476 (Supercharged), Estimate: $800,000 - $1,000,000
• Bugatti Type 59 Book, Artist's Proof No. 1, Estimate: $70,000 - $100,000, Without Reserve

  Many of the cars are from the Dr. Theodore Waugh Collection.

1914 Bugatti Type 13 Dog Cart Replica, Engine 1232
In August 1921, Ettore Bugatti entered four Type 13 racing cars in the new Italian Grand Prix race, known as the Gran Premio d’Italia Internazionale, held at Circuito di Brescia. Astonishingly, the works cars finished first through fourth and, following this sweep, the Type 13 was deemed the “Brescia Bugatti.”

According to one account, this car’s 16-valve four-cylinder engine was originally fitted to a Bugatti with chassis no. 1232. By 1957, the engine was installed in an 8-valve Type 23, chassis 693, in the care of Jean De Dobbeleer.

When Dr. Theodore Waugh acquired the Type 23 from De Dobbeleer in 1976, this engine was removed in order to return the Type 23 to its original 8-valve configuration. Dr. Waugh next obtained a replica Type 13 frame built by Gino Hoskins from Peter Shaw. To complete the car, he entrusted UK-based Bugatti specialist Crosthwaite & Gardiner to hand-fabricate two-seater dog cart coachwork, which features a bolstered fuel tank and provides a visceral open-air driving experience. The front axle, hubs, and wheels from chassis 1232 were also reportedly utilized for this assembly.

Having only been displayed publicly on one occasion, at the Saratoga Automobile Museum in New York in 2006, the next owner of this Type 13 Dog Cart Replica has the opportunity to not only debut this car at various shows, but to enjoy it in any number of Bugatti rallies worldwide.

1914 Bugatti Type 23 Tourer, Chassis 693, Engine 434

• Attractive Eight-Valve Bugatti with Open Coachwork
• Originally Ordered by Stefan Kjeldsen in New York, though never delivered
• Part of The Dr. Theodore Waugh Collection for over 44 Years
• Eligible for Concours Events and Bugatti Rallies Worldwide
• Never Before Offered for Public Sale

This Bugatti Type 23, chassis 693, was originally ordered in 1914 by Stefan Kjeldsen, an automobile racing driver and Bugatti agent in New York. The chassis was sent to Carrosserie Wiederkehr in Colmar, France, where it was clothed in four-seat berline coachwork. The Bugatti was never delivered due to the outbreak of WWI. Instead, it remained at the Molsheim works through the war and was then sold to Johann Hirschler. It subsequently passed through a number of owners in France before being acquired by E. Stuzman of Strasbourg in 1939.

Registered in Germany during WWII, the Type 23 passed through a series of owners in Germany and France following the war, before gracing the famous Belgium-based garage of Jean De Dobbeleer in 1957, wearing drophead coachwork and equipped with a 16-valve engine, no. 819.

Dr. Theodore Waugh acquired this Bugatti in 1979. Intending to return the car to eight-valve specification, Dr. Waugh sourced engine 434 from chassis 766 and enlisted UK-based specialist Wilkinson to produce the current three-seat open-tourer coachwork.

This Type 23 wears its original German chassis plate, wagen no. 693, as Molsheim was a part of Germany when this chassis was built in 1914. For the collector in search of an early eight-valve Bugatti with sporting open coachwork, and welcome at Bugatti rallies and early car gatherings worldwide.

1927 Bugatti Type 43 Grand Sport, Chassis 43207, Engine 68

• Bugatti’s Grand Prix Car for the Road; One of Approximately 160 Examples Built
• Delivered New to Monaco for Bugatti Racing Driver René Léon
• Formerly Owned by Georges Filipinetti, Pierre Bardinon, and Carroll Shelby
• A Fixture in The Dr. Theodore Waugh Collection Since 1974
• Documented in Bugatti Registries and by Marque Historian David Sewell

In 1927, Bugatti debuted the Type 43, a road-going counterpart to the Type 35B Grand Prix, one of the most successful competition cars of all time.

At the heart of the Type 43 was a supercharged 2.3-liter, overhead-cam straight eight that was virtually identical to the one used in the Grand Prix machine. Although the chassis was based on the contemporary Type 38 touring car, which provided a centrally mounted, four-speed gearbox and ample passenger compartment, the model’s thoroughbred intentions were clear. Most Type 43s were delivered with open Grand Sport coachwork, a narrow, torpedo body with pointed tail and side-mounted spares, and all were equipped with innovative cast alloy wheels that had been designed for the Type 35.

Offering blistering acceleration and a top speed of 110 mph, the Type 43 was truly a supercar in its day, capable of being used as a long-distance touring car or in a variety of sporting events.

The Type 43 presented here, chassis 43207, was completed in October 1927, fitted with engine no. 40 and a traditional Grand Sport body. According to the American Bugatti Register and Data Book, it was delivered new in March 1928 to René Léon, an early Bugatti racing driver and proprietor of a sporting club in Monte Carlo, Monaco. While little is known of the car’s earliest history, Conway’s The Bugatti Register and Data Book, first published in 1962, includes an entry for 43207, describing it as a “2-seater torpedo” owned by ex-Bugatti agent Gaston Docime of Neuilly-sur-Seine, France. Former owners noted are Georges Filipinetti, the Swiss racing team owner, and Pierre Bardinon, the legendary French car collector.

By 1967, the much-modified Bugatti had been sold to famed American racing driver and sports car manufacturer Carroll Shelby, who had Bunny Phillips and Allen Bishop keep it in storage for him. In 1974, Dr. Theodore Waugh purchased the Type 43 from Shelby and undertook a restoration that spanned nearly three decades. This work included returning the shortened chassis to its original length and fitting replica Grand Sport bodywork built by British specialist Ian Wilkinson. The Bugatti’s current engine, composed of an original Type 43 crankcase (no. 68), supercharger, and other serial-numbered components, was also rebuilt in the UK by Crosthwaite & Gardiner.

While it has been extensively modified, 43207 is a legitimate Type 43 Grand Sport, listed in the various Bugatti registries published over the past 62 years and has been documented by Bugatti historian David Sewell. With a provenance that includes several automotive luminaries – Filipinetti, Bardinon, and Shelby – and a fixture in Dr. Waugh’s respected collection since 1974, this Type 43 is the ideal enthusiast’s Bugatti and an approachable entryway to experience a mythical prewar sports car.

1928 Bugatti Type 44 Torpédo, Chassis 44437, Engine 154

• Exceedingly Rare as One of Just 109 Type 44s Believed to Exist
• Provenance Includes Noted Collectors D. Cameron Peck, Tom Carstens, and Ken Purdy
• A Fixture in The Dr. Theodore Waugh Bugatti Collection Since 1972
• Unique Original Open Torpédo Coachwork by Figoni
• Retains Matching-Numbers Engine per Copies of Factory Records

Making its debut in late 1927, the Type 44 was an updated version of the outgoing Type 38. The main change was a new three-liter, inline eight-cylinder engine capable of propelling the touring Bugatti to an 80 mph top speed. Other improvements included a strengthened chassis and plain-bearing crankshaft, making the Type 44 far more reliable than earlier touring models equipped with roller-bearing crankshafts. The Type 44 was the most popular Bugatti model of the late 1920s with 1,095 examples built, though only 109 are believed to exist today.

According to the research of historians Peter Larsen and Sandy Leith, Bugatti shipped chassis 44437 with engine 154 to Carrosserie Joseph Figoni in Boulogne-sur-Seine, west of Paris, in April 1928. Figoni’s craftsmen fashioned this “Jean de Vizcaya” open four-seat torpédo coachwork for the Type 44, featuring a low-slung cowl, dual-cockpit design, a single step for the rear passengers, and likely no windshield of any kind. The completed Bugatti was shipped in August 1928 to John Wilson MacConell of Montreal, who would also go on to own an elegant Type 57 drophead coupe with James Young coachwork.

In the early 1950s, the Type 44 was acquired by famed car collector D. Cameron Peck of Evanston, Illinois. Beginning in 1930, Peck assembled one of the earliest car collections, which included early Mercedes, American Underslung, and De Dion-Bouton automobiles, among others. Peck sold the Bugatti to Tom Carstens of Tacoma, Washington, who, in turn, sold it to the great automotive author Ken Purdy of Greenwich, Connecticut. Purdy embarked on an extensive restoration of the Type 44, entrusting Duesenberg specialist James Hoe and pioneer American Bugatti restorer Bunny Phillips with the task. Engine 470 was also installed at this time for unknown reasons. By 1954, the Bugatti was painted gray with a red interior and was equipped with what was described as an MG windshield installed by Purdy.

Upon Purdy’s passing in 1972, the Bugatti was acquired by fellow Greenwich resident Dr. Theodore Waugh. Dr. Waugh had met Purdy at a cocktail party years earlier and was glad to add the Type 44 to his growing Bugatti collection. After acquiring the Type 44, Waugh had the body painted in its current green by Gus Reuter in Ridgefield, Connecticut, and the wood surrounding the seating compartments trimmed in Philippine mahogany. The Bugatti’s original engine, no. 154, was in the possession of Ivan Dutton in England at this time, but it was reinstalled in 1994 in a trade for engine 470.

With its elegant open torpédo coachwork by Figoni, matching-numbers engine, and exceptional provenance, including single ownership for over 50 years, this Type 44 presents a rare opportunity and would be welcome at Bugatti meetings and rallies worldwide.

1930 Bugatti Type 46 Cabriolet, Chassis 46470, Engine 377

• A Superb Example of “La Petite Royale” with Open Gangloff Coachwork
• Purchased from Its Original Algerian Owner in 1963 by Bugatti Enthusiast David Mize
• A Fixture in The Dr. Theodore Waugh Collection Since 1975
• Retains Matching-Numbers Engine per Bugatti Factory Records
• Ideal Candidate to Debut on the Contemporary Concours Circuit

By the late 1920s, Bugatti had cemented its reputation as one of Europe’s leading high-performance road and racing car manufacturers. Despite being a champion of small, lightweight automobiles, Ettore Bugatti could not ignore the booming luxury market, then dominated by firms like Rolls-Royce, Hispano-Suiza, and Isotta Fraschini. His ambitious Type 41 Royale project was intended to showcase the company’s capabilities, but when the car’s extraordinary expense and impracticality collided with the economic realities of the time, Bugatti was forced to reimagine the Royale on a more approachable scale. The result was the Type 46, which debuted for the 1929 model year.

Bugatti’s largest production model to date (the Type 41 notwithstanding), the Type 46 was powered by a magnificent 5.4-liter, straight-eight engine that utilized a single overhead camshaft, twin-spark ignition, three valves per cylinder, and nine main bearings. Its 140 hp was driven to the rear wheels through a new three-speed gearbox built in-unit with the rear axle, and its road manners were impeccable, thanks to the innate flexibility of the drivetrain.

Most Type 46 Bugattis left Molsheim as rolling chassis, and no fewer than 45 coachbuilders are thought to have bodied the model in period. The car’s long wheelbase, imposing horseshoe radiator, and 20" cast-aluminum, vane-type wheels made it the ideal canvas for European coachbuilders. The Type 46 chassis was frequently adorned with the most elegant and elaborate custom coachwork of the day and its grand scale and luxurious appointments earned it the nickname “La Petite Royale.”

Even in a recessionary economy, demand for the Type 46 was robust. Roughly 460 examples were built through 1933, including 18 supercharged variants known as the Type 46S.

The Type 46 presented here, chassis 46470, was constructed in September 1930, originally fitted with engine no. 377 and four-door saloon coachwork by Gangloff.

In April 1931, Algerian Bugatti agent Sagnier purchased 46470 on behalf of his customer, M. Etievan, the country’s sole importer of agricultural equipment and a well-established Bugatti customer. It is believed that the new Type 46 remained in Molsheim until 1933, when it was shipped to the Gangloff workshop in Colmar, France. Soon after its arrival, Etievan commissioned Gangloff to build him a new body for 46470 – the handsome, two-door, four-seat Cabriolet seen today – which features twin, side-mount spares, skirted fenders, and a three-position top with landau irons. Reportedly finished in two shades of brown with a cream top, the Cabriolet was finally shipped to Etievan in Algeria in August 1937.

Etievan used the Bugatti to visit his properties across the Mitidja, covering about 5,300 km before parking it inside his farmhouse garage around 1939. It remained there, on blocks and under cover, throughout WWII. Remarkably, the Type 46 was kept in static storage until 1959, when it was moved to a new warehouse in Belcourt, an industrial area on the outskirts of Algiers.

In 1963, the great American Bugatti enthusiast and collector David Mize discovered 46470 and bought it from Etievan, who begrudgingly sold it as he felt he would never be able to export the car out of newly independent Algeria. At the time Mr. Mize purchased the Bugatti, it was in completely original condition, down to its Dunlop tires. In a letter on file, Mr. Mize claimed: “It is, in essence, a new Type 46 Bugatti.”

Soon after acquiring the Bugatti, Mr. Mize shipped it to France to be serviced by a mechanic in Marseille, then stored it in Holland through the early 1970s. From there, the car was shipped to the UK, where a restoration was completed by Nigel Arnold-Forster and Ian Wilkinson.

In 1975, Dr. Theodore Waugh purchased the Type 46 from Mr. Mize and it has been a prized fixture of his Bugatti collection ever since. Like the two owners prior to him, Dr. Waugh used 46470 sparingly, and with a more recent cosmetic restoration overseen by Jim Stranberg’s High Mountain Classics of Colorado, it continues to present very well in all respects. Except for its inclusion in a Bugatti exhibit at the Saratoga Automobile Museum in 2018, this Type 46 Cabriolet has rarely been shown publicly, making it an ideal candidate to debut on the contemporary concours circuit.

Boasting a superb provenance, with just three distinguished owners from new, elegant open Gangloff coachwork commissioned by the original owner, and its matching-numbers engine intact, this Type 46 Cabriolet presents a rare and exciting opportunity to acquire one of the finest examples of Bugatti’s legendary 5.4-liter luxury car.

1937 Bugatti Type 57SC Atalante, Chassis 57573, Engine 37S

• One of Just 17 Type 57S Models with Jean Bugatti-Designed Atalante Coachwork
• Displayed at the 1937 Paris Salon de l’Automobile and Earls Court Motor Show
• Provenance Includes Noted Collectors Vojta Mashek and Dr. Peter Williamson
• Retains Original Chassis, Coachwork, and Matching-Numbers Engine per Factory Records
• Exquisite Restoration Overseen by Marque Specialist Sargent Metal Works
• Awarded First in Class at the 2023 Pebble Beach Concours d’Elegance®

In the 20-year period between the two world wars, the eccentric Ettore Bugatti, working together with his brilliant son Jean, elevated automotive production from the utilitarian work of engineers to a genuine artistic pursuit. Each jewel-like Bugatti bears the unmistakable imprimatur of its maker and possesses the qualities that one hopes to find in any automobile: inspired styling, superior engineering, quality craftsmanship, and thoroughbred performance.

The pinnacle of Bugatti production was the Type 57S, a model that emerged in 1936 as a more sporting complement to the standard Type 57. With its “S” designation standing for surbaissé, or lowered, this radical new Bugatti was inspired by the Type 59 Grand Prix and developed as an uncompromising high-performance machine – lighter, faster, and more technically advanced than the already superb Type 57.

At the foundation of the Type 57S was a specialized chassis, with distinctive gondola-shaped frame rails. Not only did this design allow the engine to be mounted closer to the ground – thereby lowering the car’s center of gravity – it was also significantly lighter than the standard Type 57 frame. The rear section featured an ingenious oblong opening in each side rail, allowing the rear axle to pass through the frame, thus lowering the car even further.

The front suspension of the Type 57S was also quite clever, utilizing a semiindependent configuration of a two-piece hollow axle with precisely machined, tapered ends held within a central knurled collar. This unconventional front axle worked in unison with highly complex de Ram shock absorbers, which, through a combination of hydraulic pressure and metallic multi-plate discs, provided immediate and extremely effective dampening. When this technology first appeared in the 1930s, a single de Ram shock absorber, comprised of approximately 300 individual parts, cost about the same as an ordinary, entry-level automobile.

For this new chassis, Bugatti thoroughly revised its 3.3-liter twin-cam straighteight engine utilizing many techniques of the Grand Prix car. A sophisticated dry sump lubrication system with remote tank allowed the engine to be mounted lower in the chassis and ensured steady oil supply during hard cornering. High compression pistons and careful tuning resulted in a gain of 20–25 hp over the Type 57, while a high-performance Scintilla Vertex magneto replaced the more conventional distributor of the standard model. A lightweight exhaust system was designed to better suit the car’s sporting character, terminating in a row of five small-diameter tailpipes. In normally aspirated form, the Type 57S offered exceptional performance. The supercharged “C” variant, producing about 200 hp, was among the fastest production cars built before WWII.

The extreme proportions of the Type 57S chassis afforded Jean Bugatti and other coachbuilders new possibilities. With its surbaissé chassis and efficient mechanical packaging, the body of a Type 57S sat several inches lower than a comparably styled Type 57. Furthermore, the car’s low hood line allowed the fenders to peak above the pointed, oval-shaped radiator grille, while the coachwork completely enveloped the chassis. The result was a car that appeared impossibly low and dramatic from the outside, with a sublime view from the driver’s seat.

The Bugatti Type 57S was one of the ultimate high-performance automobiles of its era, and its competition variant, the Type 57G Tank, was further proof of concept, with two wins at the 24 Hours of Le Mans and several international speed records to its credit. The 57S’s outstanding performance attracted an elite clientele – a veritable who’s who of 1930s motoring royalty.

In total, Bugatti built just 42 examples of the Type 57S between fall 1936 and spring 1938. Like the standard Type 57, the surbaissé model could be purchased as a bare chassis and supplied to outside coachbuilders like Vanvooren, Gangloff, and Corsica. The most famous examples, however, were outfitted with bodies penned by Jean Bugatti and built in Molsheim. In this category are the incomparable Atalante and Atlantic, widely regarded as two of the most attractive, influential, and recognizable automotive designs of all time. In all, just 17 Type 57S chassis were completed with Atalante coachwork, a mesmerizing design named for the heroine of Arcadian mythology.

The Type 57S Atalante offered here, chassis 57573, was among the last examples built. According to factory records, it was completed in September 1937, equipped with engine no. 37S and Atalante body no. 16. Originally finished in blue over Havana leather and equipped with chrome wire wheels, the Atalante was delivered new to Col. Sorel, the official Bugatti concessionaire in London.

Soon after its completion but prior to its arrival in England, 57573 was debuted on the Bugatti show stand at the annual Salon de l’Automobile, held at the majestic Grand Palais in Paris. After several days on display in Paris, the Bugatti was transported to London, where it was presented at the Earls Court Motor Show from October 14 to 23, 1937.

Immediately after the Earls Court Motor Show, the Atalante was sold to its first owner, C. Ian Craig. Heir to a wealthy Irish family, Mr. Craig was a passionate Bugattiste who owned several sporting models including a Type 55 Roadster and a string of Grand Prix cars, among them a Type 51, Type 54, and Type 59.

Early in his ownership, Craig registered 57573 as “GBP 2,” reportedly standing for “Grand Prix Bugatti 2,” and refinished the bodywork in the striking black and white livery he preferred for his racing cars. During this period, Craig and his wife Marcelle Moody divided their time between the UK and St. Moritz, Switzerland, and the Atalante made regular trips to the Continent.

After entering 57573 in the Lewes Speed Trials in 1939, Craig sold the Atalante to another English Bugatti enthusiast, David L. Griffith-Hughes. After acquiring the Atalante, Mr. Griffith-Hughes repainted the car in two shades of gray and upgraded the engine to SC specification, fitting the supercharger that had originally been installed in Lord Rothschild’s Atlantic, chassis 57374.

While in Mr. Griffith-Hughes’ ownership, the supercharged Atalante was profiled in the August 1942 issue of Motor Sport. The article titled, “On the Road with a Type 57SC Bugatti,” by Cecil Clutton concludes: “The Type 57SC is a very remarkable motor-car indeed and one with which it is hard to find fault. But its outstanding characteristic is undoubtedly the power, flexibility and smoothness of the engine. To combine these features in the highest possible proportions it seems that a supercharged, inclined valve, straight eight unit has shown itself incomparably superior to all other forms of design, and the Type 57SC engine is surely the best of all.”

Mr. Griffith-Hughes reached a similar conclusion after a few years of ownership. In the October 2, 1942, issue of The Autocar, he is quoted as saying, “I sincerely think that the 57SC is the best long distance car ever made.”

In 1946, just after WWII, the Atalante was offered for sale by Continental Cars, the famous garage run by Rodney Clarke and George Abecassis. From there, the Bugatti was sold to E.B. Tippen, the owner recorded in the 1954 edition of Barry Eaglesfield and C.W.P. Hampton’s The Bugatti Book.

By the late 1950s, 57573 had relocated to the US, where it was owned by Charles Glore of Chicago. During his ownership, Mr. Glore shipped the Atalante to the Bugatti works in Molsheim for a complete restoration. Noted car collector Vojta Mashek then acquired the Atalante in 1963, and for the next two years it resided in his collection, comprised of the finest Alfa Romeos, Bugattis, and European exotics.

In 1965, Dr. Peter Williamson, then serving as president of the American Bugatti Club, purchased the Atalante for his growing collection. For decades, 57573 was kept alongside two other Type 57S Bugattis, the Lord Rothschild Atlantic and another 57SC Atalante, chassis 57511. After being restored by Don Lefferts during the late 1990s, 57573 took part in the 2003 American Bugatti Club East Coast Rally and that year’s Pebble Beach Concours d’Elegance®, where Bugatti was honored as the featured marque. In 2006, Dr. Williamson sold 57573 to respected Jersey-based collector William Ainscough, who had it refinished in black and white to honor its first owner, C. Ian Craig.

Since 2013, the Atalante has resided in the US and benefits from an exceptional, no-expense-spared restoration recently completed by renowned Bugatti specialist Scott Sargent of Sargent Metal Works in Bradford, Vermont. The restoration, which addressed all cosmetic and mechanical aspects of the Bugatti, was commissioned by the previous owner and completed under the consignor’s ownership. Throughout the process, every effort was made to return 57573 to its original Paris and London show car splendor, as it appeared in fall 1937. According to the consignor, Mr. Sargent and American Bugatti Club registrar Sandy Leith confirmed that 57573 retains its original chassis, engine (37S), period-upgraded supercharger, and Atalante coachwork, which is stamped with body no. 16 in various locations.

Upon its debut at the 2023 Pebble Beach Concours d’Elegance®, the Atalante was selected as First in Class over two other outstanding Type 57S Bugattis, a testament to the quality of the restoration, as well as the car’s historical significance and unmatched style. Today, 57573 remains in exquisite, concours-quality condition and is poised for continued success at prestigious international events.

In the late 1930s as today, there is little that compares, both in terms of performance and style, to a Bugatti. As an original Type 57S, possessing its matching-numbers engine and Jean Bugatti-designed Atalante bodywork, this is an exceptionally rare and immensely desirable example of what is undisputedly one of the greatest prewar automobiles.

1937 Bugatti Type 57 Stelvio, Chassis 57600, Engine 441 (Supercharged)

• Desirable Second-Series Type 57 Fitted with Open Stelvio Coachwork
• Delivered New to France; Documented in the American Bugatti Register and Data Book 2018
• Just Two Owners – “Bunny” Phillips and Dr. Theodore Waugh – Since 1962
• Retains Matching-Numbers Engine per Factory Records
• An Ideal Candidate for Bugatti Club Tours and Concours Events

Unveiled in 1934, the Type 57 is widely regarded as a masterpiece by the hand of Jean Bugatti. The successor to the popular Type 49, the new Bugatti was powered by a jewel-like 3.3-liter, twin-cam, straight-eight engine and represented the ultimate in automotive design. Like all Bugattis that preceded it, the Type 57 was graceful, exquisitely made, and incredibly exclusive – by all accounts, a conveyance of the highest quality and performance. Bugatti continually refined the Type 57 throughout its production run resulting in three distinct series of chassis. The second-series chassis – introduced in 1936 and underpinning the car presented here – featured a strengthened rear axle, cross-braced frame, rubber engine mounts, and upgraded brakes, among other improvements.

According to Bugatti factory records, this Type 57, chassis 57600, was built in October 1937, equipped with engine no. 441 and fitted with a Ventoux Coach body finished in blue with brown leather upholstery. That December, the new Bugatti was sold via Digonnet, the official agent in Saint-Étienne France, to its first owner, M. Hug. Little is known of the Type 57’s whereabouts until 1954, by which time it had been acquired by the proprietor of a rice mill in Lyon.

In 1962, famed American Bugatti specialist O.A. “Bunny” Phillips acquired 57600, as a rolling chassis without coachwork, from Costa Mesa, California resident Charles A. Stanley, who had imported it from Europe. After restoring the chassis, Phillips sourced an original Gangloff-built Stelvio body, which had originally been fitted to chassis 57766 (the 1938 Paris salon car), reinstalled on chassis 57733 in 1947, and badly damaged in a road accident during 1969.

Dr. Theodore Waugh acquired 57600, together with the Stelvio body, from Bunny Phillips in 1974 and embarked on a lengthy restoration. British specialist Ian Wilkinson completed the project in 1987, refinishing the Bugatti in the present red and black color scheme. Cherished in Dr. Waugh’s private collection ever since, the Type 57 remains in good, presentable order, though it has been sparingly used in recent years and may require mechanical attention prior to use. Significantly, 57600 is documented in the latest edition of the American Bugatti Register and Data Book 2018, retains its matching-numbers engine per factory records, and has been desirably upgraded with a supercharger and hydraulic brakes for improved performance. With timeless styling and sophisticated engineering, the Type 57 is the quintessential road-going Bugatti and enjoys sought-after status among collectors. This example, which possesses its original engine, attractive open coachwork, and desirable upgrades, ought to be an ideal candidate for the many tours, rallies, and concours events organized by the various Bugatti clubs in the US and abroad. Owned by just two devoted Bugattistes since 1962, the appearance of this Type 57 at auction represents an opportunity not to be missed.

1938 Bugatti Type 57 Stelvio, Chassis 57639, Engine 476 (Supercharged)

• Exceedingly Rare as One of Just 710 Type 57s Built
• Fastidiously Maintained Example of a European Prewar Icon
• Owned by a Succession of Noted Collectors and Bugatti Enthusiasts
• Retains Original Stelvio Coachwork and Matching-Numbers Engine per Factory Records
• Desirably Upgraded with Supercharger and Laycock Overdrive
• Accompanied by an Extensive Collection of Vintage Photographs

The Type 57 was introduced in 1934 and quickly proved itself everything it was expected to be. Not only was the chassis clearly Bugatti in design and construction, the new, dual-overhead-cam, eight-cylinder engine provided more power with less noise and reduced vibration, plus improved reliability and durability. Bugatti’s signature inline-eight was now gear-driven at the rear of the engine. Rated at 135 bhp in normally aspirated tune, the 3.3-liter engine was mated to a conventional clutch and four-speed manual gearbox.

Several body styles were available for the Type 57, with the most popular open model being the dashing four-seat Stelvio Cabriolet, named after a legendarily challenging Alpine mountain pass in northern Italy. Penned by Jean Bugatti, bodies for the Type 57 were constructed by several of the finest coachbuilders of the era, including Gangloff, with slight variations throughout production. Today, the Type 57 is recognized as the most modern and usable of all grand touring Bugatti models, and between its debut in 1934 and the outbreak of WWII in Europe, 710 examples are believed to have been built. Notably, the sophisticated Stelvio Cabriolet was offered throughout the entire production run of the Type 57.

This 1938 Bugatti Type 57, chassis 57639, was clothed in Stelvio Cabriolet coachwork by coachbuilder Gangloff in Colmar in eastern France when new. Established in 1903 by Georges Gangloff and headquartered in Bern, Switzerland since 1928, the firm continues to operate successfully along several business lines today. The company operated several branches during the prewar era, including locations in Geneva, Zurich, and Bern, as well as Colmar, and it was a major supplier of bodies for Bugatti in period.

This wonderfully restored and presented example was delivered to Du¨sseldorf, Germany, on March 4, 1938. Its first owner was Josef Schmied, who retained the Bugatti until 1952, when he sold it to Hellfried Klein, a resident of Vienna, Austria. Mr. Klein retained the car until 1972 when it was sold to Max Baumann. The car was restored by Mr. Baumann and by 1975, the Bugatti passed through Prince Alfred of Liechtenstein to Michel J.H. Oprey of the Netherlands. A photo album accompanies the Stelvio, containing a wealth of images of the car on various driving tours around Europe during Mr. Oprey’s ownership. Of particular note, events included the 2nd Rallye Monte-Carlo des Voitures Anciennes in 1976 and the Hyde Park Bugatti Rally in 1979, part of The Amazing Bugattis exhibition held at the Royal College of Art.

The Stelvio was acquired in November 1998 by Dutch classic car dealer and collector Jack Braam Ruben, who repainted the car blue and black before selling it to Bert Janssens in May 1999. Mr. Janssens restored the car prior to selling it to Charles Morse, who sold it to Charles “Chuck” Swimmer of San Diego in September 2006. With the Stelvio, Mr. Swimmer participated in the 2010 International Bugatti Rally along the California coastline, prior to his sale of the car that year to noted collector Bruce Meyer. Under Mr. Meyer’s care, the Stelvio was refinished in its current black with burgundy accents.

The current owner purchased the vehicle from Mr. Meyer in 2013 through restorer Scott Sargent, who fitted the Bugatti with a desirable Laycock overdrive, considerably enhancing the driving experience. In 2017, the Stelvio was exhibited at the Arizona Concours d’Elegance, participating in the special Cars of Ettore and Jean Bugatti class.

At some point in this car’s history, it was equipped with a Roots-type supercharger. This, coupled with the Laylock overdrive, makes the Stelvio an ideal candidate for enjoyment on Bugatti club rallies and other classic car tours around the world.

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Osenat Arts and Cars Auction, Paris, France, April 28, 2024

• Chassis no plate of the fourth Bugatti Type 57 SC Atlantic #57453, 1936, « La Voiture Noire », Estimate 5000 - 10000 EUR, sold for: 15,750 EUR including premium
• Poster of the 31st ACF Grand Prix, By Raymond Savignac (1907-2002), Estimate 7000 - 9000 EUR, sold for: 39,690 EUR including premium

The sale of the chassis plate which once adorned the 4th Atlantic, though removed before the car disappeared, went for a bit more than it's maximum estimate. More or less as expected.

The real surprise at this auction was the poster for the 1937 ACF race. This went for almost four times it's maximum estimate, probably even a record for a poster for a pre-war race?

History of the ACF Grand Prix:
Founded in 1895, the Automobile Club de France (ACF) decided to create the French Grand Prix in 1906. In reality, this Grand Prix is the successor to the Gordon Bennett Cups taking place in Europe between 1900 and 1905 and already partly organized by the ACF. This first Grand-Prix of the Automobile Club de France took place for the first time on a circuit of just over 100 kilometers, near Le Mans, on June 26 and 27, 1906. Invited to cover 1,240 kilometers in two days, this first edition will see Ferenc Szisz crowned on Renault AK after more than 12 hours of racing.

For the 1936 and 1937 editions, the ACF decided to impose the Sport Formula, with a maximum displacement of 4.5 liters and prohibiting the use of a compressor.

Here are the broad outlines of the regulations imposed by the organizing committee of the XXXI ACF Grand Prix – Sports Cars:
-The ACF GP will be run on July 4, 1937 on the Linas Montlhéry road circuit, each lap of which measures 12 kilometers 504 meters and 35 centimeters
-The ACF GP will be over a distance of approximately 500 kilometers, or 40 laps Linas-Montlhéry road circuit
- The first person will be given the sum of 100,000 francs (and in cash please!)

Let's go to Montlhéry on the starting grid of the XXXI ACF Grand-Prix:
Bugatti, Talbot, and Delahaye are all present on the starting line at 2 p.m. The checkered flag waves and the cars take off with a bang. Little suspense then, it was Sommer (on Talbot) who led the race for the first 20 laps, before Louis Chiron (also on Talbot) overtook him and guided the race to the finish. The old fox – an affectionate nickname given to Chiron for his racing intelligence – becomes the first driver in history to win the French Grand Prix three times! Ultimately, there were four Talbots that finished in the first five places, constituting a 100% Talbot podium; the 1937 ACF GP marks a triple victory for Talbot automobiles.

The ACF GP having seen Sommer's Bugatti Type 57G win in 1936, the 1937 poster seems to honor the Thoroughbreds of Molsheim. Savignac represents a stylized Bugatti, reduced to its fundamental constituent elements which are the horseshoe grille, the Bugatti axle, and the wheel of the car; all in a fantastic spirit of speed. The three letters “ACF” associated with the date of the event provide great clarity of the message. So many elements allowing us to consider this poster as a classic in the corpus of the master's work, and more generally of Art-deco posters.

Famous poster artist of the 20th century, Savignac's graphic works are today part of our common imagination. His style is effective and impactful while remaining very simple. If the artist mainly marked the second half of the 20th century - illustrating the exponential development of advertising during the Trente Glorieuses -, he cut his teeth in the 1920s as an autodidact before meeting the master of the Art-deco poster Cassandre in 1933. From then on, we felt an inspiration from the Cassandre style in the works of the young Savignac. Also supported by the illustrator Charles Loupot, the artist joined the Graphic Alliance in 1935. He continued to assert his own style and also became a master of the poster by asserting his signature - now recognizable to all - associated with a touch of humor always as delicate.

The artist signs a brilliant poster from the start of his career before his talent was still recognized by everyone, only his peers have - at this period - already dubbed him. A work which is entirely in line with the definition of the poster established by Savignac himself: “popular and aristocratic”.

For more information: Other results of this auction

Henk Mooi sent me the link to this video of a fantastic race, held 2024 at Goodwood.

Very impressive racing, in which men nor machine were spared! Filmed in a very professional manner also!

She comes ! Before your amazed eyes, this is the first image of the Bugatti hypercar which will soon take over from the Veyron and Chiron.

Nice profile, right? The traditional arc that frames the doors is… no longer really circular, while the rear diffuser appears more imposing than ever. We find the (very) mobile rear wing, the LED curves as taillights, and the plunging snout (on a horseshoe grille that we can still only imagine from this angle).

Mechanically, we only know the essentials: the legendary W16 8 liter quad-turbo gives way to a hybrid V16. We still don't know its characteristics, but we can already announce performances superior to those of the W16, which developed between 1500 and 1600 hp depending on the versions of the Chiron.

It will be interesting to see the effect of this change of direction on the mass of the future Bugatti: electrification is heavy, but the colossal W16 weighed a dead donkey (or even two) with its ten radiators and oversized accessories . The Chiron thus flirted with two tonnes even in its lightest versions. For comparison, not far in the Volkswagen group's organizational chart, a Lamborghini Revuelto weighs 1772 kg with its 1015 hp 6.5 liter atmospheric hybrid V12, housed like the W16 Bugatti in a carbon monocoque.

The metallic brown non camouflaged car is a rendering based on the camouflaged car-photo, found on autoevolution.com

What the car will really look like? It will be presented on June 22. So let's wait... Or, probably there will be another teaser before that!

• 1927 Bugatti T37A, Chassis "37280" - R, Engine 195: Estimate € 900.000 - € 1.260.000

The Bugatti Register indicates that this car is a Replica. However, it does have a FIVA card and did participate in the Mille Miglia. According to reliable sources, the car is a replica. And indeed, there have been more replica's, including Pur Sang's) participating in the Mille Miglia, or with a FIVA card.....

Below the information from the auction site:

HISTORY
At the end of the 1925 season, the CSI introduced a new formula aimed at curbing the then current generation of 2-litre Grand Prix cars, imposing a displacement limit of 1.5 liters for 1926. Bugatti was able to present a competitive rival of immediately, the Type 37, which made its winning debut in the first Grand Prix of 1926 held in Miramas, France.

The chassis and body of the Type 37 were very similar to those of the 2-litre Type 35; The two models looked almost identical, although under the hood the Type 37 had a four-cylinder engine instead of the inline eight of its older brother. The bore and stroke of the Type 37 engine were 69 x 100 mm for a capacity of 1496 cc, and in most respects it was typically Bugatti, with the iron block and cylinder head being a casting topped by a single camshaft. cam that operated three valves per cylinder.

However, for the Type 37's crankshaft, Ettore Bugatti opted for simple main and connecting rod bearings rather than the ball and roller combination of the Type 35. It was claimed to have a maximum power of 60 hp, which was enough to achieve a maximum speed of around 150 km/h.

As it turned out, the Type 37's time as a top-of-the-line Grand Prix car would be limited. The mid-1920s were a period of instability in Grand Prix racing and in 1928 the 1.5 liter cars were made obsolete with the adoption of "Formula Libre", which allowed race organizers to organize their own events with few or no limitations. Although outclassed by larger-engined rivals in Grand Prix, the Type 37 continued to win races in the hands of amateur drivers at national level around the world. In total, 290 units were manufactured, including 67 of the supercharged Type 37A.

THE AUCTIONED UNIT
This unit has an original Barcelona license plate, with its documentation in order. The registration is in the Barcelona motorist's guide of 1928 and the chassis number appears in the official Bugatti registry as it was originally sold by Mr. "Bertrand y Serra", Bugatti's official supplier in Barcelona at that time. The chassis was certified, assembled and homologated by Ventoux Moteurs Ingenierie.

It has a Feva/Fiva certificate which certifies that it is an A3 car, that is, a restored original. The restoration started with an original chassis and engine that its owner, a well-known collector from Barcelona, ??had treasured for several decades. It currently has a magneto that does not conform to the original model, although it retains the original advance mechanism. For greater ease of use, it also has an electric starter motor and an electric fan.

RECENT HISTORY
It has had the MOT valid until 2023, it can be updated without problem and it has not been done simply due to lack of use. It has Italian Storico Registration and completed in 2021 the most prestigious classic race in the world, the Mille Miglia, with the Italian team formed by Luca Giucci and Fabio Cavallini. The car has a license and permits to participate in any rally in the world, including the Mille Miglia.

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• 1922 Bugatti Type 13 Brescia Sports, Chassis no. 1214: Estimate €210.000 - €260.000

• Built by restorer Oliver Way
• Incorporates genuine Bugatti and the best newly manufactured parts
• Restoration completed in 2016
• VSCC inspected and approved
• Goodwood Members' Meeting competitor in 2016, 2017 and 2019

"It must have been Bugatti's liberality of conception and eye for proportion (developed by observation without the 'benefit' of calculation!) which enabled so well-balanced and in fact well-engineered a design." – Hugh Conway on the Bugatti Type 13/15/17.

By the early 1930s, Ettore Bugatti - 'Le Patron' - had established an unrivalled reputation for building cars with outstanding performance on road or track, the world's greatest racing drivers enjoying countless successes aboard the Molsheim factory's products and often choosing them for their everyday transport. Bugatti's origins, though, were a far cry from the glamorous world of Grands Prix.

Italian-born engineer Ettore Bugatti had learned his trade with De Dietrich, Mathis and Deutz before setting up his own factory in 1910 at Molsheim in Alsace, which was then part of Germany. While with Deutz he designed the Type 10, its number reflecting his nine previous designs, and this would serve as the prototype for the first Molsheim-built Bugatti: the Type 13. Introduced in 1910, and the first Bugatti production car, the Type 13 was powered by a four-cylinder, single-overhead-camshaft, 8-valve engine of 1,327cc, which drove via a four-speed gearbox and was mounted in a short-wheelbase chassis carrying a simple two-seater open body. Making its debut at the 1910 Paris Salon, the Type 13 was described by The Autocar as a "most delightful looking runabout".

The Type 13 was built in 8-valve Petit Pur Sang and 16-valve Brescia (or Brescia Modifié) versions, the latter taking that name following the factory's first four places at the 1921 Italian Grand Prix for Voiturettes, held at the eponymous racetrack in Lombardy. By the time production ceased around 1926, approximately 2,000 of the Brescia version had been made.

Most of the mechanical parts of this car in its current form were imported into the UK from France in 2008. Included with these parts was some older Belgium paperwork relating to car number '1214'. This kit of parts was slowly added to with further original and UK-made reproduction parts until 2013. The parts were then assembled into a Type 13 short-chassis configuration Bugatti in the workshops of restorer Oliver Way.

During the car's assembly a new, high-quality reproduction crankcase was sourced from specialist Roger Smith. A new Phoenix crankshaft and con-rods were also fitted at this time. New white metal 'banana' tappets (a Brescia peculiarity) were made by Auto Restorations of New Zealand. A new Gentry Restorations cylinder block was fitted also. The gearbox casing came from a slightly later Brescia and was salvaged, repaired and rebuilt. The front axle was a high quality, braked example made outside the factory but fitted with the innovative Bugatti compensator mechanism.

The completed car was inspected by the Vintage Sports Car Club in April 2016 and determined to be built to "workmanship of the highest order and exactly as would have been manufactured in 1922". It was issued then with a UK registration as Bugatti car number '1214'. The Brescia was invited to be displayed at the inaugural Goodwood Members' Meeting in 2015 and subsequently to race at the 2016, 2017 and 2019 Members' Meetings. It was also invited to the 2016 Chateau Impney Hillclimb, the 2019 Vintage Revival at Montlhéry, and the Bugatti Brescia Centenary celebrations at the London Classic Car Show and Prescott Hillclimb in 2021. In 2022 the Bugatti left Oliver Way's care and subsequently was sold to a workshop in the Czech Republic. The car is offered with an Isle of Man Vehicle Registration Certificate (issued 30th November 2016).

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• Rembrandt Bugatti Painting: "Il parco di Milano" (View of a Parc in Milano), 1915: Estimate 24.000€

Oil painting on wood. 14,3 x 21,7 cm. The rear (shown on the right) is signed in brown pen, dated and dedicated "all’amico [Fon]tana / rigorso affetuso / Bugatti / 19-8-[19]15", also named in black pen "Il parco di Milano".

In the years before his early death, Rembrandt Bugatti created a few small-format paintings, which he dedicated and gave to close friends, as in this example from 1915 (cf. Véronique Fromanger: Rembrandt Bugatti Répertoire, Paris 2010, p. 236).

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• Rembrandt Bugatti sculpture: Three walking panthers, 1905: Estimate 3.500.000 € - 5.500.000 €

Signed, dated 'R Bugatti 905', inscribed '-Al sig. A A. Hébrard che l'arte e il nome mio fece.-' and stamped with the foundry mark 'Cire Perdue. A.A. Hébrard' (on the base)
Bronze with mixed brown patina

24 x 150 x 23 cm.

Conceived and executed circa 1905, this work is a unique piece.
This work is recorded in the archives of the Rembrandt Bugatti Repertoire and is offered together with a certificate of authenticity.

Provenance:

• Collection Adrien-Aurélien Hébrard.
• Collection particulière (par descendance).
• Collection particulière (acquis auprès de celle-ci circa années 1970).

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Below some photographs of the event, as it was held in the Baie du Somme in 2014

Rembrandt Bugatti is of course famous for his sculptures (though there are drawings also), almost all of these are of various animals. The animals are usually in a lifelike, though rather calm, position and setting. Sculptures of humans are rather scarce.

Now a bronze of a man has been announced to be auctioned at the Rouillac 36th garden party auction (part 1), to be held on Sunday, May 26th 2024, 14:00 - at Château d'Artigny in France.

The man in question is Boniface Marquis de Castellane, and the sculpture was made approximately 1912, with only one Bronze having been cast, while the original plaster was exhibitioned in 1912, at the Salon de la Société nationale des Beaux-Arts, Paris.

The estimate is 150 000 € ~ 200 000 €. Height is 76 cm.

Provenance: private collection of the Rhône Valley. Art Loss Register Certificate dated April 10, 2024.

Certificate and recommendation for inclusion into the Répertoire Rembrandt Bugatti established by Ms Véronique Fromanger on Feb. 27, 2024.

Bibliography:
Véronique Fromanger, "Une trajectoire foudroyante ; Rembrandt Bugatti", les Éditions de l'Amateur, 2016. See p.183. "Plâtre, collection particulière. Fonte Albino Palazzolo: en l'état des connaissances, sous toutes réserves, le tirage en bronze répertorié à ce jour est d'un exemplaire."

Bugatti's Boni, by Véronique Fromanger
In 1912, young Italian sculptor Rembrandt Bugatti wrote to his brother Ettore "[...] you can use my workshop whenever you like and for as long as you like. I'm surprised about the bust of the Prince: it's been ready for a long time and you can tell him on my behalf to go and get it, and that he doesn't have to pay anything [...]". He’s talking about the portrait of Prince Paolo Troubetzkoy, who was introduced to Parisian social life during the Belle Époque by the impertinent, eccentric, haughty and profound aesthetes that were Count Robert de Montesquiou and Marquis Boniface de Castellane (photo on the right).

The fascination exerted by these great aristocrats on their contemporaries turned them into models for numerous novel heroes; Marcel Proust said that they were "the beauty teachers for an entire generation". An intimate of the Bugatti family since Milan, Paolo Troubetzkoy guided Rembrandt Bugatti through the salons of Paris; during a brief stay, before returning to the Antwerp zoo to his good friends the wild animals, Bugatti produced a few rare portraits. All were cast in bronze, in one single edition, by the undisputed master of lost-wax casting: A. A. Hébrard.

At the time of the Belle Époque, ladies invited artists, poets and other personalities to balls so as to add glamour to their luxurious receptions. It was there that Bugatti met one of these amazing characters and, during a private visit, sculpted an outstanding portrait of Marquis Boniface de Castellane in his hunting costume; with a single line, Bugatti captured the soul of this great lord. An aesthete and a collector, Boniface de Castellane always took great care of his appearance. Even in the face of adversity, he always endeavored to remain worthy of his most illustrious ancestor, Talleyrand. Politically very active, he was also a great sportsman.

More info .

Gooding & Co Selections From The Mullin Collection Auction, Oxnard, CA, USA, April 26, 2024

This was quite a succesful auction! Many of the Bugatti's went above their top estimates, though admittedly some estimates were on the low side. The Mullin and Schlumpf provenance will have helped, though the six million for the T57C Aravis is a top price for such a Bugatti.

• 1900 Horse-drawn wagon from the Château d'Ermenonville, ex Ettore Bugatti, Estimate $10,000 - $15,000, sold for: $7,000
• 1913 Peugeot Bébé BP1 Two-seat tourer, Bugatti designed, Chassis 10252, Estimate $25,000 - $35,000, sold for: $32,000
• 1927 Bugatti Type 40 Faux Cabriolet by Gallé, Chassis 40436, Engine 304, Estimate $50,000 - $75,000, sold for: $220,000
• 1929 Bugatti Type 40 ‘Break de Chasse’, Chassis 40485, Engine 714, Estimate $100,000 - $150,000, sold for: $400,000
• 1929 Bugatti Type 40A Roadster, Chassis 40902, Engine 4, Estimate $90,000 - $120,000, sold for: $270,000
• 1930s Bugatti Type 41 AutoRail engine, no. 273, Estimate $60,000 - $80,000, sold for: $56,000
• 1970s reproduction Bugatti Type 41 "Royale" Chassis frame, Estimate $5,000 - $10,000, sold for: $3,500
• 1930 Bugatti Type 46 Semi-Pofilée Coupé, Chassis 46136, Estimate $700,000 - $900,000, sold for: $1,000,000
• 1930s Bugatti Horse-Drawn Cart, Estimate $5,000 - $10,000, sold for: $15,000
• 1930s Bugatti Horse-Drawn Cart, Featuring brakes and wire wheels, Estimate $10,000 - $15,000, sold for: $20,000
• 1930 Bugatti Gig Carriage, Estimate $5,000 - $10,000, sold for: $13,000
• 1930s Bugatti Carriage, Estimate $10,000 - $15,000, sold for: $7,000
• 1934 Bugatti Type 57 Ventoux, Chassis 57297, Engine 151, Estimate $125,000 - $175,000, sold for: $425,000
• 1935 Bugatti Type 57 Galibier, Chassis 57338, Engine 237, Estimate $80,000 - $120,000, sold for: $160,000
• 1936 Bugatti Type 57 Ventoux, Chassis 57377, Engine 278, Estimate $200,000 - $250,000, sold for: $460,000
• 1937 Bugatti Type 57 Galibier, Chassis 57535, Engine 375, Estimate $80,000 - $120,000, sold for: $160,000
• 1938 Bugatti Type 57C Aravis 'Special Cabriolet', Chassis 57768, Engine 75C, Estimate $2,500,000 - $3,500,000, sold for: $6,000,000
• 1946 Bugatti Type 75 You-You boat, serial no. 121, Estimate $25,000 - $35,000, sold for: $50,000
• 1970s Bugatti Bicycle by Art Stump, frame no. 19, Estimate $4,000 - $8,000, sold for: $15,000

Full description of all items in this auction

Finarte Auction, Milano, Italy, April 17, 2024

• Portrait of a man, by Carlo Bugatti, sold for: 1935 euro
• Portrait of a woman, by Carlo Bugatti, sold for: 1935 euro

Bring a Trailer Auction Online, April 13, 2024

• 1936 Bugatti Type 57 Ventoux Project, Chassis: 57364. High Bid $176,600 (Reserve Not Met)

Top Gear was the first to be invited by Bugatti to experience some track-miles in the Bolide, which is currently being developed into a "series"-production (40 examples only) track-only hypercar. With former Le Mans winner and Bugatti testdriver Andy Wallace at the wheel, Top Gear's Jack Rix was very much impressed!

Just watch the video and enjoy!

The Louwman museum in the Hague, the Netherlands, recently rose to an all-time high score of 4.8 at Google Reviews out of almost 10,000 submissions.

With this they have achieved a higher rating than the 25 most visited museums in the Netherlands. Do you know a museum in the Netherlands with a higher rating than 4.7?

I have been to quite a few automobile museums worldwide, and I don't think there is any better museum. Or maybe you can convince me of the opposite?

And of course, the Louwman museum is not a car-museum focussing on one single marque only, though they do have a collection of almost all surviving Spyker automobiles, there is a very interesting selection of Bugatti cars!

Christie's Modern Collector Auction, March 12, 2024

• CARLO BUGATTI (1856-1940) Low Table, circa 1904-1905
  Estimate: $10,000 - $15,000: Sold for $11,340

RM Sotheby's Dubai Auction, March 9, 2024

• 1935 Bugatti Type 57SC Atlantic Recreation by Erik Koux
  Chassis "57302", Estimate: $700,000 - $900,000: Sold After Auction

Not one, but two painted portraits by Carlo Bugatti were announced to be auctioned recently.

The complete history of Carlo Bugatti, and especially what exactly he did after changing to France, remains clouded in mystery. There's silverware (with two silver platters also being announced to be auctioned recently), some furniture, a few paintings and some other items. Nobody seems to have a complete overview.

More surprising this set of paintings, both are of the same size (92 x 67 cm) were painted in oil on canvas, and were signed "Bugatti" in the lower right corner. No date. Being of identical size, it is probable that the man and woman are indeed a couple, and somehow they seem familiar. Does anybody know who they are?

If you want to bid on either of the paintings (or both), you can go to the Drouot site for the one or the other portrait.

Gooding & Company Amelia Island Auctions, February 29 - March 1, 2024

• 1925 Bugatti Type 35C Grand Prix, Chassis 4634 (From the Peter Mullin collection),
  Estimate: $600,000 - $800,000: Sold for $525,000
• 1931 Bugatti Type 49 Coachwork by Gangloff, Chassis 49377, Engine 305 (From the Peter Mullin collection),
  Estimate: $150,000 - $225,000: Sold for $350,000
• 1938 Bugatti Type 57C Stelvio, Coachwork by Gangloff Chassis 57606/57699, Engine 499,
  Estimate: $350,000 - $450,000: Sold for $425,000
• 1938 Bugatti Type 57C Atalante Chassis no. 57767 Engine no. 62C,
  Estimate: $2,400,000 - $2,800,000, Sold for $2,050,000

Broad Arrow Auctions The Amelia Auction, March 1, 2024

• 1929 Bugatti Type 46 Cabriolet, Chassis No. 46524, Estimate: $850,000 - $1,200,000, Sold for: $461,500

And let's us hear it's roar.
This is what Bugatti itself has to say about it.

“IF COMPARABLE, IT IS NO LONGER BUGATTI” – THE NEXT CHAPTER

With each generation of its hyper sports car, Bugatti has shifted the benchmark of design, engineering, performance and craftsmanship to new heights. And this year, eight years to the day since the Chiron was revealed, Bugatti shows the world the first page of the newest chapter in its rich history.

In June, the modern-day lineage of Bugatti – first established with the Veyron 16.4 – will welcome its latest evolution; a new automotive pinnacle with a V16 hybrid powertrain at its heart. Incomparable in every detail, it is a pure embodiment of Bugatti’s DNA, created not just for the present, or even the future – but “Pour l’éternité”.

Thus, not just a new engine, in fact an engine for all eternity! That must be something really special then...

At this point, Bugatti does not give any further information, however, as the new car will be a hybrid, the V16 will be probably of smaller capacity than it's "W16" big brother. W16 was of course never correct, it has always been a VVR16, but that aside. But, being of smaller capacity, it will probably be faster revving. Probably even as much of 900 HP from maybe 5 litres or so. Don't count on a cheaper automobile, though. We'll see what the car looks like, all technical details and what the price is in June, or probably before, as we known Bugatti, they will come with some teasers and snips of information.

You can enjoy the sound of the new engine (lots of carbon, by the way) in the very short video below.

Arturo Keller, who has passed away aged 91, was one of the greatest but least well known of all the leading car collectors worldwide. He was more to himself than other collectors like Peter Mullin (who passed away last year), and his collection was not publicly accessible. However, Arturo’s passion for cars was immense, and his collection at The Pyramids was seen only by a chosen few and documented in a book gifted only to his closest friends.

He was best known for his love of pre-WWII Mercedes-Benz, although Ferraris, pre-war Alfa Romeos and many other marques also featured prominently. The list of Bugatti's he owned is rather long also, I looked them up and these are shown below.

• Type 23 Torpedo, chassis 1864
• Type 35B Grand Prix, chassis 4950
• Type 37, chassis 37227
• Type 37A Roadster Alfred Hänni, chassis 37379
• Type 43 Grand Sport, chassis 43163
• Type 49 Grand Sport by A.P. Compton & Co, chassis 49119
• Type 55 Jean Bugatti Roadster Super Sport, chassis 55201
• Type 57SC Atalante, chassis 57373
• Type 57SC Corsica Roadster, chassis 57531
• Type 57S Cabriolet by Gangloff, chassis 57533
• Type 57 Berline by Figoni & Falaschi, chassis 57739
• Type 57C Stelvio by Gangloff, chassis 57830

I'm not sure if the above list is complete, but it does give a good impression! It must be the second largest collection of Type 57S Bugatti's, after the Schlumpf's.

With wife Deborah, Arturo was a popular and prolific entrant to the Pebble Beach Concours of Elegance, winning Best of Show on three occasions. The most recent accolade was for their 1938 Mercedes-Benz 540K Autobahn-Kurier, at the 70th running of the concours, in August 2021. Their first win was in 1986, on the centenary of Mercedes, with a 1936 500K Special Roadster. In fact, they took six Mercedes to the event that year, and went home with six awards – in addition to the concours’ top prize, the cars earned a special award for Best Mercedes, two Firsts in Class, and two Second in Class awards.

Although of Swiss origin, Arturo Keller was born in Mexico City, and later became a resident of the US. His success came with the production of automotive upholstery, which led him to San Francisco, supplying all of the main five automotive companies operating in North America: General Motors, Ford, Chrysler, Volkswagen and Nissan. From the proceeds of the company, he was able to start building a car collection, with early acquisitions including a Talbot-Lago T150 SS Teardrop Coupé and a 1936 Hispano-Suiza – which was his first restoration and the first car he took to Pebble Beach.

Arturo and Deborah came across their 650-acre estate in the 1980s, while driving one of their cars on a tour of the Sonoma region of northern California, and fell in love with it. It was here where they built up the collection, which is now housed in five huge buildings, each one dedicated to a different nation: the US, Great Britain, Germany, France and Italy. To keep the cars exercised, they built a road that winds around the property.

Later, they moved into wine production, planting vines on the estate. Being on the edge of the Sonoma region, the land had never previously been used for wine production, but they succeeded: Keller Estate wines are now world renowned. The company is run by Arturo’s youngest daughter Ana, producing about 5000 cases a year of chardonnay, pinot noir, syrah and pinot gris.

The use and conservation of collector cars was always Arturo’s true passion, though, and Pebble Beach was particularly special to him.

The car world will miss Arturo Keller’s quiet contributions to the scene. We send our sincere condolences to his wife Deborah, daughter Ana and the rest of the Keller family.

Artcurial Retromobile Auction, Paris, February 2 - 3, 2024

• "1925" Bugatti T35 Grand Prix by Gilles Fournier, Chassis n° 4467
  Estimate € 300,000 - 500,000, Sold at €405,280 (incl. premium)
• 1929 Bugatti T40 Roadster Gangloff, Chassis n° 40488, Engine n° 387
  Estimate € 350,000 - 450,000, Sold at €405,280 (incl. premium)
• 1930 Bugatti T40 Grand Sport, Chassis n° 681 / 40655
  Estimate € 160,000 - 240,000, Sold at €238,400 (incl. premium)
• 1934 Bugatti T57 Galibier, Chassis n° 57140, Engine n° 35, Carrosserie Galibier n°18
  Estimate €250,000 - 350,000, Sold at €262,240 (incl. premium)
• 1936 Bugatti T57 Stelvio Gangloff, Chassis n° 57395, Engine n° 275
  Estimate € 600,000 - 800,000: Not sold

RM Sotheby's Paris Auction, January 31, 2024

• 1926 Bugatti Type 40, Chassis 40377, Engine 280, Estimate €200,000 - €250,000: Sold for €161,000
• 2017 Bugatti Chiron 'La Mer Argentée', Chassis No. VF9SP3V30HM795026, Estimate: €2,750,000 - €3,500,000: Not sold. €2,950,000 Asking

RM Sotheby's Arizona auction USA, January 25, 2024

• 1939 Bugatti Type 57 Cabriolet by Letourneur et Marchand
  Chassis No. 57587, Engine No. 458, Gearbox No. 46H, Estimate: US$900,000 - US$1,200,000: Not sold. US$975,000 Asking

Bonhams' the Scottsdale auction, January 25, 2024

• 1936 Bugatti Type 57 Atalante Sunroof Coupe
  Chassis no. 57432, Engine no. 547, Estimate: US$1,500,000 - US$1,800,000: Sold for US$1,250,000 ($1,380,000 inc. premium)
• 2022 Bugatti Chiron Super Sport 300+ Coupe, VIN VF9SW3V32NM795009
  Estimate $5,000,000 - $5,500,000: Sold for US$5,175,000 inc. premium

One might remember the Bugatti replica's, or tribute cars one might call them, which have now long been out of production. Starting with a Type 55, powered by an in-line 6 from BMW back in the late 1970's. There came more versions of this car, also with more racy fenders, then calles the Type 55 Grand Prix.

How nicely built these cars were, and useable with their modern mechanics, they were still recognizable as replica's, compared with the original Type 55 by Bugatti, the dimensions were just not correct, not good enough. That changed in 1992 with the introduction of the Type 57S Atalante (or serie 5, on the right), dimensions and shape of this car are so good, that one might even mistake it for the real deal. With one exception: The cast aluminium wheels, which suit the car rather well.

After several years of relative silence from de la Chapelle, they now present the next model (serie 6), the Atalante V8, with a 6.7 litre Corvette engine, delivering 461 HP, and lots of torque. The car was also made 20 cm longer, and 10 cm wider. From the front and side the car looks as good as it used to, however from the rear it looks just too wide...

Read this article on the car: in the French magazine L'Argus.

I asked Xavier de la Chapelle for some comment on this car, and the current plans, and he tells us the following:
The V8 is at the moment a one-off done on special order for a customer who had the Atalante L6 before.

Both are very interesting to drive. The V8 is really impressive with almost 450 bhp! In comparison, the more powerful L6 versions were “only” 250 bhp

. Some prefer the L6, some prefer the V8 which has been completely developed from a white sheet and is a bit bigger in size compare to the L6 and with more room inside.

May be we will relaunch the L6 for some customers in the future.

See for more info: delachapelle.com/.
The price indication for this car is €500,000.

After the passing away of it's founder, Peter Mullin, on September 18 last year, it may not come as a total surprise that his museum will close it's doors. The last chance to visit will be on Saturday, February 10.

Peter and Merle Mullin founded the Oxnard-based museum in 2010 to educate guests about 20th-century French automotive styling and design by showcasing the finest vehicles, sculptures and artifacts from the most-esteemed French master coachbuilders. The museum boasts nearly 47,000 square feet of exhibit space in an elegantly designed structure, which was previously owned by legendary newspaper publisher Otis Chandler. In addition to its sweeping gallery spaces, the museum includes a roof garden, theater, gift shop and archival storage.

Peter was inspired by Art Deco design and was equally passionate about sharing it with the public. To continue that legacy, four of the collection’s most iconic vehicles have been donated to the Petersen Automotive Museum. The 1937 Talbot-Lago T150 CS “Teardrop,” the 1938 Hispano Suiza H6B Dubonnet Xenia, the 1939 Delahaye 165 and the 1938 Delahaye 145 will now become part of the Petersen Automotive Museum, which Peter helped transform into the globally respected automotive institution it is today as part of a major overhaul a decade ago.

“Sharing these ‘rolling sculptures’ and beautiful art with others was Peter’s truest passion, and the museum helped bring that vision to life,” said Merle Mullin, director of the Mullin Automotive Museum. “We are deeply indebted to our staff, docents, volunteers, visitors and supporters who have dedicated their time and passion over the past 13 years. I hope past and first-time visitors will have a chance to say goodbye before we close.”

The museum will be open on a limited basis through Saturday, Feb. 10. Please visit mullinautomotivemuseum.com for opening dates and hours.

So far the official announcement. At the time there was no information about what will happen to the rather extensive Bugatti collection, with not just cars, but also parts, a You-you boat, Carlo Bugatti furniture and Rembrandt Bugatti sculpture.
Now, a few days later, the first cars have been announced for auction.

Please follow the Events section for more news about auctions.

Bonhams Auction, UK, December 15, 2023

• 1927 Bugatti Type 40 Grand Sport style Tourer, Chassis 40444, Estimate £250,000 - £300,000: Sold (price not communicated)

Full description of all items in this auction

• 1900 Horse-drawn wagon from the Château d'Ermenonville, ex Ettore Bugatti, Estimate $10,000 - $15,000
• 1913 Peugeot Bébé BP1 Two-seat tourer, Bugatti designed, Chassis 10252, Estimate $25,000 - $35,000
• 1927 Bugatti Type 40 Faux Cabriolet by Gallé, Chassis 40436, Engine 304, Estimate $50,000 - $75,000
• 1929 Bugatti Type 40 ‘Break de Chasse’, Chassis 40485, Engine 714, Estimate $100,000 - $150,000
• 1929 Bugatti Type 40A Roadster, Chassis 40902, Engine 4, Estimate $90,000 - $120,000 ENGINE, NO. 273
• 1930s Bugatti Type 41 AutoRail engine, no. 273, Estimate $60,000 - $80,000
• 1970s reproduction Bugatti Type 41 "Royale" Chassis frame, Estimate $5,000 - $10,000
• 1930 Bugatti Type 46 Semi-Pofilée Coupé, Chassis 46136, Estimate $700,000 - $900,000
• 1930s Bugatti Horse-Drawn Cart, Estimate $5,000 - $10,000
• 1930s Bugatti Horse-Drawn Cart, Featuring brakes and wire wheels, Estimate $10,000 - $15,000
• 1930 Bugatti Gig Carriage, Estimate $5,000 - $10,000
• 1930s Bugatti Carriage, Estimate $10,000 - $15,000
• 1934 Bugatti Type 57 Ventoux, Chassis 57297, Engine 151, Estimate $125,000 - $175,000
• 1935 Bugatti Type 57 Galibier, Chassis 57338, Engine 237, Estimate $80,000 - $120,000
• 1936 Bugatti Type 57 Ventoux, Chassis 57377, Engine 278, Estimate $200,000 - $250,000
• 1937 Bugatti Type 57 Galibier, Chassis 57535, Engine 375, Estimate $80,000 - $120,000
• 1938 Bugatti Type 57C Aravis 'Special Cabriolet', Chassis 57768, Engine 75C, Estimate $2,500,000 - $3,500,000
• 1946 Bugatti Type 75 You-You boat, serial no. 121, Estimate $25,000 - $35,000
• 1970s Bugatti Bicycle by Art Stump, frame no. 19, Estimate $4,000 - $8,000

Full description of all items in this auction

More info on the Gooding & Co website

• Relic of the fourth Bugatti Type 57 SC Atlantic #57453,1936, « La Voiture Noire »
• Also other Bugatti items, eg. Pierre Marco's Business Card

For several decades, the “black car” as it is nicknamed has caused a lot of ink to flow. It is thanks to the brand historian Pierre-Yves Laugier that its existence will be highlighted (we invite you to obtain his work on the Bugatti 57 Sport). From then on, every collector car enthusiast has fantasized about discovering one, at the bottom of a barn, under thick blankets. She has made, still makes and will make many fans dream and her quest, like that of the Santa Maria, has become legendary. Some say that if it appeared, it would become the most desired car in the world.

The chassis plate that we are presenting to you is therefore the one that was affixed to the car when it left the factory on October 3, 1936. The black car will then be photographed with different registrations (very common at Bugatti) and the last written trace, in February 1941 in Bordeaux, mentions it as #57454, the original plate #57453 was therefore already separated from the car just before it disappeared.

But when and why were the plate and the car separated?

One theory caught our attention:
In June 1937, chassis number #57453 was assigned to a Gangloff Sedan. We can therefore assume that the chassis plate was taken from the Atlantic and installed on the Sedan. This theory is all the more plausible because in June 1939, the Atlantic was loaned to the King of Belgium under the identity #57454. The black car will be photographed one last time in Molsheim in 1939, before leaving for Bordeaux. The Sedan with the original plate #57453 will continue its journey and pass into the hands of Jean De Dobbeleer around 1958, surely unaware that he has the factory Atlantic plate in his hands. Decades later, the plate would be found on another car, which we know had passed to De Dobbeleer.

In any case, it is a significant piece of the puzzle that has kept the collector car world in suspense for decades. To our knowledge, it is also the only piece of the factory's black car whose authenticity and ownership are beyond doubt.

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walnut, vellum, copper and pewter inlay
57.5 x 75.5 x 75.8 cm

Very unusual Carlo Bugatti Table, though fully in line with his other work.

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• 1936 Bugatti Type 57 Ventoux Project, Chassis: 57364
  No estimate, high bid on April 1: $100,057

This 1936 Bugatti Type 57 is one of approximately 700 examples built between 1934 and 1940 and was ordered new by Circus Pinder director and animal tamer Roger Spiessert with Jean Bugatti-designed Ventoux four-light coupe coachwork. Chassis 57364 was completed on February 10, 1936, for delivery to Spiessert, who reportedly drove the car with an elephant calf while promoting the circus under his stage name Roger Spessardy. The car changed hands twice over the next two years and was subsequently abandoned in Paris, where it was discovered in the 1950s before being purchased in 1959 by a California owner who had it shipped to Los Angeles. It passed through a series of owners as a deferred project before remaining in storage with a single steward for 40 years, at the end of which it was sold to its current owner in 2018. The rolling chassis carries steel bodywork that is finished in worn black paint and retains design touches including three-row bonnet louvers, the absence of bumpers, a recessed license plate holder with provisions for backlighting, a flush-mounted rear spare, a small trunk compartment with luggage handles, a small oval rear window, and a polished prancing elephant radiator mascot. The chassis is also equipped with 18” wire wheels, mechanically actuated finned aluminum drum brakes, a rear axle and differential unit, a hollow front axle, semi- and quarter-elliptical leaf springs, a horseshoe-shaped radiator shell with thermostatically controlled shutters, door panels trimmed in red leather, and a four-spoke steering wheel. The car is accompanied by its partially disassembled 3,257cc DOHC straight-eight as well as a Stromberg updraft carburetor, a four-speed manual transmission, the remnants of rear window privacy curtains, a pair of seat frames, dash panels, and various other components and trim pieces. This Bugatti Type 57 Ventoux project is now offered on dealer consignment in Sunnyside, North Carolina, with a Montana title.

Introduced in 1934, the Type 57 was designed by Jean Bugatti, son of Ettore, and was offered in a range of body configurations, most of which were styled by the younger Bugatti himself and built either in-house or by Swiss/French coachbuilder Gangloff. One of three body styles named after Alpine peaks, the Ventoux featured four-seat coupe coachwork that was designed and constructed in-house with two rear-hinged doors, a steeply raked windshield, and either two or four side windows.

This example’s body is said to have been originally finished in black paint, which has worn off several areas of the exterior surfaces. Corrosion is exhibited on the steel panels, while the windshield is broken and partially missing, the right-side door window glass is damaged, and the fabric roof is missing. Features include a horseshoe-shaped grille with thermostatic shutters, a headlight bar, aluminum hood panels with three rows of louvers on each side, a recessed rear license-plate mounting point, and a rear luggage rack affixed to a small trunk lid. The prancing elephant radiator mascot was reportedly commissioned by original owner Roger Spiessert and was polished in preparation for the sale. Various uninstalled exterior parts including side windows, Scintilla headlights, and trim pieces accompany the car. The parts collection does not include the rear window glass, fuel-filler cap, or left-front or rear fender braces.

Wire wheels are secured by two-eared knock-offs and wear older and cracked mismatched tires at the rear and 5.50-18 Excelsior Comp H tires up front. A spare is housed in a recessed compartment at the rear of the car and is wrapped in damaged Michelin rubber. Five additional wire wheels are included in the sale. The car is equipped with finned aluminum drum brakes designed for actuation via a series of cables and pulleys, although the cable system is not currently connected.

The cabin is stripped of much of its interior trim and flooring, although door panels trimmed in red leather and a steering column hosting a four-spoke wood-rimmed wheel wearing a St. Christopher’s badge are present. Two seat frames with remnants of upholstery are included among the project’s uninstalled parts along with various other pieces of flooring and trim. Also included are the remnants of privacy curtains for the three rear windows. The selling dealer notes that the right sun-visor mounting hardware and right upper door check are missing.

A refurbished Jaeger 170-km/h speedometer with inset gauges monitoring fuel level, amperage, oil pressure, and coolant temperature is included in the sale along with a Jaeger clock. Chassis mileage is unknown. A wood dash and an instrument bezel are also included along with a Dufaux & Repusseau shock absorber adjustment knob. A plaque affixed to the dash is engraved with the name of the car’s last known registered French owner.

The 3.3-liter inline-eight is uninstalled and partially disassembled, there is a hole in the bottom of the finned oil sump. Engine characteristics include a block and cylinder heads cast en bloc, gear-driven dual overhead camshafts, polished aluminum cam covers, a two-piece aluminum crankcase, and a Stromberg UUR-2 updraft carburetor. Pistons, connecting rods, valve springs, a Bosch distributor, dual coils, and various ancillaries are among included uninstalled parts. A radiator is mounted in the engine bay, as is a steering gearbox.

A four-speed manual transmission is also included and is designed to be mounted directly to the engine. A rear differential stamped with a 4.2:1 gear ratio is mounted in the car as part of a solid rear axle featuring quarter-elliptical leaf springs and adjustable lever-arm shock absorbers. A forged hollow front axle through which semi-elliptical leaf springs pass is also mounted on the car. An uninstalled right-front shock absorber is included, while the left front shock is missing.

A chassis tag stamped with number 57364 is riveted to the firewall. Engine number 267 is shown stamped on the block and matches the engine number listed in a previous Bugatti Register entry for the car. Additional markings include gearbox number 267, rear axle number H05 and ratio 12×50, body number derivative 11. Components, trim, hardware, wiring, and other parts are included in the sale.

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• 1925 Bugatti Type 35C Grand Prix, Chassis 4634
  From the Peter Mullin collection
• 1931 Bugatti Type 49 Coachwork by Gangloff, Chassis 49377, Engine 305
  From the Peter Mullin collection
  

  

• 1938 Bugatti Type 57C Stelvio, Coachwork by Gangloff Chassis 57606/57699, Engine 499
• 1938 Bugatti Type 57C Atalante
  Chassis no. 57767 Engine no. 62C

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• 1929 Bugatti Type 46 Cabriolet, Chassis No. 46524, Estimate: $850,000 - $1,200,000

Having proven his cars on both the road and track, by the end of the 1920s Ettore Bugatti would introduce a new road car to fill the gap between his Type 44 and gargantuan Type 41 Royale. Introduced in 1929, the new Bugatti Type 46 would feature a 5.4-liter single overhead-camshaft straight-eight engine that slotted perfectly within the Bugatti lineup of fast and exciting touring cars. Attracting the attention of some of the finest coachbuilders of the era, bodies would vary based on customer preference from formal and stately Saloons to more sporting open-top Cabriolet models. Enticing many buyers, Bugatti would sell around 462 examples of the Type 46 to those who were drawn to the latest creation from one of the world's most highly revered automakers.

Benefitting greatly from its proximity to the Type 41 Royale, the Type 46 was able to share many developments with its stablemate resulting in the affectionate nickname of “La Petite Royale.” Beginning with the straight-eight engine, effectively a short-stroke version of the 12.75-liter engine found in the Royale, the Type 46 would also utilize axles, brakes, and a rear-mounted transmission found in the Type 41 Royale, of which only six models were produced. Gathering the attention of many, period magazine reviews from The Motor would describe the Type 46 as "A really solidly built, beautifully sprung, comfortable saloon car with exceptionally rapid acceleration through its speed range… It combines the luxury of a large limousine, the flexibility and top gear performance of a thoroughbred town carriage with the perfect road holding, the speed and acceleration of the best type of sports model."

Ordered new by Swiss Bugatti agent Bucar of Zurich, this 1929 Bugatti Type 46 Cabriolet, notably equipped with stunning alloy wheels and four-seat Gangloff Touriste cabriolet coachwork, is believed to have been sold new to Hans Lindt of Stockholm, Sweden. Once ready for delivery, Barrie Price's book Bugatti Type 46 & 50 would note that Mr. Lindt would collect his new Type 46 and soon begin his 1,500 kilometer journey back home to Stockholm in his new Bugatti. Following ownership by Mr. Lindt, chassis number 46524 was purchased by fashion boutique owner and well-known Bugatti connoisseur René Chatard.

Under ownership with Chatard around the mid-1930s, the body was likely separated from the chassis and fitted with blackout lights and rudimentary seats, a measure likely performed to disguise the car from occupying forces during World War II. Records also indicate that in 1940, following an aborted experiment to convert this example with a “gazogene” unit to run the car on wood fumes in place of gasoline, it was parked for storage. Following an unfortunate incident in which Chatard and his companion were killed in 1955 following a train strike in another of his special Bugatti's, a Type 57 Atlantic, Chantard's widow would later sell chassis number 46524 and six other cars to famed Bugatti collector Jean De Dobbeleer.

Soon sold as a running chassis with a radiator, hood, and cowl to Bob Estes and Otto Zipper of Precision Motor Cars in California, 46524 was then purchased by the famed Harrah collection in Reno, Nevada as it was acquired by De Dobbeleer in 1956. Remaining in the Harrah collection for a number of years, chassis number 46524 was then purchased at the Harrah auction in 1973 by Ed Morgan and his son.

Avid restorers and collectors, the Morgans would leave this example as found for a number of years while plotting the best course of action. During their extensive research, it was discovered by the Morgans that in addition to the Weinberger-bodied Type 41 Royale Cabriolet commissioned by Dr. Joseph Fuchs, a similar Type 46 was also ordered. Inspired by this discovery, a trip was planned to the home of the Weinberger Royale which now resides at The Henry Ford Museum to measure and photograph their example. Using the information collected about the the Weinberger Royale, numerous drawings, measurements, and templates were contemplated before a final design was settled and in 1992, 46524 was handed over to Monty and Greg Montiller to receive its new coachwork.

Completed in 1998, chassis number 46523 would emerge after receiving new coachwork and a full chassis and mechanical restoration in the Morgans' personal restoration shop. Finished in a beautiful two-tone green, the upholstery work was completed by Ken Niminek in a complementary two-tone green and tan leather. Riding on a 140-inch wheelbase chassis, the stunning coachwork featured sweeping Jean Bugatti-style wing fenders forming one continuous line running from the front to the rear of the car. Paired with Royale-style 20-inch alloy wheels, a contrasting tan canvas top, an upholstered rear-mounted trunk, and dual rear-mounted spare wheel, the newly restored Type 46 exudes a graceful appearance and debuted with a richly deserved First in Class at the 1998 Pebble Beach Concours d'Elegance.

Following the initial showing, the Morgans would continue to show their newly completed Type 46, winning Best in Show at the 2000 Hillsborough Concours and Most Elegant Open Car at the 2003 Palo Alto Concours. Emerging from concours events, 46523 would continue to prove its merit while the Morgans participated in the three-day Bugatti West Coast Rally in August of 2003. A prized member of the Morgan Collection, this Type 46 was acquired in 2017 by The Gregorie Neck Collection where it has regularly been described as the crown jewel.

Currently displaying just 511 kilometers at the time of cataloging, there has been minimal road-use of this example following the concours winning restoration. Finished in a stunning exterior with finely detailed brightwork, this Type 46 may very well be the perfect fit for the collector searching for an example with extraordinary history and stunning design.

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• An expertly moulded recreation of the impossibly beautiful Bugatti Type 57SC Atlantic ‘La Voiture Noire’
• Transformed by Erik Koux for a Dutch collector with work completed in 1992; registered in the Netherlands before being taken to the Middle East in 2008
• Based on the identity of a Type 57 Galibier; now features an engine built to Type 57SC specifications using some original parts
• All-aluminium bodywork painstakingly crafted by hand
• Please note this car is offered with a UAE Vehicle Registration. Please also note the car is titled as 1950.

The rarest interpretation of the Type 57S by Bugatti was the famous Atlantic Coupé. Featuring an exotic, streamlined body which borrowed heavily from contemporary aeroplane construction methods of the era, this design was a true highlight of pre-war engineering and aesthetics. The Atlantic Coupé is undoubtedly Bugatti’s most revered, legendary, and valuable model created in its esteemed history. Only three examples were made, meaning that this fascinating Atlantic Coupé Recreation by Erik Koux is as close as most Bugatti aficionados might get to the real thing.

In 1973, the Bugatti enthusiast and mechanical engineer Erik Koux began his ambitious goal of producing exacting recreations of the marque’s most esteemed models. Already well-versed in the European circuit of Bugatti collectors, historians, and restorers, the network built by Koux provided his budding project with a unique perspective. In the end, his efforts proved a tremendous success; today, his creations are hailed by the Bugatti community for their fastidious attention to detail, uncompromising build quality, and transparency, and they have been found in notable collections—including that of consummate enthusiast Jay Leno.

As noted in a review of Koux’s recreations for an August 2009 issue of The Bugatti Revue, 'They are not mere look-alikes, they all have a significant amount of original Bugatti parts in them. The rest is precisely remanufactured duplicates. Type 57 engines converted to dry sump, and double oil pumps, power all but two of them ... donor Bugatti provide parts and titles, and yet there is no intent to deceive. The original Atlantics and the Koux recreations are so few, and so well known, that there can be no suggestion of passing one off as the other.' At any rate, Koux’s incredible methods of replication are detailed in explicit detail by multiple enthusiast publications.

The Type 57SC Atlantic Recreation, offered here, is documented to have been built by Bugatti as a Type 57 Galibier chassis, which then gained coachwork by Vanvooren. It is believed that, as a new car, it was shown at the 1935 Prague Salon. While little is known from then until its adaptation by Koux, the chassis registry within Bugatti Magnum by Hugh Conway suggests that by 1989 its chassis number “57302” was recorded in the United States.

Shortly after that, Koux’s great work began. The project was commissioned by a Dutch collector residing in Maastricht, and the Recreation was completed in 1992. Taking the usable underpinnings of the original car and manufacturing a new Type 57S chassis, also bearing the number “57302”, the Atlantic Recreation began to take shape. Its distinctive black bodywork hints at the visual cues of the car it pays homage to, while the central dorsal seam, impressive swooping front and rear wheel arches, and signature horseshoe grille reinforce the car’s standing as a faithful recreation of the Type 57SC Atlantic. After being prepared by Koux, the Bugatti was subsequently registered for the road in the Netherlands, remaining with the same owner until it was exported to the Middle East in 2008.

The extract from the aforementioned issue of The Bugatti Revue sheds light on the recreation’s early years, after being completed by Koux and enjoyed by its Dutch owner: ‘He sold it only because the bumpy roads in the Netherlands repeatedly damaged the exhaust, requiring several very costly replacements. Besides the "wonderful sound" of the supercharged engine, "it drove like a modern car, steering light, brakes strong and lots of power. I must have driven it more than 40,000 km, more than any other Atlantic owner. Wherever it went it attracted large groups of people. Sometimes I was asked if I were Mr. Ralph Lauren, and of course I said I was.’

This Atlantic Recreation by Erik Koux is a fascinating tribute to what many consider to be the most extraordinary car of all time. It would be an inspired acquisition for any serious collector of the marque who wishes to experience the thrill of this legendary model, while lessening the element of fear and risk that could come with driving the real thing. No doubt it would be equally welcome at concours events and shows as the car it was built to replicate.

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• "1925" Bugatti T35 Grand Prix by Gilles Fournier, Chassis n° 4467
  Estimate € 300,000 - 500,000, No reserve
• 1929 Bugatti T40 Roadster Gangloff, Chassis n° 40488, Engine n° 387
  Estimate € 350,000 - 450,000
• 1930 Bugatti T40 Grand Sport, Chassis n° 681 / 40655
  Estimate € 160,000 - 240,000 €
• 1934 Bugatti T57 Galibier, Chassis n° 57140, Engine n° 35, Carrosserie Galibier n°18
  Estimate €250,000 - 350,000, No reserve
• 1936 Bugatti T57 Stelvio Gangloff, Chassis n° 57395, Engine n° 275
  Estimate € 600,000 - 800,000

"1925" Bugatti T35 Grand Prix by Gilles Fournier, Chassis n° 4467

• Magnificent quality of execution
• Numerous original parts
• Sold for the benefit of the France Parkinson association

The 35 evolved in accordance with regulations, seeing its cylinder capacity in-crease (35T-2,300 cc) and its power increase thanks to the fitting of a compres-sor (35 B and 35 C). These developments also led to some discreet aesthetic modifications such as a more enhanced radiator. That being said, the 35 "Grand Prix de Lyon" remains the first milestone in this exceptional history and still has a special place in the hearts of enthusiasts. It was also the case for Gilles Four-nier, renowned expert on the Amilcar brand, author of many reference publica-tions, whose passion for pre-war racing cars (and the Bugatti brand in particular) had led him to start looking for Bugatti 35 parts from the early 1980s, with the aim of building a Grand Prix as similar as possible to the original. In the early 2000s, he was joined by a friend, Emmanuel Cognet, who also wanted to build a 35.

Both friends will then commit themselves to this objective with an extremely me-ticulous approach. They carried out numerous trips to see authentic cars, pro-ducing as many parts as possible with the help of old factory blueprints, while those from other sources were systematically discarded.

The chassis and engine's build were entrusted to the excellent Laurent Rondini who made a 2.3L engine powered by two Solex 40 carburettors. Once the rolling chassis was completed, the bodywork was created at the same time of its sis-ter's one at Jean-Luc Bonnefoy in Orval, where Gilles Fournier met E. Cognet every Wednesday to work together on both cars. Numerous pictures show the chassis being assembled.

The twin Bugatti cars were completed in 2005 and instantly took part in a rally of more than 1,500 km, with no mishaps. The historian Pierre Yves Laugier told us that he went hunting for a Bugatti aboard this 35, on a cold November 1st along-side its owner. After a few back and forth to the village in-between walls where you could hear the 8-cylinder engine resonate, the owner of the Bugatti they were looking for appeared and accepted to show them his car.

18 years later, the inspection on Gilles Fournier's car demonstrates the quality of works carried out, unanimously recognised in the circle of Bugattists, profes-sionals included. Thanks to the amount of kilometres covered but also to original parts that were fitted, the patina on this particular car can only be described as an exceptional achievement. A list of original parts of that time had been drawn up by its owner: radiator (which came from Germain Lambert) and its cap, front axle and bearings, steering gear, steering wheel, water pump, carburettors, gearbox housing No 157, axle housing (other source) 13x54 No 105, helical feed system, Bosch magneto, instruments on the dashboard, hand air pump and vari-ous small parts. Administratively, the car has a type 30A collector's registration, chassis 4467. At the time, type 30A was used as the administrative designation for the type 35 in 1924 / 1925.

It was with undisguised pleasure that we went behind the wheel of this Bugatti, after carrying out our usual checks with Frederic Novo. With the exception of the starter which will need to be checked, absolutely everything is in working order and the car is very pleasant to drive. The power and sound of this 8-cylinder en-gine makes you want to keep going forever and take the road to the next Grand Prix.
Following the wishes of Gilles Fournier, this masterpiece will be sold for the benefit of the France Parkinson association.

France Parkinson is the only national association supporting patients and carers affected by Parkinson's disease. France Parkinson is primarily financed by do-nations and legacies and we would like to express our deep gratitude to Gilles Fournier's family, whose generosity will contribute to the achievements of our social and research missions.

1929 Bugatti T40 Roadster Gangloff, Chassis n° 40488, Engine n° 387

• Original chassis, engine and body
• Very low number of owners, known history
• High-quality restoration

This Bugatti Type 40 is remarkable in many ways: for its exceptionally well-preserved condition and its extremely clear history.
That history began in June 1927, when its chassis, no. 40488, equipped with engine no. 387, was assembled at the Bugatti works, at the same time as the chassis with engine nos. 377-401. The chassis was then delivered on 20 August 1928 to the coachbuilder Gangloff in Colmar; the invoice from the factory dated 27 July 1928 also covered chassis nos. 40612, 40563 and 40567. The invoice mentioned a price of 40,000 francs, higher than the 31,000 francs for a standard Type 40. These four Type 40 chassis included the reference "sp mod pr special", which may have meant "special modification, special price".

The factory delivery booklet is marked in pencil with the letter 'W', corresponding to 'Wiederkehr', the name of Gangloff's previous owner. As of 19 August 1928, the same booklet indicates that these chassis were to be supplied to 'W', i.e. Gangloff. Gangloff then fitted the Type 40 which concerns us here with an attractive roadster body with a spider tail, before it was delivered to Stand Auto in Paris, an official Bugatti agent run by Robert Sénéchal and Jean Bilovucic, with its head office at 182 boulevard Pereire and a showroom in the Galerie des Portières at 144-146 avenue des Champs-Elysées. The Type 40 doubtless remained there for a few months before it was sold to a customer from south-west France.

On 3 September 1929, it was officially registered for the first time, as 3898-JV (corresponding to the Lot-et-Garonne department), in the name of Jean Joseph René Marc Dupont. Born on 20 March 1893 at Marmande and married twice (in 1920 and 1946), Dupont began his studies in medicine in 1913. Appointed an assistant physician during the First World War, he qualified in 1920; he also had a diploma as a pharmacist and in 1924 opened his own clinic. A chief physician in the Second World War, he was taken prisoner in 1940 and was made a Chevalier of the Légion d'honneur the same year. Actively involved in his town, he became a town councillor in 1937, and again in 1949 and 1950. A street in Marmande is named after him.
To come back to the Bugatti 40, with the new registration system which came into effect in 1950, it was given the number 86 X 47, still in the Lot-et-Garonne and possibly still in the name of Marc Dupont.

Two years later, around 1952, it was sold to Roger Berthaud, who lived in Les Essards, a village of fewer than 200 inhabitants in Charente. The recollection of the family is that the car was bought in Bordeaux, which may suggest that it was sold through a garage.

Roger Berthaud was a close friend of André Bouchard, Bugatti's sales representative for the Dordogne region. They regularly went on trips together in their Bugattis, and Bouchard looked after the maintenance of Berthaud's cars, a Type 44 and then a Type 40. The Berthaud family owned the grocery and tobacconist's in the village, of which Berthaud was mayor for several years. His first Bugatti was a Type 44 Vanvooren saloon, which he bought in July 1937 and kept until 1960, when it was sold to L. Mette and then, in 1962, to F. Lecorché in Clermont-Ferrand.

In 1952, Berthaud gave the Type 40 to his daughter Marguerite, who was then 25. According to her husband, Michel Maignan, Berthaud originally bought the Type 40 specially for his daughter, as at the time he used the roomier Type 44.
Registered as 507 AT 16, the Type 40 can be seen in a photograph in front of the Framezelle Bugatti garage in Paris, and also at Les Essards, with François Berthaud, a sculptor and Marguerite's brother, sitting in the back. During its time with Marguerite, whose training as a graphic designer enabled her to join the magazine Elle, the Type 40 was registered 533 HZY 75 at her Paris home at 22 rue Pernety in the 16th arrondissement. She used it regularly until 1986, in particular to go on holiday in the south of France. In 2011, Marguerite and her husband realised that the car needed a thorough restoration and decided to sell it. It was bought on 14 November 2011 by Bruno Vendiesse and at the time was red with grey wheels. Vendiesse sold it shortly afterwards to the Belgian collector Bernard Marreyt, from whom its current owner bought it.

Today, the car has its original chassis and engine, as well as its original body, which has been restored in dark green, respecting the car's integrity. The complete high-quality restoration was carried out by Gubso Garage in Denmark, a specialist Bugatti restorer. The interior is dominated by the magnificent four-spoke steering wheel with a wooden rim and the dashboard is complete with all its instruments, mounted on a metal plate on a wooden panel. Under the bonnet, the engine compartment displays the mechanical beauty typical of Bugattis.

The car has its original plate from Stand Auto, as well as that from Gangloff. It should be noted that it is the only known survivor of this roadster body produced by Gangloff.

This Type 40 is remarkable for its exceptionally well-preserved condition, its rare and appealing body, its original parts and its very low number of owners, listed in a well-documented history drawn up by the historian Pierre-Yves Laugier, making it one of the most desirable examples still in existence.

1930 Bugatti T40 Grand Sport, Chassis n° 681 / 40655

• Built to a high standard
• Numerous original parts
• Reliability improved to cover long distances

At the start of the 1960s, a collector from the south of France was able to buy a collection of parts for a Bugatti Type 40 from the brother of the famous racing driver Charles Martin: they included a chassis, some of the running gear, an in-complete engine, gearbox and various other original parts. They were exchanged untouched a few years later, then sold to a well-known collector from Avignon around 1976. As he confirmed to us, he set about rebuilding the car with great care, making provision to fit a supercharger when the engine was re-stored, although this was never actually done. The splendid complete car moved on to another collector from Avignon, who registered it in 1998, and then, in 2005, it was bought by Bernard Hunault. He took part in numerous rallies with it, adding an electric fan to cope with modern traffic. As he wanted to drive the car over long distances and reduce the engine speed, he ordered an overdrive from the Bugatti specialist Ivan Dutton in April 2007. This equipment was adapted mechanically to fit, but still needs to be connected up, which in no way prevents the car from being driven. A detailed examination of the car shows the following: the chassis is genuine, with the frame number 681, which must belong to a car with a number above 40750, built around spring 1929. The lower part of the crankcase is also genuine and has been restamped with the number 40655, although an older stamping, which appears to be 4044?, can be made out beneath it. The gearbox cover is genuine and numbered 538; the gearbox housing ap-pears to be from the period but has been restamped later with the same number 538. There is no number on the axle housing. The identification number 40655 found on a manufacturer's plate and the registration document correspond to a Type 40 delivered in Grenoble on 30 May 1930.

This Type 40 to Grand Sport specification is therefore a rebuild, produced to a high standard, partly using genuine components. Attractively presented and with the patina of the miles it has covered, it has been maintained to be driven, and the hood was restored two years ago. With its particularly sporty appearance and an added touch of elegance thanks to the colour of its paintwork, this Type 40 is sure to appeal to enthusiasts keen to enter the Bugatti world.

1934 Bugatti T57 Galibier, Chassis n° 57140, Engine n° 35, Carrosserie Galibier n°18

• First-series Galibier saloon, built by the Bugatti works
• Known history, low ownership
• Remarkably well-preserved condition, original engine and body

The origins of the model
In 1932, aged 23, Jean Bugatti found himself on his own managing the Bugatti factory with Méo Costantini, as his father was now living permanently in Paris. They spoke regularly on the phone and in a letter at the start of 1932, Jean told him of his desire to produce a model with independent front suspension. Ettore categorically refused, but this did not stop Jean from going ahead with his plan. The design for a chassis with independent suspension and a 3.3m wheelbase was recorded as "Design no. 37, type 57" and dated 15 July 1932.

The drawing for the four-door Galibier body on this chassis, numbered 1056, was signed by Joseph Walter and dated 18 August 1932. The side view shows a saloon with a swept-back radiator grille and alloy wheels. The two prototypes with independent front suspension The body was fitted to the Type 57 Galibier saloon with engine 2 in mid-February 1933, while the Type 57 chassis with engine 1 only left the workshop on 30 June 1933. These two prototypes had independent front suspension and alloy wheels with a central nut, as on the Type 50T, their exact contemporary.

The only existing photograph of one of these two cars is reproduced in the book Bugatti Magnum by Conway and Sauzay, and was taken at the Grand Prix de Berne in July 1934. It had a registration plate of convenience, that of the first Type 44, which was assigned to the Type 57 with engine 1. The two cars were still at the factory, as can be seen from a note dated 7 May 1936, stating: "Type 57 engines 1 and 2, saloons, independent front suspension ... to be stripped down". One of the two cars was given the code name 'Crème de menthe' by the Aumaitre J. Bugatti Costantini team, in order to avoid arousing suspicions in conversations.

In September 1937, just before the Paris Motor Show, and after covering more than 250,000km in five years, its timing chain snapped, shattering the valves, pistons and casings. It ended up on the scrapheap. The other car was certainly broken up before this. This marked the end of the project, which had already come to nothing by the time the Type 57 was officially presented at the Grand Palais in October 1933. The solid rear axle demanded by Ettore Bugatti was fitted to the model as it went into production.

The first three Type 57 Galibier production saloons
The Galibier with engine 5 left the workshop on 3 October 1933, followed on 7 October by that with engine 4 and on 9 October by that with engine 6.
The Paris Motor Show opened on Thursday 5 October.
The saloon with engine 4 and the registration certificate for a Type 49 was hastily dispatched by road to the show on Saturday 7 October. The Galibier with engine 6 followed the same route with the registration certificate of another Type 49 on Tuesday 10 October. It may be assumed that the car exhibited at the show had engine 4, cleaned after its mad dash to Paris, as a major feature by Charles Faroux in the daily newspaper L'Auto dated 10 October shows a picture of the Galibier on display, which could not have been the model with engine 6, since that only left Molsheim that morning.

Bugatti only sorted out the registration documents on 16 November, when he requested three licence plates for chassis 57101-57103: 5263 NV 2 was assigned to chassis 57101 with engine 5 and 5265 NV 2 to chassis 57103 with engine 6. There is no written link between 5264 NV 2 for chassis 57102 and an engine/chassis. The grey and black Galibier saloon with engine 5 was used as a demonstrator by Toussaint until the spring of 1935, after it had been sent to the Brussels Motor Show in November 1934 and to the Amsterdam Show in February 1935.

Production of the Bugatti Galibier from 1933-1934
After the two prototype bodies in 1932 and the three pre-production models in October 1933, production of the Galibier bodies, referred to as "Conduite Intérieure" in the coachwork register, lasted just one year. In February 1934, five bodies were ready to be fitted to chassis.

Two of these were fitted in March, with the last three of these and another three in April, followed by six more bodies in May, four in June, six in July, seven in August and five in September, before the series came to an end in November with the Galibier for the Bishop of Strasbourg, Mgr. Ruch, and the old Galibier with engine no. 6, which received a new, larger body and a new engine on 30 November. Only 41 bodies were therefore produced between October 1933 and November 1934, and no other Galibiers would be built by the Bugatti factory until the aerodynamic aluminium-bodied model on the third-series Type 57 chassis, which was unveiled at the Paris Motor Show in October 1938.

The survivors
Among the Type 57 saloons from 1933-1934, just ten cars have survived with their original Galibier bodies, and 57140 is undoubtedly the only, and the last one to remain untouched for nearly 60 years. Conceived in 1932, this model led to Bugatti's only production family saloon with a twin-cam engine. Now extremely rare, it is of great historical importance and deserves our full attention.

In October 1933, Bugatti presented the Type 57, which, with its DOHC engine, was the only touring model in the range. The very first chassis of this type, built in October 1933, was fitted with a 'four-door Galibier Saloon' body to be exhibited at the Paris Motor Show that year. The car corresponded to design no. 1056, dated 18 August 1932, produced by the stylist Joseph Walter. From October 1933 to November 1934, the Bugatti works built only 41 'Galibier Saloons': the three prototypes from 1933, then 38 bodies produced between mid-March and the end of November 1934. Production then stopped until October 1938, when the second series of 'Galibier Saloons' left Bugatti's workshops. Between 1935 and 1938, some four-door saloons were built by Gangloff and Vanvooren, but none by Bugatti.

The archives compiled by the historian Pierre-Yves Laugier provide some valuable information regarding this Bugatti Galibier. The list of bodies from the Bugatti works shows that chassis 57140/engine 35 was fitted with the 18th Galibier body built; the wooden sections and aluminium body panels are, moreover, marked with the number 18. It was the first of four 'C-I' ('Conduite Intérieure') models to be fitted with bodies at Molsheim in June 1934. It was completed on 7 June, followed by the Galibier 57168/41 on 14 June, the Galibier 57144/44 on 23 June and the Galibier 57157/47 on 29 June, i.e. one Galibier body per week. In the works invoice ledger, 57140 appears on 1 June 1934 for the sum of 61,695 francs, billed to the 'Société Marseillaise', the business run by the Bugatti agent Gaston Descollas at 42 avenue du Prado in Marseille. The retail price of a Galibier was 76,000 francs in October 1933 and 79,800 francs in October 1934, leaving a generous profit margin of 14,000 francs for Descollas. The works shipment records state that car 57140 was sent by train to Marseille on 8 June 1934. The monthly delivery records show: "Marseillaise. 57140/35 C.I 8/6/34." The delivery records for June 1934 are even more precise: "8/6/34. 57140 - 1056 - Marseille Storione", where '1056' was the code corresponding to the Galibier body. This is the only document to give the name of the first owner, M. Storione, which is corroborated by the following Marseille police records: "Bugatti Type 57 chassis 57140, Conduite Intérieure. Registered new with the number 1034 CA 7 on 14 June 1934, in the name of Jean Storione,11 Rue Saint-Jacques, Marseille."

The Storione family was well known in Marseille. The son of Italian immigrants, Michel Storione (Jean's father) began working in 1883 at the Société des Minoteries de Marseille before setting up his own flour-milling business. This grew rapidly, making the family very comfortably off. The business remained a family concern and, incidentally, introduced at the start of the 1980s the 'Banette', a type of French baguette which met with considerable success. In 1987, the business was sold to the 'Champagne Céréales' group. Jean succeeded his father Michel in the business. A bachelor, he liked cars and had Delages before turning to Bugatti. His chauffeur, Marius Rey, took him to Mont Ventoux at weekends to watch the hill climbs. He bought all his Bugattis through Gaston Descollas and they were maintained by the Menonni garage in Marseille. Before acquiring the Type 57 Galibier, he used in turn a 16-valve model, a Type 44 'Torpedo', a Type 49 and a Type 55 roadster. After he sold the Galibier in January 1936, he bought a 57 Atalante and then a 57 C Gangloff cabriolet.

In the works service records, it is noted that on 20 October 1934, the engine no. 35 from the Galibier was sent to Molsheim with the following observations: "Overhaul of engine no. 35: the crankshaft, engine block and one con rod were broken. No. 1 piston seized. Adjustment required for con rods 4 and 78 ..."

On 24 January 1936, the Bugatti thus changed hands and was registered in the name of Gustave Cousin, a doctor in Marseille. The police records mention that a duplicate registration certificate was issued to Cousin on 16 October 1944, doubtless following the loss of the original document during the war. On 24 December 1954, the car was registered in the new system with the number 7983 AQ 13.

Antoine Raffaelli, a 'historic car hunter' (notably for the Schlumpf brothers) and the owner of a garage in Marseille, recalled the first time he saw this Galibier, when it was still owned by Dr Cousin: "I went to see the car at the Paraglo garage at 268 boulevard Baille in Marseille, around 1960. The car was being serviced for Cousin and the mechanic was in the process of making some special brake linings to improve their performance. He had also changed the camshaft covers so that the engine looked more like that of an Alfa 8C! The car was black, with blue side panels. Dr Cousin was a friend of the pharmacist M. Alloud, who owned the Renault garage I have managed since 1960."

The Galibier remained in Cousin's ownership for 30 years, from 1936-1966. On 29 November 1966, it was sold to Jean Brignone, a 'film agent' who also lived in Marseille, and who sold it the following year to Antoine Raffaelli. On the back of a photograph showing the car in front of Raffaelli's garage, it is noted that it belonged to Rodolph Brignone, no doubt Jean's brother. The doctor's insignia in the form of a staff can be clearly seen to the left of the windscreen.

In spring 1967, Raffaelli sold the Galibier to Daniel Guidot, an architect living in Le Pecq (in the western suburbs of Paris), who registered it as 71 GU 78 on 17 March 1967. A member of the Bugatti Club de France (founded in 1966), Guidot also owned a Type 46 Vanvooren 'Coach' and a Type 35 A. Around 1974, he sold the Galibier to another member of the Bugatti club, Jean Vilette, whose home address was in Paris but who worked for the mines at Hettange-Grande in Lorraine, not far from the German border. This is probably why the car later showed up in Germany, and in 1989 the German Bugatti club recorded the Galibier no. 57140 as belonging to Walter Metz from Moodbrunn. It was subsequently bought by Feierabend Klassik Technik and offered for sale at the Essen Motor Show in November 2007. It was sold there to Roland d'Ieteren, the Belgian collector and owner of the restoration business Auto Classique Touraine, based outside Tours. The Galibier was intended to be used as the basis for a project to build a Type 57 S, commissioned by Jean-Jacques Strubb. It remained untouched, however, and when Strubb died in April 2010 at the wheel of his Bugatti 51, the Galibier lay forgotten at the back of the workshop.

Around 2013, it was offered to a true Bugatti (and Ferrari) enthusiast from near Le Puy-en-Velay, José Piger. He was well acquainted with Bugatti ,as his father had bought a 57 Ventoux 'Coach' in 1946, while he himself had owned, among other models, a Type 55 roadster and a Type 37 A. Won over by the Galibier, he bought it from Auto Classique Touraine and undoubtedly saved it from being converted. After a few years, he in turn sold the car to its current owner.

Today, the car is very well preserved and has been practically untouched since the 1960s, a fact accounted for by its low number of owners, one of whom (Dr Cousin) kept it for 30 years. The body is that of a four-door Galibier built by Bugatti, and the car has its original seats and interior. The dashboard is also original, with its Jaeger instruments with black dials. An enamelled badge has the wording 'Deutscher Jagdschutz Verbrand', a hunters' association of which Herr Metz was most likely a member.

Some of the aluminium body panels, including the bonnet, are stamped with the number 18, corroborating the factory coachwork register mentioned above. The dashboard has the original chassis plate with the reference "57140 Bas-Rhin 19 CV", while the left-hand engine mount bears the factory stamp "35-57140". The camshaft covers are those modified in 1960 by Paraglo in Marseille. Apart from this, no changes to the car's original specification can be seen.

Among the 41 first-series Galibier bodies built by the Bugatti works between October 1933 and November 1934, fewer than a dozen have survived. This Galibier 57140/35, whose history is fully documented by the historian Pierre-Yves Laugier is one of the best preserved examples of all the cars with this initial design, the first produced by the stylist Joseph Walter for the new Type 57 chassis.

1936 Bugatti T57 Stelvio Gangloff, Chassis n° 57395, Engine n° 275

• Superb, rare design by Gangloff
• Long and well-documented history
• Extensive recent work

This most attractive cabriolet has an interesting history which deserves to be told, traced by historians P. Y. Laugier et K. Jansen. It began in January 1936, when the Type 57 chassis fitted with engine numbers 273-283 were assembled at the factory. On 28 February 1936, chassis 57935/engine 275, which concerns us here, was sent by road to the coachbuilder Gangloff in Colmar.

As Bugatti's sales records for February 1936 confirm, it was ordered by the Bugatti agent in Toulouse, Ets Leyda, on behalf of its customer, José Soler-Puig. The agent was invoiced for 46,630 francs. Another Type 57 cabriolet was sent to Gangloff for another of Leyda's customers: chassis 57403, which is now kept at the Schlumpf museum in Mulhouse. With their identical mouldings and side styling, the two bodies were produced at the same time and assigned the build numbers 228 for chassis 57935 and 231 for chassis 57403, which went into the body shop a week later.

Gangloff took a month or so to produce the body. Soler-Puig's car was registered new on 31 March 1936 with the number 2499 FS 4, in the name of his company, the 'Société de Tricotages de l'Ariège et Bonneterie de la Garonne réunis'.

A Spanish immigrant who arrived in France in 1915, Soler-Puig gradually built up a small textile empire in south-west France. A lover of fine cars, he had owned two Renault 40 CVs, two Hispano-Suizas (H6B and H6C), a Bugatti Type 46 cabriolet, a 5-litre Bugatti which drew attention on Vanvooren's stand in 1933, and an Alfa Romeo 1750 bought for his son's 18th birthday ... Sadly, Soler-Puig was scarcely able to enjoy his Gangloff cabriolet as he died on 3 July 1936 after a short illness. His wife, son and daughter continued to run the business, but parted with the Type 57, which was sold in Paris and re-registered as 7924 RL 1.

At the start of the 1990s, the historian Pierre-Yves Laugier met the daughter of Fernande Roux, Maurice Mestivier's former partner. In her parents' archives was a photograph of the Bugatti in Paris around 1938, with its RL 1 registration. At this time, it had duotone paintwork, whereas it had originally been dark blue. It was also fitted with running boards, which were no longer present in a photo taken in Brussels around 1956. The person who can be seen in the photograph from Paris appears not to be Mestivier, the supposed owner of the Bugatti in 1937-38, who was working for Amilcar at the time.

The handsome Gangloff cabriolet remained in Paris during the war and escaped being requisitioned. A second, unknown Parisian owner registered the car in his name on 5 June 1945, before it left for Lyon to be consigned to a garage where it was discovered by Pierre Cros, who was originally from Bergerac. A Bugatti enthusiast, he bought it on 12 December 1945 and registered it as 6006 EG 4. Cros lived at the Château de Panisseau, which belonged to his father-in-law Noël Quennesson, a businessman and politician. He had the Bugatti maintained either by Charles de Cortanze's garage in Paris, or by Ernest Friderich in Nice, where he sometimes stayed. It was to Friderich that he sold 57935 in April 1948, when he bought another Type 57 from de Cortanze, this time a 1937 model with 'coach' bodywork by Gangloff, which he kept until 1953.

As for the cabriolet, which had arrived at Friderich's garage on the Côte d'Azur in 1948, it turned up again at the end of the year in Wallonia, in the hands of the Belgian architect Georges Dedoyard, who lived in Liège. In the January 1949 issue of Bugantics, the Bugatti Owners' Club magazine, the caption of a photo showing him next to his Type 49 cabriolet states that he also owned a Type 57. Dedoyard was a prominent architect and town planner at the time, and a key figure in the modernist movement.

It was apparently during his ownership of the car that its engine was replaced by a Type 101, re-numbered 57395/275, and that the front axle was changed in 1952 for an unnumbered Type 57 S component. In 1956, the Gangloff cabriolet was sold to the garage in Brussels run by Jean de Dobbeleer, who registered it as 11879 before it was exported to the USA, to Julian Sano, a Bugatti mechanic in New Jersey. A note from de Dobbeleer states: "Bought in Belgium, sold to Sano. Type 101 engine except for manifolds".

It next belonged to a Mr Becker, and then, from 1962, to Henry Schafer from Princeton (New Jersey). Schafer kept the car for 44 years and took part with it in many rallies on the East Coast of the States. He had the car completely restored, after which it was sold to Gene Cesari in 2006 and then to Evan McMullen of Cosmopolitan Motors.

It is thanks to its current owner, a Bugatti connoisseur and collector, that 57935 returned to this side of the Atlantic. He carried out a restoration of the car which was completed in 2023. The bodywork was stripped bare to return it to its original shade of dark blue, which sets off its elongated design with sweeping rear wings, the ends of which are elegantly set apart from the body. The hood was also restored. The engine was serviced and runs perfectly. Its Type 101 sumps would, if needed, allow a supercharger to be fitted, improving its already excellent performance. The gear wheels and gearbox bearings were replaced as necessary. All the car's equipment was checked, the brakes overhauled and the tyres replaced. This noble motorcar with its enthralling sound will delight its new owner as he successfully competes in the most prestigious concours d'élégance, takes part in the greatest rallies and drives along the most beautiful roads.

Lots from outside the EU: In addition to the commissions and taxes indicated above, an additional import VAT will be charged (5,5% of the hammer price for vintage/classic cars, 20% newer/modern motorcars plus potentially a 10% customs duty).

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January 11-14, 2024 Interclassics Maastricht, the Netherlands

The first classic car show of the year.

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• 1936 Bugatti Type 57 Atalante Sunroof Coupe
  Chassis no. 57432, Engine no. 547, Estimate: US$1,500,000 - US$1,800,000

• One of only four surviving factory-built roll-top sunroof cars
• Delivered new in Marseille to jeweler Charles Olivero
• Participated in the 1938 Rallye des Alpes
• Captivating ownership history with a cast of fascinating characters
• Detailed provenance compiled by leading marque historians

THE BUGATTI TYPE 57
When Bugatti's spectacular Type 57 debuted in 1934, few suspected it would be the final all-French design from the marque. The firm's patriarchal leader Ettore Bugatti was occupied with designing petrol-powered rail cars at the behest of the French government, so he charged his son Jean – just 23 years old at the time – with the task of designing the latest high-performance Gran Routier. Jean, with senior engineers Pichetto and Domboy were responsible for the car's specification from the ground up – including the chassis, engine, and even the factory body designs.

At the Type 57's heart was a new twin-cam, inline eight-cylinder engine displacing 3,245cc. The architecture was familiar, though the block (with integrated head) and crankcase were new. Camshaft bevel gears offered improved refinement to the previous straight-cut style, and in standard form, the new engine produced a highly respectable 135bhp in standard form. While not officially a competition car, it shared its fundamental engine design with the Type 59 Grand Prix car, and T57s were popular with rallyists. The chassis featured Bugatti's proven solid front axle suspension that guided all previous models to countless motorsport victories, though tuned for fast, luxurious touring. Jean Bugatti masterfully penned four in-house body designs for the Type 57; the Galibier saloon, Ventoux four-passenger coupe, Stelvio four-seat cabriolet, and the Atalante two-seat coupe.

Not to be confused with the Atlantic Coupe with its famous rivets and spines, Jean Bugatti's gorgeous two-place coupe was named for Atalanta, the beautiful, fleet-footed Greek goddess. Based on a 3.3 m wheelbase, the Atalante carried factory design no. 1070, dated 20 January 1935, and it was the only Type 57 body built entirely in-house at Molsheim. The name "Faux Cabriolet" was given to the first cars built in April 1935, and it was only from chassis 57330, displayed in October 1935, that the Atalante name first appeared.

Officially the "Coupé Atalante 2/3-seater with sunroof," pricing was set at 90,000 francs in October 1935, rising to 108,000 francs in October 1937 for the aluminum version. In 1935 and 1936, production was as follows:
1935: Ten including seven with sunroof (chassis 57249, 57263, 57267, 57312, 57325, 57330 and 57333).
1936: Eight including three with sunroof (chassis 57401, 57428 and 57432).

Of the ten sunroof cars completed in 1935-1936, just three remain in their factory configuration and a fourth is undergoing restoration at the time of cataloguing, though others have been converted in more recent days. Our featured car, 57432, was the final model built in 1936 and is known to be the very last Atalante built with a sunroof.

THE CAR OFFERED
The Type 57 presented here in its striking original color scheme is chassis no. 57432, which left the Bugatti coachbuilders on 13 July 1936. This is one of the four known surviving sunroof cars, described in factory records as "Coupé Atalante 57432, black and ivory, tan leather." It was ordered by Gaston Descollas, the Bugatti agent in Marseille, whose showroom was located at 42 Cours du Prado. His client, a local jeweler named Charles Joseph Olivero (1906-1990), had inherited a successful jewelry business from his father, Charles Olivero in 1930. In May 1934, he acquired a second-hand Type 49 cabriolet, which he traded to Descollas at the end of July 1936 to buy the new Atalante. Olivero had every intention to enjoy his new Bugatti to the fullest, specifying it with hydraulic brakes and telescopic dampers. It is believed to be the first chassis so equipped, and these features later became standard on Series III cars.

Charles Olivero registered his fabulous new Bugatti on July 24, 1936, with the number 8357 CA 8. The Type 57 was certainly no garage queen and Charles enjoyed it to the fullest on numerous rallies. On the Rallye des Alpes from June 13-17, 1938, Charles shared navigation duties with his girlfriend Daisy – apparently Charles's wife hated fast cars, so she did not object to Daisy being on board. The pair were forced to retire on July 16 while on the Chamonix to Nice stage. He also ran the car in the Monte Carlo and Rome-Liege-Rome rallies with his brother Jean. In 1939, Olivero ordered a Type 57C Roadster from Gangloff, allegedly driving his Atalante 700km from Marseille to Colmar every Friday evening to monitor the progress of his new roadster. When his new 57C was finally completed, he sold the Atalante through a mechanic from Nîmes, Émile Reveiller, who registered it as 6008 FN 4 in his name at the address of his garage (1 rue de Général à Nîmes).

Very shortly after, 57432 was in the care of its new owner, the celebrated French aviator Léon Givon. This is supported by a letter from Givon written on Marignane Airbase letterhead dated July 9, 1939, stating: "I went to the Marseille agency to buy a 57 Atalante with a sunroof." Léon Givon registered the Bugatti on August 25, 1939, just ten days before the start of the war, with the number 7262 CB 1. During the war, given Givon's involvement in the Resistance, it is possible that the Bugatti was used in service, but the car disappeared until 1948 when it resurfaced in Luxembourg.

In June 1948, 57432 was acquired by the serial "Bugattist" Rudi Cloos who oversaw its first restoration. Rudi wanted a "new" Type 57, so he acquired one of the so-called "Bordeaux Orphan" rolling chassis from the factory, removed the original engine no. 315, and fitted engine no. 547 and an un-numbered new gearbox to this chassis. Between June 1948 and April 1949, the Atalante was sent to the coachbuilder Jos Metz and modified with a metal-roof and Ventoux windshield. Luxembourg Registration documents listed the new engine number (547), and subsequently the car was erroneously identified as "57547." (It should be noted that chassis 57547 is an original 1937 Ventoux with no connection to this Atalante offered). As offered today, the lower crankcase bears no. 315 while the remainder of the engine is number 547 as fitted during Cloos's tenure.

Cloos sold the car in November 1950 to his Belgian friend, Albert Jean de Lay, from Liège, living in Luxembourg. He took the Bugatti to the Belgian Congo (DRC today) where he worked as an architect for the Belgian government. In 1963, a civil war forced the de Lay family to flee to Northern Rhodesia (now Zambia) as rebels advanced. They threw together what they could, and de Lay was forced to choose between his Bugatti (suffering ignition issues at the time) or his brand-new MG. He chose the Bugatti which ran faultlessly to get his family to safety.

The same year, Rudi Cloos reacquired his Atalante, giving Jean de Lay the means to restart his life. Cloos and his fellow Bugatti cognoscenti were regulars at Gaston Greven's "Royal Bugatti" nightclub. Greven had a new Jaguar V12 that Cloos took a shine to, offering Greven part exchange on the Atalante. Greven obliged, later repainting it but keeping the registration L 4005. In 1974 he took part in the Rallye Monte-Carlo des Voitures Anciennes. The famously unscrupulous Bugatti dealer and enthusiast Lucien Mette managed to talk Greven out of his Atalante for a sum that Greven regretted for the rest of his life. Mette was sourcing cars for Maurice Teisserenc, a collector from the Domaine de Montplaisir, who took ownership on September 12, 1974.

By this time, 57432 required a mechanical restoration (the front axle had been bent during a rally), and the work was entrusted to Colin Crabbe of Antique Automobiles in Great Britain. The Bugatti was repainted in black and red, and the roof was modified again. Maurice Teisserenc used the car in the 1978 "100 Bugatti" meeting in Deauville, as well as many other Club Bugatti France rallies. After 14 years, he put it up for auction in Fontainebleu on May 24, 1988. The Atalante was bought by the collector Bernard Mérian, of Cannes, who had the means to finally restore the beautiful Atalante to its original configuration. To this end, he requested the help of the Bugatti expert Pierre Yves Laugier.

The first order of business was to sort its true identity. The discovery of the number 315 on the rear axle put the team on the trail of chassis 57432 and Mr. Olivero who amazingly, was still alive at the time! When contacted by phone, Mr. Olivero was surprised and delighted to recount the story of his beloved Bugatti. Moreover, he provided the historian Claude Taconetti with marvelous original photos that made it possible to restore the car to its 1936 configuration.

M. Pallier of Tours handled the engine rebuild, while other mechanical elements were overhauled by Claude Afchain, and the bodywork restored to its original style and colors by Jean-Claude Tisserand. The correct Atalante roof with sunroof was patterned from chassis 57330, the ex- 1935 Salon de Paris car. The interior was restored in Connolly leather by Madame Tisserand, and even Jean-Claude's children aided in the project. In 1992 the Atalante was presented to Charles Olivero's widow (now deceased) and two daughters Janie and Josette, at an exhibition at the Musée de Mougins.

In 1995, the Atalante was exhibited at Retromobile, and in 2001 was sold by Bernard Mérian. Dutch entrepreneur Victor Müller was the next owner, and he showed it the 2002 Pebble Beach Concours d'Elegance, then at Goodwood and Villa d'Este in 2003. Chassis 57432 sold on August 31, 2003, to another Dutch collector, who, for nearly twenty years, crisscrossed Europe and the United States at the wheel of his stunning Atalante, which has matured beautifully through years of proper care and use. The current owner has enjoyed it to the fullest and reports recent maintenance by specialists Garage van Egmond in Zwanenburg, Netherlands. In 2023 the glamourous Bugatti was featured in Classic & Sportscar Magazine in a story by Martin Buckley, accompanied by stunningly moody nighttime photographs taken on the streets of Paris.

As one of just a handful of surviving factory-built open-air Atalantes, the availability of 57432 presents an incredible opportunity to acquire a very special Bugatti, indeed. The new owner will not only get a Bugatti that is exceptional in form and function, but one with a rich history spent in the hands of a series of fascinating characters, presented in superb condition, faithfully restored to its original configuration.

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• 1939 Bugatti Type 57 Cabriolet by Letourneur et Marchand
  Chassis No. 57587, Engine No. 458, Gearbox No. 46H, Estimate: US$900,000 - US$1,200,000

• An award-winning restoration of a remarkable body style, with numbers-matching engine and coachwork
• Formerly owned by the noted American Bugattistes Dr. Milton Roth and Richard Riddell
• Exhaustively documented by Bugatti historian Pierre-Yves Laugier
• An important Type 57 of great quality, with outstanding presentation and beauty

Bug Hunting Abroad
In mid-1956, American enthusiast Russ Sceli journeyed to Europe, camera and note pad in hand, and began pursuing Bugattis, which he referred to as "the cherished game of an ardent cult." "The more I talked to people, especially the enthusiasts, the more convinced I became that if one is fortunate enough to own a Bugatti, or is able to secure one, they should keep and treasure it forever, like a rare jewel, or an amenable wife who will put up with 'Bugatti's idiosyncrasies,'" he wrote in his travelogue, published as "Bug Hunting Abroad" in the January 1957 issue of Road & Track.

It was that article that first revealed to American eyes this rare Type 57 cabriolet, bodied by Letourneur et Marchand, one of the rare custom coachbuilders whose work matched Jean Bugatti’s own designs for grace and beauty. Elaine Bond, the wife of Road & Track's indomitable publisher, was captured peering into the widow of chassis number 57587, noted as "offered at $750. Quite a bargain, and what’s more, it would actually run." That it would; by the time of Sceli's article, one of the members of that ardent cult had brought the cabriolet to the United States, where it has, aside from only a few brief overseas sojourns, remained since—a trophy to keep.

Chassis Number 57587
According to the exhaustive research performed upon this car by noted Bugatti historian Pierre-Yves Laugier, eight of the beautiful Letourneur et Marchand cabriolets were built on the Type 57 chassis to the shop's design number 5877. This car, chassis number 57587, was the first, as noted in the coachbuilder's archives. Further, the complete files from the Parisian Bugatti agency note the construction of the car all the way from the original owner, placed by Baron Georges de Cocq. Numerous fascinating letters, copies of which are included in the file, record the car's early life, including its having been repainted to the present colors, black and ruby, as noted by World Champion driver Robert Benoist, then manager of the Paris dealership.

Typical of a fine coachbuilt automobile, numerous bespoke details suited the Baron's needs; the steering column was extended by five millimeters, to better suit his build and preferred driving position, while Letourneur et Marchand crafted the unique rear bumpers to the Baron's design and, above them, mounted a holder for his fishing rod. Afterward the car was exhibited in the Paris showroom until finally being delivered to the Baron in March 1939, registered as 1357 RM 4.

The Bugatti remained in the Baron and his family's ownership in the South of France until 1956, when, according to his family, it was sold by his widow to Jean Laurent of Paris. It was while in Paris, awaiting its sale to Monsieur Laurent, that the car was photographed by "Bug Hunting" Russ Sceli for its appearance in Road & Track.

In 1957, chassis number 57587 was sold by the Parisian Bugatti dealer Armand Beressi to Dr. Milton Roth of Long Beach, California, one of the most prominent early American "Bugattistes," whose wonderful cars now reside in some of the finest collections worldwide. While owned by Dr. Roth, the car was recorded in Hugh Conway's famous 1962 Bugatti Register and Data Book. It next passed to the longtime American Bugatti Club member and past president, Dr. Richard Riddell, and then to Ed Scott, whose ownership is recorded in the 1979 American Bugatti Register. It next passed to Jerry Symons of Pacific Palisades, by which time the original engine, number 458, had been exchanged for engine number 395.

After Robert Owens of Haverford, Pennsylvania acquired the cabriolet, he undertook a long-deserved concours restoration in the hands of Mike Wilson; as part of this work, the original engine was diligently sought out, acquired, and reunited with the car, following a rebuild by Jim Stranberg with a new crankshaft as is commonly required for these cars. With this engine and the correct Cotal gearbox, the Type 57 was returned to its original colors in which it had been presented to the Baron, complete with his fishing rod holder.

The restored car made its first modern show appearance at the 2004 Pebble Beach Concours d'Elegance, winning 2nd in Class, just behind the eventual Best of Show winner! Subsequently it was briefly part of a Dutch collection, then was acquired by Dr. J. Craig Venter of California. In Dr. Venter's ownership, the Bugatti was prepared by the Alan Taylor Company and returned to Pebble Beach in 2016.

Part of its present owner's distinguished collection since 2017, the car still presents in beautiful overall condition, as it has been upkept to concours standards and continued to make show appearances, winning an Amelia Award at that namesake concours in 2018. It is accompanied by Monsieur Laugier's extensive report detailing the history of the car since new, as well as photographs and invoices from the work undertaken in Dr. Venter’s ownership.

It is a simply wonderful Bugatti, the kind of automobile that makes one understand why they are so fiercely hunted by members of that ardent cult, and then possessed as close to forever as possible. To know it is to admire it.

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• 1926 Bugatti Type 40, Chassis 40377, Engine 280, Estimate €200,000 - €250,000
• 2017 Bugatti Chiron 'La Mer Argentée', Chassis No. VF9SP3V30HM795026, Estimate: €2,750,000 - €3,500,000

1926 Bugatti Type 40, Chassis 40377, Engine 280
One of just 790 Type 40s believed to have been built, chassis 40377 left Molsheim on 6 April 1927 and was placed on a freighter bound for South America. Ordered by Count Luiz Eduardo Matarazzo of Sao Paolo, Brazil—Bugatti’s representative for the continent—it is likely that the car was fitted with a body completed by a South American coachbuilder. The factory ledger notes that it was delivered new with engine number 280, and the matching-number crankcase remains fitted to this Type 40 today.

By 1971, 40377 was in Argentina and registered “816·866” in Buenos Aires. Discovered by John Lodwig with a sporty two-seater body, this Bugatti was sold to Øivind Selvig of Norway, who commenced a lengthy restoration that continued until 1983. During this time, a new Grand Sport-style body was fitted. Two years later, it was sold to Paal Myhre, who in turn traded it on to the consigning owner in 1993. The car has since been maintained by marque specialist Ivan Dutton, benefitting from an engine rebuild in 2013 and a gearbox rebuild in 1994. At some point in its life, this Type 40 was upgraded with twin Solex carburettors.

A highly useable and attractive model, this Type 40 has developed a mellow patina since its restoration over four decades ago. Fitted with its matching-numbers crankcase, this wonderful Type 40 is the perfect entry for any enthusiast into the enjoyable world of Bugatti ownership.

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