Bugatti news, 2023 Plus events

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• 1927 Bugatti Type 40 'Grand Sport' Roadster, Chassis no. 40347, Engine no. 406, Estimate €350,000 - €450,000
• 1929 Bugatti Type 37 Grand Prix, Chassis no. 37383, Engine no. 286, Estimate €1,000,000 - €1,400,000
• 1994 Bugatti EB110GT Coupé, Chassis no. ZA9AB01SORCD39071, Estimate €800,000 - €1,200,000 (No reserve)
• 2006 Bugatti Veyron 16.4, Chassis no. VF9SA15B96M795021, Estimate: €950,000 - €1,250,000 (No reserve)

1927 Bugatti Type 40 'Grand Sport' Roadster, Chassis no. 40347, Engine no. 406

• Delivered new in France
• Single family ownership from circa 1945-2005
• Present ownership since 2005
• Professionally restored 2005/2006
• A many-time international rally participant, including Mille Miglia

"Bugattis encapsulate concepts of engineering which, once seen, change your ideas radically and definitively. Drive them, and you realise that each car is form and engineering in equilibrium, and a work of art." – William Stobbs, Les Grandes Routières. 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 open two-seater body. Making its debut at the 1910 Paris Salon, the Type 13 was described by The Autocar as a "most delightful looking runabout".

Developed from the first Bugatti to be built at Molsheim - the aforementioned Type 13 of 1910 - the Type 13 Brescia took that name following the factory's first four places at the 1921 Italian Grand Prix for Voiturettes, held at the eponymous racetrack in Lombardy. Longer wheelbase Type 22 and Type 23 models were made, both of which used the single-overhead-camshaft 16-valve Brescia engine and were built alongside 8-valve Petit Pur Sang versions.

Introduced in 1926, the Type 40 Bugatti succeeded the Brescia types, being built on a longer wheelbase and equipped with a more powerful engine. Virtually identical to that used in the Type 37 Grand Prix car, the latter was a four-cylinder unit displacing 1,496cc and incorporating an all-plain-bearing bottom end with five mains. A single overhead camshaft operated three valves per cylinder (two inlets, one exhaust) and the Type 40's maximum power output of 45bhp or thereabouts was transmitted to the rear wheels via a separate four-speed gearbox. A total of 830 Type 40s had been made when production ceased in May 1931, with a further 40 Type 40As completed with the 1,627cc engine by the end of that year. It is estimated that fewer then 200 survive today.

This Bugatti Type 40, chassis '40347', was delivered new to the Bugatti showroom in Paris. Its first owner later sold the Type 40 to the Bugatti agent in Toulouse, who sold it on in 1945. The Bugatti would remain with the family of a former Peugeot dealer in Beauvais in the Oise region of northern France from then until 2005 when it was purchased by our vendor.

The Bugatti was in very poor condition when acquired; its Vanvooren cabriolet bodywork was no longer salvageable, so it was replaced with a 'Grand Sport' body built by the Touraine restoration workshops. Strictly original, the chassis and all mechanical components were dismantled and carefully restored. Engine rebuilding was entrusted to the specialized Novo workshops, and involved fitting a new crankshaft and cylinder block. A more modern intake pipe and carburettor were fitted also, contributing to a superior performance. The removed components - cylinder block, crankshaft, intake pipe and carburettor - will be included in the sale.

Following the restoration's completion, a FIVA Identity Card was issued on 17th December 2006 and since then the Type 40 has taken part in numerous international rallies. The car is offered with French registration papers and the aforementioned FIVA ID Card.

1929 Bugatti Type 37 Grand Prix, Chassis no. 37383, Engine no. 286

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• "1929" Bugatti Type 35B Grand Prix Two-seater, Chassis no. BC138 Engine no. 3558, Estimate: £320,000 - £380,000
  Replica built by Ivan Dutton Ltd
• 1937 Bugatti Type 57 Roadster "Barrie Price", Chassis no. 57495, Engine no. 57495/370, Estimate: £280,000 - £340,000
  Aluminium roadster, body nr S.3.B. by Barrie Price in 1972 - 1973

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This exhibition will reach its peak during the 40th Bugatti Festival with the visit of the brand's only surviving AutoRail (from the Cité du Train, in Mulhouse) which will be presented, in Molsheim, from September 14 to 17!

Two Bugattis and a Grand Prix-winning Alfa Romeo 8C-2300 Monza will be among the vehicles from a prolific private collection displayed at this year’s Concours of Elegance, on 1-3 September.

The Switzerland-based Pearl Collection is owned by enthusiast Fritz Burkard.

These are the latest additions to the line-up for September’s event at Hampton Court Palace.

They will join a double Le Mans-winning Ferrari, a Frua-bodied Maserati and a unique Hoffman X-8 in a display of around 60 concours cars.

The one-of-six 1934 Bugatti Type 59 Grand Prix racer is one of the Pearl Collection’s star cars – and it featured in the November 2008 issue of Classic & Sports Car.

It was later rebuilt with sports-car racing in mind and passed through several owners, including King Leopold III of Belgium.

It will line up with a 1936 Bugatti T57S Atalante, while both will be joined at Concours of Elegance by an 1897 Prinetti & Stucchi tricycle, which represents another key moment in Bugatti’s history.

A young Ettore Bugatti developed the racing version of the modest three-wheeler early in his career.

“From Ettore Bugatti’s first-ever racing machine to its 2022 Centodieci spiritual successor, the selection of vehicles Fritz has chosen to exhibit at the Concours of Elegance embodies British and European automotive history both on-road and on-track,” added James Brooks-Ward, Concours of Elegance CEO.

The collection will join almost 1000 other vehicles on display across the weekend when the event returns to Hampton Court Palace on 1-3 September 2023.

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• Aluminium Bodyshell in the style of a Bugatti T57 Corsica, Estimate: £25,000 - £35,000

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Altlussheim (D) / Mulhouse (F)

Thanks to the synergy of two museums, which are already known for their rare Bugatti exhibition vehicles, Jean Bugatti's last French development has now been made accessible to the public. The "Open Chassis" with an all-aluminum frame of the Bugatti Type 64 was previously stored in the depot of the Musée National de l'Automobile in Mulhouse, Alsace. This is why there has not yet been an opportunity in Europe to examine this model in an exhibition.
The AUTOVISION museum is the proud owner of the matching T 64 engine, so that by merging the two Bugatti components there was now the opportunity to finally present the technology of the T 64 in an exhibition in Europe as well. So far, only the American Mullin Museum has shown an “open chassis” of the Bugatti Type 64 to the public. And there is a good reason for that, because the vehicle, which was designed as early as 1938, never went into series production at the time, so that only a complete prototype and 4 chassis were ever produced. The friendly loan from France can now be seen in the appropriate exhibition "THE LAST FRENCH BUGATTIS" at the Altlussheim Museum AUTOVISION.

Light frame for hard times
In 1938, the T64 was supposed to replace the successful T57 series, also developed by Jean Bugatti. With innovations such as a riveted chassis made of light aluminum alloy and an 8-cylinder in-line engine with a displacement of 4.4 liters, the aim was not only to continue the success story of the previous model, but also to show through the weight savings and higher performance that Bugatti always tried to produce better and better automobiles. Technical refinements such as an electrically switched Cotal or Preselect gearbox and duplex chains for driving the two overhead camshafts should also underline this in the T64. A completely new idea for the body made of aluminum and gullwing doors that had never been used before in an automobile were to make the new Bugatti a trend-setting innovation of its time. Incidentally, the T64 would have been the world's first all-aluminum series automobile.

Unfortunately, however, series production never took place, as the economic situation continued to deteriorate shortly before the Second World War, so that the Bugatti factories also lacked the necessary funds - and probably also the necessary customers - to bring a new vehicle series onto the market. In addition, Jean Bugatti had a fatal accident in 1939 while testing a Bugatti T57C. The then thirty-year-old son of the company founder Ettore was the most important Bugatti family member at the time and left a gap in these already very difficult times that could not be closed again.

Prototype survived to this day
The only T 64 ever to be completed was nevertheless used as a company taxi for special customers or family guests at the Bugatti plant in Molsheim. Those who mostly traveled to Strasbourg by train were picked up from the station there with the special prototype. It is probably thanks to this assigned task that the prototype has survived to this day and was not dismantled into its components, as is often the case with vehicle concepts. Today the only original T 64 vehicle is in the Musée National de l'Automobile Mulhouse (F).

Open technology in the AUTOVISION museum
Anyone who has already enjoyed a visit to the Altlussheim AUTOVISION museum knows that there is much more on display than is usual in ordinary automobile museums. Hardly any other exhibition in the world shows so many engines, open chassis and other details about individual transport. Museum boss Horst Schultz is therefore particularly pleased to be able to show a third open chassis with a very special history alongside the T 57 SC and the T59 in the Bugatti exhibition with the French T 64 loan.

AUTOVISION Museum
Main Street 154
D-68804 Altlussheim
Germany
Phone: 06205-307661
www.museum-autovision.de

The current working title for our 2023 exhibition tells it as it is! We are looking back over the last 30+ years of Bugatti Trust work and celebrating educational activities, archive stories and special cars we have welcomed over the years. The photo collage above will take you back to 1989 and 1990. In preparation, we said goodbye to the beautiful Type 57 Coach Ventoux which had taken centre stage for the third and final iteration of the Jean Bugatti exhibition and welcomed a Grand Prix Bugatti last Friday with a further special car arriving this week. The exhibition opens at the end of the month and will run until Spring 2024 when our focus shifts to the important Bugatti centenary of the Type 35 and Lyon.

The month of May means exhibition change-over at the Trust and cars departing and arriving. As you know, this year we will be looking back at over 30 years of The Bugatti Trust furthering Education through the study of Ettore Bugatti and as part of the display, we are welcoming back important cars in our history. Grand Prix Racer? Check! Luxurious Grand Tourer? Check! We can't wait for you to discover the new exhibition and stories for 2023.

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Mr. Loh has a tremendous automobile collection, amongst which quite a few Bugatti's:

• Type 35B
• Type 43A Roadster
• Type 50 Le Mans
• Type 53
• Type 55 Jean Bugatti Roadster
• Type 57 Cabriolet Aravis
• Type 57S Atalante
• Veyron
• Possibly more?

If all of these are in the museum??

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• 1911 Peugeot Type BP1 Bebe, Engine No. 11356, Estimate: $25,000 - $35,000 (Offered without reserve)
• 1937 Bugatti Type 57C Atalante, Chassis No. 57557, Estimate: $1,750,000 - $2,250,000

1937 Bugatti Type 57C Atalante

• Chassis No. 57557
• Engine No. 409
• Body No. 20
• Offered from the Academy of Art University Collection
• Formerly owned by James Stickley and Thomas Perkins
• Well-kept older concours restoration by the respected Phil Reilly
• An excellent example with fine originality of components throughout

The Type 57 represented the ultimate peak of the roadgoing eight-cylinder Bugatti's engineering and carried the company's most beautiful coachwork designs.

Most were directly influenced and in many cases designed by Ettore Bugatti's son, Jean, a brilliant young man with the artistic mindset and sympathy for fineness of line that ran in the family blood. One of his most spectacular creations for the Type 57 was a particularly beautiful coupe, which featured a distinctive curved beltline molding, a favorite design touch of Jean, and a magnificent roofline that swept up from a sharply raked windshield to form a dramatic reverse-curve as it curled around to the rear deck. It was a beautiful machine from any angle and in any trim – useful, as none of the examples produced were exact twins to one another, having been individually built to the exacting specifications of their owners.

According to a history report compiled on this particular car by Pierre-Yves Laugier, the design was first presented in French newspapers in the spring of 1935. After the first ten examples had been built under the rather plain moniker of a Faux Cabriolet, the name Atalante was chosen to describe the car exhibited at the Paris Show in October 1935. Only about 33 examples of the Atalante by any name were produced between April 1935 and December 1938. Many of the survivors reside in some of the world's finest collections, where they are treasured for both the performance of their superlative, precise engineering and for the beauty of their French curves.

Chassis Number 57557
Body number 20 was ordered on 5 May 1937, and completed on 13 August; it was described in the factory coachwork register as a coupe with engine number 409 and chassis number 57577, originally finished in black with, remarkable as it seems, brown velvet upholstery! A specially positioned spare wheel and tire were fitted, concealed fully within the tail rather than in the typical Atalante position set down into the surface of the rear deck, as well as headlights mounted between the radiator shell and the crowns of the front fenders.

The car was sent to Paris for delivery to its original owner, Baron Louis Sers, who traded in his prior Bugatti, a former Paris Show demonstrator Galibier that he had bought scarcely a year earlier. Fine Bugattis were part of the Baron's very large lifestyle, funded by the fortune of his estranged wife, Fernand Boutroux, which enabled him to enjoy great automobiles and to maintain homes in Neuilly and at St. Leger en Yvelines.

Baron Sers registered the car in the summer of 1937 with Parisian plate “8244 RL 2,” seen on the car in a photograph taken at the Bois de Boulogne. He maintained it, in typical fashion, for as long as it amused him, until May 1939, when he traded it on a used Vanvooren-bodied coupe. The following month, 57577 was sold to Roger Morand of Paris, described in his military files and on his wedding certificate as having the profession of “racing driver.” So he was: He had competed in a Type 35B in the early 1930s. The car was fitted with the present supercharger, numbered 57, likely in this period.

Sometime around Mr. Morand's passing in 1945, the car was sold but remained in storage in Paris until resurfacing, still with its original registration, in 1955. It was then acquired by the longtime Bugatti mechanic and dealer, Gaston Docime, then shortly passed through the auspices of the prolific international Bugatti traders Jean de Dobbeleer and Gene Cesari, who were responsible for the vast majority of the Bugatti transactions to American buyers in this era. In this instance, the buyer in question was Marland F. Langley of Concord, New Hampshire, in 1957. The car was listed with Mr. Langley, proprietor with his father of a Concord garage, in Hugh Conway's seminal 1962 Bugatti Register.

Mr. Langley later sold the Bugatti to longtime enthusiast Jim Stickley, then of Brookline, Massachusetts, more famous as a connoisseur of and authority in Rolls-Royces and vintage Bentleys, who described it to historian Laugier as being “out of over 50 Classics I personally owned... by far the most incredible and one of the finest original cars I ever had.” He resold the Bugatti through Ed Jurist's Vintage Car Store in Nyack, New York, a legendary early purveyor of fine old automobiles, to longtime enthusiast Christopher Owen.

Mr. Owen completed some restoration work on 57557 before selling it in 1979 to Thomas Perkins of Belvedere, California. In this era, Mr. Perkins, a pioneering venture capitalist, was one of the West Coast's best-known and most passionate collectors, with a focus on supercharged sports cars, of which he actually wrote a respected history. He collected only the very finest machines, including such significant automobiles as the ex-Pope Bugatti Type 57SC Atlantic, the famed Gurney-Nutting Duesenberg Model SJ, an outstanding Mercedes-Benz 500 K Spezialroadster, and the prototype Squire roadster. In Mr. Perkins' ownership, 57557 was completely restored by the noted Phil Reilly and Company, then was judged First in Class at the Pebble Beach Concours d'Elegance in 1981.

When Mr. Perkins's interests began to evolve, the Bugatti moved to Japan, where it remained in a collection for fifteen years. In 2004 it returned across the Pacific to the United States and was purchased by J. Peter Ministrelli of Detroit, who was at the time building a small, select collection of important Full Classics. After owning the car for two years, he sold it to prolific collector John O'Quinn, from whom it was bought by the Academy of Art University in August 2009. During their ownership it has continued to be occasionally shown, including at the San Francisco International Auto Show in 2009 and several times at Western concours d'elegance.

Inspection of the car shows that it continues to wear much of its high-quality original Phil Reilly restoration, with a cosmetic freshening completed in the early 2000s by the former Alan Taylor & Co. At the time of cataloging the car had recorded 19,911 miles. It retains its original chassis plate, the original front axle stamped 809, and the original engine with its original chassis and engine number stampings; only the cam boxes may have been replaced during the early 1950s. An original Stromberg UUR2 carburetor is fitted, and the Scintilla generator box retains its original tag. The gearbox casing is also marked 409, as is the rear axle. The body is stamped with its original number 20 on many of its panels, including the hood. Within, the car features a dashboard of the style often seen on factory Type 57Cs as well as frequently on 1937-38 Atalantes. Accompanying is the aforementioned Laugier report, as well as a full spare wheel and tire in the carpeted trunk.

1911 Peugeot Type BP1 Bebe, Engine No. 11356
Designed by automotive icon Ettore Bugatti, the Peugeot Type BP1 Bebe was conceived as a lightweight, robust car which was then licensed to Peugeot for production. As with many early Bugatti models, the Type BP1 would offer trademark innovations such as reversed quarter-elliptical rear springs and other advanced features like rack and pinion steering and a driveshaft instead of the chain drive. Pairing these engineering breakthroughs with attractive modern styling, the Bebe accounted for an incredible 80% of Peugeot sales in 1912. Approximately 3,000 Type BP1 Bebes were built making it the most popular Bugatti-designed automobile ever produced.

Powered by an 855 cc side-valve inline four-cylinder engine equipped with a single Zenith-Peugeot carburetor, this rare and desirable brass-era car certainly inspired many European competitors to begin designing smaller cars of their own. Paired with a two-speed manual transmission, the Type BP1 also offers rear mechanical drum brakes and four-wheel leaf spring suspension.

One of the most recent acquisitions by the Steinman Collection, this rare Type BP1 caught the attention of David G. Steinman, a lifelong automotive enthusiast, as an enticing project to take on and complete. Offering an excellent opportunity to pick up where Steinman left off and continue his legacy of returning classic automobiles to their former glory, this Type BP1 is eligible for a number of desirable concours and touring events and remains an intriguing option for collectors and restorers in search of a motor car that is certainly out of the ordinary.

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• 1928 Bugatti Type 37A Grand Prix, Chassis No. 37317, Estimate $600,000 - $800,000 (Offered Without Reserve)
• 1934 Bugatti Type 57 Stelvio, Chassis No. 57190, Estimate: $400,000 - $500,000 (Offered without reserve)
• 1937 Bugatti Type 57SC Tourer by Corsica, Chassis No. 57512, Estimate $5,00,000 - $7,000,000
• 1938 Bugatti Type 57 Roadster in the style of Gangloff, Chassis No. 57661, Estimate: $500,000 - $650,000 (Offered without reserve)

  All Bugatti's except for the T57SC are from the Terence E. Adderley Collection

1928 Bugatti Type 37A Grand Prix, Chassis No. 37317

• Offered from the Terence E. Adderley Collection
• Achieved 3rd overall at the 1928 Targa Florio as a works car with Count Caberto Conelli piloting
• Purchased afterward by Phillipe de Rothschild and subsequently raced by Jean Gaupillat
• Restored by Bugatti expert Jim Stranberg of High Mountain Classics
• Accompanied by report from Bugatti historian Pierre-Yves Laugier, as well as copies of Bugatti factory documentation and period photos
• Believed to be one of 76 Type 37A cars built between the summer of 1927 and 1930; a desirable factory-backed supercharged Grand Prix racer

According to the report on file by Bugatti historian Pierre-Yves Laugier, chassis 37317 is one of two Bugatti factory-supported Type 37As which competed in the Targa Florio on 6 May 1928, the other being chassis 37318. The original Bugatti Type 37 factory engine book, a scanned excerpt of which is on file, includes the notation “Course Targa” beside the entry for engines number 265 and 266; these were completed in February 1928 and originally fitted to 37317 and 37318, respectively. This factory documentation clearly identifies these chassis as being the Targa Florio-bound works racing cars.

Further, careful examination of period photographs by historian Tom Clifford indicates that this was the #24 car piloted by Count Caberto Conelli, the son of a wealthy family from Belgirate, Italy, who made his racing debut following World War I and eventually became a works team driver for his friend Ettore Bugatti in the late 1920s. Coming off a 2nd-place finish in the 1927 Targa Florio with Bugatti, Conelli was once again behind the wheel for Bugatti at the 1928 race, this time with chassis 37317. Conelli would have another fine showing, finishing 3rd behind Giuseppe Campari in an Alfa Romeo 6C and the winner, Albert Divo, in a Bugatti Type 35B, making it back-to-back podium finishes for Conelli in a Bugatti.

Retaining the equipment fitted for competition including the long-handle brake, reversed hood louvers, and larger radiator, the car was sold to its first private owner after the race. The factory invoice states that Phillipe de Rothschild, member of the Rothschild banking dynasty and gentleman racer (who was known to compete under the name “George Phillipe”), was delivered the car on the 12 June 1928. However, it is most likely he was acting as an agent helping to cover the cost for the racing driver Jean Gaupillat, the only son of a wealthy family in the munitions industry. Gaupillat would campaign the car at a several events over the years including the San Sebastian Grand Prix for Sports Cars in 1929, where he achieved 4th overall and 1st in class.

Sadly, Jean Gaupillat was killed behind the wheel of a new Bugatti Type 51 after a tragic accident during a race in Dieppe. Following his passing, chassis 37317 was sold in 1932 to Norbert Mahé, known for winning the 1934 10 Hours of Spa, and then to Eugène Dubois in 1934. Dubois would enter the car in two motor races in 1935 and would retain ownership through World War II. In 1949, chassis 37317 had its engine swapped with that originally from chassis 37367, number 268, while at Lamberjack’s garage in Paris during a rebuild.

Just a year later, the car was sold to an American, Dr. L. Cabot Briggs, a longtime Bugatti owner, anthropologist, and Harvard graduate. In 1965 Ray Jones of Michigan purchased chassis 37317 from Briggs and subsequently traded it to Gene Cesari. Prior to this deal, Jones fitted a single downdraft Stromberg carburetor, larger wire wheels, removed the blower and rear axle, and had the clutch converted to a dry plate.

David N. Allison became the owner of this Bugatti in the late 1960s. Still fitted with engine 268 from Chassis 37367, Allison agreed to swap sumps in 1991 with Tom Clifford, who owned Chassis 37367. At the end of the decade Mr. Allison commissioned a long-term restoration by Bugatti specialist Jim Stranberg of High Mountain Classics in Colorado. Apparently prior to Allison’s acquisition, the car had been fitted with the standard, smaller radiator, such as is seen on the car today. Unfortunately, Mr. Allison would not see the completion of the car and his widow, Christina Allison, would go on to arrange for the car to race at the Monterey Historics in 2003 and be shown at the Pebble Beach Concours d'Elegance in 2004. In 2014, the car entered Terence E. Adderley’s stable, where it has remained in careful climate-controlled display.

While chassis 37317 has received some modifications over the years, this Bugatti benefits from truly magnificent provenance thanks to its podium finish at the 1928 Targa Florio and a host of pre-war racing events around Europe. A genuine factory racecar with great potential, the opportunity to return this chassis to its Targa Florio configuration presents as a thoroughly enticing proposition.

1934 Bugatti Type 57 Stelvio

• Chassis No. 57190, Engine No. 62, Gearbox No. 62
• Offered from the Terence E. Adderley collection
• 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
• Presented now out of 37 years of ownership

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 Molshaim 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.

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.

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. Laugier further confirms the Bugatti has retained a large amount of its original components including the gearbox, frame, UUR2 Stromberg carburetor, and bodywork.

1937 Bugatti Type 57SC Tourer by Corsica

• Chassis No. 57512
• Engine No. 19S, Gearbox No. 19S, Rear Axle No. 19S
• Known and fascinating ownership history; one of only two 57S chassis provided new with four-seat open tourer bodies by Corsica
• Recently emerged from a comprehensive restoration by RM Auto Restoration, with invoices totaling $700,000 and nearly 6,000 man-hours on file
• Retains its original chassis, engine, gearbox, differential, and body; upgraded circa 1946 with supercharger
• Delivered new to Maurice Fox-Pitt Lubbock, future Vice-Chairman of Rolls-Royce and a close friend to Jean Bugatti
• Thoroughly documented in Pierre-Yves Laugier, Bernhard Simon, and Julius Kruta’s respective books on the model
• The very pinnacle of pre-war motoring; a unique and distinctive specimen of Bugatti’s fastest, and most desirable model

The cars of Ettore and Jean Bugatti have always enjoyed a reputation for precision engineering and craftsmanship often, and not unjustifiably, compared to that of the finest Swiss timepieces. But no Bugatti model expressed all of the marque’s celebrated qualities so effortlessly as the elegant, luxurious, and competition-proven Type 57S.

Introduced at the Paris Auto Salon in October 1936, the 57S introduced a completely re-engineered and exceptionally sporting chassis design. A magneto-driven ignition was mated to the specially tuned 3.3-liter dual-overhead cam, inline-eight-cylinder engine, which featured a higher compression ratio of 8.5:1. When complemented by the available “C”-specification Roots-type supercharger, the 200-horsepower 57SC variant (as offered here) could be propelled to a top speed of some 120 mph, making it the fastest French production car of the period.

BUGATTI CHASSIS NUMBER 57512
Excellence in competition was, of course, only one facet of the model’s appeal; as a luxurious, high-performance road car, the 57S would benefit from some of the greatest coachbuilt designs of all time. Most bodies were supplied by French firms or Bugatti’s own Works, though British coachbuilders such as Corsica also applied their trade to the 57S. Of particular intrigue were a pair of interesting 57Ss with four-seat open tourer bodies—each being uniquely constructed to show obvious variations from the other.

The first, chassis number 57503, abruptly ends the curve of the fenders just behind the wheels, while proudly displaying the oil tank just behind the left front wing. Chassis 57512, offered here, extends the length of the fenders front and rear to gracefully hide the oil tank and visually lengthen the car for a dramatic finish to the rear profile, with carefully crafted side-mounts integrated into the extended driver’s side fender.

The chassis of 57512 was initially delivered on 8 March 1937 to Colonel Sorel at the Bugatti agency in London. After returning from Corsica’s purview, it was subsequently delivered to its first owner, Maurice Fox-Pitt Lubbock, and promptly registered as “DXP 970.” Lubbock was a close friend of Jean Bugatti, and it was perhaps due in part to Jean’s driving inspiration that he enjoyed exercising his new Bugatti at speeds in excess of 100 mph.

In 1947, Lubbock was forced to sell his prized Bugatti after being elected Vice-Chairman of Rolls-Royce. By this time, 57512 had been fitted with a factory Roots-type supercharger. Some historians, including Julius Kruta, have reported that the car was upgraded to 57SC specifications at the factory in 1939, while others, such as Pierre-Yves Laugier, suggest it may have been supercharged around 1946. At any rate, this remarkable 57S was certainly upgraded to the ultimate, supercharged specification very early in its life.

Within subsequent American ownership of Walter Stocklin, 57512 was raced at Long Island, Bridgehampton, and Watkins Glen, and by 1955 Stocklin had replaced its original Corsica tourer body with a simple two-seater racing-style body. He continued to use the car sparingly, and in 1960, he sold it (along with its original body) to the esteemed collector, Judge John North of Easton, Maryland.

Judge North decided to keep the Grand Prix-style coachwork on chassis 57512, and thusly sold the Corsica body during the mid-1960s. North later reacquired the Corsica body along with a modified Bugatti chassis and a spare 57SC engine that he assembled into a “replica” 57SC which passed to Count Hubertus von Donhoff in 1986. Twelve years later, Judge North purchased back the assembled 57SC, and famously reunited 57512 with its original body.

Briefly passing through General William Lyon’s preeminent stable, a restoration was then performed upon 57512 while it resided within The Blackhawk Collection, and they subsequently displayed it at the 2003 Pebble Beach Concours d’Elegance.

A RETURN TO GRANDEUR
In early 2021, 57512 was acquired by the consignor and immediately submitted to a comprehensive, nearly 6,000-hour restoration by RM Auto Restoration, from which it has just recently emerged and is presented today. The consignor’s commission was a rather natural choice, particularly since RM Auto Restoration had earned the third of their world-leading seven Pebble Beach Concours d’Elegance Best of Show trophies with a 2006 effort resurrecting Corsica’s most famous creation: the 1931 Daimler Double Six 50 Drophead Coupe.

A 40-page volume of highly-detailed work orders—comprising contributions from each of the shop’s specialized departments and totaling nearly $700,000—substantiate the extravagant quality, research, and execution which has been lavished upon this highly significant Bugatti.

Fortunately, upon arrival at RM Auto Restoration’s world-class facilities it was quickly determined that the passion and diligence of 57512’s past owners had saved its major mechanical components from the most troubling ravages of replacement. It has survived intact with its numbers-matching chassis, engine, gearbox, and differential; the supercharger is believed to be the same one that was installed within the first few years of its life. Of course, all these major components have been entirely rebuilt, overhauled, and bench-tested during the car’s restoration.

Chassis 57512’s original Corsica coachwork was, upon its disassembly, proven to have lived a much more difficult life than its counterpart chassis. Nonetheless, much of the original form remained in a modified or altered state—and to this end each panel, ash wood support, fastener, joint, and crease has been masterfully returned or reprofiled to their original form. Where required, exacting replacements of several components were constructed from scratch. Though the chrome wire wheels (added by Stocklin) and Roots-type supercharger have been tastefully retained, 57512 is otherwise presented today very much the same as it was delivered to Lubbock in March 1937.

The car’s distinctive suite of styling hallmarks is highlighted by a single row of elongated louvers upon the bonnet sides, a pair of oversized “Stephen Grebel” headlamps, driver’s side integrated side-mount, and elongated fenders which bring forth a hint of Bugatti’s legendary Type 41 “Royale.” Chassis 57512’s tightly nested convertible top rests closely above the green leather-trimmed cabin, which itself is suitably contrasted by a resplendent smattering of chrome-plated trim and hardware throughout.

Equal parts elegant and athletic, this Type 57SC Tourer by Corsica embodies everything a Bugatti should be, and it sits unrivaled at the very pinnacle of pre-war motoring. The remarkable restoration—from which it has just recently emerged—adds much to its already-significant appeal as a unique, distinctive, numbers-matching, and exceptionally well-documented example of Bugatti’s fastest and most desirable production model. Duly returned to grandeur, chassis 57512 would be a tremendous, much-welcomed, and long anticipated entrant to many of the world’s most esteemed exhibitions, concours, and Bugatti owners’ club events.

1938 Bugatti Type 57 Roadster in the style of Gangloff

• Chassis No. 57661, Engine No. 25C
• Offered from the Terence E. Adderley Collection
• Restored by marque specialist Jim Stanberg
• Featuring Gangloff-inspired coachwork custom-made by Auto Classique Touraine
• Powered by a supercharged straight-eight engine
• Accompanied by damaged numbers-matching engine block with stamping 57661

The Type 57 is perhaps the most celebrated of all roadgoing Bugatti chassis, with a rare combination of style and performance that made it an instant success and marked the final and most enduring automotive legacy of Jean Bugatti, one of the sons of Le Patron, Ettore Bugatti. To be successful, Bugatti’s new model of course had to be both powerful and beautiful, and it was expected to appeal to the company’s discerning and elite clientele, skillfully exhibiting the Molsheim firm’s renowned design and engineering prowess. The development of the Type 57 in many ways reflected both the maturation of the Bugatti marque and that of Jean Bugatti himself, who was allowed to develop the model with minimal influence from his father.

After its introduction in 1934, the Type 57 quickly proved itself everything it was expected to be. Not only was the chassis clearly Bugatti, but the new engine provided more power with less noise and reduced vibration, as well as improved reliability and durability. It retained Bugatti’s signature double-overhead-camshaft valvetrain, but the cam was now gear-driven at the rear of the engine block. Rated at 135 horsepower in normally aspirated form, the new 3.3-liter engine was fitted with a conventional clutch and gearbox. Today, the Type 57 is recognized as being the most sporting of all non-racing Bugattis, and between its debut for 1934 and the outbreak of WWII, more than 680 examples are estimated to have been produced.

Chassis 57661 was ordered in April 1938 and delivered five months later in September through the Bugatti agent Crequy to a client. Originally, Gangloff Stelvio Cabriolet coachwork was fitted to the car, but an unfortunate accident left the body in a damaged state, rendering the Bugatti inoperable for a number of years. Later, in the 1980s, the Type 57 was purchased by an individual in Wurzburg, Germany with the intent of bringing the vehicle back to roadworthy condition. By this point, the original engine had seized and was thought to be beyond repair at the time, further complicating the project.

The project remained uncompleted, and the components were traded several more times before finding a new owner in Australia, Richard Longes. Importantly, an extra engine, 25C (formerly of chassis 57646), by that time accompanied the chassis, bringing the restoration process one step closer to completion. Additionally, Mr. Longes ordered a new body to be constructed by Auto Classique Touraine in the style of Gangloff design 3449, coachwork which had never been produced as a result of the outbreak of the second World War. Respected marque specialist, Jim Stanberg, and his shop, High Mountain Classics, completed the driveline and chassis restoration.

Once the project concluded in 2010, the Bugatti entered the concours circuit, debuting at the The Quail, a Motorsports Gathering that same year. The Type 57 was awarded Best Pre-war Sportscar at the event and continued its winning ways at the Amelia Island Concours d’Elegance, where it received the Best New Coachwork accolade. Subsequently, 57661 participated in a number of Bugatti rallies in the United States and abroad.

Built to the highest standards and powered by a supercharged straight-eight engine, this 1938 Bugatti Type 57 roadster beautifully represents the elegance of pre-war motoring. With unique coachwork and a comprehensive restoration by marque experts, chassis 57661 is sure to be welcome at any number of concours exhibitions and road rally events for years to come.

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• 1932 Bugatti Type 49 Roadster, Chassis No. 49534, Estimate $900,000 - $1,200,000
• 1933 Bugatti Type 55 Roadster, Chassis No. 55231, Estimate $8,000,000 - $10,000,000
• 1936 Bugatti Type 57 Stelvio, Chassis No. 57406, Estimate $750,000 - $950,000
• 1936 Bugatti Type 57 Ventoux, Chassis No. 57422, Estimate $500,000 - $700,000
• 2006 Bugatti Veyron 16.4, Chassis no. VF9SA15B26M795023, Estimate: $1,000,000 - $1,300,000
• 2023 Bugatti Baby II, Estimate $100,000 - $120,000 (Without Reserve)

1932 Bugatti Type 49 Roadster, Chassis No. 49534

• Engine L423
• One of the most sought-after models of Ettore Bugatti’s brilliant touring cars
• Masterfully executed one-off coachwork by Henri Labourdette
• Matching-numbers example per factory records referenced in Laugier report
• Concours-winning restoration by D.L. George Historic Motorcars
• Fascinating ownership history befitting this bespoke Type 49

• Engine No. 32
• Among the finest examples of Bugatti’s iconic Type 55 Roadster
• Displayed in the Salon de l’Automobile at the 1933 Foire d’Alger
• Driven to victory at the Algerian Bouzaréa hill climb in March 1935
• Provenance comprised of noted collectors including Ralph Lauren
• Retains original coachwork and matching-numbers drivetrain per factory records
• Documented by Bugatti historians Pierre-Yves Laugier and Mark Morris

• Engine No. 286
• Desirable second-series Bugatti Type 57 with open coachwork
• Factory show car with unique stylistic elements
• Retains original coachwork, engine, and rear axle per factory records
• Beautifully restored throughout
• Eligible for a variety of CCCA and Bugatti club events

• Engine No. 310
• Desirable second-series Type 57 with Jean Bugatti-designed Ventoux coachwork
• Delivered new to France; documented in the American Bugatti Register
• Retains matching-numbers engine and original factory data tag
• Kept in single family ownership for over 50 years and largely unseen
• An ideal candidate for restoration or museum display

• A two-owner, early production example of the magnificent Veyron with only 4,114 miles when catalogued
• Elegantly finished in two-tone sterling gray and graphite metallic with gray interior
• The 23rd of 252 examples built
• A 253 MPH technological tour de force that redefined automotive performance
• Maintained by authorized Bugatti dealer

2023 Bugatti Baby II

• Portion of consignor’s proceeds to benefit the Pebble Beach company foundation
• Built in honor of the original Type 35; one of 500 examples produced
• Licensed by Bugatti Automobiles S.A.S.
• Handcrafted by the little car company with unique hand painted numbering celebrating the 72nd anniversary of the Pebble Beach Concours d’Elegance

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Some of the Items on auction:

• Bugatti Brescia radiator, probably from T23, Possibly from Chassis 2449 (Right)
• Trophy cup awarded to Elisabeth Junek for the 1926 Zbraslav-Jiloviště Hill Climb
• Artwork - lot's of them by Peter McGann himself
• Books
• Documentation
• Miniatures

More info and bidding

The Sydney Harbour Concours d'Elegance took place on 2nd – 4th March.

The event was blessed with glorious weather and the 50 vehicles on display shone in the beautiful sun which burst forth after the tropical storm on Friday lunchtime which necessitated the opening of the Ampol brollies. The amazing parade of classic cars and motorbikes at the UNESCO World Heritage site, Hyde Park Barracks, built in 1819, was much appreciated by the invited guests who dutifully supped Pommery Brut Apanage Champagne, and Chateau La Gordonne rosé from Provence.

Amongst other delights the exquisitely dressed guests were able to view a 1927 Bugatti Type 51 once owned by the Fauvist artist André Derain; a most rare jewel, showcased exclusively for the fifth edition of the Concours.
This gives me two questions; as far as I know, the T51 did not appear before 1931, so how could there be a 1927 example? And, André Derain did not own a T51 (according to BugattiRegister, at least)?

Some more searching leads us to 4847; which was in fact owned by Derain, was a 1927 T35B, and was converted to T51 specification. As far as I know, it is still owned by Andrew M. Cannon from Australia.
In fact, I have a story on the car in the Bugatti Revue.

Winner Class 1 – Racing from War to War presented by Paradise Garage: 1927 Bugatti Type 51

Best in Show Prix d’Honneur – 1962 Ferrari SP 196

Top photo: 4847 at the Monaco Historic GP in 2014, from ultimatecarpage.com

H&H Auction Duxford, UK, March 15, 2023

• 1920 Bugatti Type 23 'Brescia Modifie' Roadster Coachwork by Baer of Berlin - Estimate: £200,000 - £250,000: Not Sold

RM Sotheby's, Amelia Island Auction, 4 March, 2023

• 2019 Bugatti Chiron, Chassis No. VF9SP3V37KM795161, Estimate $2,700,000 - $3,000,000: Not Sold

Bonhams' the Amelia Island Auction, March 2, 2023

• 1934 Bugatti Type 57 Stelvio Convertible, Chassis no. 57195, Engine no. 13. Estimate: US$500,000 - US$600,000: Not Sold
• 1937 Bugatti Type 57S Sports Tourer, Chassis no. 57541, Engine no. 29S, Body no. 3595. Estimate: US$10,000,000 - US$12,000,000: Not Sold

Broad Arrow Auction - the Amelia Island Auction, March 4, 2023

• 1937 Bugatti Type 57C Vanvooren Roadster, Chassis no. 57742.
  Estimate: $1,100,000 - $1,400,000: Sold for $1,380,000 including premium

Henderson Motor Series Auction, Birmingham, USA, October 29, 2022

• 1927 Bugatti T40A Grand Sport, Chassis 40575, sold at $450,000 (not including premium)
• 1937 Bugatti T57C Van Vooren Cabriolet, Chassis 57742, sold at $710,000 (not including premium)

RM - Sotheby's Paris Auction, February 1, 2023

• 1928 Bugatti Type 43 Roadster by Lavocat et Marsaud, Chassis 43233, engine 62
  Estimate 1.0 - 1.3 M euro: sold at €850,000 inc. premium
• 1932 Bugatti Type 55 Roadster in the style of Jean Bugatti, chassis 55219
  Estimate 1.8 - 2.2 M euro: not sold
• 2009 Bugatti Veyron Grand Sport, chassis VF9SK252X0M795040
  Estimate 1.3 - 1.5 M euro, not sold
• 2022 Bugatti Chiron Profilée (One off, new), Chassis VF9NC3V36NM795004, engine DAL 001 398
  Estimate 4.2 - 5.5 M euro: Sold at €9,792,500 inc. premium Highest price ever for a new car at auction!

Bonhams' Auction - Les grandes marques du monde à Paris, February 2, 2023

• 1932 Bugatti T55 Cabriolet, Coachwork by Vanvooren, Chassis no. 55217, Engine no. 24 Estimate 3 - 4 Million Euro: Not sold
• 1939 Bugatti Type 57 Cabriolet Project, Chassis no. 57751, Engine no. 542 Estimate €230,000 - €260,000: Sold for €270,250 inc. premium

Artcurial Retromobile Auction Paris, France, February 3, 2023

• 1929 Type 35C Grand Prix, chassis 4920, engine 166, ex Bart Rosman. Estimate 2,500,000 - 3,500,000 €: Sold for €1,900,000 without premium (€2,216,800 including)
• 1929 Type 43, chassis 43303, engine 130, ex Bart Rosman, ex Guillaume Prick. Estimate 1,200,000 - 1,800,000 €: Sold for €1,300,000 without premium (€1,530,400 including)
• 1936 Bugatti Type 57 Atalante, Chassis 57432. Estimate 2 - 3 Million €: Not Sold (the high bidder turned out not to have the funds)
• Type 35 project, engine from chassis 4867, ex Bart Rosman, Estimate 80,000 - 120,000 €: Sold for €245,000 without premium (€292,040 including)

Artcurial Racing, Flying & Yachting Retromobile Auction Paris, France, February 5, 2023

• Dessin de construction, sold for: €3,674
• Type 57, overhaul instructions booklet and spare parts catalogue, sold for: €656
• Bugatti Baby Replica, Not sold
• Three carburettors, Not sold
• A large set of counters and gauges, sold for: €5,904
• Lot including 2 magnetos, 5 ignitors, 1 starter, 1 dynamo, sold for: €328
• Lot including fuel parts, filters and pumps, sold for: €1,181
• SEV, MAGNÉTO Type HR8, sold for: €13,120
• Two bronze Zénith carburettors type 48K741, sold for: €9,840
• Scintilla magneto Type AM8-S, sold for: €4,592
• Lot of Bugatti wooden casting moulds and patterns, water pumps a.o., sold for: €394
• Lot of mechanical parts notably for Bugatti 35/43 including 5 cylinder blocks, rods, pistons, bearings, valves, etc, sold for: €15,744
• Various mechanical and spare parts presumed to Bugatti type 40, some refurbished, including 2 rims, 3 cylinder blocks, 2 tyres, a wooden dashboard, etc., sold for: €7,216
• Bugatti cast iron vice replica with a pair of replica legs, sold for: €5,248
• Bugatti Touring aluminium 4-speed gearbox, #151, complete, sold for: €7,872
• Various Bugatti mechanical and spare parts including nuts and bolts, camshafts, clutch, engine plate, etc. , sold for: €6,560
• Bugatti Touring aluminium 4-speed gearbox, #744, partly complete and dismantled, sold for: €6,560
• Five Scintilla magnetos "Vertex", Not sold
• Three Scintilla magnetos "Vertex", sold for: €1,312

Again it seems that prices of classic Bugatti's are not rising any longer. All classic Bugatti's struggle to reach their lower estimates, or even don't.

RM - Sotheby's Arizona Auction, January 26, 2023

• 1994 Bugatti EB110 GT, Chassis No. ZA9AB01E0RCD39068, Serial No. 068, Engine No. 063
  Estimate $1,600,000 - $2,000,000: Not sold

Mecum Kissimmee Auction, USA, January 4 - 15, 2023

• 1927 Bugatti Type 37, Chassis No. 37212, Engine no. 117, Estimate $1,000,000 - $1,100,000, Max. bid $700,000
• 1936 Bugatti Type 57 Binder Coupé, Chassis No. 57295, Estimate $450,000 - $650,000, sold for $577,500

RM Sotheby's Miami auction, December 10, 2022

• 1994 Bugatti EB110 GT, Chassis No. ZA9AB01E0RCD39092, Engine No. 0122 : Not sold

Bonhams' The Bond Street Sale, London, December 16, 2022

• 1925 Bugatti Type 30 Boat tailed 2-seater by Kelsch & Cie
  Estimate £300,000 - £350,000: Sold for £345,000 inc. premium

• 2007 Bugatti Veyron 16.4, Chassis n° VF9SA15B96M795097, Estimate 1,250,000 - 1,500,000 €

Dutch registration

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• 1914 Bugatti Type 22-Style 'Eight-Valve' 'Prince Henry 3-Seat Open Tourer, Chassis "678", Estimate: £120,000 - £160,000
• Mido for Bugatti wristwatch, circa 1925, Ex-Colonel Sorel, Case nr. 200753, Estimate: £50,000-80,000

1914 Bugatti Type 22-Style 'Eight-Valve' 'Prince Henry 3-Seat Open Tourer, Chassis "678"

• Ex Uwe Hucke
• Chassis no. 678 (See text)
• Engine no. 329
• Elegant 'Prince Henry' design

Sophistication often resides within small packages. This delightfully eye-catching little Riviera-villa runabout embodies many of the compact-size, lightweight, performance-enhancing engineering principles upon which Ettore Bugatti developed his entire range of ultimately world-beating, Grand Prix and Le Mans-winning, sporting cars.

The great, much missed Bugatti enthusiast and world authority Uwe Hucke based this essentially Type 22 'Prince Henry' with its open three-seat bodywork upon a long-accumulated collection of original Bugatti components, most significantly the original 8-valve 4-cylinder engine serial '329' which powers this car today.

The engine had been fitted as-new in what was later assumed to be Bugatti Type 22 chassis '678' which had been delivered to its first owner in August 1914. A surviving document offered with the car records its engine's delivery, within that initial chassis, as having been made on June 17, 1914, to a Mme Louise Alexander, at the Hotel Meurice, Paris, France, the chassis then carrying what was described as a 'Yankee' type body made by the Dorr company.

The same document also records what we understand to have been Uwe Hucke's discovery of the car's major components as embodied today, in the Garage Franco-Belge in Nice on the French Cote d'Azur, c.1968/69.

Mr Hucke eventually decided to re-assemble this selection of original Bugatti 8-Valve mechanical components within a modified post-World War 1 Type 22 chassis frame from the later 16-Valve model series. Bugatti authority David Sewell has concluded that this frame - as featured today - originated between mid-1924 and March 1926 when model production ended. The front and rear road springs featured are contemporary with the frame, which has been shortened slightly to 2.3-metres wheelbase, less than the 2.4 metres of the standard Type 22 and much shorter than the 2.55 metre Type 23.

The car's gearbox, complete with its transmission brake, is also original, from a 16-Valve model of around 1924. The rear axle is from an 8-Valve model, and the front axle from either a late-8-Valve or early 16-Valve. The distinctive and original radiator is from an 8-Valve of 1912-14.

The car as offered here also features period Nirona brass headlamps and Duolamp tail lights. It rides on period 710 x 90mm wheels and has a period cast-alloy but wood-rimmed steering wheel. It is fully equipped with an onboard starter and belt-driven dynamo, and has 'a correct' fuel tank at the rear. The car's rounded 'red-faced' radiator features the 'round-dot' Bugatti badge, and has a replacement filler cap. The brass water pump on the original engine is stamped '614', while the engine number itself ('329') has survived as initially stamped over 100 years ago upon the unit's cambox, crankcase and sump.

In Uwe Hucke's ownership this chassis and engine was initially clothed in an original 1911 closed Fiacre body and at the time was indeed thought to be chassis serial '678'. However, the frame's post-WW1 origination then indicated that the pre-war engine number had actually been copy-stamped into this particular still-original, but post-WW1, chassis, adjacent to its nearside front dumb-iron. Over a ten-year period Mr Hucke then swapped the Fiacre body from this frame onto a genuine complete 1912 8-Valve rolling chassis, before having this car's chassis bodied in its most attractive present 'Prince Henry' 3-seater style with ash frame, and panel-work by Hugh Murray. The original engine was rebuilt by specialist Rondoni in 1990.

The grey-liveried 'torpedo' bodywork certainly lends a rakish aspect to this most attractive little Bugatti, and its black wings - those at the front featuring leather valances and with wooden running boards - add contrast. Overall this unique little 8-Valve presents all the charm of a 1920s' private yacht tender in land-borne form - in so many ways an ideal runabout to be attached to the Riviera villa, or indeed to the English country house or a Scottish shooting estate...or simply to evoke such an aura.

This most appealing and attractive Bugatti was bequeathed by the late Uwe Hucke to the present vendor, then a young child, in 2002 and it has been well preserved - with minimal running - since. then.

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Mido for Bugatti wristwatch, circa 1925, Ex-Colonel Sorel, Case nr. 200753

Bonhams will have on offer an historic and important 18K gold Mido for Bugatti wristwatch, circa 1925. The Bugatti watch dates from the Art Deco golden era, with its distinctive dial reflecting the marque's charismatic horseshoe-shaped radiator and was formerly the property of Colonel Sorel, who was appointed General Manager of Bugatti cars in the UK. The rare timepiece will be heading to auction at Bonhams Collectors Motorcar and Automobile sale at the annual motorsport event Goodwood Festival of Speed on 14 July with an estimate of £50,000-80,000.

Jonathan Darracott, Bonhams Global Head of Watches, said: "There is extensive interest in such an important and sought after Mido for Bugatti timepiece from the first series commissioned by Ettore Bugatti which is rarely seen at auction. The wristwatch is unique in both design and horology history with very few examples now remaining. Goodwood Festival of Speed is an opportunity to purchase an unforgettable timepiece with unquestionable provenance of automobilia heritage."

Bugatti is arguably the ultimate luxury and performance car marque. Founded by Ettore Bugatti (1881-1947), the company's golden age of the 1920s-30s brought an unrivalled dominance in motor racing as well as producing some of the finest – and beautiful – road cars favoured by nobility and the upper echelons of society. Today, Bugatti are still producing hypercars and supercars such as the Chiron which are desired by contemporary A-listers and collectors alike.

The watch heading to Goodwood Festival of Speed is an extremely rare 18K gold Mido for Bugatti manual wind wristwatch, serial number 200753, produced in 1925. The timepiece has a silvered radiator grille design dial and Arabic numeral hour markers and blue steel Breguet style hands. The polished Bugatti radiator form case has a hinged back, wire lugs and red enamel Bugatti logo at 12. Mido records confirm that the first of the four series of Bugatti watch they produced consisted of 54 pieces with serial numbers 200736-200789 produced in 1925-26. Fewer than 20 examples are believed to have survived to the present day, making the timepiece a true rarity to come to market.

The visionary watch design was created by Swiss watchmaking company Mido, founded in 1918 by Georges G. Schaeren. Mido went on to find a niche in the flourishing automotive market, producing watches in the shape of radiator grilles, such as the exceptional example heading to Bonhams. The first series were commissioned by Ettore Bugatti from Mido and given as gifts to racing drivers and principal members of his factory staff. It is known that eight of these watches belonged to esteemed names within the motorsport world from Ettore Bugatti himself to racing drivers René Dreyfus, Rudolf Caracciola and Louis Chiron.

Tim Schofield, Head of Department, Bonhams Cars UK, commented: "It is a privilege to present such an historic watch, that once belonged to Colonel Sorel, General Manager of Bugatti and was acquired from Sorel's estate in 1956 by C.W.P. Hampton who accumulated one of the finest motor car collections of its day, becoming prolific in the Bugatti Owners Club as well as the Vintage Sports Car Club. Following Hampton's death, the watch formed part of the Hampton Estate sale of motor cars and memorabilia and was acquired by the present owner from that auction. It has impeccable provenance."

The Mido for Bugatti watch will preview at Bonhams New Bond Street Fine Watches sale on June 18 before being offered for sale at Goodwood Festival of Speed on July 14.

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I'm sure you have heard of our local citizen, Alfred Hielle, who was based in a small town Schönelinde and had a very prosperous textile business (Hielle & Dittrich) and who invested in Ettore Bugatti's business at his very early days. In today's terms you could say that Alfred was a start-up investor!
Ettore paid him back with cars so Alfred was the very first importer of Bugatti cars to Austria-Hungary empire, later Czechoslovakia.

Nordböhmischer Kraftfahrerbund / Severočeský Klub Motoristů, founded 1914

Pavel Bulejko, chairman

More info at www.sebr.cz

Here is a full web page dedicated just the Bugatti T32 #6 which the Juneks brought from Molsheim incl technical certs from Prague vehicle office: sebr.cz/bugatti-t32-tank-c-4059/

• 2019 Bugatti Chiron, Chassis VF9SP3V34KM795196, Estimate: €2,800,000 - €3,300,000
  Delivered new to Germany in 2019; odometer reads only 1,339 kilometres

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Held in the impressive grounds of Château St Gerlach, 2022’s concours classes included Elegant Tourers, Racing Legends, and Future Classics & Supercars – and they featured some real treats such as a coachbuilt Delage D6 and a stunning Lancia Astura Roadster.

Visitors can expect a gala evening, classic rally, daytime picnics and plenty of charming classics.

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• 1936 Bugatti Type 57 cabriolet by Graber, 1936, chassis no. 57448, engine no. 57339, Estimate: €600.000 - 700.000

This example, chassis no. 57448 and engine no. 339, was delivered by the manufacturer as a bare chassis, model 57 (basis) on October 13, 1936 to the Swiss Bugatti agency, Bucar SA of Zurich, together with chassis 57446 and 57447, for the sum of 43,800 francs and was set up as drophead coupe from coachbuilder Graber. The specimen has a traced history; the first owner, who had ordered it from Bucar SA on October 8, 1936, was dr. Louis Dapples; banker, became chairman of Nestlé's board of directors in 1929 and represented Switzerland at the 1933 London International Economic Conference. The car, still in Switzerland, moved to the Geneva area and underwent several changes of ownership. In 1978 it was bought by Jean Victor Augfburger and, in the same year by Hans Matti, complete but in neglected condition. It remained in Switzerland until 1985, when it was imported into Italy, registered in Ravenna and purchased by the last owner who provided for a complete and detailed restoration, entrusted to the best specialists of the time: the KCA of G. Cappa for the bodywork and Gianni Torelli for the mechanical part. This last owner kept the car for thirty-seven years. Always maintained in perfect working order, it also starred in a commercial for the “Bugatti Collection” in 1994; it participates in meetings and events for historic cars and is presented today in exceptional condition. It is included in the 2009 Italian Bugatti Register book, created by the Bugatti Club Italia. ASI and FIVA certified.

The Bugatti Type 57 was unveiled at the 1934 Paris Motor Show. It was the only Bugatti model to be produced in S, C, and SC versions at the factory in Molsheim before the war. The Type 57S (Surbaissé version) was first introduced in 1935 and was a more sporting version of the car first released in 1934. Type 57C had a Roots type supercharger and type 57SC the most exclusive that combined the elements of the 57C and 57S. The Bugatti Type 57 was the first new model built under Jean Bugatti direction and it incorporated many features new to Bugatti. Its dual overhead camshaft eight-cylinder engine had dimensions of 72x100mm, offering 3,257cc displacement. It quickly grew a reputation for low noise and vibration from the engine.

The crankshaft ran in five main bearings. The camshafts were driven by a train of helical-tooth gears at the engine's rear with a further crankshaft bearing behind them. Finger cam followers minimized side thrust on the valve stems. The Type 57 also marked Bugatti's first use of a transmission fixed to the engine crankcase and a single plate clutch. The top three gears in the four-speed gearbox were constant mesh. There were four-bodystyles offered and their names were in honor of the Alps Mountain peaks: Atalante two-seat coupé, Ventoux four-seat coupé, Stelvio cabriolet and the Galibier sedan vied with the best of France's and Europe's formidable coachbuilders' creations and comprised the bulk of Type 57 production. The most exclusive body fitted to the Type 57 was the Atlantic which was penned by Jean Bugatti on the Type 57SC chassis.

The Type 57 can certainly be considered to be the most celebrated non-racing Bugatti ever built. Various coachbuilders built individual creations. The Type 57 proved to be Bugatti's most successful model, at 630 cars produced of the standard version and 40 of the Surbaissé version.

Coachbuilder Graber built nine Bugatti T57 4-seater cabriolets between 1934 and 1937. Chassis 57161 was the first; the others built in 1936 were chassis numbers 57394 - 57444 - 57448 (for sale in this lot) - 57483 and in 1937, chassis 57446 - 57447 - 57500 and 57539. For these cabriolets, the reference numbers of the Graber bodies ranged between 300 for chassis 57161 to 372 for the final chassis 57539. It seems that all these Graber Type 57s have survived. Their bodies all differ in detail. Chassis 57444 - 57448 - 57483 - 57446, in the order they were built, had a bonnet with three rows of three vertical louvers. The coachwork of chassis 57447 had five rows of five louvers placed at an angle, and 57500 was the only one to have five rows of vertical louvers. The bodies of 57171 - 57394 and 57539 were unique in their design.

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• 2020 Bugatti Chiron, Estimate: CHF3,000,000 - CHF3,500,000
  One Swiss owner from new, less than 5,500km, More info
• 1929 Bugatti Type 44 Gangloff Roadster, Chassis no. 44380, Engine no. 121, Estimate: CHF300,000 - CHF500,000

1929 Bugatti Type 44 Gangloff Roadster, Chassis no. 44380, Engine no. 121

• Present ownership since 1966
• Known ownership history
• In-period competition history in Poland
• Outstandingly original, including the body and interior
• Original engine and chassis

This 3-litre Bugatti Type 44 with engine number '121' (equipped with a pressurised crankshaft) was assembled on 2nd February 1928. On the 15th of the same month, chassis '44380/121' was ordered by the Omnia agent in Munich and invoiced for 42,639 ff. It seems that this purchase was either not completed or put on hold until the spring of 1929.

In February 1928, Robert Vetterli of Katowice, Silesia was invoiced for the Type 37A chassis '37281' for 60,540 ff. The car was delivered to him before the 1928 racing season, in which he competed in four events. Robert Vetterli was born on 22nd February 1884 in the Swiss village of Wagenhausen in the canton of Turgau. He may have had a family link with the creator of Vetterli rifles, who came from the same village in 1822. Robert Vettterli worked for the Société des Nations (League of Nations) from 1920 and was appointed deputy undersecretary of the 'Mixed Commission' in Katowice in 1926. The United Nations archives in Geneva hold a letter concerning his posting to Silesia on 15th February 1926, and also document the delivery of his racing Bugatti chassis '37281' on 25th February 1928. The Type 37A was sold in 1929 to Count F Micielski, probably at the same time as the purchase of this 3-litre.

On 31st May 1929, the dealer Krakowska Spolka delivered Vetterli's Bugatti '44380', described on the invoice as 'Carrosserie Gangloff Torpédo' for the sum of 62,500 ff dated 7th May, then reduced to 55,280 ff on 4th June 1929. In 1932, Vetterli was appointed secretary of the 'Joint Committee' and lived at 10 Reymonta in Katowice. In the spring of 1935, he placed an order with the Bugatti factory for a Stelvio cabriolet, chassis '57257', which was delivered on 6th April for 61,619 ff. Vetterli returned to Switzerland when the Commission closed in 1937, and kept the Stelvio until the mid-1950s when he worked as a lawyer in Zurich.

In 1935 the Type 44 Gangloff Torpedo was sold to the famous motorcycle racer Czeslaw Gebala. Born on 15th June 1907, Gebala trained as a mechanic and worked as a civil servant in the Krakow Fire Department. In the mid-1920s, he became Krakow's leading motorcycle racer. Winner of the Lwów Grand Prix in June 1932 in the 500 cc class on an Ariel, he was runner-up in the Polish TT in Wilsathat same year and also raced a Norton. Gebala died in Krakow in December 1984.

Gebala's Bugatti Type 44 Torpedo served as the race director's vehicle during the Polish TT motorcycle race in Wisla in August 1935. The car was registered in Krakow as 'KR 98013'. In 1937, the registration system changed and Gebala had to obtain a new plate ('A 30 245'). According to a report in a Polish sports magazine, Gebala won an all-day rally and gymkana around Krakow on 13th October 1935, at the wheel of the Bugatti, scoring 270 points.

From 1936 to 1939, Gebala's Gangloff Torpedo took part in numerous races. Among the pre-war photographic archives of Bugattis raced in Poland are several images of a car in a snow-covered event at Zapokane. Polish historians believe that car to be '44380', albeit with a different windscreen and no underbody fairing, and with the apron and hood missing the additional air vents. Either this is another vehicle, probably a Type 38, or the car was updated before 1935 in Poland.

Gebala used his Bugatti at the annual hill climb at Ojkow, a small village some 20 kilometres north of Krakow, competing in June 1937, June 1938, and June 1939. The following September, Hitler invaded Poland. By an extraordinary stroke of luck, the Type 44 Gangloff Torpedo was preserved, probably hidden by Gebala, only resurfacing 20 years later in a classified advertisement.

In the spring of 1966, the BOC's Bugantics published the following advertisement: 'Type 44 for sale in Poland. Photo shows car number 44380 in tired original condition. It is for sale but only in exchange for a modern car, as this is the only way to get a car out of Poland. It belongs to Mr P Miroslav. Details from Godfrey Eaton.' Godfrey Eaton has the contact in Poland for P Miroslav, acting as an intermediary.

Dutch collector Guy Huet was interested and contacted Godfrey Eaton. Huet lived in Brussels and worked for the American City Bank. The car's actual owner was one Kazimierz Urban, who had a leather goods store in Warsaw and owned several Mercedes 170Vs. He was an acquaintance of the collector Tadeusz Tabencki, who negotiated the car's sale of. Thanks to a German friend, Karl Mohr de Duren, Huet bought an Opel Rekord for DM 3,400, which he shipped by train to Poland.

After some nine months without news of the Bugatti, Belgian customs notified Guy Huet that a train from Poland had brought the Type 44 to Brussels. Together with his American Bugatti friend Steve Hamlin, who was living in Belgium, they took delivery of the car from the train. Surprised by the condition of the vehicle, the customs service did not ask for any import fees.

After a week's work, the car was running! It was soon repainted in the original colours. At the time of purchase, the yellow paint was very pale, so a deeper shade of yellow was chosen.

The Bugatti was then driven to Crosthwaithe & Gardiner's workshop in the UK, where the engine was removed and overhauled. This work took almost two years. During this period, Guy Huet fitted the car with the 3-liter engine of another Bugatti 44 he owned, which he assembled with a Solex four-carburettor manifold by A F Loyens. Relocating to the UK in May 1968, he stayed for seven years, living in Sevenoaks near C&G's workshop where the engine was being refurbished, and supervising its reassembly. The rebuilt original engine was reinstalled after the spare four-carburettor engine had been removed and resold.

The car, as rediscovered in Poland, had a completely original red leather interior, and all the seat leather, door interiors, carpets, wood and bodywork remain original, which is exceptional. It is possible to compare current photographs of the interior with the one showing Gebala in his Torpedo in 1937: all the stitching details of the seat leather, body interior and doors are identical.

Guy Huet made no changes to the Bugatti, apart from fitting a large windscreen, adding a temperature gauge to the dashboard, refurbishing the radiator plumbing, and repainting the car in its original colours, which were close to those when it was first discovered. Huet, not knowing the coachbuilder's name for lack of information, affixed a 'Bugatti coachwork' plate to the car, and Piet Blok, the Dutch restorer, changed the firewall.

The Type 44 has taken part in numerous rallies since 1969, and came out of restoration for the 40th anniversary of the BOC at Prescott in June '69. It took part in the commemorations of the Grand Prix de Lyon in 1974, 1994 and 2014; the Mont Blanc Rally in 1978; the Bugatti Centenary in Molsheim in 1981; and several international Bugatti rallies in Montreux until 2016.

The mechanical components have benefited from careful maintenance: in 1989, the engine and gearbox were overhauled by the renowned Jabbo and Simon Klopper workshop prior to a rally, and the car then returned to the workshop for a complete overhaul. The current rear axle is numbered '1044' and obviously comes from the now-defunct chassis '441307/1043', delivered to Alfred Bergman in Warsaw in June 1930. As for the gearbox, its lid is numbered '116'. It may be original to the 121-engined car, but the 394-engraved gearbox casing comes from another example. Intensive use in pre-war rallies may have occasioned these changes. The chassis frame has an assembly number which is exactly in the expected series, and is undoubtedly the original. In 1995, a new Type 40 rev counter was fitted.

The car presented for sale is a unique model: it is the only survivor of Gangloff's first Sport models built on Bugatti 3-litre chassis in 1928-1929, and is fitted with a Torpedo Sport body from May 1929. All the bodywork, wood and leather are original, which is extremely rare, while the body colours are identical to those chosen by the first owner in 1929. Bugatti enthusiasts know that the 3-litre Type 44 is the most reliable of the eight-cylinder models, with its nine-bearing, pressure-fed crankshaft. Since 1966 '44380' has belonged to the great Dutch Bugatti collector Guy Huet, who owned more than 25 Bugattis but always kept this one, which is undoubtedly the most desirable and original of the surviving 3-litre Sport models.

Sold with Swiss carte grise and an important history file including some very nice and interesting archives photos.
Bonhams would like to thank Bugatti authority Pierre-Yves Laugier for preparing this description. More info

Participants will arrive Sunday, June 18th.

We look forward to welcome around 80 Bugatti teams in central Switzerland. The registration forms will be available in the beginning of November.

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• Carrosserie Bugatti Type 57
  Bodywork by Panigoni circa 1946
  Four-seater bodywork with front doors without central pillar
  Estimate: 7 000 - 9 000 €/ No reserve

From chassis 57477

Excerpt from Osenat catalog, French and English

More info on Osenat website

• 1923 Bugatti Type 23 project, Chassis no. 1878, Engine no. 103, Estimate: £60,000 - £80,000

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• 1920 Bugatti Type 23 'Brescia Modifie' Roadster
  Coachwork by Baer of Berlin - Estimate: £200,000 - £250,000

• Reputedly 1 of just 3 Diatto-Bugattis to have survived from the 50 or so made
• Accompanied by a detailed report from the renowned Bugatti authority and historian, David Sewell
• Summed-up as 'a remarkably original car in the sense that there are no replica parts whatsoever to be found anywhere upon it'
• Current family ownership since 1989
• Rebodied using the Baer Roadster coachwork that was originally fitted to chassis 1828
• Potentially Mille Miglia Storica eligible

"Light cars as a class are surprising to those accustomed only to heavier boats; but the Bugatti holds revelations for those even well-accustomed to light cars in general. The suspension is uncannily perfect. The steering is a delight. The response to the spur makes one forget the lightness of the whole outfit; but the craft embodied in the complete make-up is such that a very tyro could come down off the banking on the forward side of the Members' Bridge at Brooklands well up in the 70s, and yet hit the Railway Straight without anything in the way of alarm" (E. Duffield, Automotor Journal, April 1921).

The interrelated Types 13, 22 and 23 were the cars which established Bugatti's reputation as one of the world's pre-eminent sportscar manufacturers. Known as Brescia Bugattis following the virtuoso 1-2-3-4 finish achieved by a highly tuned quartet of their siblings at a Voiturette race held in the Italian town of the same name during September 1921, the diminutive Molsheim machines became synonymous with class-leading performance and matchless agility. Available from 1923 onwards, the Type 23 `Brescia Modifie' was based around a lightweight chassis frame equipped with all-round leaf-sprung suspension (semi-elliptic front / reversed quarter-elliptic rear) and two-wheel brakes. Differentiated from its similarly `modified' Type 13 and 22 siblings by a longer 2.55 metre (100.4in) wheelbase, it was powered by the same 1496cc (69mm bore x 100mm stroke) 16-valve SOHC four-cylinder engine allied to four-speed manual transmission. With some 40bhp @ 4,000rpm on tap thanks to such race-proven niceties as a three-bearing crankshaft (two ball / one plain) and four valves per cylinder, the Type 23 `Brescia Modifie' was reputedly capable of up to 80mph. And while achieving such high speeds was coachwork dependent, it is sobering to think that front wheel brakes were only introduced on the model in 1925.

According to an accompanying report from noted Bugatti authority, David Sewell, who over the years has written some 600 – 700 similar dossiers, this Type 23 is chassis 968. Mr Sewell commenting: ‘Whilst there remains a remote possibility that the car could have a chassis number other than 968, the circumstances required for this to be so are judged to be insignificant’. He goes on to say that: ‘This is a remarkably original car in the sense that there are no replica parts whatsoever to be found anywhere upon it. Whilst it is conceded that it lacks its original front axle and gearbox, its replacements have evidently been in place for very many years, probably since prewar times, so have become a significant part of its history. Furthermore its coachwork, although sourced from another Type 23, is completely original and of the correct period and moreover it blends in perfectly well with the rest of the car . . . It will certainly be regarded as a particularly attractive example of the early 16-valve Bugatti, of which only a tiny proportion of those manufactured have survived to the present day and more specifically one of only three surviving Diatto-Bugattis from the fifty or so built’.

The original Bugatti factory records show that chassis 968 was fitted with engine 502 (the same unit found aboard the sale car today) and, like its fellow Type 23 Diatto-Bugattis, despatched from Molsheim as a rolling chassis sans bulkhead, bonnet and radiator. Known to have been delivered to the Diatto agent Louis Pabanel in Paris on 26th May 1920, the car’s next seven decades are a mystery. Purchased by Brescia exponent Hamish Moffat from specialist dealer Bruno Vendiesse in 1989 at which time it was erroneously thought to be chassis 985 (a shorter wheelbase Type 22), the Bugatti was substantially complete but dismantled and lacking coachwork. A handsome two-seater Roadster body that the Berlin coachbuilder Baer had used to clothe another Type 23 (chassis 1828) was subsequently acquired. However, little further progress was made before Mr Moffat sadly died in June 2002. Steeped in Bugatti lore not only as Hamish Moffat’s widow but also the step daughter of privateer racer Lindsey Eccles, the vendor commissioned David Murray of Trinity Farm, Cirencester to reassemble / restore the car.

Issued with the age-related registration number ‘BF 6460’ by the DVLA on 15th May 2013, the associated V5C Registration Document lists the chassis number as ‘985’ (which is how it was sold to Hamish Moffat by Bruno Vendiesse and the ID quoted on the import paperwork) and the engine number as ‘502’. Enjoyed by the vendor on various local journeys and driven by her to Prescott and back (and up the famous hillclimb course), the Brescia is nicely detailed with a well-stocked dashboard and Marchal headlights. Repeating Mr Murray’s advice to her that ‘the engine must not be thrashed’ due to its original block being cracked, she is only reluctantly offering the Bugatti for sale because it has become less comfortable to drive of late. True automotive jewels, Bugatti Type 13, 22 and 23 cars are rightly prized the world over. Potentially eligible for the Mille Miglia Storica, ‘BF 6460’ surely deserves another long-term custodian.

Accompanying paperwork includes a V5C Registration Document, the aforementioned David Sewell report, Bugatti Owners’ Club correspondence and numerous bills / invoices.

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• 1934 Bugatti type 57 stelvio, chassis 57109, Engine 11, Estimate: 500 000 - 600 000 €

The type 57 chassis engine 11 was assembled at the factory in March 1934, as were the chassis with engines 9-10-12 and 14.
The invoice of the factory is published on March 29, 1934 on behalf of the agent Bugatti of Algiers Mr. Sagnier for 58.265 ff.
On the same day, the sales register clearly indicates “57109/11. Sagnier. Convertible. 29.3.34"
The Bugatti Bodywork Register notes "Cabriolet 57/11- 31/3 -57109/11"
The Routing Register indicates that Cabriolet 57109/11 was shipped by road to Sagnier on Thursday March 29, 1934. This means that the car is driven from Molsheim to Marseille by a factory worker before reaching Algiers by boat.

The first Stelvio convertibles by Bugatti.
The Stelvio model is one of the three creations of the factory's design office, which for 1934 offered a unique range of 4-seater vehicles available in the 4-door Galibier Sedan, 2-door Coach Ventoux and 2-door Stelvio Cabriolet. The pace of production of the Stelvio convertible began in January 1934 with the construction of the first convertible, motor car N°6, provisional plate 57103.
The second convertible is our vehicle 57109 with engine N° 11 finished at the end of March, then a third convertible 57128 engine N°22 at the end of April, before the assembly of four new convertibles in May, five in June, three in July, four in August , three in September and one per month from October to December 1934, making a total of 25 Stelvio convertibles by Bugatti in 1934.
1935 saw the construction of 16 other Stelvio by Bugatti bodywork and the last 3 bodies were made in 1936, before the Gangloff workshops in Colmar took over the production of convertibles on Type 57 chassis.
The Stelvio customer rate was 80,000ff in 1934, then 85,000ff in October 1935, 83,000ff for the Galibier sedan and 82,000ff for the Ventoux coach.

In the sun of the white city.
Exhibition at the 2nd Fair of Algiers 1934.
The cabriolet 57109 must be in view of the Algerian coast around March 30, 1934. It is eagerly awaited by the Algerian Bugatti dealer Sagnier because it will be exhibited at the motor show which is held during the 2nd Algiers Fair from March 24 to April 9, 1934.
The Sagnier garage located at 58-60 rue Michelet in Algiers was founded in March 1914. It was the Cottin-Desgouttes, Bugatti and then Talbot dealer. When Henri Sagnier died on November 25, 1933, his widow took over the management of the business with their only son Valentin.
Ms. Sagnier received the Governor General at length on her stand on the day of the inauguration.
The April 14, 1934 issue of the weekly "L'Afrique du Nord Illustrée" includes a report on the Algiers Fair and the motor show. This engine No. 11 convertible is equipped with a single blade bumper in the form of a parenthesis, unlike the first convertible, motor car No. 6, which left the bodywork on January 24, 1934, and which will be used by Friderich in the Rally of Morocco in April, equipped with a central headlight and a bumper with two horizontal blades.

The article reads as follows:
“The great manufacturer from Molsheim, of whom Etablissements Sagnier are the dealers, is exhibiting a magnificent cabriolet on a 19 hp, 3-litre 300 tourist chassis with double camshafts. A marvel of mechanics. With its last model mentioned, the performances carried out in Monthléry, at an average of 152 kilometers 700, were achieved with the type of car delivered to customers. »
It seems that this first Bugatti 57 sold on Algerian soil was used by Sagnier himself, and the name of the first Algerian owner is not known to us, but the original license plate could be identified: 5033 AL 13.
A second Stelvio cabriolet, chassis 57129, was transported in early November 1934 by Robert Aumaitre to Marseilles for the driver Soulié, a customer of Sagnier and charged 58,784 FF. This car was fitted with rear wheel covers. A third 57 cabriolet, made by Gangloff was sold in 1937 for a Tipaza customer who kept it until 1950. The Algerian sun favored the sale of new convertible cars from mainland France.

Second life in New Aquitaine and on the banks of the Loire.
The convertible returned to mainland France in the spring of 1947.
The last Algerian owner acquired it on February 5, 1947.
On May 22, 1947, the vehicle was registered at the Vienne prefecture under number 3030 ZH4 in the name of Norbert LLEDO, Fruits et Primeurs, 1 rue Grandin in Châtellerault.
There is a Norbert Lledo from Kolea, forty kilometers from Algiers. If he is our man, he probably brought the Bugatti back with him when he left Algeria.

A year later, on August 3, 1948, the convertible was sold to a doctor by the name of Pierre MARIE residing in the small village of Saint Romain sur Vienne near Dangé.

Pierre MARIE (1910-1983)
Dr. F-Pierre Marie, born in 1910 in Briançon from a doctor father Major in the 159th Infantry Regiment and originally from Tours. He married in this city in the summer of 1932 and defended his thesis in 1935. He is a former hospital intern in Tours. Pierre Marie first practiced before the war in the village of Thilouze near Chinon, then in St Romain near Dangé and as an assistant at the Gatien children's asylum in Clocheville in Tours in which a modern unit was inaugurated between 1947 and 1948 with 23 cradles and a milk bank. On December 2, 1948, the Bugatti was acquired by Jean-Pierre CHEVALIER, dentist, 17 rue Charles Gide in Poitiers.

Pierre Jean CHEVALIER (1913- 1999)
Pierre, Jean, Jacques, Michel Chevalier was born in Poitiers in November 1913, the son of a milliner and a salesman who were married in 1905 and separated in 1921. The mother brought up Jean and his elder sister Michèle with the help of her sisters who lived in the flat in the rue du Chaudron d’Or. Jean lived there until at least 1931.

He married in Poitiers in October 1944 and took over Marcelle Tessier’s dental practice at 17 rue Charles Gide. Divorced for the first time in 1958, he was soon divorced for a second time in 1968. J. Chevalier practised until 1975. He died in Poitiers in May 1999.

On 24 June 1952, the car left the South West for the Orléans region.
It is registered under number 659 AF 45 in the name of Georges METZ, factory manager, at «la Fougère» in the commune of Olivet.

Georges METZ (1907-1973)
Georges Prosper Auguste Metz was born in Strasbourg on 27 September 1907. His family owned a candle factory in the Alsatian city, called «Bougies X.A.METZ SA». It was established in 1890 by Xavier - Auguste Metz, Georges’ grandfather.
The latter studied at the college in Strasbourg with Jean Bugatti, who was two years his junior. They were to remain lifelong friends.

In 1922, his father wanted to move away from the family business and found a similar job in Orléans. He bought a wax whitening factory called «La Fougère» in a forest near the village of Olivet.

The company was called «Ets CHALON- DESFORGES». Georges Metz left the factory. He went to run a garage in the Paris suburb of Saint Ouen before returning to Olivet to get married in December 1933 shortly before his father’s death. He became the factory manager until his death in February 1973. Georges Metz owned many Bugattis, from his Brescia acquired in 1929 to the Atalante 57570, including a 55 roadster, a Type 46 and two Type 49s, one of which he kept until the 1960s. According to the memories of his brother Pierre, all were second-hand cars.

G.Metz kept his 57 cabriolet for six years, and sold it on 27 March 1958 to Robert HABIB, living in Aire sur Adour. The Bugatti was given the plate 250 BM 40.

Robert HABIB (1924-1968)
Robert, Raphael, Moise Habib, born in August 1924 in Neuilly sur Seine, was the son of a merchant of Turkish origin, Jacques Habib, associated with his brother Albert in the exploitation of a business of fine pearls and precious stones, whose head office was at 22-26 rue Lafayette in Paris.

His childhood took place between Neuilly and 12 Avenue d’Eylau, where the two Habib brothers had set up their families of three children and a dozen servants. Robert was close to his cousin, the filmmaker Ralph Habib (1912-1969), who ran the Aéroclub du Cinéma in Paris from 1946 onwards, and in 1947 Robert continued his training with the club. They then moved on to the André Ager Club, where Robert became the head of the motor flight committee. In 1952, he became a pilot at the Beynes gliding centre in the Yvelines. In 1954, from this flying club, R.Habib flew 500 km to Portets in Gironde. He took part in the eight days of Angers reserved for this discipline in 1959 on a Breguet 901. He was then already a member of the Aire sur Adour Aero Club. He wrote many articles on aviation in general in the magazine «Les Ailes» in the early sixties. In 1967, he was part of the Georges Payre study group which was studying a wide-body glider. He started the study but died in a car accident in Saint Cloud on 21 March 1968. We were able to find the person who bought the car from Habib around 1960.

Gérard le Breton is a dashing 93 year old collector. He was born in Les Sables d’Olonne on 13 February 1929, to parents from Vendôme in the Loir et Cher region. The family arrived in the Landes at the time of the exodus. He was kind enough to share his memories of the car with us: «I was born in 1929, my father intended me to study medicine, but in my fifth year of university I gave up to devote myself to my real passion, for another kind of mechanics. I started out as a car mechanic, then worked at the «Clin - Byla» laboratory, which later became Sanofi. I retired as soon as possible in order to work as a mechanic again. My first Bugatti was a type 40 torpedo GS, bought in the early fifties. It was being scrapped by Guttierez, a scrap dealer in Mont de Marsan. The car was not bad, I drove it a little and sold it three weeks later without having put it in my name, as I was short of money at that time.

The second was a Ventoux first series, bought from a doctor in Haubourget in the Hautes Pyrénées. It was not working well, the local mechanic had revised it without success. The timing had to be revised again. I did not keep it and did not put it in my name. I saw it again at the Hotel du Commerce in Aire sur Adour, run by Mr Habib. There had been a flood and the Bugatti had water up to the running boards. The body was grey-green metallic. The third was the 57 cabriolet. I didn’t find it, it was brought to me!

One Saturday night, around midnight, a guy who could still be Habib, sank a connecting rod on his Bugatti while driving through Mont de Marsan. Only the dance hall «le Midou» was open at such a late hour. The guy was going to work in Paris at Dassault. I was phoned from the nightclub because they knew of my interest and skills in this type of vehicle. The deal was concluded in the bar. I bought him the car for the substantial sum of 30,000 ff. In exchange I also provided him with another car to drive to the capital.

I took care of the mechanical restoration. The engine was rebuilt, I found in Paris a set of new pistons of the time. The rectifier in Mont de Marsan advised me against reworking the cylinders. I changed the valves and the timing gears. I revised the clutch and the gearbox. The axle was in good condition. The body with black wings and burgundy cut-out was very well preserved. The leather interior was changed because it was damaged. The Connolly leather upholstery was entrusted to the Dargelos workshop in Mont de Marsan. The bonnet was black, and the metal grey wheels were never chromed. At that time, nobody wanted a Bugatti because it consumed too much fuel and had the reputation of a « beast of burden ». But my ‘57 cabriolet never broke down and I didn’t use it for long journeys. I didn’t use it for long journeys, just a few hundred kilometres to the seaside. The car caused crowds at stops and some onlookers even allowed themselves to sit in it. I bought all the cars I wanted, and expanded my garage several times.

A Mr Lucas, who was very nice, wanted me to sell him my Bugatti. I had him try it out, «I am a former racing driver,» he said, «I have tried all the ‘57 Bugattis that are for sale and none of them are as well tuned as yours, I need it. He came back two or three times, and the last time he told me he would stay with me until I sold it to him. He arrived with his wife in a camper van and settled on the edge of my little pine forest, where they stayed for a week and I invited them for lunch. Finally, I agreed to give him the convertible.

The Bugatti Register published by H.G. Conway in 1962 lists Bugatti 57109 as a 2-door, 4-seat convertible, with registration numbers 659 AF 45 and 250 BM 40 in the name of: «Gilbert (mistake, it should read Gérard, his brother) Le Breton, 1 bis Avenue du 34 ème R.I à Mont de Marsan. The vehicle is mentioned as having previously belonged to Habib from Aire sur Adour.
Since January 2000 the car is in the J.Lucas collection in Cisse near Poitiers.

Jacques LUCAS (1921-2005)
The Stelvio convertible was registered in the Vienne under number 1397 TK 86 on 13 January 2000. Jacques Lucas was a keen car racer, and took part in numerous rallies in Aston Martins and hill climbs in Berlinettes and Alpine Monoplaces, racing on all the circuits in France and even in Belgium.

J.Lucas had the paintwork and interior redone. The bodywork was entrusted to a workshop in Poitiers who did the bodywork before repainting it in the previous colours. Lucas installs large chrome horns and long-range headlights. The upholstery was also entrusted to a local craftsman to be redone as well as the carpets.

The Bugatti is only used for local rallies and outings, and after the death of its owner in November 2005, the car is stored in good condition.

Analysis of the vehicle:
Examination of the Cabriolet at Osenat in November 2022 shows a vehicle that has retained all its original mechanical components.

The bodywork is in very good original condition and the woodwork does not appear to have suffered any damage. The front wings are more wraparound than the original design seen on the car at the Algiers Fair in 1934, but it was fashionable to modernise the lines of vehicles in the late 1930s. The original chassis plate is engraved «57109 19 hp Bas Rhin» and riveted to the apron.

The original frame has the number 7. The front axle does not appear to be numbered, but it is of the rare first model in two sleeved sections. Many 57s of the first series were returned to the factory to receive a new one-piece axle. Convertible 57109 has retained this rare 1934 model specificity.

The rear left-hand leg of the engine casing bears the number 11. The gearbox body is numbered 11. The rear axle with engraved gear 12X50 is numbered 11. The dashboard is as per the first model with a large blackbacked Jaeger speedometer graduated up to 170 km/h and with four small indicators for tank capacity, water temperature, oil pressure and ammeter.

Of the 25 Stelvio cabriolets built by the Bugatti coachbuilders in 1934, the first year of production, only 9 have survived. Cabriolet 57109 is the oldest surviving car, and probably one of the few that still has all its original mechanical parts, woodwork and bodywork.

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• 1934 Bugatti Type 57 Stelvio Convertible, Chassis no. 57195, Engine no. 13. Estimate: US$500,000 - US$600,000
• 1937 Bugatti Type 57S Sports Tourer, Chassis no. 57541, Engine no. 29S, Body no. 3595. Estimate: US$10,000,000 - US$12,000,000

1934 Bugatti Type 57 Stelvio Convertible, Chassis no. 57195, Engine no. 13

• Offered from the Estate of Howard Fafard
• Recently fully researched by marque expert Pierre-Yves Laugier, report on file
• Matching numbers, coachwork original to this car since 1935
• Presented in exceptional cosmetic condition
• Not shown at Concours events in a decade

THE BUGATTI TYPE 57
Mention the word 'Bugatti' in almost any conversation and even to the least informed person and ideas of craftsmanship and beauty immediately spring to mind, to some it may the mean furniture of Carlo Bugatti, to others the exquisite stylized bronzes of tigers and elephants of Rembrandt Bugatti, while to most it will unquestionably be the automobiles of Ettore and Jean Bugatti. For three decades father and son marketed their own breed of equally individual designs on the race circuits and roads of Europe. Rarely for an automobile company they excelled with both, their Grand Prix cars took literally thousands of awards through the Twenties and Thirties, while their successful single cam and twin cam eight cylinder road cars provided the classiest chassis for coachbuilders to practice their art upon. It is little wonder that the legend that they created has continued to be emulated to this day and that the qualities they prized live on in the latest revival of the brand with the 1,000hp Veyrons and Chirons that we have seen in recent years.

Bugatti, introduced in 1934, marked Jean Bugatti's emergence as Bugatti's leader and creative force. It was the first new model built under his direction and it incorporated many features that were new to Bugatti. Its dual overhead camshaft eight-cylinder engine had dimensions of 72 x 100mm, offering 3,257cc displacement. The crankshaft ran in five main bearings. The camshafts were driven by a train of helical-tooth gears at the engine's rear with a further crankshaft bearing behind them. Finger cam followers minimized side thrust on the valve stems.

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

THE MOTORCAR OFFERED
One of the blessings of the touring Bugattis as compared with their Grand Prix counterparts is how uncomplicated and chartable their histories have proven to be, particularly aided through the tireless research work of a handful of enthusiasts such as David Sewell in the UK and Pierre Yves Laugier in France.

The latter can be thanked for the comprehensive chain of ownership, much of this knowledge has been freshly researched and substantially improves the known history of the car. Its tale begins on March 29, 1934 when it was delivered in chassis form to a Marcel Gagneraud, in France. M. Gagneraud was an industrialist of some note, and in this period ran the firm founded by his grandfather specializing in railways and public works. According to the Bugatti works, it was briefly bodied as a four door 'Berline' built by the lesser-known coachbuilder Mignot & Billebault of Boulogne-sur-Seine (Paris). Bugatti had paid some 13,000 French Francs for this coachwork. For Gagneraud, this was the latest in a succession of Bugattis, it replaced his Type 50T, a Gangloff Berline, which in turn had replaced a Type 46, as the top of the range production cars had progressed from single cam to twin cam and then the refined 57, he had followed suit. Interestingly, he would receive 50,400 FF back for trading in his Type 50T.

But Gagneraud did not keep his latest Bugatti for long and its second owner preferred the car to take an open form, as Laugier confirms at some point in the second half of 1934 the car returned to Gangloff in Colmar and was rebodied with the coachwork that remains on the car to this day. Proof of this comes very simply from its export papers into Basle in Switzerland on December 28, 1934 where its is described as a "Drophead Coupe 4 Seater, weight 1,500kg".

According to Laugier, Swiss road registration records do not survive for the pre-war years, so its first confirmed Swiss owner is charted as Marc Saugey of 14 Boulevard Helvetique, in Geneva, who returned the car to the road on April 23, 1948. It is easy to see that M. Saugey would have appreciated the quality and design of the Bugatti, as his profession was architecture. Having studied under Le Corbusier in Paris and later in Germany, from 1938 through to 1971 he would be responsible for numerous important buildings in Geneva in this period. He also taught at the University of Geneve.

From registration records, we know that Marc Saugey kept the Bugatti until September 1, 1952 when his plates were surrendered back to the local Police jurisdiction. Its next formal owner was Richard Hoffman, a mechanic who registered it for the road in his home town of Neuchatel, slightly north on Lake Geneva, on July 30, 1955. A photograph of the car in this period survives showing it at Garage Vivot in Saint Blaise, Neuchatel in this period. Roughly a year later the car returned into the Geneva based ownership of Pierre Adler who would house it at his home on Schaub Street also keeping it for around one year.

By 1958 it had become the property of Robert Baer, an Anglo-Swiss gentleman who traded a number of Bugattis in this period. Perhaps unsurprisingly, from Baer it passed to another notable trader of these cars, Jean de Dobbeleer of Belgium, who Bugatti aficionados will recognize as the source for many of the cars that are in the USA today, a large number being traded between he and Gene Cesari. Whether this followed that path or not is uncertain, but later that same year it was in the American ownership of Bernard Haines.

Next, the car came onto the radar of noted collector, Judge John North and was purchased by him. He appears to have kept it for 4 years before it moved to the long term custody of John Metzgar. In Hugh Conway's register for 1962, the car is listed as 'undergoing complete rebuild. Was in good running condition but is being restored as new. All parts being replaced where worn, new top, upholstery, plating etc. Believed to be original except upholstery'. Metzgar who would retain the car through to 2007, when it joined the collection of the late Mark Smith, of Pennsylvania.

Offered for sale by Mr. Smith having received considerable work carried out by respected Sargent Metal Works, in Vermont, Mr Fafard purchased the Bugatti 11 years ago. He elected to repaint the car in one of his preferred schemes, being of two tone coloring, of a rich dark blue over silver, an effect which suits the car well.

The car's new color scheme was ready by the spring of 2013, and it was in this guise that the car was seen on the American Bugatti Club rallies of that year in Mont Tremblant and the following year at Lake Placid. Over the course of the last few years the car was stationed here in Florida and exercised occasional by Mr. Fafard until his passing 2 years ago.

Mr. Laugier reports that Gangloff are understood to have built only 17 four seater dropheads in the early season of these cars from 1934 to late 1935, and that only 2, possibly 3 have survived the vagaries of time. A beautifully presented touring Bugatti which would provide a welcome entry to any concours lawn or indeed tour, it is a (relatively) affordable entrée to the world of this famed marque.

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1937 Bugatti Type 57S Sports Tourer, Chassis no. 57541, Engine no. 29S, Body no. 3595

• Original New York Delivery
• Concours, Award-Winning Restoration
• One-off Vanden Plas Sports Tourer coachwork
• Original Coachwork and Fully Numbers Matching
• A collector car that ticks all the boxes

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

Introduced in 1934, the Type 57 marked Jean Bugatti's emergence as Bugatti's leader and creative driving force. It was the first new model built under his direction and it incorporated many features new to Bugatti. Its dual overhead camshaft eight-cylinder engine had dimensions of 72x100mm, offering 3,257cc displacement, with a five main bearing crankshaft. The camshafts were driven by a train of helical-tooth gears at the engine's rear with a further crankshaft bearing behind them. Finger cam followers minimized side thrust on the valve stems. The Type 57 also marked Bugatti's first use of a transmission fixed to the engine crankcase and a single plate clutch. The top three gears in the four-speed gearbox were constant mesh. A proper Bugatti hollow tube live front axle was suspended by semi-elliptical front and reversed quarter-elliptical rear leaf springs with cable-operated mechanical drum brakes.

Despite financial problems, development of the Type 57 continued with the introduction of a stiffened frame and rubber-mounted engine, along with the supercharged Type 57C model in 1936. Driven by the camshaft drive at the rear of the engine, the Roots-type supercharger ran at 1.17 times engine speed. This provided a 5-6 psi boost and a healthy 160 bhp which made close to 120 mph possible. The Type 57 in all its forms attracted discerning owners who were only satisfied with the best, among them land speed record holder Sir Malcolm Campbell, who wrote: "If I was asked to give my opinion as to the best all-round super-sports car which is available on the market today, I should, without any hesitation whatever, say it was the 3.3 Bugatti... it cannot fail to attract the connoisseur or those who know how to handle the thoroughbred. It is a car in a class by itself."

THE TYPE 57S AND SC
Bugatti's line of "super sport" competition road models began with the superb Type 43 that was replaced by the legendary T55 and the concept would reach its zenith with Type 57S, where the S stood for surbaissé, or lowered – virtually a Grand Prix car in touring car guise. Offered as a competition sports car it was intended for use in events like the 24hrs of Le Mans - at which Bugatti would score two victories with the 57S based "tanks". Although the 57S shared a few features with its progenitor, the differences between the two models placed the 57S in a league of its own. The lowered stance required fitting a special crankcase with dry sump lubrication derived from the T59 GP car, including separate scavenge and pressure oil pumps supplied from a 20 liter tank. High compression pistons, and special cam shafts gave the new engine a significant performance edge, and the clutch a dual plate unit to cope with the extra output. Ignition was by a Scintilla Vertex magneto driven from the left-hand camshaft. With its low weight, abundant power and small frontal area, the 57S had suddenly become a very, very fast automobile.

However, the fundamental difference between the 57S and the standard Type 57 lay in the low-slung frame design with its shorter wheelbase - identical length to the t43 and T55 it replaced. The special frame sees the rear axle passed through the frame, while the hollow, split front axle with de Ram shock absorbers provided damping cleverly engineered to increase with speed. The resulting car was so low in fact that the standard exhaust tube and silencer would not clear the ground and the exhaust had to be divided among six individual small tubes with a thin box silencer. This new low chassis and the distinctive 57S vee-shaped radiator was a gift to the stylist, and the Jean Bugatti-influenced Atalante Coupé styling that was fitted to 17 of the 57S chassis, blended impeccably with the sculpted radiator design. Production was very limited. A mere 48 Type 57S chassis were built until the outbreak of hostilities. Two of these were 57SC models, fitted with a supercharger by the factory to create the ultimate-specification 200 bhp prewar French supercar. Along with the legendary Alfa-Romeo 8C 2900, the Type 57SC was quite simply the fastest road car in the world. With these extraordinary credentials, it is little wonder then that the 57S has been held in awe across the decades by collectors and enthusiasts alike, right up to the present day.

Even rarer than the Type 57S chassis that were bodied with Bugatti factory designs built by Gangloff in Colmar, were the very few that were handed over to outside coachbuilders. The car offered here is one of these ultimately rare cars. The Carrosserie Van den Plas was incorporated in Brussels in 1898. Automobile body manufacture commenced in 1900, and the company grew quickly. From about 1906, Metallurgique cars with Van den Plas bodies were imported into England by a company called Warwick Wright, which acquired the license to manufacture Van den Plas bodies and designs for the United Kingdom in 1910. In 1913, Vanden Plas (in two words) Ltd. was incorporated which then became a coachbuilding company in its own right.

The two companies led separate lives but co-existed peacefully over the years. From 1924 to 1931, the English Vanden Plas company became famous for its rakish bodies on W.O. Bentley chassis, of which about 700 were built. With its reputation for quality coachwork well-established, Vanden Plas also bodied a number of Alvis, Armstrong Siddeley, Bentley, Daimler, Lagonda, and Rolls-Royce chassis in the 1930s. Vanden Plas bodied a total of two Type 57S chassis, namely the subject car and chassis 57572 which was given two-seater cabriolet coachwork in the autumn of 1937.

THE MOTORCAR OFFERED
The history of 57541 described here relies on the work of Bugatti expert Pierre-Yves Laugier, as well as on that of Bernhard Simon and Julius Kruta. All three have published chassis-by-chassis accounts of the Type 57S, which have been used.

Factory records indicate 57541 was ordered by Colonel Sorel, the London agent on Brixton Road. The chassis was sent to Vanden Plas and given a four-seat touring-roadster body no. 3595. Painted gray with red accents, the cost of this exquisite bolide was £275. Interestingly the Vanden Plan records state the coachwork as being ordered by Ettore Bugatti. Bodied in the classic minimalistic British style with sporting cut-down doors, 57541 resembles the Vanden Plas 4 1/4-liter Bentley Tourer body no. 3340 delivered to Malcolm Campbell in April 1936, as well as the 4.3-liter short chassis Alvis body no. 3588 built in 1937. Historically and stylistically, these three bodies can trace their lineage directly back to the great Vanden Plas-bodied W.O. Bentleys from the late 1920s. In this period a body with four-seats was mandatory for events like the 24 hours of Le Mans and the most minimal, light weight seat was fitted to this sports tourer. It has the clever feature of being hinged and of light alloy construction to allow instant access to the rear brakes, axles and batteries. Colonel Sorel must have been justifiably happy with the result, as 57541 was pictured in the company's 1937-1938 catalog.

George Rand and Samuel Collier, US Bugatti importers had 57541 shipped to New York where it is likely that it was used at the A.R.C.A. races on September 25, 1937. Period images exist of the car taken at the Roosevelt Raceway race in New York without the fender skirts it was fitted with initially. Rand was unable to find a buyer for the car, and it was shipped back to England and shown on the Bugatti stand at the London Motor Show held at the Olympia from October 13 to 22, 1938. On November 3, 1938, it was registered with the number FGW 384. The first English owner remains unknown. It is likely that 57541 remained in England, but according to Pierre-Yves Laugier, it is possible that by the end of 1938, 57541 was in the ownership of Herman H. Harjes, Jr., director of the Harjes and Morgan Bank on the Place Vendôme in Paris.

57541 vanished from sight during the hostilities, but towards the end of the war, it appeared for sale at the Continental Cars garage which was owned by Rodney Clarke, and it is likely that it was given registration number DXP 970 in 1947. That same year, the car had no less than three owners, namely Rodney Clarke, Brian Finglass, and Sir Alfred McAlpine, all of whom were managers of Continental Cars. Using Jack Bartlett as intermediary, they sold 57541 to Jack Robinson, who exported it to Trinidad, where it was registered as PB 371. According to Pierre-Yves Laugier, Robinson stated in a 1952 issue of Bugantics that when he bought the car through Bartlett, it was equipped with a Type 35B 3-blade racing supercharger. Robinson also noted that major work had been done to the car including fitting a new crankshaft, crankcase, cylinder block, pistons and connecting rods. In 1952, the car was completely overhauled, but its original gray color was kept. As Laugier succinctly states, "After its restoration, Robinson made the XK120 Jaguars pay dearly at the Trinidad Aerodrome, where he reached speeds of more than 180 km/h."

Robinson kept 57541 for more than thirty years and sold it to Peter Agg in 1985, with Leonard Potter possibly acting as middleman. Via his Trojan company, Agg undertook a complete restoration of the car. The engine was given to Crosthwaite and Gardner, who replaced the 35B supercharger with a correct Type 57 unit, thereby bringing 57541 up to factory correct 57SC specification. Hydraulic brakes were fitted and the car was repainted in the light metallic blue color that it wears today. Agg took great joy in using 57541, and he was regularly seen participating at the Prescott hill climbs and various circuits. In 1995, the car was sold to its previous owner, who retained it for the over 20 years. In 2016 57541 finally entered the ownership of a collector prepared to bring it back to its original glory.

THE RESTORATION OF 57541
As purchased and carefully reviewed, 57541 was a very proper and correct car that had suffered from an insensitive 1980s restoration. The goal was to reverse this work and make the originality front and center with a heavily researched and sensitive refurbishment appropriate to a car of its stature. Many of these valuable Type 57S cars have been thoroughly restored and much of the original "hands of the makers" are erased it in an effort for artificial perfection.

The philosophical guidelines for the restoration were:
Bring the car back to its original delivery configuration, with original crank case.
Bring the wonderful subtlety back to the body work that had been lost through poor repairs.
Use all the original body metal, replace only the smallest damaged areas if necessary.
Use original materials and techniques particularly period pant and fabrics.
Locate original Molshiem hardware to replace any modern fasteners and hardware.
Paint the car its original colors in nitrocellulose lacquer paint.
Leave any factory hand work and tooling marks visible.
Use cotton-based material as original for canvas parts.
Do not embellish anything - it should be as good but no better than it left the factory.
Use all original engine turned surfaces and polish only what the factory polished (engine block in particular).
Have the car be fully usable for any rally event and be in unmodified factory form.

The project was lead and managed by Evan Ide's Historic Vehicle Services who handled the metal work, mechanicals and assembly. F40 Motorsports prepped the metal work, painted the nitrocellulose paint and did all final sanding and polishing. Interior Motives handled the upholstery and trimming and Holman Engineering was used for engine assembly and testing.

A tremendous amount of research was done to find out exactly how this car was configured as new and every effort was made to get the smallest detail correct. The bodywork, despite a clean, simple appearance has wonderful complexity in the details. In particular, features such as the stunning fenders that through years of minor parking damage and old repairs had their beauty compromised, were returned to their original lines. A large effort was made rebuilding the edges of the fenders to bring back these wonderful styling dhetails that visually lower the car and give it a feeling of motion. The backs of the rear fenders - a vulnerable spot when backing up were nearly 4" higher than when the car was built. The car also received the correct wheel spats and the proper disc-wheel covers it had when new.

Mechanically, the work extended as far as the huge task of ensuring that nearly all the hardware used was original factory hardware. Unlike most manufacturers of the day Bugatti designed and manufactured his own unique fasteners. It was essential that only this original Bugatti hardware be used one such an important car. The philosophy of no reproduction parts extends even to the iron cylinder block which is the original to the car - very rarely seen.

The top material was specially made in a cotton-based material so it would have the proper black color not the dark synthetic color of modern acrylics typically used. The goal was for the material to begin to fade and weather like the original over time. The foot boxes were fitted out with the proper rubber mats and exposed sides revealing the factory hand tooling marks. These floor boxes nestle alongside the fully exposed transmission - weight saving was paramount to this design.

The original crankcase was reunited with the original engine components. Every piece was found to be the original numbered Molshiem components and were reassembled. The engine was in excellent condition and consumable parts were renewed as needed. Extensive time was spent hand scraping the main babbit bearings until the crank would keep spinning on its own after a light a swing by hand. The final product is a strong and punchy engine with excellent low-down torque and smoothness. The original multi-tube exhaust system was rebuilt to preserve the proper growl, a notable characteristic of these cars.

When finished, the reaction was that this Bugatti was as close to the factory delivered article as could be achieved. A cursory inspection quickly provides the feeling that the car has a wonderful authentic appearance, something not possible in a more conventional restoration. The other goal of the restoration was for the car to be able to age gracefully like the original, which has been achieved by using the nitrocellulose, rather than thick modern plastic-based paints, so that the paint finish will age softly and not develop the thick cracking that can occur with modern products.

Also, when it comes to road performance, such an important aspect of these cars, with no modifications mechanically it drives like it should - an absolute beast of a car but with beautifully direct and light handling. With nearly 200hp and only a little over 2000lbs of car it gives up nothing to its most potent contemporaries.

Since 57541 has received numerous awards at Pebble Beach, Amelia Island, Audrain Newport Concours, and a recipient of Best Restoration at the Villa D'Este Concours d'Elegance. And, it is certainly no 'trailer queen' the 57S has spent many miles of on the road unleashing its thrilling performance.

Remarkably, 57541 has a virtually unbroken chain of protective owners who have taken extremely good care of this automotive jewel since it left the factory. Factor in the unbeatable combination of its unique coachbuilt body and genuine 1930s supercar underpinnings, and the result is truly a heady cocktail. The Bugatti Type 57S embodies the highest standards in road holding, engineering refinement and maximum performance in a prewar car. It also displays a sheer mechanical elegance that is the very pinnacle of mid-1930s aesthetic finesse - one can lose oneself just contemplating the gorgeous engine compartment!

The Type 57S ticks every box – it is in many ways the ultimate pre-war supercar, and in SC form, certainly faster than virtually anything else on the road at the time. The production run of the 57S was brief as manufacturing costs were high, and a devastating war intervened. The full production and current ownership record is summarized by Bernhard Simon and Julius Kruta in their reference work on the model. The list represents a stunning statement of the importance and exceptional esteem that collectors have held these cars in almost from new. When such things were still possible the Schlumpf brothers cleverly snapped up no fewer than 9 of them, precluding 20% of the production from changing hands again. Trend setting collector Ralph Lauren is one who can count 2 in his definitive stable, the majestic Atlantic Coupe as well as a convertible for example. As one analyzes this list today the potential to secure one, let alone an open car becomes so much more daunting, given that so many are now in long term ownerships or Institutional collections.

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• 1937 Bugatti Type 57C Vanvooren Roadster, Chassis no. 57742. Estimate: $1,100,000 - $1,400,000

  Please note that this same car was auctioned by Henderson Auction on October 29, 2022, and then fetched $710,000....

Introduced in 1934, the Bugatti Type 57 would emerge as the first model built under the direction of Jean Bugatti, the well-respected engineer, designer, and son of founder Ettore. One of the most sophisticated, highly praised road-going chassis of Bugatti's illustrious history, the Type 57 featured elegantly designed coachwork from some of Europe's most notable coachbuilders. As a result, ownership of a Type 57 provided not only one of the finest driving experiences, but also a statement of high fashion and automotive sculptural taste.

The Type 57 would also include many luxury refinements providing better ease of use for customers. As opposed to the bevel gears used on previous Bugattis, the Type 57 would use spur gears to transmit power from the crankshaft to the camshafts, dramatically reducing noise levels. Featuring four-wheel hydraulic drum brakes and a solid front axle with semi-elliptic leaf springs and live rear axle with quarter elliptic leaf springs, these upgrades provided the Type 57 chassis impressive stability at high speeds. These improved touring characteristics were demonstrated by Jean Bugatti boasting claims of completing the 270-mile trip from Molsheim to Paris in less than three and a half hours.

Bugatti Type 57 Chassis No. 57742
According to research provided by highly respected Bugatti Historian David Sewell, chassis no. 5774 was produced in November 1938 and fitted with Galibier four-door saloon coachwork built in-house at Bugatti's Molsheim factory. Completed on 27 January 1939 and finished in Ermine Red with Havana Brown leather trim, it was then delivered to Bugatti's Paris agency and added to their stock held at their Foire de Lyon depot. Factory records indicate the vehicle was first delivered to Besancon, France about 30 miles from the Swiss border to its first owner St. Martin. While subsequent history remains unclear into the 1960s, Type 57 no. 57742 was eventually re-discovered and purchased in the 1960s by Jean Serre. A reclusive collector, Monsieur Serre would build up an impressive, but largely secret collection of automobiles, also to include this one-off Vanvooren roadster body acquired from Hans Weber Henning which originally belonged to Bugatti Type 57 chassis no. 57430.

One-off Vanvooren Coachwork
Based in the Northwest suburbs of Paris, Carrosserie Vanvooren was responsible for some of the most beautiful automotive creations throughout the 1920s and 30s. Among their creations is this stunning one-off roadster body, originally ordered by Prince Louis Napoleon for Bugatti Type 57 chassis No. 57430. A direct descendant of Napoleon Bonaparte, Prince Louis was an enthusiastic amateur racing driver and experienced Bugatti customer who originally ordered this body using his alias 'de Montfort'. At some point in its life, this Vanvooren coachwork was removed and later fitted to the car on offer, chassis No. 57742. While the exact details of when exactly this occurred remain unknown, a photograph in a 1976 issue of Pur Sang confirms the Vanvooren body was removed prior to that date.

With both Type 57 chassis no. 57742 and the special one-off Vanvooren roadster body now belonging to Jean Serre, he would eventually sell the chassis and body to a collector in Southern California sometime between 1997 and 2003. During this period, the body and chassis were united and also upgraded to supercharged configuration. Boasting over 210 horsepower with a supercharger (compresseur), this upgrade delivers significant performance advantages over the already capable Type 57.

In 2005, records indicate that Dutchman Tony Paalman had shown this vehicle at the Techno Classica Essen with his then firm “Car Discoveries”. After this period, chassis no. 57742 was delivered to the US by famed car collector Howard Fafard in Framingham, Massachusetts who commissioned a complete restoration at Competition Motors Portsmouth, NH. During this restoration, beginning January 2006, meticulous documentation and over one thousand photographs were taken and archived. These documents tell a story of an extensive, frame-off restoration with detailed invoices noting specific work performed to the vehicle. Restored in formal Black over Aubergine specification complete with an exquisite and unexpected ostrich leather interior and black folding convertible top, records on file indicate that Competition Motors would then assume ownership once completed in 2012. Following completion of this multi-year restoration costing over $800,000, this vehicle was shown at the 2012 Pebble Beach Concours d'Elegance and also featured in advertisements by Ralph Lauren Purple Label for their 2012 Fall collection.

Spurred on by the motto of Ettore Bugatti “if it is comparable, it is no longer Bugatti”, their long-standing tradition of excellence plays a crucial role in maintaining their extreme collectability among enthusiasts. Not simply a work of art, the consignor reports at the time of cataloging this Type 57C drives and performs as expected of a fully restored, Pebble Beach entrant. What can only be considered a exquisite example, this Type 57 is ready to be appreciated by a new caretaker for its extraordinary blend of French style and sporting performance the likes of which only a Bugatti can deliver.

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• 1994 Bugatti EB110 GT, Chassis No. ZA9AB01E0RCD39068, Serial No. 068, Engine No. 063
  Estimate $1,600,000 - $2,000,000

Benefitting from a short ownership chain of a handful of doting collectors, and attention from some of the world’s most respected EB110 specialists, this Bugatti is a particularly noteworthy example of the celebrated Campogalliano supercar. According to the research of Johann Petit’s Bugatti EB110 Registry, chassis number 068 is approximately the 51st of 85 examples built to GT specifications, and it was completed as a second-series car equipped with a revised cooling system and a modified rear bumper.

Ordered in May 1994 by the dealer Zdenek-Auto on behalf of a client in the Czech Republic, the Bugatti was finished in Bugatti Blue paint and appointed with an interior upholstered in dual-tone gray leather in a non-standard special-order configuration. After being delivered to the first owner in August 1994, the EB110 was frequently enjoyed on the open road while being consistently maintained.

In 2001 the Bugatti was sold to its second owner, another enthusiast residing in the Czech Republic, and he immediately submitted the car to the specialists at Dauer Sportwagen in Nuremberg, Germany—the company responsible for the Le Mans-winning Dauer 962, and the officially licensed continuation builder and servicer of EB110 examples following Bugatti Automobili’s receivership. At this time the original engine number 090 was replaced by the motor currently installed, engine number 063, a correct GT-specification motor. The car was also fitted with the revised rear fascia panel it now wears, featuring a centrally-placed Bugatti logo.

The EB110 GT remained in the Czech Republic through 2012, at which point the car was exported to Italy and exhibited at the Auto e Moto d’Epoca concours d’elegance in Padua. Sold to a noted Italian collector, 068 enjoyed the company of numerous flagship supercars until the collection’s offering by RM Sotheby’s in late 2016.

After being presented at the London Concours d’Elegance in June 2017, the Bugatti was sold in 2018 to an enthusiast based in Denmark before more recently passing to the consignor, who soon submitted the car for servicing to B Engineering in Emilia-Romagna, the current rightsholder to EB110 production and official marque-endorsed maintenance; over $12,000 was invested in the maintenance of the Bugatti at this time. Accompanied by an owner’s manual and warranty booklet and documented with service invoices from Dauer and B Engineering, this mildly used Bugatti displays 31,930 kilometers (~19,840 miles) at cataloguing.

The beautifully presented EB110 GT should steal the heart of any supercar enthusiast or Bugatti collector. Ideal for presentation at concours d’elegance or enjoyment of its groundbreaking high-performance engineering and design envelope, it is sure to deliver visceral thrills at speed. It ably epitomizes the undeniable success of Romano Artioli’s short-lived dream, a muscular thoroughbred emitting the panache and style for which Le Pur Sang has become a thing of legend.

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• 1928 Bugatti Type 43 Roadster by Lavocat et Marsaud, Chassis 43233, engine 62, Estimate 1.0 - 1.3 M euro
• 1932 Bugatti Type 55 Roadster in the style of Jean Bugatti, chassis 55219, Estimate 1.8 - 2.2 M euro
• 2009 Bugatti Veyron Grand Sport, chassis VF9SK252X0M795040, Estimate 1.3 - 1.5 M euro
• 2022 Bugatti Chiron Profilée (One off, new), Chassis VF9NC3V36NM795004, engine DAL 001 398, Estimate 4.2 - 5.5 M euro

1928 Bugatti Type 43 Roadster by Lavocat et Marsaud, Chassis 43233, engine 62
The Bugatti Type 35 is unquestionably among the greatest racing cars of all time, and the Type 43 is effectively its roadgoing counterpart. It is true that in creating the Type 43, which debuted in 1927, Bugatti needed to make some changes; the wheelbase is longer than that of the Type 35, for example. Yet the fundamentals remained—including the supercharged 2.3-litre overhead-cam inline-eight engine.

The Type 43 on offer, chassis 43233, was delivered in chassis form to Stand Auto Garage on the Champs-Élysées in Paris after being invoiced in September of 1928. One month later, the Bugatti received standard Grand Sport coachwork and was registered to its first owner, Robert Senechal. A Delage Works driver and former manufacturer of cyclecars, Mr. Senechal was exactly the type of esteemed character one would expect to purchase such a fine automobile in the period; in fact, according to a report on file from marque expert Pierre-Yves Laugier, he ordered six Type 43 chassis, apparently intending to become an agent for the marque.

He would soon put this chassis, then wearing temporary torpedo bodywork, to work; he achieved overall victory at the 1928 Rallye de Pau while entered in the lower 2-to-3-litre category, followed by a class win a few days later at the nearby Morlaas hillclimb. Soon after, respected Parisian coachbuilders Lavocat et Marsaud completed a two-seat roadster-style body for the chassis.

After the coachwork was fitted in January 1929, the campaign continued at the French Motorcycle Club Hill climb that same month, with a class win at the Gometz le Chatel hill climb coming that October. Not long after, the car was sold to an unknown buyer, but in 1932 chassis 43233 entered the ownership of Jean Trevoux. Several months later, he won the Paris-Nice Rally outright with his new purchase. A class win at the La Turbie hill climb soon followed.

Four additional Frenchmen are reported to have taken ownership of the car before the war. Beginning in 1945, Jean Charbonneaux and his family would be owners for just over a decade. Charbonneaux owned a separate Type 43, chassis 43251 with engine number 62, and at some point during his ownership, the engines were swapped. It would be sold to François Claude Pruvot, an engineer, in 1955, before passing to a Parisian mechanic, Jacques Banao, in 1962.

By 1965 the Bugatti had landed on English shores, entering the collection of Peter Newens. After being purchased by Franck Wall in 1971, an extensive mechanical and cosmetic restoration occurred. A photograph from the period shows the Type 43 painted in a single shade of dark blue and wearing a plate numbered “FGW 27C”.

In October 1978, chassis 43233 sold at auction in London to the Seydoux Collection in Paris; after exactly 50 years, the Bugatti had returned to its original hometown. The vehicle would remain on the continent after being purchased by Oscar Davis at auction in 1996. Invoices and correspondence from the period show the Bugatti was maintained at a shop in the Netherlands in order to be used at a moment’s notice for a number of European rallies.

Davis eventually sold the car to a New Hampshire gentleman in 2002 but would eventually buy back this wonderful machine in 2007. A year prior to this purchase, the car received a FIA Historic Technical Passport.

Today, the Type 43 is finished in a deep shade of red with a black leather interior. A suite of Jaeger gauges reading water temperature, amperes, engine speed, road speed, and oil pressure complement the finely finished wood dashboard. The car has been maintained by Leydon Restorations of Lahaska, Pennsylvania throughout ownership of the consigning owner. Work has included the installation of a new wiring harness, a valve job, a full reseal of the engine including new water plates, and the fitment of a new radiator core by Chuck Niles at American Honeycomb.

With approximately just 160 examples of this model produced, this extraordinary Bugatti is both rare and desirable in equal measure.

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1932 Bugatti Type 55 Roadster in the style of Jean Bugatti, chassis 55219
Like many premier automakers in the early-20th Century, Bugatti used its success in competition to elevate the profile of its road cars. In the case of the Type 55, introduced by Bugatti in 1932, the ties to motorsport were quite explicit: it was a direct descendent of the Type 51 race car, and was similarly powered by a supercharged 2.3-litre dual-overhead-cam inline-eight. The 38 Type 55 Bugattis produced typically wore sporting bodywork—often open-topped—that further emphasised the model’s racing roots.

According to the report by marque expert David Sewell, the Swiss Bugatti Agent Bucar of Zurich ordered chassis 55219 in the winter of 1932 on behalf of their client Mr. Edmond Reiffers, a notary in the city of Luxembourg. Once completed later that spring, a factory employee delivered the unbodied chassis with a temporary seat to the border just 160 kilometres away from the factory.

Mr. Reiffers intended to commission coachwork of his own choosing for the car—but not before one of his three sons, Ernest, entered the chassis with only a bonnet, headlights, and seat in several local events organized by the Automobile Club of Luxembourg. Finally, in October of the same year, Pritchard & Demollin of Angleur, Belgium constructed a four-seat cabriolet body for the Type 55.

In 1938, the car was sold to industrialist Rudi Cloos, a fellow resident of Luxembourg. However, the Bugatti changed hands two more times in the following two years within the Grand Duchy before being hidden away during the war. When peace finally arrived in 1945, the vehicle was unearthed and registered to Pierre Schickes, an electrician. Unfortunately, the Bugatti would suffer front end damage under his ownership. Subsequent photographs after the accident show the car received modified front wings which hang down to the front crossmember; the remainder of coachwork stayed intact. By 1955, ownership had changed hands once more to a Belgian named Gillard, but in 1957 well-known Bugatti dealer, Jean de Dobbeleer of Brussels, purchased the Type 55.

Part-owner of Precision Motor Cars, Bob Estes of California, eventually took ownership of chassis 55219 in order to use it as a parts car for his other Type 55, chassis 55230. The remainder of the car was then sold to Ray Jones of Birmingham, Michigan, in 1963. The Type 55’s present, highly attractive bodywork built in the style of the famous Jean Bugatti roadster design was created and fitted in the 1970s.

In 1988, the consigning owner purchased a car containing elements of 55219 and a four-year endeavour would soon commence to make the Type 55 whole again. After a great deal of research, three chassis were ultimately purchased to bring this goal to reality: 55219, 55229, and 51127. The Bugatti Owners Club officially recognised the reconstituted car on 17 August 1993 and issued a replacement chassis plate.

In 2008, a comprehensive mechanical and cosmetic restoration was undertaken by Leydon Restorations of Lahaska, Pennsylvania, bringing together the original components from the three cars acquired. While disassembled, independent Bugatti researcher David Sewell inspected the car. He concluded the chassis frame, engine, bulkhead assembly, gearbox, and differential casing contain the stampings indicating them to be correct to chassis 55219. However, during the restoration parts of the engine were determined to be too worn to use and today, the car utilises a different top crankcase and cylinder block. Both pieces remained in the possession of the consignor and accompany the sale.

Prior to being acquired by the consigning owner, the lower crankcase had been machined, removing some of the original factory stampings. Luckily, assembly number 36 remained on the front left arm and matched the same assembly number found on the top crankcase which further bore the correct “11” engine number stamping. Additionally, “11” was found stamped on the upper camshaft drive housing, in addition to both the exhaust and inlet camboxes.

This highly sought-after Type 55—clothed in timeless roadster bodywork in the style of the great Jean Bugatti—can be enjoyed by enthusiasts for decades to come.

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• 1932 Bugatti T55 Cabriolet, Coachwork by Vanvooren, Chassis no. 55217, Engine no. 24
  Estimate 3 - 4 Million Euro
• 1939 Bugatti Type 57 Cabriolet Project, Chassis no. 57751 Engine no. 542
  Estimate €230,000 - €260,000

1932 Bugatti T55 Cabriolet, Coachwork by Vanvooren, Chassis no. 55217
At the end of 1931, the Parisian Bugatti agent Dominique Lamberjack (junior), a friend of both Jean Bugatti and Robert de Prandières, the director of coachbuilders Vanvooren in Courbevoie, agreed between them that most of the Bugatti Type 55 '300' chassis delivered to Lamberjack's dealership would be sent to Vanvooren for bodying. Among the seven Bugatti Type 55 chassis delivered in Paris, six would be bodied by Vanvooren and one by Figoni in Courbevoie. The register of sales and deliveries confirms that the five Type 55 chassis ordered and delivered to Lamberjack in 1932 were numbers '55204', '55208', '55214', '55217' and '55227'. They were all invoiced for 72,500 French francs. The sixth chassis, '55236', was shipped by rail to Paris in June 1935 to be bodied by Vanvooren, but was destined for the Bugatti dealership in Amsterdam.

This Type 55 chassis with engine '24' was assembled at the factory in May 1932, as were chassis with engines '17' to '23'. Chassis '55217/24' was transported by road from Molsheim to Paris on 29th July 1932 and was invoiced that same day to Lamberjack's Paris dealership for the sum of 72,500 French francs. The chassis was then sent to Vanvooren in Courbevoie to receive a two-seater cabriolet body.

Dominique Lamberjack junior has stated that the car, once back from the coachbuilder, had remained on display in his showroom at the corner of rue Bayen and boulevard des Marechaux, for more than three years without finding a single buyer. It would take four years before a loyal Bugatti customer stepped in and bought it.

The Type 55 was registered new on 12th May 1936 at the Pas de Calais prefecture, under the license plate number '3988 NA 6' in the name of Eugène Leleux (junior). Born on 17th October 1906 in Lille, Eugène Florimond Albert Leleux was a brewer by trade and ran the Croix de Grès brewery in Divion. The Leleux family's first Bugatti was a Type 40A convertible acquired on 23rd June 1932. It was replaced in October 1936 by a Type 57 cabriolet which was sold to finance the purchase of the Type 55. Lamberjack's Société Franco-Américaine d'Automobiles' original invoice for the Type 55 cabriolet is made out to 'Mr Eugène Leleux son, Divion' and is dated 6th May 1936. It details 'A Bugatti 2L300 type 55 car number 55217. New, bodied as a two-seater Vanvooren convertible. For a payment of sixteen thousand francs in cash, twenty-five thousand francs in ten installments and the trade-in of a Bugatti 57143 as it is'.

On the back of one of the original photographs of the Bugatti, taken in the courtyard of the brewery, Eugène Leleux has written: "2l 300, type 55, year 1936, 8 cyl in line 2 compressor camshafts, 18 fiscal hp 4 floor speeds, 180 km/h, Gearbox separated from the engine Cable brakes, drums incorporated in the aluminum wheels, magneto Scintilla, Connecting rods and crankshaft on ball and roller bearings. Convertible Vanvooren 2 places, Yellow, Wings and black hood." This note seems to indicate that at the time of purchase by Leleux, the car was not yet equipped with a Cotal pre-selector gearbox, otherwise this feature would have been mentioned, so detailed is the car's description.

In 1941, the Lille newspapers reported that Mr Eugène Leleux, a brewer in Divion, had filed a complaint with the police concerning the theft of his car, which he had left on rue de la Comédie. He was able to regain possession of his car, which had been discovered during a police patrol. We do not know if it was his Type 55 cabriolet, but the notion is appealing.

In 1942, the car was entrusted to the good care of the Bugatti repair workshop at 75 quai Carnot in Levallois, managed by the famous Doctor Gabriel Espanet. A first letter and invoice dated 28th August 1942 states: "Following your letter of August 24, we have the advantage of sending you a single speed, two type 55 front springs and a steering wheel. As regards the rear spring slide supports, the model of which you sent us, we are writing to our factory in Bordeaux to send us a pair as soon as possible..." The invoice for 1,053 French francs was attached. By letter of 14th October 1942, the rear slides were provided in turn for the sum of 1,318 French francs.

A final letter of 30th December 1942, relates to the repair of the cylinder block: "As we had let you hope, in our letter of the 10th instant, we have been able to take, despite the current working conditions, the arrangements which have enabled us to finally complete the perfect repair of your cylinder unit. If the delay was a little long, the execution of the work is as precise as in normal times. The valves supplied in particular are of the best pre-war special steel and we have been able to maintain the old price for one last time. You will find them mounted in their guide, broken in, ready to run.
"During the assembly of the engine, it will be necessary to take care to leave them all in their respective place in each cylinder/the clearances (which are 50 hundredths intake and 60 hundredths exhaust) must therefore be obtained, possibly, by filing on the spot and the valve stem very carefully.
"Attached is the invoice concerning the repair of the unit by autogenous welding and the rectification, as well as the supply of the valves and guides, for a total sum of 6,519 French francs."

These letters shed light on the Bugatti factory's ability to continue its activities at the Levallois repair workshop and the relocated factory in Bordeaux. Soon this factory would close and the tools would be repatriated to Alsace by the new owner, H Trippel.

It is probable that the Type 55 convertible was used for another four years. A request for 'non-pledge' of the vehicle was registered in March and again in October 1947. The Bugatti was then sold in the Nord department and registered as '6803 ME' on 11th February 1948 in the name of Eugène Mulnard, an electrical engineer resident at 108 rue Grand Chemin in Roubaix. On 27th February 1951, the Type 55 was registered in the name of Miss Andrée Desplats, a secretary living at 58 rue du Molinel in Lille. The Bugatti was re-registered as '3553 AF 59'. Eugène Mulnard would later divorce his wife and marry Andrée Desplats in Lille in September 1965.

Eugène Mulnard was president of the Écurie Flandre, founded in Lille just after the war, whose notable members included the pilot/manufacturer Paul Delbarre, the Simca specialist Monnier, Jacky Pollet, Flamencourt (the team's official mechanic) and Werry the administrative director. Mulnard raced in the Monnier Spéciale with a BMW 328 engine at the Chimay Grand Prix in 1953 but retired with a gearbox problem.

In July 1988, Eugène Mulnard was kind enough to commit his Bugatti memories to paper for Bugatti authority Pierre-Yves Laugier: "The Bugatti 55217 was equipped when I bought it with a Cotal 32 mkg gearbox. I do not know if the assembly was done by Bugatti or any other mechanical workshop. The engine block was leaking some water at a spark plug cupola I repaired. In 1950, the Bugatti company rue Carnot in Levallois supplied me with pistons and rings. I completely dismantled the engine and all the parts remained detached for many years, not having time to take care of them.

"In 1975, I put everything back together. The only part that I could not find at Scintilla: the battery charge regulator. In 1980 the Bugatti was in perfect working order. This car has never been damaged, and always perfectly maintained. I did 117,000 km with it.

"Only one problem: while I was in Switzerland, around 1948, I filled up with gasoline, in this gasoline was incorporated at the time Tetra-ethyl lead. I had to drain and replace with unleaded gasoline. "In 1949, I was in Germany. During my stay, there were heavy snowfalls, roads rutted by the war. The engine being very close to the ground. It had to stay two months in the garage. I was president of Écurie Flandres in which there were eight cars. We raced in Formula I and did rallies and hill climbs. The Bugatti has never been entered in any competition; it was the car I drove every day."

Dealer Bruno Vendiesse remembers that as a young enthusiast aged twenty in 1974, he went to see the Bugatti on display in the window of Flamencourt, who was a Simca agent in Mons en Baroel, and saw it again in the garages of the General Heating Company at 37 avenue du Maréchal de Lattre de Tassigny in Saint-André-lez-Lille. Mulnard had no place to park the car, which was stored at Georges Tranchet's saddlery in Lomme from 1976 to 1979, before its sale the following year.

The great Bugatti lover Marc Blanc of Montbrison bought the Type 1955 cabriolet in 1980. He had known Mulnard for years, paying him frequent visits, but Mulnard was never inclined to sell the car. One day Mulnard contacted Marc Blanc, saying that he had decided to part with his Bugatti. He confided in him that he had four potential buyers but wished to visit them in turn to determine which was best able to restore the Bugatti to correct original specification. At that time Marc Blanc was reassembling his Type 35A in his garage. Mulnard was pleasantly surprised and immediately handed Blanc his business card as a bill of sale. The transaction, for a price of 250,000 French francs, satisfied both parties.

Blanc traveled to Wattrelos to take possession of the Type 55, which arrived in Montbrison towed by a Peugeot 504 belonging to the company. According to Marc Blanc, the Bugatti had had a minor collision leaving one of the wings out of line. The car remained in its garage in Montbrison between two Bugatti Grand Prix cars for nearly ten years, without being restarted. Marc Blanc then dismantled the engine, which he entrusted, together with the Cotal gearbox, to his official mechanic Marc Defour of Sury-le-Comtal for an overhaul. In 2009, the Type 55 was exhibited for the first time, at the Salon d'Avignon, and four years later was sold to collector Ton Meijer through dealers Bruno Vendiesse and Jaap Braam Ruben.

The Bugatti was driven to its new home in Carpentras but the engine was running poorly. It was decided to undertake a complete restoration, which was entrusted to the Ventoux Moteurs workshop run by Laurent and Raphael Rondoni. The rebuild would take more than three years to complete. The chassis was stripped bare and all the mechanicals overhauled, with some worn parts replaced. The cam boxes and the camshafts were manufactured by Rondoni together with the water pipes and compressor mounting gear. The split cylinder block was replaced with a new block obtained from Crosthwaite & Gardiner in Buxted, UK. The original roller-bearing crankshaft was overhauled with new connecting rods with cages and rollers from Brineton Engineering of Wolverhampton.

During the replacement of the Cotal gearbox, the old Bugatti gearbox's fixing holes were found, as well as those of the levers and the braking system, which had been modified to suit the Cotal which required a special crosspiece. A new gearbox from Crosthwaite was machined by Ventoux Moteurs and fitted with dog gears from Brineton Engineering.

The lined black hood and the upholstery work were entrusted to Ventoux Saddlery in Carpentras. The backs of the seats have been reduced in thickness and the door panels have been kept; only the seats have been changed. A beige carpet, identical to that on the base of the doors, was used as the cabin carpet.

The electrical wiring harness was remade by Rondoni, while the Scintilla lighting and magneto are original. The radiator was only cleaned, and the rear axle overhauled, as were the shock absorbers and the brakes. The front axle was re-nickeled and the original cast aluminum wheels retained. The exhaust, which had been shortened, was extended by a muffler and a silencer under the running board.

Restoration of the bodywork was entrusted to the good care of renowned Dutch workshop Dijkhof in Achterveld, which also took care of the restoration of Mr Meijer's former Bugatti Type 55 roadster. The body's timber framework was changed in large part because it was rotten,and the Bugatti was finally delivered to its owner around Christmas 2018. All original mechanical parts that were replaced were returned to the owner and are offered with the car.

Among the six Type 55 cabriolets bodied by Vanvooren in Courbevoie, '55217' is the only one to have retained its original bodywork on its 1932 chassis; all the others have been modified to a greater or lesser extent, while '55227' and '55236' no longer exist.

Bonhams would like to offer its grateful thanks to marque expert Pierre-Yves Laugier for his assistance in compiling this description, a longer report in French is available upon request.

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1939 Bugatti Type 57 Cabriolet Project, Chassis no. 57751
This Bugatti Type 57, number '57751', was produced as a rolling chassis with engine in December 1938 for the Bugatti agent Créquy et Cornette in Lille, whose client's name was Mignot. It is an example of the Series 3, the most developed and refined of the Type 57 chassis. The car was duly completed with a factory Galibier saloon body on 9th May 1939 and delivered four days later. The Bugatti's wartime history is not known but the car was registered on 18th July 1945 in the department of Nord. One year later it was re-registered as '5385-YC7' for Marie Louise Ansalin de la Moyère in Montfermeil, Seine et Oise.

Registered in the Seine department as '58810-RQ' on 9th December 1947, the car then spent several years off the road in storage before ending up in the possession of Jacques Leli?re in Toulon. The Galibier body was removed and placed on another car. A new body in the style of the British coachbuilder Corsica was made for '57751'. Subsequently this car's identity became confused with that of another Bugatti (a not uncommon occurrence) but all numbers on the car are compatible with '57751' and clearly the '49' on the authentic chassis plate is an over-stamping (see Bugatti Registry extract on file).

Believed to have covered only some 30,000 kilometres in its lifetime, the Bugatti is offered as an incomplete rolling chassis together with a quantity of non-original body parts. The chassis was restored recently and is presented in excellent condition. Offered with Netherlands registration papers, this Type 57 is a potentially most rewarding project for the Bugatti enthusiast.

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• 1929 Type 35C Grand Prix, chassis 4920, engine 166, ex Bart Rosman. Estimate 2,500,000 - 3,500,000 €
• 1929 Type 43, chassis 43303, engine 130, ex Bart Rosman, ex Guillaume Prick. Estimate 1,200,000 - 1,800,000 €
• 1936 Bugatti Type 57 Atalante, Chassis 57432. Estimate 2 - 3 Million €
• Type 35 project, engine from chassis 4867, ex Bart Rosman, Estimate 80,000 - 120,000 €
• Many lots of parts from the Bart Rosman collection in another Artcurial auction on February 5

1929 Type 35C Grand Prix, chassis 4920, ex Bart Rosman

• Unmodified since 1931, unquestionable history
• Prestigious racing history and drivers including 4th place in the 1929 Monaco GP
• Ex-Baron George Philippe de Rothschild
• In the Bart Rosman Collection since 1997
• No reserve

The 2-litre supercharged engine 166 C was assembled at the factory in May 1928 along with 2-litre engines n°164 to 167 and 2-litre 300 engines n° 168 to 170.
The Type 35C chassis 4920/engine 166 C was delivered to the driver Guy Bouriat on 11 March 1929. He had taken delivery of the Type 35C chassis 4921/171 the day before. The two vehicles were billed to him for 91.500 FF each.

Georges Philippe de ROTHSCHILD (1902-1988)
He was the son of Baron Henri James de Rothschild, the renowned playwright and a doctor by training. From 1922, having been introduced to the racing driver Robert Benoist by his older brother, the young Philippe began motor racing in events such as the Paris-Nice. In 1929, under the pseudonym "Georges Philippe", this amateur driver began Grand Prix motor racing in earnest. Philippe de Rothschild had the two Bugatti Type 35s, at his disposal, delivered by Guy Bouriat at the start of March, for the start of the 1929 season. He made his GP debut at Juan les Pins on 1 April in the car registered 2678 RB 6, chassis 4921, and suffered an accident halfway through the race.

Therefore, for the Monaco Grand Prix on 14 April, he used 4920, its registration number 2677 RB 6 clearly visible in photos. He finished an honourable 4th place behind the Mercedes SSK of Caracciola.
In the first Grand Prix de Bourgogne, held at the circuit in Dijon, on 9 May 1929, the Rothschild team entered both 35Cs, the 4920 (2677 RB 6) for Bouriat and 4921 (2678 RB 6) for Rothschild. Bouriat quickly took the lead and Rothschild managed to follow him, in front of Gauthier. After a battle lasting 3 hours and 47 minutes, Rothschild claimed victory, after Bouriat gave way to his boss and finished a fifth of a second behind in the Bugatti 4920.

The team came together again for the second Bugatti Grand Prix, organised by the Molsheim boss at the Le Mans circuit on 2 June 1929. Bouriat took part in testing in 4920 N° 33 and Rothschild in a new and as yet unregistered 35C N° 34, (probably 4930 bought two weeks earlier). Having broken a rod in his Bugatti, Juan Zanelli acquired 4920 on the weigh-in day from Rothschild who decided to drive his Type 44, while Bouriat moved to the wheel of N°34. Zanelli, who was racing 4920 for the first time, won the Grand Prix. He repeated this feat in 1930, this time at the wheel of 4921 which he also acquired from the Rothschild team, before Hellé Nice took it over for the following two seasons.

In 1929, Guy Bouriat was in charge of Baron de Rothschild's racing team before becoming the director of sales for the new Bugatti showroom at 46, avenue Montaigne. Juan Zanelli (1906-1944), the young Italo-Chilean millionaire and vice-consul for Chile in Nice, had been racing Bugatti since 1926. It is believed he acquired, or was lent for the race, Bugatti 4920, just before the start of the Bugatti Grand Prix held at the circuit at Le Mans on 2 June 1929. The registration plate of the Chilean's winning Bugatti, 2677 RB 6, was clearly visible at the finish. At the Marne GP on 7 July 1929, Zanelli drove Rothschild's other Bugatti 35C, 2678 RB 6, namely 4921, and at San Sebastian on 25 July, Zanelli entered 4921 for Foresti as well as his new 4939, acquired ten days earlier. He appears not to have used 4920 in any other event during 1929.

A life in Lyon.
The Bugatti 35C was registered in the Rhône region with number 7466 PF 1 in March 1930. It was acquired at the end of the 1929 season by a young enthusiast from Lyon, Marcel ROUSSELET (1904-1984). He was born on 24 April 1904 in Cublize, the village where his father worked as a pharmacist. In 1931 he lived at 289, Cours Lafayette with his mother and older brother Jean, who took over the family pharmacy at the same address. By 1933 he was a trainee lawyer at the Court of Appeal in Lyon, and would go on to become a judge. In all likelihood, he bought the Bugatti 35C at the start of 1930, when he was just 25 years old and not yet fully qualified as a lawyer. The purchase of the Bugatti 35C which was under a year old, required funds that probably came from the family. He married in Lyon in February 1939 and was awarded the Liberation medal in 1947. M. Rousselet died in Neuilly sur Seine on 19 July 1984.

As early as 1929, he acquired a Bugatti Type 37A which it is thought Eddoura used for testing during the Laffrey hillclimb on 18 August 1929. Using the pseudonym " Ralph " Rousselet began racing in his 37A from the spring of 1930. He took part in several hillclimbs, at Camp in May, and at Les Alpilles and Val de Cuech in June, again in the 1500cc class. In the summer of 1930, he lent his 2-litre supercharged vehicle, which he had not yet competed in, to the young motorcycle prodigy Eddoura.

Edouard GRAMMONT (1906-1930).
The Grammont business was founded in Pont de Cheruy in 1849. It became one of the largest groups in the world before 1914, comprising factories for wire drawing, foundries, rolling, and later the first underwater telephone cables before finally branching out into rubber and its derivatives. The various factories employed more than 2,000 people and the business continued to operate until the start of the 1960s. Edouard Grammont was born at Château Grammont, the family home in Pont de Cheruy, on 30 January 1906. In July 1919, when he was just 13 years old, Edouard Grammont applied for an automobile driving licence. By 1920, he was already riding around on a 4 HP Koehler Escoffier. In June 1922 " Eddoura " made his first appearance, finishing 5th in Moto Club Lyon's kilometre sprint on a Koehler Escoffier. He had his first win the same year, on 24 September in the Planfoy hillclimb, competing in the 750cc class. The following year, in the same event, he set the outright record time. The young prodigy continued to clock up victories and on 18 August 1929, he set the outright record for the Laffrey hillclimb. He had familiarised himself with the route by driving day and night, at the wheel of a 37A, probably Rousselet's.

From September 1926, the grounds of the château Grammont resonated to the sound of Bugatti on an improvised circuit at the property. The young Edouard, who had just turned 20 years old, drove a Brescia and a Type 37, probably bought new. At the start of the 1930 season, Marcel Rousselet decided to put his faith in the young motorcycling prodigy and entrusted him with a drive in his powerful supercharged Bugatti 2-litre. At the Lyon Grand Prix on 15 June 1930, Eddoura, competing in the 2-litre class, in the 35C 4920, was classified 6th despite retiring on the 24th lap.

On 20 July, Eddoura, driving the 35C, set the fastest time and the outright record for the race at Baraque, completing 10km in 5 min 44 sec at an average speed of 104,651 km/h. On 10 August 1930, the spirited driver lined up for the start at the Circuit du Dauphiné in Grenoble. Some of the best Bugatti drivers were amongst his competitors. On the first lap, Etancelin was in the lead with Eddoura second, followed by Lehoux who took over the lead in the fourth lap. On the sixth lap, Eddoura beat his own lap record at 127 km/h and overtook Etancelin, before running in first place during a pit stop by Lehoux. A few laps later, while overtaking Savora in his 2-litre Bugatti at the end of the straight, Eddoura caught his front left wheel. The driver was thrown out and died instantly, while the 35C rolled three times, hit a tree and came to rest on the rails of the tram line. The remains of the car were picked up along the entire length of Me. Delamarche's property. Photos show it was only the rear of the car that was completely destroyed. The radiator, bonnet, engine and bulkhead appear to have been left intact. The chassis was totally bent and the axle broken. An imposing monument in Eddoura's memory was erected on the site of the accident from a subscription made by the Moto Club Dauphinois. The brothers Jan & Joel Martel made four bronze plaques, recounting Eddoura's victories and passions. The Grammont family reimbursed M. Rousselet for the full cost of the car.

For the 1932 season, Rousselet - alias Ralph - got his Bugatti 35C back, which had been completely rebuilt by the factory at Molsheim. He participated in the Camp hillclimb, winning the 2-litre class. On 5 June, he was second in Les Alpilles hillclimb. He also took part in the race at Klausen in Switzerland on 7 August 1932.
Race results for 'Ralph' in 1932 :

• 24 April : Camp hillclimb : 1st in 2 litres.
• 5 June : Les Alpilles : 2nd.
• 7 August Klausen : 2nd in 2 litres.
• 4 September Mont Ventoux : winner in 2 litres.

The Bugatti 35C has probably not left the city of light and was re-registered in the new system on 11 July 1955, given the number 6397 AM 69. Around 1960, a young enthusiast by the name of Antoine Toti, confided to his friend Michel Payet, that he knew of a racing Bugatti that he hoped to recover. Toti told the Bugattist Bernard Viallon that he had got the information from his uncle Nazare Toti, the talented mechanic for the Malartre collection in Rochetaillé sur Saône since 1952. The car was believed to belong to a coal merchant by the name of Girard, whose company was located at the quays in Gerland in the 2nd arrondissement of Lyon. The wholesale coal company supplied heating coal for the entire Lyon conurbation, and occupied these premises between 1946 and 1964. The date the company was sold may correspond to the purchase of the Bugatti, as it is believed that Antoine Toti, then 54 years of age, succeeded in acquiring the car in 1964. The vehicle was registered at his address, 12 rue du Repos Lyon VII, on 11 May 1965. Bernard Viallon came to work on the car in Toti's hangar in Corbas around 1983. He was asked to adjust the valves, but only the engine was made accessible to him. He was not allowed to uncover the rest of the car. After a week's work, the Bugatti was running again and was driven around the yard before being put away again for another fifteen years. Bernard Viallon remembers that the front axle was chrome with front and rear clips conforming to a 1931 Type 51. This is logical as the rebuild following the accident must have taken place that year.

The car was sold by Antoine Toti on 26 September 1997 to the Dutch collector Bart Rosman through the dealers Bruno Vendiesse and Jaap Braam Ruben.

The current vehicle :
We know that the original chassis, frame 617, assembled at the start of 1929, was destroyed in the accident in August 1930. It was replaced by the factory with a new frame, number 669, dating from the end of 1930. In photos taken after the accident, we can see that the front of the vehicle remained intact. The bonnet and dashboard were not damaged. The number of the current gearbox, 427, suggests this must be the original one. The axle was replaced in 1930 with case number 395, again by the factory. The rest of the body, including the fuel tank and all other parts that were damaged in the accident were replaced during the winter of 1930, and are therefore period parts supplied by the factory. Today, the car is in the exact configuration that it was after its retirement from racing with Ralph at the end of the 1932 season.

#4920 has been raced by such prestigious drivers as Guy Bouriat, Baron Philippe de Rothschild, Juan Zanelli, Eddoura, and Ralph with notable successes in major events. It is one of the best preserved and most original and authentic Type 35Cs to survive, one of just 55 examples produced between the spring of 1927 and the summer of 1930. A thoroughbred of this kind rarely comes up for auction, the stables containing them jealously guarded by their enlightened owners.

Some might have been tempted to keep such a masterpiece under wraps in the hushed confines of a heated garage, but Bart Rosman was not such a man. His training as an engineer and decades of mechanical experience, especially with Bugatti, meant that his cars were always ready to go, with meticulously assembled and tuned engines. This 35C was the perfect illustration of his know-how and philosophy: a true race car, he used it as such, at 100% of its capacities, even using a mixture of petrol and methanol as was the practice in competition at the time. During the various Historic Monaco Grand Prix in which he took part at the wheel, the car's performance, combined with the excellent driving skills of its driver, left a lasting impression. Never driven, but always driven, this fabulous 35 is just waiting to be put back on the track, it will have to benefit from a careful restart after a few years of disuse. It comes with a lot of parts including a front axle, a stone guard, an incomplete engine whose lower crankcase will have to be repaired, 2 seats and a consequent backrest.
Pierre-Yves Laugier

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1929 Type 43, chassis 43303, ex Bart Rosman, ex Guillaume Prick

• Fascinating history, ex-Guillaume Prick, ex-Pim Hascher
• Unquestionable authenticity, one of the best 43s
• One of the best models built by Bugatti
• In the Bart Rosman Collection for 15 years
• No reserve

The Bugatti Type 43 we are presenting has the advantage of a continuous history which shows that it has remained completely authentic. This is confirmed by the study below by the Bugatti specialist Pierre-Yves Laugier.

Engine no. 130 was assembled at the works on 9 September 1928, but it was only at the end of 1929 that the chassis with engine no. 130 was dispatched from Molsheim to the showroom on the avenue Montaigne in Paris. And so, on 25 November 1929, the car, with the chassis plate 43297, arrived in the capital. It is possible that it remained in stock for some time, on display or as a demonstrator, before returning to Molsheim. On 29 January 1931, with its definitive chassis number 43303, it was sent by train to Zurich on behalf of the company B.U.C.A.R. It remained in stock there for another few years, possibly in the free zone in the firm's premises at Saint-Louis (near Basel) as it was not cleared through customs in Switzerland.
It was only in 1934 that the torpedo GS 43303/130 was sold to the Bugatti dealer in Amsterdam, H. van Ramshorst, whose garage C.V. Albatros was located at 21-27 Pieter Baststraat. A Dutch insurance document even mentions 1932 as the year in which it left the factory.

The car's first private buyer was an amateur Dutch racing driver and pilot, Johannes-Willem Rens, who was quite a character. He was born in 1896 into a Dutch colonial family, whose company Fuchs & Rens distributed Chrysler, de Soto, Plymouth and Renault in the Dutch East Indies and also had a branch in Amsterdam. The family returned to Holland in 1902 and Rens had an eventful life in Brazil and then in Canada, serving a few months in prison for desertion, before his first marriage in 1919 and then a second in 1931 to a young woman from Burgundy, Georgette Gatheron, who held shares with him in a garage in Calais. They were a colourful couple, as in October 1934 Georgette shot him in the jaw with a revolver before he shot her in the foot.

As a result, they separated in January 1935 and Rens instituted legal proceedings to reclaim his shares in the garage in Calais which he ran jointly with a M. Rejeange. He returned to Holland for good and it was at this point that he expressed his interest in the Bugatti Type 43, which was for sale at van Ramshorst's Albatros garage. Rens started by renting the car from 10 May to 1 July 1935 and insured it for the substantial sum of 225 florins. He was then supposed to buy the car for 4000 florins.

Rens asked van Ramshorst to convert the Type 43 3/4-seat torpedo into a two-seater, most likely for tax reasons. The modification was carried out on 4 June 1935, but instead of being shortened, the car was fitted with a (removable) metal panel covering the rear seats. The panel can be clearly seen in family photographs from the time. The car was also fitted with a bonnet strap and stone guard.

The insurer J.-Herm Schroder recorded the registration number GZ 17555 for the insurance policy on 5 September 1935; the vehicle licensing records for Amsterdam also indicate that this number was transferred to Rens on 16 May 1935 at his address at 102 Euterpestraat.

Rens held out the promise to van Ramshorst of the French inheritance - his shares in the garage - he was due to receive. His lawyer was none other than the best man at his wedding in Paris, Maître Raymond Hubert, a leading barrister who had pleaded in the Stavisky affair. One wonders how he had become friends with the infamous Dutchman. Before the affair was settled, Rens managed in May 1936 to get his mother to pay for his latest fad, a secondhand Bugatti Type 51, which would be seized in 1938.

In April 1940, he tried to serve his country courageously by asking the Secretary of the Swedish Legation for the possibility of enlisting as a pilot instructor in the service of the Swedish government, pointing out his perfect knowledge of German, English, French and Dutch, but it does not seem that he was able to obtain this assignment.

On 17 August 1941, after a wild rant in front of one of his neighbours in Amsterdam with a revolver in his hand, he was arrested and sent to the Gross Rosen concentration camp at Rogoznica in Poland. He died there on 9 April 1942.

Meanwhile, the Type 43 had been sold in spring 1939 to Bernard Cramer, the heir to a long line of Dutch industrialists who produced paper and cigars. Rens put a fanciful value of 3000 florins on his Bugatti, but Cramer finally bought it on 10 March 1939 for 475 florins plus his Hillman taken in part-exchange. The record from the Albatros garage states: "IR. B. Cramer Heerde-Ende Wapenveld (Gelderland) - Bugatti and chassis/engine 43303 'mit kompressor'".

In December 1939, Cramer bought a secondhand supercharger, no. 154, and had some work carried out on the car. According to the recollections of some local people, however, Cramer's young wife could not stand the noise the Bugatti made and he soon had to sell it back to the Albatros garage. As the marriage between Bernard Cramer and Anna Catharina van Marle was celebrated at Wapenveld on 4 August 1942, it may be assumed that the Bugatti was sold around then.

The Type 43 torpedo joined the stock of at least ten Bugattis tucked away in large premises known as 'The Temple', next to the Obrechtkerk church in Amsterdam. In an old photograph showing the Bugattis in this secret location, the Type 43 torpedo can be seen second from the left. It was registered in the name of van Ramshorst's garage as G 70670.

The hiding-place was kept secret through the war, and in 1950 van Ramshorst decided to shorten the Type 43 chassis to race it at Zandvoort. Several photographs show the modified car in the streets of Amsterdam, with the registration plates G 274, and then with the racing number 40 driven by van Ramshorst at Zandvoort.

A year later, the car was sold to the Bugatti enthusiast Guillaume Prick in a purchase agreement dated 16 July 1951. Prick registered the car as P 5198 and christened it 'Prima Donna'. In his ownership, the torpedo became part of the origin of Bugatti's legend in Europe, as from 1951 Prick spread his gospel at circuits and on rallies across the continent. For him, the world had begun the year in which the founder of the Molsheim company was born!

Prick founded the Dutch Bugatti Club in 1956 and also contributed to the creation of the Bugatti Club Deutschland that year. The car travelled to Ermenonville for the 1958 Rallye, then to Molsheim in 1961 for the Rallye International. Prick also went to Alsace as often as possible, bringing with him the first Bugatti collectors. For more than 30 years, he drove his Type 43 all around Europe; it was sold by his family the year after his death.

It was bought by Pim Hascher, an unconventional collector born into a family of musicians in Leiden; he became the proud owner of the Type 43 torpedo on 13 October 1984 and registered it as PX-51-RG. Hascher had driven Bugattis since the start of the 1950s, first a Chevrolet-engined Type 40 and then, from 1953, a Type 37. But for him, the Type 43 was the final stage in his initiation into the legend of Bugatti, the design of whose engines was instrumental in the revelation he experienced.

On 9 February 2008, at Bonhams' auction at Rétromobile, the Type 43 torpedo was sold to the engineer and Bugatti historian Bart Rosman for 1,327,500 €. The car joined his collection, which had long included a Type 40 GS, a Type 37, a rare 35C and a Touring-bodied Ferrari 340 America Barchetta.

Today, we can make the following observations based on an examination of the Type 43. The original chassis plate is engraved '43303 Bas Rhin', as it is a car sold after 1929. Engraved by the Dutch authorities, the plate shows the number 43303 in place of the engine number and below it the capacity of 2246 cc. There is no number visible on the front axle, which had been chromium-plated, but the chassis number 43303 and engine number 130 are present on the sump.

According to the notes from the factory, the original crankshaft was no. 165. It has not been possible to check whether this was noted when the engine was stripped down. The gearbox and its casing are numbered 131, and the strut 132.

The original rear axle, no. 132, was swapped for no. 52 from the Type 43 chassis no. 43196 which Prick also owned in the 1960s. No. 43196 still has the rear axle no. 132 previously fitted to chassis no. 43303. Bart Rosman and the other owner intended to refit these parts to their original chassis. The original, shortened chassis frame is no. 131.

Pierre-Yves Laugier, December 2022

Combining the performance of a Bugatti 35 B with the comfort of a touring torpedo body, the 43 Grand Sport was one of the best models produced by the marque from Molsheim. We had the pleasure of spending several hours test driving this example, which can be considered one of the best performing cars in circulation today. In fact, beneath the superb patina of its bodywork, the mechanics are set up optimally, the result of a lifetime of observation and working on Bugatti. The car's acceleration is impressive, accompanied by the exhilarating roar of its supercharged 8-cylinder engine. Every start feels like the start of a Grand Prix, while the powerful braking allows full use of the car's capabilities. It is clear that in 1929, there wasn't a road in Europe that allowed you to exploit to the max the potential of such a car, which could be compared retrospectively to the philosophy of Supercars. Today, Prima Donna remains, more than ever, an invitation to take to the road, for no particular reason other than the chance to enjoy its performance and its fascinating history, etched into every detail of its bodywork.

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1936 Bugatti Type 57 Atalante, Chassis 57432
This is a car with a complete and fascinating history, and it was used for what it was intended: to be driven.

The first owner Charles Olivero used it for various rallies: the Rally des Alpes (with a female friend Daisy), the Rally de Monte Carlo and the Liège Rome Liège (both with his brother Jean).

The second owner was a famous pilot Leon Givon, who crossed the Atlantic Ocean (but alas after Charles Lindbergh had managed to do it in the other direction) and who used it extensively.

The third owner wanted to have a new Atalante after the war but as the factory could not build one anymore, he had this car restored to ‘as new’ with a new engine and gearbox, a closed more ‘modern‘ aerodynamic body (mince coupe fermé) and he renumbered it. The rebuild took ten months and cost more than a new car and as such was called ‘the Millionen auto’ (after the money).

It saved the life of the fourth owner and his wife when he had to flee the Congo (on that day over 70 Belgians were killed in an uprising by the rebels).

The car was restored back to its original shape in the early nineties when its original chassis number was retrieved (as a result of the research of Pierre Yves Laugier).

The last two decades the caretaker of "57432" was a well-known Bugatti Historian.

This car had a real life but it has kept its soul!

Article in the Bugatti Revue: The history of Bugatti Type 57 Atalante "Toit Ouvrant", chassis nr. 57432

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Type 35 project, engine from chassis 4867, ex Bart Rosman

• Numerous original parts, including engine
• Project almost complete with French title
• No reserve

It was around 1984 that Bart Rosman bought a collection of original Bugatti 35 parts from Bernard Viallon, the well-known haulier and collector from Meurthe-et-Moselle. The parts included a cam box (no. 85), a steering box, a complete gearbox (no. 186) from A.F. Loyens' stock in Luxembourg, a rear axle (14x54) from Antoine Raffaelli's stock, a front axle, a clutch, a steering wheel, an oil pump and a water pump, as well as various items including brake compensators.

To this collection is added a rebuilt chassis (probably by Eysseric at Nyons), a radiator and stone guard, apparently from A.F. Loyens' stock, the pointed aluminium tail section of the body, as well as the scuttle, both of them remanufactured, while the bonnet appears to be original. The floor pans are also present, as are four detachable rim wheels with large drum brakes, shod with tyres, four wheel hubs, four brake flanges and the brake shoes. The engine, with the number 4867 on the lower sump, is currently being assembled, and the crankshaft, conrods, pistons, new valves and valve springs are all present. This lot also includes a roughcast throttle body, a Bosch 8-cylinder magneto, some spring leaves, a remanufactured fuel tank and many other valuable parts, either original or remade after much careful thought. This can be seen in the seat squab and backrest, the pair of Marchal headlamps with their supports or the fuel filler cap. This collection of parts, coming with a French title, is exceptional in terms both of its quality and its completeness, as so few items appear to be missing.

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• Dessin de construction
• Type 57, overhaul instructions booklet and spare parts catalogue
• Bugatti Baby Replica
• Three carburettors
• A large set of counters and gauges
• Lot including 2 magnetos, 5 ignitors, 1 starter, 1 dynamo
• Lot including fuel parts, filters and pumps
• SEV, MAGNÉTO Type HR8
• Two bronze Zénith carburettors type 48K741
• Scintilla magneto Type AM8-S
• Lot of Bugatti wooden casting moulds and patterns, water pumps a.o.
• Lot of mechanical parts notably for Bugatti 35/43 including 5 cylinder blocks, rods, pistons, bearings, valves, etc
• Various mechanical and spare parts presumed to Bugatti type 40, some refurbished, including 2 rims, 3 cylinder blocks, 2 tyres, a wooden dashboard, etc.
• Bugatti cast iron vice replica with a pair of replica legs
• Bugatti Touring aluminium 4-speed gearbox, #151, complete
• Various Bugatti mechanical and spare parts including nuts and bolts, camshafts, clutch, engine plate, etc.
• Bugatti Touring aluminium 4-speed gearbox, #744, partly complete and dismantled
• Five Scintilla magnetos "Vertex"
• Three Scintilla magnetos "Vertex"

All parts are sold as is, without reserves. Estimates seem to be quite low, though of course the condition is unknown.

Please note that the lots in this collection will not be exhibited at Rétromobile but will be visible by appointment only Wednesday 25 January 2023 in Tremblay-en-France (93290).

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However, this year Jaap Braam Ruben of Fineautomobiles will host a large stand with Bugatti's only!

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• 1927 Bugatti Type 37, Chassis No. 37212, Engine no. 117
  Estimate $1,000,000 - $1,100,000
• 1936 Bugatti Type 57 Binder Coupé Chassis No. 57295
  Estimate $450,000 - $650,000, no reserve

927 Bugatti Type 37, Chassis No. 37212, Engine no. 117
Following up on the brilliant Type 35, Bugatti’s definitive and dominant Grand Prix car of the 1920s, a 1.5L version designated Type 37 was unleashed for voiturette racing in 1926. The successor to the iconic Type 13 Brescia, the Type 37 featured much of the Type 35’s engineering yet cost considerably less to produce and was easier to maintain, making it an ideal and highly competitive choice for enthusiastic privateers or amateur racers.

Displacing 1496cc, the 4-cylinder Type 37 engine was in essence half the inline 8-cylinder unit of the Type 35, featuring a compact cylinder block with small water passages, a single overhead camshaft and three-valve cylinder heads. Unlike the Type 35 powerplant, the 1.5L engine of the Type 37 utilized plain—rather than roller—bearings and a simpler one-piece crankshaft, yet it could be operated up to 5,000 RPM. Power output for the Type 37 was rated at 60 HP at 4,500 RPM, and in 1927, Bugatti released the Type 37A with a Roots-type supercharger, raising power by 20 HP.

As with the Type 35, the Type 37 specification featured a low center of gravity, excellent directional control and strong braking. Underpinnings included Ettore Bugatti’s favored live front-axle suspension with friction-type dampers and characteristic reversed quarter-elliptic leaf springs with friction dampers to the rear. Brakes featured Bugatti’s proven cable-type system. Fitted with simple cycle-type fenders, the Type 37 and Type 37A contested and won at the greatest road races of the era, including the 24 Hours of Le Mans, the Mille Miglia and Targa Florio, with a litany of top drivers behind the wheel. Production spanned 1926-1933, with just 290 Type 37 and a mere 67 Type 37A models built.

Bearing Chassis No. 37212 and powered by Engine No. 117, this compelling 1927 Bugatti Type 37 was delivered new in October 1927 to the original selling dealer in Paris, France. The rolling chassis and Engine No. 117 were acquired in 1958 by famous Bugatti dealer Jean De Dobbeleer of Belgium, who purchased a separate Grand Prix body from Seyfried at the factory at Molsheim and placed it on Chassis No. 37212. In 1959, this 1927 Bugatti Type 37 was acquired by Antonio A.N. Carvalho of Portugal from De Dobbeleer, and it then remained in the care of the Carvalho family for nearly 60 years. A restoration was completed in 1960, when the car was fitted with a fendered body and a Type 13 Brescia-type gearbox; a correct Type 37 unit will accompany the sale of the vehicle. Following that restoration, the car was put on display at the Museo do Caramulo in Portugal. The SOHC, water-cooled, 1496cc, inline 4-cylinder engine was recently rebuilt and is equipped with a Zenith carburetor and a proper one-piece crankshaft. Marchal headlamps, cycle fenders, blue paint and wire wheels, including the side-mounted spare, complete this wonderful Bugatti Type 37, which exudes Ettore Bugatti’s “Pur Sang” ethos in every possible way.

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1936 Bugatti Type 57 Binder Coupé Chassis No. 57295
As the 1930s unfolded, Bugatti focused on a single new chassis designed under the direction of “Le Patron” Ettore Bugatti’s talented son Jean, replacing the firm’s prior multimodel strategy. Designated Type 57, the new Bugatti was based upon the DOHC engine design of the Type 49, yet carefully refined by Jean Bugatti. While certainly drawing on the company’s rich tradition, the Type 57 marked an entirely new era at Molsheim and served as Bugatti’s primary road model and the foundation for its incredibly fast Grand Prix and Le Mans racing cars until wartime returned to Europe.

Type 57-based racing cars achieved many international successes in the hands of prewar driving legends including Robert Benoist, Réné Dreyfus, Raymond Sommer, Pierre Veyron and Jean-Pierre Wimille, including achievement of many world records in 1936 and outright victory at the 24 Hours of Le Mans in 1937 and 1939. The basic Type 57 even lived on as the foundation of the postwar Type 101, Bugatti’s last.

Serious Type 57 production commenced in 1934 and continued until 1940 along two generally accepted series. The Galibier sedan, Ventoux coach (two-door sedan) and Stelvio drophead coupe comprised the bulk of Type 57 road-car production, followed in 1935 by the Atalante coupe, with coachwork mostly built in Bugatti’s Molsheim coachworks or in small numbers by Gangloff in nearby Colmar. While the Type 57 was an unqualified success for Bugatti, production only reached 710 examples in all along numerous road and competition variants.

While all surviving Bugatti automobiles are immensely collectible, valuable and, above all, enjoyable, this singular Type 57 is a particularly attractive and fascinating example. Carrying Chassis No. 57295 and Engine No. 121, it has been a part of The Rick Grant III Estate Collection since 1968, after Grant found the car in a classified ad placed in the January-February 1968 issue of Antique Automobile, the magazine published by the AACA (Antique Automobile Club of America). Purchased for $1,850 from Emil Schrickel of Costa Mesa, California, the Type 57 was previously believed to have been fitted with Gangloff coachwork. However, following intensive research at the Bugatti Trust in England, Grant discovered the body was in fact one-off coachwork by Henri Binder of Paris. Binder’s expertise with Bugatti chassis was considerable, with the firm having already earned critical acclaim for its Coupe de Ville coachwork for the low-production, massive and breathtakingly expensive Bugatti Type 41 Royale.

In 1994, Grant commissioned Bugatti expert Donald Koleman's Competition Motors of Salem, Massachusetts, and Portsmouth, New Hampshire, to perform an extensive restoration, including an engine rebuild, with the work completed in 2016. Handsomely finished in distinctive Eggplant and black paint with striking two-tone brown and tan upholstery, the Type 57 is complemented by a black top with formal, Victoria-style blind rear quarters and black-painted, knock-off wire wheels.

The 3257cc twin-cam inline 8-cylinder engine and engine compartment are highly detailed and well presented, including Bugatti’s signature details, with the engine paired to a 4-speed manual gearbox. Awarded Best of Show at the 2016 Dayton Concours and the Cincinnati Concours, this one-of-one, Binder-bodied Type 57 was also displayed at the 2017 Pebble Beach Concours d'Elegance and completed the Tour d'Elegance required for competitive exhibition. In addition, the Bugatti garnered a special award at the Amelia Island Concours d'Elegance. The only Bugatti of its kind with its elegant, yet sporting Henri Binder coachwork, this Type 57 carries all the earmarks of collector car greatness with its incomparable heritage, interesting provenance, concours-quality restoration and appearances at the top events in the collector car world.

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