 1938 Type 57 | 1938 Type 57SC Atlantic |
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1939 Bugatti Type 57 news, pictures, and information | ||
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 |  | Aravis Coupe Coachwork: Gangloff Chassis Num: 57710 Engine Num: 46C |
This is truly one of the world's finest automobiles, from the aggressive front fenders, to the long, tapered rear treatment, it has a flair for the dramatic. Skirted rear fenders add to the feeling of grace in motion. Even the steering wheel is a work of art. The spare wheel is kept inside the trunk, which opens from the top like a rumble seat. The car is powered by a DOHC supercharged eight-cylinder engine, which is essentially a detuned version of the motor used by the awesome Type 59 Grand Prix cars. Beautifully finished in black with green accents, and fitted with exquisite dark tan leather, the supercharged Bugatti is an important addition to any collection.
 |  |  | Stelvio Convertible Coachwork: Gangloff |
 |  |  | Coupe Coachwork: Gangloff |
 |  |  | Voll & Ruhrbeck Roadster Coachwork: Voll & Ruhrbeck Chassis Num: 57819 Engine Num: 90C |
Chassis 57819, fitted with engine 90C, was one of the very last chassis sold before the start of World War II and the last Bugatti delivered to Germany prior to the war. Being one of the last cars produced, it benefited from all the last updates available including the effective hydraulic braking system and, of course, the twin lobe Rootes-type compressor.
Close inspection of archive photos of the car from the late 30s also show a Berlin ice skating badge mounted to the front of the car and research confirms that in 1939 the 30-year-old Norwegian Olympic ice skating champion, Sonja Heine, was in possession of this 57C Roadster in Berlin. She only had the car for two years before World War II broke out across Europe, at which point, it was hidden away for safekeeping. It was not seen again until 1946 once the war had passed.
The car changed hands over the next several decades and various coachwork was placed on the chassis. It was finally purchased by the current owner who, in 2002, had RM Auto Restorations reunite the original chassis with the original engine, resulting in the original vehicle as seen here.
The car displayed here is a Type 57C, with a body by German coachbuilder Voll & Ruhrbeck. This one-off example is the only convertible Bugatti with coachwork by the Berlin firm.
This car is known as the 'Car with the waterfall grill.' Its first driver in 1939 was the famous Olympic ice skater Sonja Henie. It was not registered to her, but was made available to her.
The body and chassis were separated in the 1960s. The body was owned for more than 30 years by a German collector and the chassis and drivetrain were owned for the same period by a Swiss collector. The Patterson Collection acquired all of the parts ad restored the car to its current condition.
Bugatti was founded in Molsheim, France as a manufacturer of high performance automobiles by Italian Ettore Bugatti.
The Bugatti features a 220 horsepower, 3257cc twin overhead cam inline supercharged eight-cylinder engine. The Bugatti, chassis 57819, engine 90C, was on of the last sold prior to WWII and was delivered to Germany where it was fitted with coachwork by Voll & Ruhrbeck in Berlin, Germany's most avant-grade body builder. The 'Waterfall' grill is unique to this car and a statement of the modern times. This car when new was known to have been regularly driven by famed Olympic winning ice skater, Sonja Heine. The body and chassis were separated in the 1960's and after Herculean efforts, were reunited by the current owner.
 |  |  | Galibier Saloon Chassis Num: 57752 Engine Num: 57476 19C |
In 2009, the car was offered for sale at the Gooding & Company auction held at Pebble Beach, CA. It was expected to sell for $275,000 - $350,000. It would leave the auction unsold. The current owners acquired the car in 2009. Since acquiring the car, the car has been given a total restoration by the Scottsdale Automotive Museum, where it currently resides.
 |  |  | Coupe |
The Type 57C racing car was built from 1937 through 1940, with nearly 750 possibly produced. There were three chassis variants, but four body styles. Styles were named after Alpine mountain peaks: the Venfoux, Galiver, Atalante and Stelvio. Gangloff Company built the Stelvio while the other 57C's were built at the Bugatti Factory. This car has a standard type straight-eight 3.25 liter supercharged engine, with 160 horsepower.
The Type 57C is considered by many to be the best of the production Bugattis. Though not intended for competition, some racing versions of the type 57 were built and one model won the 1936 French Grand Prix.
Back in 1939, this Bugatti Type 57C was perhaps the best small sports coupe you could buy. That is, if you had $7,500.
This vehicle was the next to last one produced before occupation by the German Nazi's curtailed production. This car has its original body, original engine and original chassis.
 |  |  | 3 Position Drophead Designer: Letourneur et Marchand Chassis Num: 57809 |
| Sold for $913,000 at 2011 RM Auctions. | |||
Back in 1939, this Bugatti Type 57C was perhaps the best small sports coupe you could buy. That is, if you had $7,500. Bugatti offered clients the choice of four factory-designed styles: the Galibier four-door saloon; the two-door Ventoux coupe; the Stelvio cabriolet; and the Atalante Coupe.
This Bugatti was first owned by Gerald Ankermann, who went off to London to join the resistance. The story told is that his girlfriend hid this car in a factory in Bordeaux. It is believed to have been used by Germans in WW2.
It was used by the U.S. military in 1945, before being sold in 1947. It was restored and shown at the Concours d'Elegance in Enghein, France in 1950. It was shipped to the U.S. in 1961 and then purchased by the current owner in 1992. It is a rare and unusual body style for a Bugatti and one that demands a second look. It has had a completed restoration by High Mountain Classics and a number of very successful runs of concourses and rallies, including Pebble Beach in 2003 and 2009.
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Collection of Margie and Robert E. PetersenSource - Petterson Museum
 |  |  | Faux Cabriolet Coachwork: James Young Chassis Num: 57787 Engine Num: C66 |
| High bid of $375,000 at 2008 RM Auctions. (did not sell) High bid of $380,000 at 2009 RM Auctions. (did not sell) Sold for $503,611 (308,000) at 2009 RM Auctions. | |||
The Series II Type 57s were built from 1936 until 1938. These had rubber-mounted engines, a redesigned crankcase, up-rated camshafts and engine timing, and a reinforced chassis. For 1939, the Type 57 was built to Series III specifications which added Lockheed-Bugatti hydraulic brakes and twin master cylinders. Prior cars had cable-actuated mechanical brakes. The Hartford friction dampers and the self-adjusting DeRam units were replaced with Aliquant independent hydraulic shocks.
With the supercharger, the engine was capable of 200 to 220 brake horsepower. Depending on the coachwork, the Bugatti Type 57C was capable of speeds of 130 mph.
This 1939 Bugatti Type 57C Faux Cabriolet 'Charmaine' is chassis number 57787. Its first owner was William P. Harges, a wealthy American living in England. It was given its coachwork by James Young of Bromley. Mr. Harges took possession of the car in March of 1939 by the London Bugatti agent, Jack Barclay Ltd. Shortly thereafter, the Germans entered France making this one of the last cars to leave.
This vehicle has a sliding sunroof. Though it appears that the roof might fold down, this is not the case. The Faux Cabriolet bodystyle meant it actually had a fixed roof section. Another interesting feature is the thin windshield pillars which gave the driver better visibility and offered the sense of 'openness.' There are dual side-mounts though one does not contain a tire; rather, it contains a toolbox. The rear passengers were treated to a folding picnic tray. Seating for the passengers was very elegant and comfortable; the seats resembled armchairs. The three-quarter top gave them added privacy.
The car was in Mr. Harges care for only a short period of time before it became the property of Colonel Godfrey Giles, President of the Bugatti Owners' Club. The car was traded for a 1938 Type 57SC Corsica-bodied roadster which he called 'La Petite Suzanne.'
Colonel Giles gave his newest Bugatti the nickname 'Charmaine.' Giles, though very much taken with the car, did not own it for long. Its next owner was the Hon. Dorothy Paget, daughter of Lord Queenborough and Pauline Payne Whitney. The next owner was three-time consecutive LeMans winner, 'Blue Train' owner and former Bentley Motors owner and chairman, Woolf 'Babe' Barnato. Next, it was owned by Geoffrey Battersby who sold it to Mr. R. Newsholme, then Alan Haworth. Mr. Haworth retained the car for thirty years.
The next owner was Terry Cohn who had the car mechanically serviced by a Bugatti specialist, and then brought it to the United States during the early 1990s. The next and present owner is a prominent Colorado collector.
Currently, the cars odometer reads just 55,000 miles and the patina on the James Young Faux Cabriolet coachwork is still exceptional. The interior tan leather is also in great condition. During its lifespan, some of the exterior trim and paintwork has been done, but the restoration work has been kept to a minimum to preserve its originality.
In 2008, this vehicle was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions where it had an estimated value of $600,000 - 750,000. The lot was sold for $375,000 including buyer's premium and falling well below its estimated value.
In 2009, this Type 57C was offered for sale at the Automobiles of Amelia Island auction presented by RM Auctions. The car was estimated to sell for $550,000 - $750,000. Bidding reached $380,000 but was not enough to satisfy the vehicle's reserve. The lot was left unsold.
By Daniel Vaughan | Apr 2009
 |  |  | Atalante Coupe Chassis Num: 57624 Engine Num: 448 |
| Sold for $880,000 at 2008 Gooding & Company. | |||
The Atalante was unveiled in April of 1935. It was a breath-taking vehicle with one of its key features being the lack of running boards.
This 1939 Bugatti Type 57C Atalante Coupe was delivered in naturally aspirated form on April 4th of 1938 to one of Bugatti's Sechaud agents in Geneva, Switzerland. The first owner is unknown; the second owner was the renowned collector Monsieur Charles Renaud of Neuchatel. By this point in history (around the early 1950s), it had been upgraded to C specifications by the factory in Molsheim.
In the early 1960s, it was in the United States, owned by Michael Strater in Berkeley, California. The car was later purchased by Dr. Peter and Susan Williamson, who commissioned Bunny Phillips to begin a complete restoration. Additional work was performed by Don Lefferts during the 1990s.
The car is finished in red with a black accent and brown leather interior. The car has benefited from several modern upgrades including hydraulic brakes and a rubber-mounted engine. The body is number 25 which can be found throughout the vehicle.
In 2008, this extremely rare Type 57C Atalante Coupe was brought to the Gooding & Company auction held in Pebble Beach, CA. It was estimated to sell for $900,000 - $1,200,000 and offered without a reserve. It was sold for a staggering $880,000, including buyer's premium.
By Daniel Vaughan | Mar 2009
 |  |  | Galibier Saloon Chassis Num: 57806C Engine Num: 87C |
| Sold for $396,000 at 2008 Gooding & Company. | |||
In the late 1960s, the car was given a complete, professional restoration. By this point in history, it was owned by Robert Campbell, who had purchased it from Edgar de Evia. Dr. Peter and Susan Williamson purchased the car in October of 1978. The restoration, still not completed, was sent to Don Lefferts' Vintage Auto Restorations to be completed. It is finished in ivory with tan leather upholstery.
The car has a single side-mounted spare with metal cover, chrome-wire wheels, polished brake drums, a Jaeger chronometer in the instrument panel, trafficators, fold-down center rear armrest and a split rear window. The Galibier body has a solid roof with no glass panels or sunroof.
In the 1990s, the car was repainted. In 2008, this Type 57C Galibier Sport Saloon was brought to the Gooding & Company auction held in Pebble Beach, CA. It was estimated to sell for $350,000 - $500,000 and offered without a reserve. It was sold for $396,000, including buyer's premium.
By Daniel Vaughan | Mar 2009
 |  |  | Aravis Coupe Coachwork: Gangloff |
 |  |  | Stelvio Convertible Coachwork: Gangloff Chassis Num: 57786 Engine Num: 19C.V. |
Little is known about this car's early history. It was delivered to a Mr. Guyard in March 1939. The car came to the United States during the 1950s. It passed into the Harrah Automobile Collection in 1960 where it spent the next 25 years.
 |  |  | Coupe Coachwork: Vanvooren |
 |  |  | Cabriolet Coachwork: Saoutchik |
Many manufacturers during this time produced multi-purpose vehicles that could be driven to a race track, raced, and then driven home. The Bugatti Type 57, however, was solely a road-going vehicle and is considered the most celebrated of all non-racing Bugattis. Even though the Type 57 was strictly a road-going vehicle, a racing version was created for the 1937 24-Hours of Le Mans race. This vehicle, based on the Type 57S chassis and named the 57G, won the race. A supercharged version was created for the 1939 Le Mans race and also was victorious. This is the legacy of the Bugatti heritage and the quality and innovative designs that were truly masterpieces in all respects.
In 1934, the Type 57C entered the scene, a project headed by Jean Bugatti, the son of Ettore Bugatti. The vehicle centered around refinement while focusing on the values that had made Bugatti successful.
Three 'factory' bodies were available and consisted of the Ventoux, a two-window and four window version, the Stelvio, and the Atalante. All of the Atalante bodies were produced and all were done in-house. The Atalante was named after peaks in the Alps and is one of the most exclusive bodystyles ever produced by Bugatti.
The Type 57 could also be ordered with Galibier four-door bodies. Ealier versions of the Galibier bodies had suicide-opening front doors with no pillar. Later versions had suicide-opening front doors and rear doors hung in the traditional fashion. The front and rear doors would share a common pillar.
Jean designed an indepenent front suspension to aide in the handling of the vehicle. This was not popular with Ettore Bugatti and had the traditional Bugatti front axle installed.
A 3.3 liter, twin-cam, straight-eight engine was used to power this vehicle. Even with the heavy saloon bodies, the engine could propel the vehicle to a speed of around 95 mph. A Roots-type supercharger was later added and the vehicle was given the designation 57C. The supercharger was quiet and provided between three to four pounds of boost pressure. The addition of the supercharger increased the horsepower rating to 175.
The Type 57S version was a 'sportier' version of the Type 57. The chassis was shorter, with the rear axle running through the frame. A slightly tuned engine with higher compression and a dry sump lubrication helped increase the performance of the car. The front and rear axles received de Ram shock aborbers, replacing the Hartford Friction dampers.
The Type 57SC was a combination of the 57C and 57S. The engine produced between 200 and 220 horsepower.
On August 11, 1939 while testing a Type 57C tank-bodied racer near Molsheim, Jean Bugatti was killed. This was the same day as the start of the 2nd World War, which inevitably meant that the race Jean was preparing the vehicle for would never be run.
By Daniel Vaughan | Aug 2006
In 1934, the Type 57C entered the scene, a project headed by Jean Bugatti, the son of Ettore Bugatti. The vehicle centered around refinement while focusing on the values that had made Bugatti successful.
Three 'factory' bodies were available and consisted of the Ventoux, a two-window and four window version, the Stelvio, and the Atalante. All of the Atalante bodies were produced and all were done in-house. The Atalante was named after peaks in the Alps and is one of the most exclusive bodystyles ever produced by Bugatti.
The Type 57 could also be ordered with Galibier four-door bodies. Ealier versions of the Galibier bodies had suicide-opening front doors with no pillar. Later versions had suicide-opening front doors and rear doors hung in the traditional fashion. The front and rear doors would share a common pillar.
Jean designed an indepenent front suspension to aide in the handling of the vehicle. This was not popular with Ettore Bugatti and had the traditional Bugatti front axle installed.
A 3.3 liter, twin-cam, straight-eight engine was used to power this vehicle. Even with the heavy saloon bodies, the engine could propel the vehicle to a speed of around 95 mph. A Roots-type supercharger was later added and the vehicle was given the designation 57C. The supercharger was quiet and provided between three to four pounds of boost pressure. The addition of the supercharger increased the horsepower rating to 175.
The Type 57S version was a 'sportier' version of the Type 57. The chassis was shorter, with the rear axle running through the frame. A slightly tuned engine with higher compression and a dry sump lubrication helped increase the performance of the car. The front and rear axles received de Ram shock aborbers, replacing the Hartford Friction dampers.
The Type 57SC was a combination of the 57C and 57S. The engine produced between 200 and 220 horsepower.
On August 11, 1939 while testing a Type 57C tank-bodied racer near Molsheim, Jean Bugatti was killed. This was the same day as the start of the 2nd World War, which inevitably meant that the race Jean was preparing the vehicle for would never be run.
By Daniel Vaughan | Aug 2006
Ettore Arco Isidoro Bugatti was born in Milan, Italy in 1881. His father, Carlo, was a furniture designer of some fame. The father's brother, Rembrandt, was a gifted sculptor of animals. When he was old enough, Ettore attended the Brera Academy of Art where he studied sculpture. Soon, he turned his attention to mechanical endeavors.
The first Bugatti motor car was built in 1899 though the first vehicle to bear his name was the Type 13 of 1910. Power came from a four-cylinder, eight-valve engine. The 1913 the radiators became more rounded and in the shape of a horse shoe.
The company's first eight-cylinder engine production car was introduced in 1922 and dubbed the Type 30. The engine had a single overhead camshaft and displaced two liters. The car had a drum brakes, solid axles and leaf springs on all four corners.
The Type 35 in all sequences, the A, B, C, and T, were some of Bugatti's early examples that made the marque famous. The Type 57 introduced in 1934 and continued in production until 1940. They were powered by a 3257cc straight-eight engine with double overhead camshafts that produced between 130 and 140 horsepower. There were four road-going versions of the 57 and these were the Type 57, Type 57C, Type 57S, and Type 57SC. The Type 57C was a supercharged version while the Type 57S was a sporty version based on a short and lower wheelbase. The Type 57SC was a combination of the 57S and 57C. A variety of body-styles were offered throughout the years.
The engine rested in a ladder-type frame and matted to a four-speed manual gearbox. The front had a tubular axle with the suspension comprised of longitudinally mounted semi-elliptic leaf springs. The rear axle was suspended in place by a pair of quarter-elliptic leaf springs. The early versions of the vehicle had cable-operated drums on all four wheels. Later versions were upgraded with Lockheed hydraulic brakes with twin master cylinder, which first appeared in 1938.
The Type 57 and its variants were intended for road going use. However, many made their way onto the racing circuit. Lord Howe drove a Type 57 to a third place finish in the 1935 Tourist Trophy. A Type 57G won the Monthlhery and Reims race in 1936. In 1937, Jean-Pierre Wimille and Robert Benoist drove a Bugatti to victory at LeMans.
Many of the cars were clothed by prominent coachbuilders such as Figoni, Van Vooren, Corsica, and James Young. Most of the chassis were bodied by the factory with coachwork in the style of Jean Buggatti. The catalog bodies included two versions of the Ventoux Coupe, the Galibier four-door sedan, the Stelvio cabriolet, Atalante, and Atlantic. The Atlantic and Atalante were constructed in two-door coupe configuration. Gangloff, a Swiss coachbuilder, was tasked with clothing most of the factory bodies.
By Daniel Vaughan | Feb 2007
For more information and related vehicles, click hereThe first Bugatti motor car was built in 1899 though the first vehicle to bear his name was the Type 13 of 1910. Power came from a four-cylinder, eight-valve engine. The 1913 the radiators became more rounded and in the shape of a horse shoe.
The company's first eight-cylinder engine production car was introduced in 1922 and dubbed the Type 30. The engine had a single overhead camshaft and displaced two liters. The car had a drum brakes, solid axles and leaf springs on all four corners.
The Type 35 in all sequences, the A, B, C, and T, were some of Bugatti's early examples that made the marque famous. The Type 57 introduced in 1934 and continued in production until 1940. They were powered by a 3257cc straight-eight engine with double overhead camshafts that produced between 130 and 140 horsepower. There were four road-going versions of the 57 and these were the Type 57, Type 57C, Type 57S, and Type 57SC. The Type 57C was a supercharged version while the Type 57S was a sporty version based on a short and lower wheelbase. The Type 57SC was a combination of the 57S and 57C. A variety of body-styles were offered throughout the years.
The engine rested in a ladder-type frame and matted to a four-speed manual gearbox. The front had a tubular axle with the suspension comprised of longitudinally mounted semi-elliptic leaf springs. The rear axle was suspended in place by a pair of quarter-elliptic leaf springs. The early versions of the vehicle had cable-operated drums on all four wheels. Later versions were upgraded with Lockheed hydraulic brakes with twin master cylinder, which first appeared in 1938.
The Type 57 and its variants were intended for road going use. However, many made their way onto the racing circuit. Lord Howe drove a Type 57 to a third place finish in the 1935 Tourist Trophy. A Type 57G won the Monthlhery and Reims race in 1936. In 1937, Jean-Pierre Wimille and Robert Benoist drove a Bugatti to victory at LeMans.
Many of the cars were clothed by prominent coachbuilders such as Figoni, Van Vooren, Corsica, and James Young. Most of the chassis were bodied by the factory with coachwork in the style of Jean Buggatti. The catalog bodies included two versions of the Ventoux Coupe, the Galibier four-door sedan, the Stelvio cabriolet, Atalante, and Atlantic. The Atlantic and Atalante were constructed in two-door coupe configuration. Gangloff, a Swiss coachbuilder, was tasked with clothing most of the factory bodies.
By Daniel Vaughan | Feb 2007
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| 1938 Type 57 | 1938 Type 57SC Atlantic |
