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1939 Bugatti Type 57 news, pictures, specifications, and information

Aravis Coupe
Coachwork: Gangloff
Chassis Num: 57710
Engine Num: 46C
 
Introduced in 1934, and produced until 1940, the Type 57 is the ultimate Bugatti road car. They were fitted with some of the most dazzling coachwork ever produced, and this car, #57710, is a fabulous example. This chassis of the car, fitted with engine #46C was ordered in April of 1938 and was delivered in August of 1938. The completed chassis was delivered to the coachbuilder Gangloff, where it was fitted with its stunning Aravis fixed coupe bodywork.

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
 
The Bugatti Type 57 was effectively the marque's last production model, and perhaps the best. With a supercharger for the eight-cylinder engine, this model became the Type 57C. The Type 57 has a 130-inch wheelbase, and the 200 cubic-inch engine was mounted on four rubber blocks rather than being bolted directly to the chassis. For the first time in a Bugatti, the transmission was mounted in a unit with the engine. Most Type 57 bodies were designed by Jean Bugatti and built by Gangloff, an outstanding coachbuilder in Colmar. This car has a Gangloff body, and it is one of the last Bugattis built before production was halted by World War II. Few Stelvios were made, and no two were identical. This car has just undergone a complete restoration to its original colors, and has several special features, including Atalante-style seats.
Stelvio Convertible
Coachwork: Gangloff
 
The transmission was seamless, since at that point the Type 57 was Bugatti's only production car, and one of its most successful. The standard 57 engine was a 3257cc inline eight, developed from the Type 49 but equipped with gear-driven dual overhead cams. The supercharged 57C generated 160 horsepower, and gave Bugatti its only victories at Le Mans 24 Hour race, in 1937 and 1939. But the Le Mans triumph of 1939 turned to tragedy on August 11 when Jean Bugatti lost his life in a road accident, driving the race-winning car. He was 30 years old. Type 57 C production ran from 1935 through 1939, and included 460 examples, hardtop coupes and dropheads. The Stelvio drophead coupes were fabricated by Gangloff, a Swiss-based coach-building concern with close ties to Bugatti in the 1930s.

Ettore Bugatti's son Jean was in charge of the design team responsible for the Bugatti Type 57s that were built. There were three chassis variants-the S, the C, and the SC. Most of these Type 57s had one of four different body styles, and all were named after Alpine mountain peaks-the Ventoux, the Galibier, the Atalante, and the Stelvio. The Stelvio two-door convertibles were built by the Gangloff Company. These were the only Type 57s not to have bodywork built by the Bugatti factory. This car has the standard Type 57 straight eight 3.25-liter supercharged engine developing 160 bhp.
Voll & Ruhrbeck Roadster
Coachwork: Voll & Ruhrbeck
Chassis Num: 57819
Engine Num: 90C
 
Ettore Bugatti had a vision of creating a grand touring automobile by marrying the excitement of Bugatti's racing heritage to the refinement of a road car. The result was the Type 57 designed by Jean Bugatti, son of founder Ettore. Type 57s were built from 1934 through 1940, with a total of 71 examples produced.

This one-off 1939 Bugatti Type 57C Roadster is powered by a 220 horsepower, 3527cc, twin overhead cam, inline, supercharged, eight-cylinder engine coupled to a Bugatti four-speed gearbox. The wheelbase is 3.3m. Suspension is semi-elliptic leaf springs; brakes are four-wheel hydraulic drums. The 'C' stands for compressor, noting the supercharger on the engine.

The coachwork by Voll & Ruhrbeck, is chassis number 57819, while the Engine number is 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 one 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
 
This beautifully restored Type 57C is a 3rd series car and is number 19 of 27 cars built between October 1938 – July 1939. Of the 27 cars built during that period, only 11 cars were supercharged. Bugatti offered clients the choice of four factory-designed styles: the Galibier four-door saloon; the two-door Ventoux coupé; the Stelvio cabriolet; and the Atalante Coupe. This particular car was ordered by Garage de Seze (the location of the Bugatti Agency Monestier et Cie in Lyon) invoiced on march 12, 1939 and delivered on May 4, 1939 to Benoit Levet Arnaud who resided at 61 Cours Tolstoi in Lyon, France. It was returned to the factory to be fitted with a 3.3-liter supercharged engine a year after purchase. During the war it was moved to the Somme area for safekeeping an came back to Lyon postwar, circa 1952. Having spent most of its life in Europe, the car found its way to the United States in the late 1980s or early 1990s where it was restored by Hill & Vaughn. It was finished in a stately combination of red and black lacquer.

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.
Stelvio Convertible
Coachwork: Gangloff
 
Ettore Bugatti was born in northern Italy but started building automobiles in Molsheim in the Alsace region of France. Ettore Bugatti's son Jean was in charge of the design team responsible for the Bugatti '57C's'.

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.
The Type 57 is the most celebrated non-racing Bugatti. Only 680 were made from the years 1934 through 1939. This was the last Letourneur et Marchand bodied car, delivered in April 1939 in Paris. There were only 13 Letourneur et Marchand bodied type 57's made.

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.
 
Mohammed Reza Pahlavi, the Prince of Persia and future Shah of Iran, received this supercharged Bugatti (the black Bugatti Type 57C) as a gift from the French government on the occasion of his first wedding. The dramatic body was constructed by Vanvooren of Paris in the style of Figoni & Falaschi. In 1959 the Bugatti was sold out of the Shah's Imperial Garage for a sum equivalent to approximately 275 ÚS dollars. It was subsequently owned by a succession of Bugatti enthusiasts, but never publicly shown until after receiving a complete restoration in 1983.

Collection of Margie and Robert E. Petersen

Source - 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 Bugatti Type 57 was produced from 1934 through 1939 and was designed to compete with other luxurious road-going models such as the Delahaye and Delage. The development was heavily influenced by the son of Ettore Bugatti, Jean Bugatti. Mounted under the bonnet was a 3.3-liter, dual overhead camshaft straight eight which could be fitted into two high-performance chassis, the Standard and the Sport. The Sport chassis was lower and designed for greater performance. The engine had an optional Roots-Type supercharger - those vehicles fitted with this option were designated the 57C.

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.
From 1937 through 1940, there were only 95 examples of the Type 57C produced. The original names for Jean Bugatti's cars were originally sourced from the Alpine passes (Stelvio, Galibier, Ventoux); it is unclear why he ventured away from this naming scheme. Perhaps the most striking was the Atalante Coupe, with its beautiful streamlined bodywork and its dramatic shape that appeared to have been shaped by the wind.

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.
This 1939 Bugatti Type 57C Galibier Sport Saloon is fitted with the supercharged DOHC straight-eight engine. It is a late Galibier that was ordered directly from the Bugatti factory by author L. Cabot Briggs. It was delivered to him in the United States through George Rand's New York Bugatti agency. It is fitted with Lockheed hydraulic brakes, rubber-bushed engine mounts and stiffened chassis frames.

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
 
The Type 57 was designed under the supervision of Ettore Bugatti's young son, Jean. For the first time in a Bugatti, the transmission was mounted integrally with the engine, separated by a single-plate clutch. In 1936, the company introduced the supercharged 57C and the 57S, a sports version with a lower, shorter chassis and a split front axle. Hydraulic brakes were added to all models in 1938. This example was sold by Jean Bugatti to Maurice Trintignant in 1939. It was raced at Le Mans and Comminges, and was subsequently campaigned by R. Van de Wetter. It is the last of three Aravis made. Top speed is in excess of 120 mph.
Stelvio Convertible
Coachwork: Gangloff
Chassis Num: 57786
Engine Num: 19C.V.
 
The Stelvio coachwork on this Bugatti is by Gangloff in Colmar. Few Stelvios were made, and no two were identical. A total of 96 57Cs were built. It is a documented supercharged Type 57.

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
 
This Bugatti Type 57C with Atalante style coachwork by the French coachbuilder Van Vooren was ordered by M. Fernand Chaussivert in April 1939 and delivered two months later. It spent all its life in France before coming to the United States in 2009 and into the care of its new owner. It has the 3.3-liter, 8-cylinder supercharged engine on the Jean Bugatti designed Type 57 chassis. Van Vooren was known at the time for some very swoop coachwork but this example is far more conservative. The Atalante was one of four standard body styles offered by the Bugatti factory on the Type 57, but this Van Vooren body is a more rounded version of the Atalante, sporting a number of unique differences.
Cabriolet
Coachwork: Saoutchik
 
This Type 57 Saoutchik cabriolet was a very worthy winner of the Best of Show Trophy at Pebble Beach in 1985 - the same memorable year that all the Bugatti Royales were seen together for the first time. It was owned at that time by Jack Becronis. Between 1934 and 1939, 685 Type 57s were built at the Molsheim factory. The Bugatti Type 57 was both beautiful and powerful with its 3.3-liter engine capable of producing 135 horsepower. Many Type 57s were one-off coachbuilt automobiles, but four factory-built body styles were also available, each named after an Alpine mountain peak or pass.
Stelvio Convertible
Coachwork: Gangloff
 
Named after the Passo dello Stelvio pass in the Eastern Alps, the Type 57 Stelvio four-seat cabriolet penned by Jean Bugatti was the factory's most popular open car. Most Stelvio bodies were manufactured by Gangloff of Colmar, who modified the design details from car to car. Gangloff was the preferred coachbuilder for Bugatti not only because of its convenient location but also because of the skill of its craftsmen. The Stelvio was offered throughout the entire production run of the Type 57, from its introduction in 1934 until its conclusion in 1939.

This supercharged Type 57C was one of the last cars built by Bugatti before the war.
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
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
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Veyron

Image Left 1938 Type 57Image Left 1938 Type 57SC Atlantic
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