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1934 Bugatti Type 57

The Bugatti Type 57 was introduced in 1934 and would form the mainstay of the company's production through the 1930s. It took various forms, from the Le Mans-winning 'Tank' sports racer which ultimately claimed the life of Jean Bugatti while testing the car on closed roads in 1937, to elegant road-going transportation. The Type 57 was the first new model constructed under the direction of Jean and was endowed with numerous features that were new to Bugatti. Coachwork was created by the factory or on commission by outside coachbuilders. Much of the commercial success of the Type 57 was attributed to Jean Bugatti's elegantly flowing and graceful designs that were bestowed upon many examples.

The Bugatti Type 57 was more than just a new model for the company, it was a new direction that introduced many new innovations and features. Prior Bugatti models wore singular coachwork while the pioneering Type 57 used numerous body styles on one chassis. Jean Bugatti was just 23 years of age in 1932 when he was placed in charge of the Type 57's design team.

The heart of the Type 57 was the 3,257cc displacement eight-cylinder engine which used a crankshaft that ran in five main bearings, finger cam followers that minimized side thrust on the valve stems, and had a dimension of 72 x 100mm. The camshafts were driven by a line of helical-tooth gears at the engine's rear with a further crankshaft bearing behind them (The Type 50 and 51 used bevel gears at the front of the engine). The engine was based on the unit powering the Type 49, but with 'double,' instead of 'single,' overhead camshafts. Following World War II, the Type 57 chassis and engine would form the basis for the Type 101.

The Type 57 engine was smaller than the one powering the previous Type 41 Royale and the Type 50 - both of which were Paragons on the road and brought the company notoriety, but they fell short of providing financial success. The Type 57 - in prototype form with a 2.8-liter displacement - was nearly half the displacement of the Type 50. The production version displaced just under 3.3 liters.

The use of a transmission fixed to the engine crankcase and a single plate clutch marked another Bugatti 'first.' The four-speed gearbox had constant mesh on the top three gears, and initially, the Jean-designed suspension system incorporated an independent front setup using transverse leaf springs. Only two examples received this configuration before 'Le Patron' (Ettore Bugatti) insisted it be replaced with a conventional Bugatti setup incorporating hollow tubular live axle with semi-elliptical front and reversed quarter-elliptical rear leaf springs. Stopping power was provided by cable-operated mechanical drum brakes. Lockheed hydraulically actuated brakes were added in 1938, again, much to Ettore's protest. The lightweight but expensive aluminum-spoked wheels and brake drums were replaced in 1938 with Rudge-Whitworth center-lock wire wheels and separate brake drums.

The wheelbase measured 130 inches and had a 53-inch track. Early examples had the engine bolted directly on the ladder frame. In 1936, the second series came with a strengthened chassis with the engine mounted on rubber bushings. Styling features included a smaller version of the Royale's square-bottom horseshoe grille, and the sides of the engine compartment had thermostatically controlled shutters.

Body styles initially offered for the Type 57 included the four-seater, two-door 'Ventoux', the four-door 'Galibier,' and the two-door 'Stelvio' convertible. These three body styles were named after mountain peaks in the Alps, and unlike the 'Galibier' and 'Ventoux,' the 'Stelvio' was designed by the French coachbuilder Gangloff. The fourth body style offered by the factory was the two-seater coupe called the 'Atalante.' The Atalante was the most exclusive of the three and it was the most expensive.

The Bugatti Type 57 was in production from 1934 through 1940, with a total of 710 examples (of all variants) built during that time. The Type 57C was a racing car with 96 examples built between 1937 through 1940. Its 3.3-liter engine which it shared with the road-going Type 57 developed 160 horsepower with the help of a Roots-type supercharger.

The Type 57S/SC was a 'lowered' version equipped with a supercharger. The 'S' represented 'Surbaissé' ('Lowered') and the 'C' for 'Compresseur.' Distinguishable features included mesh grilles on either side of the engine compartment and a V-shaped dip at the bottom of the radiator. The lowered stance was accomplished by passing the rear axle through (rather than under) the rear frame. To wedge the engine under the new low hood, a dry-sump lubrication system was installed.

by Dan Vaughan

Drophead Coupe by James Young
Chassis number: 57169
Engine number: 101

The Type 57 was a new design for Jean Bugatti, the son of Ettore - who was the founder of the Bugatti marque. The Type 57 was produced from 1934 through 1940 with a total of 710 examples being produced. Most of the Type 57s were given coachwork by some of the greatest coachbuilders of this era. Twelve were bodied by James Young, such as this example.

This Bugatti Type 57 was sent to London in September of 934, the first year of Type 57 production. It was entrusted to coachbuilder James Young to be given a four-seat cabriolet body. The first owner of this car was V. Derrington of Britain, followed by J. Coleman. It was imported to the United States by V. F. Mashek, the car's next owner. It was later purchased by Dr. Peter and Susan Williamson in January 1968. The car has remained in their car until coming to auction in 2008.

After many years, the car was finally treated to a concours-quality restoration and finished in two-tones of maroon with brown leather upholstery, maroon-painted wire wheels, and a black cloth top.

There are many interesting features to this vehicle, such as the single enclosed side-mounted spare wheel and tire, Andre Telecontrol shocks, Lucasa lighting, trafficators, and Raydyot fender mirrors.

Upon completion of the restoration, the car was invited to the 2006 Pebble Beach Concours d'Elegance. The car is one of just two examples of this James Young coachwork on the Type 57 chassis. In total, there were just 607 examples of the Type 57s produced from 1934 to 1939.

This car is powered by an eight-cylinder engine with dual overhead camshafts and is fitted with a four-speed manual gearbox. There are live axles with semi-elliptical front leaf springs and reversed quarter-elliptical rear leaf springs.

In 2008, this Type 57 James Young Cabriolet was offered for sale at the Gooding & Company auction held in Pebble Beach, California, and was estimated to sell for $500,000 - $700,000 and offered without reserve. As the gavel fell for the third and final time, the lot was sold for $726,000, including the buyer's premium.

by Dan Vaughan

Stelvio by Gangloff

The Bugatti Type 57, introduced in 1934, incorporated many new features. It was the first new model built under Jean Bugatti's direction and with his own coachwork designs built by a number of outside companies. It can certainly be considered the most celebrated non-racing Bugatti ever built. Introduced in 1934 with the production continuing to the outbreak of war in 1939, there were 710 built. It was a design and engineering masterpiece with its chassis fitted most often with one of four standard bodies designed entirely by Jean Bugatti, son of Ettore. The Type 57 was the first Bugatti that didn't share its chassis design with race cars, as had earlier models. It rivaled competitors Delahaye and Delage by offering a car capable of high performance without sacrificing comfort, luxury, or convenience.

This 1934 Bugatti Type 57 with Stelvio body was built by Carrosserie Gangloff in Colmar, France. An early Type 57, it owes its existence to the fact that it was hidden under a pile of hay in a barn in France during World War II. Upon discovery after the war and with the assistance of Bob Baer, it was acquired by a CIA agent named David Meize who was stationed in Europe. Mr. Meize was an active Bugatti Club member and would hold on to the car for many years. He would then sell the car to a Mr. John Risch, Sr., a fellow Bugatti Club member. It was kept in the Risch family until 1964.

This Bugatti retains its original engine, paint, and interior. The odometer shows just 36,000 kilometers from new.

This car has been carefully stored in a climate-controlled environment and had not seen the light of day for over 25 years. A coming out at 2016 Pebble Beach Concours d'Elegance was the first showing, where it received a significant award in the Pre-War Preservation class.

Wearing nearly all of its original paint and interior upholstery, it has been lovingly preserved. It has always been in the hands of meticulous, mindful collectors who clearly understand the significance of its originality.

Aravis Drophead Coupe by Paul Nee

This car was delivered in 1934 as a Type 57 Galbiar sedan. In 1937, the owner returned the car to the factory for 'Repairs' to save taxes. Only the frame and a few odd pieces were kept and a whole new car was created with hydraulic brakes, soft engine mounts, new differential, and an entirely new 2-seat, disappearing top, Aravis body created by Paul Nee.

It is thought that this Belgian coach maker was chosen because Bugatti was indebted to the King of Belgium at this time.

This car is one of only fourteen 2-seat Type 57s built.

Aerolithe
Chassis number: 57104

Bugatti 57104 was the fourth Type 57 chassis built by Bugatti. It is the oldest surviving Type 57 known. When this car was being restored, it was decided to exactly recreate the famous aero coupe called the 'Elektron' Coupe or the Aerolithe.

The original car has been fabricated from magnesium, as is this recreation. After being shown at the Paris Auto Show in October 1935 and being driven briefly in England in 1936, the car disappeared forever. This left only a handful of photographs as proof that it had existed. Interestingly enough, although this design proved a commercial failure for Bugatti, it influenced many of the important European coachbuilders to create aerodynamic, art deco masterpieces for the balance of the 1930s.

The recreation cost millions to build, but it is a perfect recreation of the mysterious original Aerolithe.

Rumble Seat Convertible by Franay
Chassis number: 57127
Engine number: 52

This Bugatti Type 57 Cabriolet wears one-off coachwork by Carrosserie Franay. It was ordered new through Paris Bugatti distributor Dominique Lamberjack and delivered as a bare chassis on July 4th of 1934 with an invoice of 50,400 Francs. It was ordered by a wealthy German movie star and ski champion Hella Hartwich.

This Type 57 received unique two-door, two-seat open coachwork by Franay - who would cloth a total of about four Bugattis, but this was the only Type 57.

Hartwich registered 57127 in late July of 1934 with the registration number 1544 RJ2. It is believed that Hartwich retained the car in Paris throughout World War II. After the war, pictures of the car display the car in complete, but 'worn' condition with modifications that included vents replacing the previous louvered hood. The unique bumper switch with a standard straight one and its large Marchal headlights were replaced by more modern lights. The original paint was replaced by a lighter color and a large dent could be seen in the left front fender.

In the early 1950s, the car was in the care of Garage Aubert owner Pierre Proust of Montrouge. It was next registered to Mr. Di Vincenzo Salvatore of Paris with plate number 3913 DN 75. The car remained in the care of Mr. Salvatore briefly, and on May 15th of 1956, it entered the car of Jean Rouch who owned the car for nearly half a century.

As the 1960s were coming to a close, the car was sent to Carroserie Monceau in Chamecy, France for a full restoration. After the work was completed, the car appeared in Rouch's 1969 ethno-fiction comedy Petit à Petit. From 1969 until Rouch's passing in 2004, ownership of the car was shared with Jean's friend Philippe Luzuy.

The car entered the care of Clem and Mary Lange in 2011 still wearing its 1960s restoration. It was soon sent to Longfield Restorations Ltd. of Ontario, Canada, for a complete, concours restoration. The work took three years to complete, from 2012 through 2015, at a cost of nearly $650,000 and bringing it back to its original specifications. It was finished in dark blue paint with a two-tone mustardy tan leather and ostrich interior.

In 2016, the car won Best of Show at the July 2016 Keenland Concours in Lexington, Kentucky.

This Bugatti retains its original cambox, engine, and transmission. The rear axle is a slightly later unit believed to have been replaced in period.

by Dan Vaughan

Rumble Seat Convertible by Franay
Chassis number: 57127
Engine number: 52

This Bugatti is powered by a 3.3-liter 8-cylinder engine developing 135 horsepower. It was originally owned by German film star and ski champion Hella Hartwich. Hella liked the Franay Body, which she ordered, and it is the only Bugatti with this particular body. The Bugatti Type 57 was an entirely new design by Jean Bugatti, son of founder Ettore. Type 57s were built from 1934 through 1940 with a total of 710 examples produced. Only the Type 57 engines used gears to transmit power from the crankshaft instead of the chain drive twin-cam engines of the Type 50 and 51. This is the only known Type 57 originally fitted with dual rear-mounted spare tires. It is one of only four Bugattis to be graced with bodywork by Franay, and the only Type 57 to be crafted by that prestigious custom coachworks.

This Bugatti was delivered to Hella Hartwick in July 1934 and is believed to have remained in Paris throughout the war. Around 1956, filmmaker Jean Rouch acquired the Bugatti in 'worn condition' and had it restored, driving and maintaining it until his death in 2004. In 2011, the Bugatti was restored once again. Ten years later, it passed to the Evergreen Historic Automobile collection, where it is being meticulously maintained and preserved to this day.

Galibier Pillarless Four-Door by Vanvooren
Chassis number: 57224
Engine number: 112

Bugatti built 710 examples of the Type 57 motorcar and this particular example wears coachwork by Carrosserie Vanvooren. The chassis was completed in September of 1934 and its coachwork in October. It wears a pillarless four-door Galibier body commissioned by Bugatti and upon completion was sent to Swiss agent Bucar in December of 1934, and used as a demonstration model. The inline 8-cylinder dual overhead camshaft engine displaces 3,257cc and breathes through a single Stromberg carburetor delivering 135 horsepower at 5,000 RPM. There are a four-speed manual gearbox, four-wheel mechanically operated drum brakes, and a live axle in the front and rear with semi-elliptical leafs in the front and reversed quarter-elliptical leaf springs in the back.

By 1938, the car was owned by a Zurich lawyer named Walter Badertscher, before being acquired by Walter Messerli of Autoabbruch Kaufdorf-Riggisberg, Switzerland, and subsequently by an enthusiast named Mr. Eckert. In 1963, Fritz Schlumpf purchased the car from Mr. Eckert for 2,000 francs, and the Bugatti joined the Schlumpf Collection. The Galibier was acquired from the Schlumpf Reserve Collection by the Mullin Automotive Museum in 2009.

by Dan Vaughan

Roadster by Hermann Graber

An unusual example of true two-passenger coachwork on the Bugatti Type 57 chassis, this unique car is believed to have been the first Type 57 bodied by Graber. It features especially light and flowing fender lines, accentuated by a low rear deck and subtle chrome trim. Originally sold to Dr. Hans Kalberer of Zurich, the car later spent time in the United States and, subsequently, the United Kingdom, where it was repainted black after being two-tone brown and cream. The current owner has cared for this car since 2003, and to this day, it remains a wonderful original Bugatti.

Stelvio by Gangloff
Chassis number: 57195
Engine number: 13

The Bugatti Type 57 was introduced in 1934 and was the first new model built under Jean Bugatti's direction. The dual overhead camshaft eight-cylinder engine displaced 3,257cc, had a 72mm bore, a 100mm stroke, and its crankshaft ran in five main bearings. At the engine's rear, the camshafts were driven by a train of helical-tooth gears, with a further crankshaft bearing behind them. The transmission was fixed to the engine crankcase (a first for Bugatti) and used a single plate clutch. The four-speed unit had constant mesh on the top three gears. The front suspension was independent using transverse leaf springs for the first two examples of the Type 57 before it was replaced by a hollow tubular live axle. The Type 57s that followed used traditional Bugatti semi-elliptical front and reversed quarter-elliptical rear leaf springs with cable-operated mechanical drum brakes.

This Bugatti Type 57 was delivered in chassis form on March 29, 1934, to Marcel Gagneraud in France. It was briefly bodied as a four-door 'Berline' by coachbuilder Mignot & Billebault of Boulogne-sur-Seine (Paris). The Bugatti remained with Mr. Gagneraud briefly. The second owner sent the Type 57 to Ganglof in Colmar in the second half of 1934, where it was re-bodied with the coachwork that it wears in modern times.

The Bugatti was exported into Basle in Switzerland on December 28th, 1934. A later owner named Marc Saugey of Geneva returned the car to the road on April 23, 1948. It remained in his care through September 1, 1952. The next formal owner was Richard Hoffman of Lake Geneva, who registered it for the road on July 30, 1955. About a year later, the car returned to the Geneva-based ownership of Pierre Adler; by 1958, it was owned by an Anglo-Swiss individual named Robert Baer. The next owner was Jean de Dobbeleer of Belgium, who sold it a short time later to Bernard Haines of America. The next owner was Judge John North, who kept it for four years before it moved to the long-term custody of John Metzgar. Mr. Metzgar retained the car through 2007 when it was sold to Mark Smith of PA. Howard Fafard purchased the car around 2012.

While in Mr. Fafard's care, the car received a new two-tone paint scheme of dark blue over silver. Wear this new color scheme, the car was seen at the American Bugatti Club rallies of 2013 in Mont Tremblant and the following year at Lake Placid.

It is believed that Gangloff built 17 four-seater dropheads from 1934 to late 1935.

by Dan Vaughan

Stelvio by Gangloff
Chassis number: 57190
Engine number: 62

This Bugatti Type 57 Stelvio was ordered on March 5, 1934, by the Bugatti agent J.B. Arnaud for his client, a dentist named Raymond Peretti of Poitiers, France. Due to a backlog of orders, the expected delivery date was postponed by several months, and Mr. Peretti did not receive his Bugatti until July. At the time, the car wore a Black and Ivory exterior with a Havana leather interior and light beige hood.

By the summer of 1937, the Bugatti had traveled roughly 40,000 kilometers when it suffered a cracked cylinder block and seized pistons.

During World War II, it is believed that the Bugatti was taken by the Germans. After the war, the car entered the care of André Pigé, who soon passed away following a swimming accent in 1947, and his family subsequently sold the car. It remained in France for the following decade until it was sold to Joseph Gest of La Jolla, California, in the early 1960s. While in his care, the car was given a restoration courtesy of Bunny Phillips.

Over the next two decades that followed, the car entered the ownership of the Blackhawk Collection and Bill Jacobs, who had the car restored for a second time in 1985. In 1986, it was sold to Terence Adderley and was part of his collection for the next 37 years. In 2023, the car was offered for sale at auction and had an estimated value of $400,000 - $500,000. The lot was sold for the sum of $467,000, which included the buyer's premium.

This Stelvio has its numbers-matching engine crankcase, gearbox, and frame.

by Dan Vaughan

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 non-racing Bugatti. Even though the Type 57 was strictly a road-going vehicle, a racing version was created for the 1937 24-Hours of Le Man's 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 Man's race and 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 in-house. The Atalante was named after peaks in the Alps and is one of the most exclusive body styles ever produced by Bugatti.

The Type 57 could also be ordered with Galibier four-door bodies. Earlier versions of the Galibier bodies had suicide-opening front doors with no pillar. Later versions had suicide-opening front and rear doors hung in the traditional fashion. The front and rear doors would share a common pillar.

Jean designed an independent front suspension to aid 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 dry-sump lubrication helped increase the car's performance. The front and rear axles received de Ram shock absorbers, 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 Dan Vaughan

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 Dan Vaughan