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1938 Bugatti Type 57C

Ettore Bugatti could certainly be considered one of the more colorful characters throughout automotive history. Though born in Italy, Bugatti spent most of his life in France, and nearly 8,000 cars bearing the Bugatti name were produced at the Molsheim factory located in Alsace, France. Fifty-two different models were produced over the years, from the Type 2 of 1900 to the winningest race car of all, the Type 35 Grand Prix racer, to one of the most costly and luxurious automobiles ever built, the Type 41 Bugatti Royale.

Bugatti Type 57

The Type 57 is considered Bugatti's most successful road-going creation; it debuted in October 1933 and remained in production until the start of World War II, with a total of 710 (as many as 739) examples being produced. The design was inspired by Ettore's son Jean, who had his father's sense of engineering. He created several standard body designs that were available through the factory, including a four-door Gabilier coach, two-door Ventoux, 1939 57C four-door coach, Atalante on the 57C and 57S chassis, and the Atlantic Coupe, which was also available on the 57C and S. The coachwork complimented the Type 57's mechanical specification, with elegant lines, a sporty stance, and flowing bodies.

The Type 57 was a new design; little was borrowed from its predecessor, except for the bore and stroke of the Type 49 engine. The straight-8 twin-cam, 3.3 liter (3,257cc / 198 cubic-inch) engine had a 72mm bore, a 100mm stroke, and produced 135 horsepower. The crankshaft ran in five main bearings and the camshafts were driven by helical-tooth gears at the engine's rear with another crankshaft behind them. Side thrust was minimized on the valve stems. The engine rested on rubber mounts within the sturdy frame.

The Type 57 was Bugatti's first model to use a transmission fixed to the engine crankcase and a single plate clutch. Gears two through four were constant mesh. The wheelbase measured 130 inches with a wide track size of 53 inches. Cable-operated mechanical drum brakes provided (initially) the stopping power. The independent suspension designed by Jean used transverse leaf springs for the first two examples of the Type 57. Subsequent examples used traditional hollow tubular live axles, per Le Patron's insistence, with semi-elliptical front and reversed quarter-elliptical rear leaf springs.

The Type 57S was offered beginning in 1935. The Series 2 Type 57 soon followed which brought with it rubber engine mounts, cam and engine timing improvements, heavier chassis and a revised dashboard. In 1937, the Type 57C became available. This was a supercharged version that added improved horsepower output over its siblings. The 3.3-liter engine with the supercharger was capable of producing over 215 horsepower.

The final iteration of the Type 57 came in 1938 with the Series 3. The Series 3 had hydraulic brakes, which Ettore Bugatti disagreed with after having poor results with the setup during the 1924 Grand Prix season. Ettore reluctantly cooperated with the decision but did insist on having dual master cylinders in the design. The DeRam equipment was replaced with the Allinquint hydraulic shock absorbers. The DeRam setup had been deemed too expensive to continue.

Bugatti Type 57C

The Type 57C was produced from 1937 through 1940, and a total of 96 examples were built. Equipped with a Roots-Type supercharger, the 3.3-liter engine had 160 horsepower.

Bugatti Type 57 S/SC

- 'S' for Surbaissé meaning 'lowered.'

- 'C' for Compresseur referenced the 'supercharger.'

Bugatti produced 43 examples of the Type 57 'Surbaissé' and two examples of the supercharged Type 57SC's were originally built. Most of the Type 57S cars were returned to Molsheim to be retrofitted with the supercharger.

To create the lower stance, Bugatti engineers relocated the rear axle, passing it through the frame rather than under it. The low hoodline necessitated the use of a dry-sump lubrication system for the engine.

by Dan Vaughan

Atalante Coupe
Chassis number: 57766
Engine number: C57

Bugatti's early history is filled with achievements on the grand prix circuits of Europe. And from out of that achievement on the track would come some truly remarkable touring automobiles blending together performance, handling, and comfort. By the 1930s, when the intrigue of aerodynamics really came to the fore, Bugatti would really add the allure with its grand, stylish designs.

The canvas for this new enthusiasm of science-inspired art would be the Bugatti Type 57 chassis. By the time the Type 57 came into the public arena the luxury car market had greatly dwindled due to the Depression that had befallen much of the nations of the west at the time. But while many automobile manufacturers would see this as a time to cut costs and to reign in some creative efforts, Ettore, and his son Jean, would see this as an opportunity to create one of the most unmistakable cars of all time.

Only one source could inspire such imprudent behavior. Inspired by the grand legends of the Greek mythology, Jean would set about designing some truly astonishing bodies to set atop the Type 57 chassis. Influenced by the story of Atalanta, Jean would create his Atalante body style with its tall, proud Bugatti grille and beautifully-rounded fenders, cabin and rear end.

Only around 40 examples of the Atalante would ever be designed and built by Jean. One of them would be chassis 57766. And, fittingly, this chassis would be first delivered to a son of a Greek shipping tycoon.

Nicholas Stamati Embiricos used his family's wealth to fund his passion for automobiles and was himself a gentleman racer. Nicholas had a couple of cars which he used quite frequently in races. He would use a Corsica-bodied Bugatti Type 57S as well as an ex-works ERA. Nicholas' racing career would come to an end, however, when he would suffer an accident in the 1937 Florence Grand Prix that would nearly take his life.

Nicholas would decide to stay with a marque he had grown familiar when he decided to replace his 3.5-liter Bentley. Therefore, he would approach Colonel Sorel, the manager of the London Bugatti agency, to place an order for a Type 57C.

Chassis 57766 would be completed in Molsheim in November of 1938, and then, would be sent to Gangloff in Colmar, France where it received its Stelvio coachwork. Considering when it was built, the finished automobile would have some particular refinements over previous series of the Type 57C. It would be complete with Bugatti-Lockheed hydraulic drum brakes, tubular shock absorbers and rubber engine mounts.

Soon after completion, the car would be shipped to London where it would meet up with its new owner. Registered in the UK as 'FXF 55', 57766 would remain with Embiricos until he had it shipped to his vacation residence in Palm Beach, Florida in 1941. The Bugatti would soon find itself in a foreign land and all alone when, in July of 1941, Embiricos died in his Fairchild 24 Monoplane near Matunuck, Rhode Island.

Following Nicholas' death, the car would be sold to Ray Murray. Murray already had a Type 57 Atalante, just not supercharged. Liking the bodywork gracing his un-supercharged Bugatti, but liking the supercharged engine of the one he had just bought, would lead Murray to make the decision to have the two chassis trade bodywork.

Following the conclusion of World War II, Murray would decide to sell both of his Type 57s. Some point before the decision would be made Murray would decide to switch the coachbodies back to their original chassis. Now once again whole, 57766 would be sold to Al Garthwaite of Malvern, Pennsylvania.

Garthwaite was well known amongst the ARCA and SCCA ranks and would later own ALGAR, a major Ferrari importer. Known as a man that enjoyed refined automobiles, the Type 57C fit in well with his impressive collection.

57766 wouldn't just sit around as part of some collection, however. And, in June of 1949 it would be one of just 17 cars ready to take part in the 100-mile Bridgehampton Road Races. Relying on the power from the supercharged 3.3-liter engine, Garthwaite and the Atalante would be impressive but would ultimately fail to reach the end as a result of a broken connecting rod.

The car would be repaired and would end up being just one of a handful of pre-war cars to enter the Mt. Equinox Hillclimb in Vermont on the 29th of July in 1950. Despite being at an age disadvantage, the Atalante would perform well setting the 8th fastest time.

The car would continue to take part in competitive races and hillclimbs and would continue to see regular use while in Garthwaite's possession. However, the car would not remain with Garthwaite forever and Dr. Samuel Scher would be its next owner. Soon after, Scher would part with the car, deciding to sell it to John Wendell Straus, the grandson of the founder of R.H. Macy & Company.

The purchase of the Bugatti by Straus certainly seemed to make sense given his vast interest in French culture and anything French. 57766 would remain part of Straus' extensive collection of automobiles until 1962 when it was parked in a suburban garage and practically forgotten about for nearly 50 years.

Chassis 57766 would remain hidden until 2007 when the Straus estate needed to be settled. The garage would be opened and the Bugatti discovered all over again. Completely intact and well preserved, the Type 57C Bugatti seemed ready to run, just after several layers of dust had been blown from its Atalante body.

Following its discovery, an east coast collector would come and quickly snap the car up. Though unrestored, the car would be presented as part of the Pre-war Preservation class at the 2007 Pebble Beach Concours d'Elegance and would later be honored in a special 'barn find' exhibit at the Saratoga Automobile Museum.

One year later, 57766 would be sold to its current owner and would be immediately entrusted to Sargent Metalworks of Fairlee, Vermont for a complete restoration. This would prove to be a 'really exciting opportunity' for Sargent Metalworks as this particular Bugatti would be surprisingly untouched and sound. Sargent would recall, 'It had been painted several times and, due to storage, was mechanically fragile, but everything was there.'

Not only was everything there, but it matched. The engine, rear end, transmission and front-axle all had matching number components still fitted! On top of that, the Atalante body would be found to be highly original inside and out. Sargent would exclaim, 'I have never seen Bugatti coachwork that was so correct and original throughout.' He would go on to state that this Bugatti 'is definitely one of the very best representatives of Jean Bugatti's classic Atalante. In my opinion, it is one of the all-time great automotive designs.'

Original interior fittings would need to be simply cleaned and re-veneered to look practically brand new. A good amount of the wood framework even had the preservative paint covering it, and therefore, enabled the restoration process to proceed quickly and without much trouble.

O'Donnell Classics would then be contracted to finish the car when it had been finally prepped for paint. O'Donnell Classics would then make the decision to finish the car in a black and blue livery giving 57766 a very period-correct appearance.

Every detail would be addressed throughout the restoration. The result would be a highly-original car brought back to the peak of its appearance, complete with a highly-preserved interior, re-tuned engine and rebuilt gearbox, rear end, suspension and braking system. Even the proper etching on the window glass to the correct hand-scraped finishes in the engine bay would be applied to the car.

When it was all said and done, 57766 would emerge at the 2011 Pebble Beach Concours d'Elegance, the same event it had appeared un-restored four years earlier. The reaction would be nothing but praise and great acclaim. By the end of the event, 57766 would garner Second in Class and would have the honor of besting two other Bugatti Type 57s.

Just as soon as it emerged from hiding and restoration, the Type 57 Bugatti would be hidden away. Its only other appearance since Pebble Beach includes the 2012 Saratoga Invitational. This would be a special moment and would be rewarded with a Best in Show honor.

But now, at the 2013 Gooding & Company auction in Scottsdale, Arizona the 1938 Bugatti Type 57C Atalante, chassis 57766 will be appearing once again. However, this time, this timeless classic will provide an individual a great opportunity to own one of the most original Bugatti Type 57s in all the world.

Obviously a classic automobile in all points and an extraordinary example in every way, this Type 57C must be considered amongst the very best of all the pre-war Bugattis. And as such, 57766 is estimated to draw between $1,400,000 and $1,800,000 at auction.

Sources:

'Lot No. 025: 1938 Bugatti Type 57C Atalante', (http://www.goodingco.com/car/1938-bugatti-type-57c-atalante). Gooding & Company. http://www.goodingco.com/car/1938-bugatti-type-57c-atalante. Retrieved 16 January 2013.

'1937 Bugatti Type 57S News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z13374/Bugatti-Type-57S.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z13374/Bugatti-Type-57S.aspx. Retrieved 16 January 2013.

'1938 Bugatti Type 57C News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z11694/Bugatti-Type-57C.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z11694/Bugatti-Type-57C.aspx. Retrieved 16 January 2013.

'Tradition: History', (http://www.bugatti.com/en/tradition/history.html). Conceptcarz.com: From Concept to Production. http://www.bugatti.com/en/tradition/history.html. Retrieved 16 January 2013.

by Jeremy McMullen

Aravis Drophead Coupe by Gangloff
Chassis number: 57710
Engine number: 510

This 1938 Bugatti Type 57C Aravis Drophead Coupe is only one of four ever created and one of the few surviving of its kind. The coachwork was handled by Gangloff.

Since new, it has been treated to a complete and professional restoration. At the time of its restoration, it was fitted with a correct-style Bugatti supercharger which brought it up to the 'C' specification.

It was offered for sale at the 2006 Gooding & Company Auction held in Pebble Beach where it was estimated to sell for $1,500,000-$1,800,000. It is in concours ready condition with a history that is completely accounted for and known. It is one of only three that has survived in modern times and one of the greatest examples of the Type 57 ever created. At the auction, the car did sell, finding a new owner for the price of $1,375,000.

by Dan Vaughan

Cabriolet by Gangloff

Italian-born Ettore Bugatti, manufactured these automobiles in Molsheim, a town in the Alsace region, which was a part of the German Empire (Alsace was annexed by Germany in 1871 and restored to France in 1919). Known for its luxurious passenger cars and race cars, Bugatti is particularly noted for winning many races, including LeMans in 1937 and 1939. The custom coachwork on this particular automobile is by Gangloff, located in Colmar, Alsace region near the Molsheim plant.

The 1938 Bugatti features a supercharged in-line dual overhead cam, 8-cylinder engine with a displacement of 3257cc (198.8 cubic inches), producing 210 horsepower. This high-performance Bugatti is capable of 110 miles per hour and zero-to-sixty mph in 10 seconds.

Special Coupe
Chassis number: 57335

This 1938 Bugatti Type 57C Special Coupe was formerly the property of Ettore Bugatti. It is among the most unique, intriguing, and special Bugatti's ever created. It has frame number 278, blown Type 57 engine, a four-speed gearbox and rear end, all numbered 486. It originally had chassis number 57335, which was once assigned to an earlier Bugatti. Bugatti constructed a Type 57 Torpedo for the Paris-Nice rally in 1936 but the car was destroyed. Later, the factory reissued the chassis number, a common practice for the firm throughout the late 1930s. The company was under serious financial duress during this period and every measure was taken to economize the company. One of the benefits of reusing the chassis number was to avoid taxation on a new chassis number. Chassis number 57335 had originally been registered to Ettore Bugatti, so the decision to assign the number to a new car designed for his use was appropriate.

The coachwork on this Type 57C was designed by Jean Bugatti, and is believed to be the last design penned by Jean Bugatti to have been constructed. When new, the car had a two-piece glass roof. This car may have even been presented to Ettore Bugatti by the workers at the factory as a birthday gift.

It is believed that 57335 was used by Ettore Bugatti during 1938 and 1939. It was also a works-owned factory demonstrator that was used by many of the prominent figures including Mr. Peigues and Bugatti racing team driver Jean-Pierre Wimille.

With the onset of World War II and the German invasion of France, the car was driven from the factory to a safe location by factory driver Robert Benoist. When peacetime resumed, the car returned to Molsheim where it was often used by Pierre Marco, the Director General for Bugatti. Even after the passing of Ettore Bugatti in 1947, the car remained in the care of the factory until 1959.

The car was fitted with special components prior to leaving the factory care. It has a three-spoke steering wheel, sourced from a Type 1010 with the EB insignia. The problematic glass roof was replaced with a special fabric roof. There are Lockheed hydraulic brakes, a feature not found on any other Type 57. It has a radio set, aftermarket heater and greasing points. There are rubber engine mounts, and Rudge-Whitworth wire wheels.

On January 31st of 1959, the car was sold to Belgian Bugatti distributor Jean de Dobbeleer. Before being sent to Belgium, it was fitted with engine number 340, the same that can be found under its bonnet in modern time. The engine has a unique downdraft carburetor, top inlet manifold and a different supercharger from the type fitted to a standard Type 57.

The next owner of the car was Lyman Greenlee, who purchased the car in 1959, although it was until 1960 that he took delivery of the car. The car was placed into storage and seldom used. Just prior to his death in 1973, Mr. Greenlee sold the car to William Howell of Oklahoma City. The current owner of the car purchased it in 1983.

The car remains in its original, unrestored condition. It is one of the most authentic Bugattis still in existence. It was shown in 1985 at the Pebble Beach Concours d'Elegnace, the same year all six Royales were reunited. 57335 was not judged at Pebble Beach, in respect to the prior owner's requests. In 2009, the car was shown at the Meadow Brook Concours, but again it was not entered to be judged.

The car has an inline 8-cylinder engine with a single Weber downdraft carburetor generating 160 horsepower at 5000 RPM. The transmission is a four-speed Cotal electromagnetic gearbox.

In 2009, this unique car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA. The car was purchased for the sum of $1.375 million USD inclusive of the buyer's premium.

by Dan Vaughan

Atalante Coupe by Gangloff

This supercharged Bugatti Type 57C Atalante has been referred to as 'the greatest barn-find ever,' and its story is certainly remarkable. John W. Straus, the grandson of the founder of Macy's department stores, parked this Bugatti in a Pound Ridge, New York, barn in 1962, and there it stayed until earlier in 2007. Mr. Nicotra placed the winning bid at an auction in June and immediately sent the car to his friend and preservation car expert Mark Smith, who confirmed the car's absolute integrity. After tending to a very few leaks and adding new oil, the engine was hand-cranked and sprang to life after 45 years. The only items that have been replaced, for safety's sake, are the tires. A truly unique Bugatti.

In its original 3.3-liter form the Type 57 delivered 135 horsepower, but with a supercharger this increased by 25 horsepower. This Bugatti was originally bodied with Stelvio coachwork, but was changed to the Atalante body in the 1940s. This Atalante was parked in 1962 and stored for 45 years, then shown in its barn-find condition at Pebble Beach in 2007. It has since been restored.

Roadster by Corsica
Chassis number: 57584
Engine number: C15

This Bugatti, according to the American Bugatti Club records, was originally clothed as a Stelvio Cabriolet and delivered on October 8th, 1938, to the agent Monestier for his client, Glaizal. Additional information suggests this car should be registered as 57577, not as 57584.

The car currently wears a Corsica-style roadster coachwork, in a similar fashion to chassis number 57593, the car that won Best of Show honors at the 1998 Pebble Beach Concours d'Elegance.

This Type 57 was imported to the United States many years ago. The current owner acquired this 57C in 2007 and has since completely restored the interior. The inside is in dark tan leather.

The engine is a 3257cc dual overhead cam eight-cylinder unit fitted with a roots-type supercharger. There is a four-speed manual gearbox and four-wheel hydraulic drum brakes.

In 2010, this Bugatti was offered for sale at the Gooding & Company Auction held in Scottsdale, Arizona. It was estimated to sell for $450,000 - $550,000. As bidding came to a close, the lot was sold for the sum of $429,000, inclusive of the buyer's premium.

by Dan Vaughan

Roadster
Chassis number: 57661
Engine number: 25C

The road-going Bugatti Type 57 successfully combined style and performance, earning it favor with the company's discerning and elite clientele. Introduced in 1934, it was the first new model built under the direction of Jean Bugatti, son of company founder Ettore Bugatti. With minimal influence from his father, Jean demonstrated maturity as an engineer and designer, skillfully introducing many advanced features, engineering prowess, and beautiful coachwork to the Type 57.

Much of the model's success can be attributed to the elegant and graceful coachwork penned by Jean Bugatti, complementing the vehicle's mechanical specification and vying with the best of France's and Europe's formidable coachbuilders' creations. The bulk of Type 57 production wore factory coachwork in Atalante two-seat coupé, Ventoux four-seat coupé, Stelvio cabriolet and the Galibier sedan configuration.

Endowed with many new mechanical features to Bugatti, its dual overhead camshaft eight-cylinder engine had a 72mm bore, a 100mm stroke, and a total displacement size of 3,257cc. The crankshaft ran in five main bearings, and the camshafts were driven by a train of helical-tooth gears at the engine's rear with a crankshaft bearing behind them. Side thrust on the valve stems was minimized by the use of finger cam followers.

The transmission was fixed to the engine crankcase, another Bugatti 'first,' and used a single plate clutch with the top three gears in the four-speed unit were constant mesh. The independent front suspension designed by Jean used transverse leaf springs for the first two examples of the Type 57 before Ettore insisted it be replaced by a popular Bugatti hollow tubular live axle. From that point forward, the suspension was traditional Bugatti semi-elliptical front and reversed quarter-elliptical rear leaf springs with cable-operated mechanical drum brakes.

As production of the Type 57 continued, its development was ongoing, with improvements introduced along the way. It gained a stiffened frame and rubber-mounted engine along with the supercharged 160hp Type 57C in 1936. In 1938, Lockheed hydraulically actuated brakes were finally adopted, and the lightweight but expensive aluminum-spoked wheels and brake drums were replaced with Rudge-Whitworth center-lock wire wheels and separate brake drums.

From its debut in 1934 and the outbreak of World War II, it is believed that more than 680 examples of the Type 57 (and its variants) were produced.

This particular Bugatti was ordered in April 1938 and delivered in September to a client through the Bugatti agent Crequy. It was given Gangloff Stelvio Cabriolet coachwork and was priced at 86,000 French Francs. At some point in the car's history, it was involved in an accident and subsequently burnt beyond repairs. What was left (the front of the chassis and the engine) was purchased in Paris in the 1980s by Helmut Feierabend of Wurzburg, Germany. It was Mr. Feierabend's intention to restore the wrecked Bugatti with the Voll & Ruhrbeck coachwork of 57819. The work, however, was never completed.

The project was later sold to Mr. Uwe Hucke, who in turn sold it to collector Jim Patterson of Louisville, Kentucky. Mr. Patterson did not complete the project, rather it was sold to a new owner in Australia, Richard Longes. By this point in history, the original engine had seized and was thought to be beyond repair, and an extra engine, 25C (formerly of chassis 57646), accompanied the chassis.

Mr. Longes commissioned a new body to be constructed by Auto Classique Touraine in the style of Gangloff design 3449, which had never been produced due to the outbreak of World War II. Jim Stanberg and his shop, High Mountain Classics, completed the chassis and driveline restoration.

The complicated restoration was completed in 2010, and the Bugatti then began a new life traveling the concours circuit. It made its restoration debut at The Quail, a Motorsports Gathering in 2010 and received the Best Pre-War Sportscar award. It was shown at the Amelia Island Concours d'Elegance, where it received the Best New Coachwork accolade. Subsequently, the Bugatti participated in a number of Bugatti rallies in the United States and abroad.

This Bugatti Type 57 Roadster is currently powered by a 3,257cc DOHC supercharged inline 8-cylinder engine with a single dual throat Updraft carburetor developing 160 horsepower at 5,500 RPM. There is a four-speed Cotal pre-selector manual transmission, four-wheel drum brakes, and a live rear axle.

by Dan Vaughan

Aravis Drophead Coupe by Gangloff
Chassis number: 57710
Engine number: 510

In 1934, Bugatti introduced their Type 57 which would remain in production through 1940. They were initially built for touring, but many of them made their way onto the racing circuit.

The Type 57C project was headed up by Jean Bugatti, son of company founder Ettore Bugatti. Unfortunately, Jean Bugatti was killed near Molsheim while test-driving a 57C that was being prepared for a race. The date was August 11th, 1939 - less than a month before the start of World War II.

This Bugatti Type 57 is one of four with the Gangloff Aravis body. At the 1934 launch, Bugatti offered four Type 57 body styles, and then in 1938, the Aravis was introduced. This Type 57 Aravis has the standard 3.3-liter straight-8 supercharged engine developing 160 horsepower, which is basically a detuned version of the Grand Prix Type 59 engine.

Stelvio Cabriolet by Gangloff
Chassis number: 57677
Engine number: 31C

The Bugatti Type 57 is perhaps Jean Bugatti's most celebrated non-racing Bugatti. Powered by a long-stroke, inline eight-cylinder engine, the powerplant offered smooth, seamless performance and was the epitome of elegant engineering.

On February 22nd, 1938, Molsheim received an order for a 57C Stelvio from Swiss concessionaire Jean Sechard of Geneva. The cost, which approached 90,000 francs, was for a supercharged Type 57 with open coachwork. It was among the most expensive French automobiles of its era. The individual responsible for the order was 24-year-old Prince Louis Napoleon Bonaparte, a direct descendent of Emperor Napoleon I.

Prince Napoleon acquired his first Bugatti in 1934 and reportedly owned a number of them during his lifetime.

Bugatti with chassis number 57677 was equipped with a supercharged 3.3-liter engine, number 31C. Completed in May of 1938, this late-build 57C featured a number of significant chassis improvements, including rubber engine mounts, a stiffened frame and revised engine timing. Other improvements included Bugatti-Lockheed hydraulic drum brakes and an optional Cotal gearbox.

On September 28th, 1938, the Bugatti was exported to Switzerland via Lausanne, and then delivered to the prince's resident at the Villa de Prangins on the shores of Lake Geneva.

Though not confirmed, it is believed that the Prince retained 57677 for the duration of the war. Following World War II, the 57C Stelvio was exported to the United States where it eventually found a home with Robert Fergus, an engineer living in New York. The next known owner, L.S. Juillerat of New York, is recorded in Hugh Conway's 1962 Bugatti Register.

Several years later, David Tunick of Greenwich, Connecticut, acquired the Stelvio. In 1979 Maine resident Lou Hilton became the next caretaker. Throughout his 36-year ownership, Mr. Hilton treated the Bugatti with the greatest care, and, for approximately two decades, entrusted Paul Russell and Company to perform regular service and maintenance work.

The car retains all of its major original components including the frame (288), engine (31C), front axle (31C), rear axle (31C) and supercharger (31). The crankcase is stamped on its front face with the proper assembly number (291), which is repeated directly below on the sump, confirming the two castings as an original matched pair. This number (291) can also be found stamped into each cam box. It retains its Cotal gearbox, Chausson radiator and original Bas Rhin-style chassis plate.

The car is finished in dark blue over ivory and is outfitted with wheel discs, rear spats and the full complement of Marchal and Scintilla accessories. The cockpit is upholstered in dark blue leather and the polished wooden dashboard is equipped with correct Jaeger instrumentation.

This is an original, matching-numbers 57C. Less than 20-percent of all Type 57s left the factory with a supercharger. Thus, this is a very special Type 57C.

In 2012, the car was offered for sale at the Pebble Beach auction presented by Gooding & Company. The car was estimated to sell for $1,300,000 - $1,600,000. As bidding came to a close, the car had been sold for the sum of $1,292,500 inclusive of buyer's premium.

by Dan Vaughan

Stelvio Cabriolet by Gangloff
Chassis number: 57597
Engine number: 82 C

Bugatti's Type 57 was developed directly from motorsports and fitted with the best elements of luxury and automotive athleticism. Introduced in 1934, the Type 57 was the replacement for the aging Type 49. It wore a design courtesy of Ettore Bugatti's son, Jean, and fitted with an eight-cylinder twin-cam engine from the Type 49. The primary difference being the presence of timing gears rather than timing chains.

The Type 57 was originally offered in four distinct body styles, three of which were named after famous mountain peaks in the Alps, Galibier, Stelvio, and Ventoux.

Customers could have their Type 57 fitted with a Roots-type supercharger; such examples were dubbed the Type 57C. The 57C was first seen installed in a Ventoux at the 1936 Paris Salon, and it became available for customers later that year. Racing iterations of the Type 57C won the French Grand Prix in 1936 and the 24 Hours of LeMans in 1937 and 1939.

Bugatti produced a total of 684 examples of the Type 57 before the Bugatti factory was forced to close due to World War II. Ninety-six of those were the Type 57C.

This Type 57C wears Stelvio coachwork, which offered open-air motoring for four passengers. It was delivered new to a Bugatti dealership in Lyon, France. It was constructed by the factory in Molsheim with a supercharged engine and it received Gangloff coachwork. The d'Aubarede brothers, Jean and Paul, who resided in Lyon, purchased this car as a replacement for a naturally aspirated Type 57 drophead. It was later registered in the department of Rhone under plate number 4090 PF 9. The car remained with the brothers until at least the beginning of 1939. The car was reportedly requisitioned from the d'Aubarede family for use during the war. After the war, in 1957, the car was found, still registered in Lyon with plate 3644 Z 69, by Henri Malatre. It was later purchased by Jean-Louis du Montant, of Eymoutiers in western France. At the time, it was painted light blue. Around this time, it is believed that the car received the supercharged engine that it retains today from another Type 57, chassis 57809, and the engine was numbered 82C.

Dr. Richard Roger of Southern California purchased the car in May of 1963. It remained in Dr. Roger's care for the next 15 years before it was purchased in 1978 by Gary W. Tiscornia, of Milford, Michigan. A full restoration soon began; upon completion, it was finished in teal-on-teal color combination with a light tan convertible top. The restoration was completed in 1988. It was invited to the 1989 edition of the Pebble Beach Concours d'Elegance where it won its class. It scored 100 points at CCCA events three times, in Michigan at the 1989 CCCA Grand Classic, at the 1990 annual meeting, where it was awarded Senior Premier status, and in Minnesota in 1990.

Mr. Tiscornia sold the car in 1999. The following year, it was acquired by Bob Pond in September 2000 from the Blackhawk Collection. Mr. Pond showed the car on several occasions, including at the 2009 Desert Classic Concours d'Elegance in Palm Springs, California.

by Dan Vaughan

Stelvio Cabriolet by Gangloff

The Type 57 can certainly be considered the most celebrated non-racing Bugatti ever built. Introduced in 1934 and with production continuing to the outbreak of war in 1939, in all its forms 710 were sold. It was a design and engineering masterpiece with its chassis fitted most often with one of four standard bodies created 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 is largely original car that was repainted 50 years ago while retaining the components with which it was first built. While having known ownership history from new, it was first delivered to France's Curzon 'Lord Howe' in October of 1938. Ettore Bugatti manufactured his automobiles in Molsheim, a town in the Alsace region of France.

3 Position Cabriolet by Letourner et Marchand
Chassis number: 57644
Engine number: 470

This Bugatti Type 57 is one of six similar Bugattis designed and built by the exclusive Parisian carrosserie Letourneur & Marchand, which was founded by Jean-Marie Letourneur and Jean-Arthur Marchand. It was specified that the body be painted light and dark green with a green top and interior which were unusual colors for a French automobile of elegant design of that period.

The car accompanied its second owner, wealthy young Dutchman Rudi Van Daalen Wetters, to Los Angeles when he lived there in the 1950s, then returned with him to Holland when he became the attache to Prince Bernhard of The Netherlands. By the 1990s, Wetters and the car were back in Los Angeles, where the car was stored in a garage for almost 30 years. Jim Hull was introduced to the car and its owner by Phil Hill in 1985, and that began a 30-year friendship that lasted until Rudi passed in 2015. Fittingly, the car was sold by Rudi's family to Jim, who has now restored the car in its original two-tone green paintwork.

The car is powered by a 3257 cc 8-cylinder engine developing 235 horsepower.

Stelvio Cabriolet by Gangloff
Chassis number: 57597
Engine number: 82 C

The Bugatti Type 57 was originally offered with four distinct body designs, three of which were named after famous mountain peaks in the Alps: Galibier, Ventoux, and Stelvio. Although they were designed by Bugatti, most were sent out to a variety of coachbuilders to build their bodies. This Type 57C Stelvio chassis was delivered to the coachbuilder Gangloff of Colmar, near Bugatti's hometown of Molsheim, in December 1937. The chassis was fitted with a rare round-tail style that is similar to the rear of an Atalante. It also features unusual faired-in headlamps in the front fenders. The car was delivered to its first owner in Lyon, France, where it remained with several owners over the years. Sadly, the car was rather neglected but was saved from being scrapped in 1957 by famous Bugatti collector Jean-Louis du Montant. At some stage, the engine was replaced with another Type 57 unit. In 1963 the car was sold to Dr. Richard Roger of Beverly Hills, California, who owned it for the next 15 years. After a restoration, the Type 57 was shown at the 1989 Pebble Beach Concours d'Elegance where it was awarded First in Class. Its current owner has just completed a fresh restoration prior to its return to Pebble Beach in 2021.

Stelvio Cabriolet by Gangloff
Chassis number: 57748
Engine number: C51

Bugatti introduced its Type 57 model in 1934 and was the first new model built under Jean Bugatti's direction and employed a dual overhead camshaft eight-cylinder engine that displaced 3,257cc (72x100mm bore and stroke). The crankshaft ran in five main bearings and the camshafts were driven by helical-tooth gears. The transmission was fixed to the engine crankcase and operated via a single plate clutch. It had four speeds with the top three being in constant mesh. The first two Type 57 examples used an independent front suspension with transverse leaf springs, with forthcoming examples using a Bugatti hollow tubular live axle and traditional arrangement of semi-elliptical front and reversed quarter-elliptical rear leaf springs with cable-operated mechanical drum brakes.

This particular example is a Type 57C wearing Stelvio Convertible coachwork by Gangloff. It is powered by a 3,257cc dual overhead camshaft inline-8-cylinder engine with a dual throat Updraft Stromberg UUR-2 carburetor and supercharger. Its 170 horsepower at 5,500 RPM is sent to the rear wheels via a four-speed Cotal Pre-Selector manual gearbox. Four-wheel Lockheed Hydraulic brakes provide the stopping power. There are semi-elliptic leaf springs all round with a live rear axle and rigid front axle.

Albert Brenac ordered this Bugatti (order number 1010) on July 29th, 1938 and the chassis left the factory a month later (August 30th) destined for Gangloff to have its Cabriolet coachwork installed. The car was ready for delivery on October 21st, 1938.

The car remained in Mr. Brenac's care for eight years, and during that time it was enjoyed enthusiastically. The second owner was a Monsieur Helle who kept the car briefly before parting with it on September 24th, 1946, selling it to Charles Ehrmann of Nice, who also retained it briefly, selling it in the spring of 1947 to Albert Benmussa of Lyon. Mr. Lyon participated with 57748 in the 1950 edition of the Lyon-Charbonnière Rallyes, and may have been joined by Mr. Campenon. A photo at the event displays the vehicle in two-tone blue paintwork and wearing wheel discs and race number 8. On September 7th of 1952, the car was entered on the 'Côte de la Rochette' races in Hauteville, in the Ain department of France.

During 1952 and 1953, the Bugatti received a complete engine rebuild in the workshops of Marcel Piottin. During this time, the lower panels of the car's hood received the vented panels still present on the car today. At the same time, it also was fitted with a windshield washer and front shock absorbers.

The Bugatti remained with Mr. Benmussa until 1956 when on April 3rd it was sold to François Kresser of the Paris suburb of Neuilly sur Seine. American Bugatti connoisseur, Miles Coverdale acquired it on December 2nd, 1957, and had it registered in Grenoble, France, where he was working at the time. When Mr. Coverdale returned to America, he brought the Bugatti Stateside, to his home on Long Island. Mr. Coverdale used the Bugatti regularly and had it displaced at Austie Clark's Long Island Auto Museum in the Hamptons. The car remained in Mr. Coverdale's care until he passed in 2002. By this point in history, the car had been painted a grey color. From Mr. Coverdale's estate, the Bugatti was purchased by Greenwich-based Bugatti enthusiast Desmond Fitzgerald who had the car returned to its original blue livery, albeit in a single Royal Blue hue. The car was reupholstered in a matching dark blue hid. When the work was completed in 2004, the Bugatti was sold to the car's penultimate owner who entered it in the 2010 American Bugatti Club 50th Anniversary Tour. In 2015 it was sold at Bonhams Greenwich, Connecticut Auction to the current owner.

by Dan Vaughan

Atalante Coupe
Chassis number: 57767
Engine number: 62C

The Bugatti Type 57 was introduced in 1934 and the supercharged Type 57C arrived in 1936. The Roots-type supercharger ran at 1.17 times engine speed, driven by the camshaft drive at the rear, and provided a 5-6 psi boost and 160 horsepower. New center-lock wire wheels were added, along with Lockheed hydraulic brakes.

This particular 1938 Bugatti Type 57C Atalante is equipped with a 3,257cc DOHC all-alloy eight-cylinder engine fitted with the Roots-type supercharger, a Stromberg twin-choke carburetor, and delivering 160 horsepower at 5,500 RPM. There is a four-speed manual transmission, four-wheel leaf spring suspension, and four-wheel hydraulic Lockheed drum brakes. It is one of three Atalante that were built to its precise specification. Between April 1935 to December 1938, a total of 33 Type 57 chassis were fitted with the Atalante coachwork, designed in-house at Bugatti by Joseph Walter under the close direction of Jean Bugatti. This particular example is the 31st of these chassis, and the number 31 is written on the inside of the hood, engraved on the woodwork on the trunk, and written in chalk on the back side of the dashboard woodwork.

Of the 33 Atalante-bodied chassis, only 16 received an aluminum body and just five of the 33 were factory supercharged. Only three Atalante chassis were fitted both with the aluminum body and the supercharger by the factory.

Mr. Albert Cahen of 13 rue Joanàs in Paris, ordered two Bugattis on September 6 and 7, 1938. The order was placed at the Bugatti Magasin d'Exposition at no. 116 Champs-Élysées: a coach Ventoux, chassis no. 57671, and a 57C Atalante which was to be chassis 57767. Mr. Cahen acquired the very last Atalante body (no. 31) that would ever be available from the factory, as bodies number 32 (chassis 57733) and 33 (chassis 57788) were already spoken for.

This Bugatti 57C was finished on December 7th and driven from Molsheim to the Bugatti Magasin de Vente at no. 46 rue Montaigne in Paris on December 8, 1938. Mr. Cahen received the new supercharged Atalante on December 10, finished in royal blue with Havana leather.

After Hitler invaded Poland on September 1, 1939, the car was hidden away. Since the Bugatti was at the factory undergoing repairs due to a camshaft lubrication issue, it is assumed that the factory stored the car for the duration of the war, likely in the Levallois-Perret premises. When peacetime resumed, it is believed that this Bugatti was shown with all-black coachwork at the Paris Salon (October 1948), wearing license plate 1916-RM1.

The ownership between 1949 to 1952 is not known. On September 11, 1952, chassis 57767 was re-registered with the plate 2358-BM75. Its new owner was Mr. Bernard Greyfie de Bellecombe, residing at no 7, rue Beethoven in Paris. Roger Berthet of no. 84 rue Lafontaine (Paris) acquired it on June 3rd of 1953 and on October 27th of that year, it was purchased by Christian Prevost-Marcilhacy, a 22-year-old student of no. 27 rue du Général Foy in the 8th arrondissement. Prevost was drafted in November 1953 and put 57767 up for sale with Francis Mortarini who operated a garage in Neuilly-sur-Seine, a suburb of Paris.

In August 1954, Mortarini sold the car to Jean Piger, who lived at his Château de Margeaix in the Haute-Loire in the center of France. He had the car registered 999-x43 and would retain it for the next sixty years. After using it for several years, the car was stored in a heated barn on his property. At some point, the engine block was replaced due to water circulation issues.

In 2014, Jean Piger offered the car for sale. Henri Chambon, a businessman in the South of France, acquired the car and had it sent to the French Bugatti specialist Ets. Randoni to be sympathetically brought back to life. The car was left in its original condition with the work focusing on recommissioning the mechanicals.

At some point, Piger had the sides of the car painted in yellow in the traditional Atalante style. It is believed that the black paint is original from the late forties.

by Dan Vaughan

Roadster
Chassis number: 57661
Engine number: 25C

The Type 57C is recognized as being the most sporting of all non-racing Bugattis. The T57/57C was an entirely new design heavily influenced by Jean Bugatti, son of founder Ettore. Between 1934 and the outbreak of World War II, more than 680 examples were produced in various body styles. The vehicle delivered all-around refinement while focusing on the engineering values that had made Bugatti successful.

Chassis #57661 was delivered in May 1938 with a Stelvio cabriolet body by Lacroix. The car was refitted with this unique Volla Ruhrbeck 'Waterfall' body, which has now been retrofitted to chassis 57819.

This car was restored in 2010, with engine 25C by Highmountain Classics and fitted with a reproduction roadster body built by Autoclassic Tourance (Tours France) to the design that Jean Bugatti and Gangloff completed in December of 1935.

Stelvio Cabriolet by Gangloff
Chassis number: 57606/57699
Engine number: 499

The creation of Ettore Bugatti's son, Jean, the Type 57 was the company's most successful road-going model, with over 700 built in total. Three years after its introduction - in 1937, Bugatti introduced the supercharged 57C model equipped with Roots-type compressor running at 1.17 times engine speed with 5-6 psi boost. With 160 horsepower and when fitted with lightweight bodywork, the Type 57C was capable of achieving nearly 120 mph. Production remained exclusive with 96 examples built new by the Molsheim factory.

This example began life as chassis number 57606 with a supercharged engine, no. 20C. In December 1937, it was shipped to the Colmar-based Carrosserie Gangloff in northeastern France, where it was given open four-seat Stelvio coachwork. The Bugatti was delivered in February 1938 through Alphonse Ervard & Houp, the Bugatti agent in Liège, Belgium, to its first private owner, M. Zurstrassen. During the early 1950s, it was owned by Romanian race car driver Georges Bouriano, who also owned a Type 57 Ventoux, chassis 57699. At some point, he switched the chassis plates between the two cars for unknown reasons. At the same time, the Ventoux's engine, no. 499, was installed in this Stelvio.

Mr. Bouriano sold the car to Jean de Dobbeleer of Brussels, Belgium, who later sold it to the United States through Gene Cesari of South Ryegate, Vermont, and eventually acquired by Edwin Rucker of Richmond, Virginia. In 1959, Mr. Rucker sold the Bugatti to Alden Sherman of Weston, Connecticut, who would retain the car for the next 60 years.

In the mid-1960s, Mr. Sherman commissioned Gus Reuter of Ridgefield, Connecticut, to restore the Bugatti. Upon completion, it wore a deep blue exterior paint scheme, complemented by a white sweep panel and front fenders. When the work was completed, Mr. Sherman participated in American Bugatti Club meetings as well as the Greenwich Concours d'Elegance on multiple occasions.

by Dan Vaughan

Casar Schaffner Special Roadster
Chassis number: 57584/57577
Engine number: C15

This Bugatti is a Roots-supercharged Type 57C competition model that began life as chassis number 57577 wearing standard Stelvio cabriolet-style coachwork built by Gangloff. It was delivered on October 8th of 1938 to Monestier, the Bugatti agent in Lyons, and first owned by industrialist Emile Glaizal.

In April 1947, Glaizal moved to Geneva, Switzerland and his Type 57 was registered 'GE 12549.' By this point in history, the car had all-wheel hydraulic brakes. When the car was sold to public works contractor and Bugatti collector, Gaston-François Riondel, the car's registration was changed to 'GE 11982.' Later, the car was sold to Geneva Bugatti agent, Jean Séchaud, and was purchased by Casar Schaffner.

While in the care of Mr. Schaffner, the Bugatti was restored in the style of chassis # 57593, a Corsica-bodied Type 57S sports roadster first owned by Colonel G. M. Giles. It was designed by his brother, Eric Giles, registered as 'GU 7,' known as 'La petite Sézanne', and in 1993 won 'Best of Show' honors at the Pebble Beach Concours d'Élegance.

Mr. Schaffner had the car's original Stelvio coachwork removed and the chassis frame professionally shortened to a wheelbase of 2.6 meters (from 3.3 meters). (The standard Type 57S had a wheelbase size of 2.98 meters.)

With assistance from professional craftsmen, Mr. Schaffner made the aluminum body himself using photographs of 'La petite Sézanne' for guidance. The work was finished around 1967 or 1968 and upon competition, the vehicle wore a pale blue exterior with tan upholstery. Mr. Schaffner displayed the vehicle at various car events around Switzerland before selling it to Rolls-Royce collector, Matti Schumacher. It was quickly sold (within a few days) twice, and then left Switzerland for Germany around 1972. It later entered UK ownership and was then sold via a London showroom to Robert Yung, an American collector from Hawaii, and exported to the USA. The car remained with Mr. Yung for around three decades.

In 2004 the car was sold via a London-based intermediary to collector Gene Ponder from Texas, USA. A thorough mechanical rebuild soon followed with the work being performed by Jim Strandberg of High Mountain Classics. In April 2007, the car was purchased by Mr. Paul E. Andrews, and in August 2009, a new Certificate of Title was issued in Texas for the next owner, Panther City Classic Autos of Fort Worth, Texas.

This Bugatti was acquired by the current owner (through an intermediary organization) following a Scottsdale-based auction in January 2010. The Bugatti was then despatched to Jim Strandberg for preparation prior to participation in the 2010 International Bugatti Rally in California. Personal reasons prevented the owner from attending the Rally; instead, the Bugatti was sent to Malcolm Gentry's workshop in the UK for further maintenance and refurbishment.

Currently, this car is stamped as chassis number 57584. The 'real' chassis 57584 currently belongs to a Bugatti enthusiast in the Netherlands. The engine, frame, and rear axle assemblies of this vehicle (57577/57584) is believed to have belonged to the same car (chassis # 57577 / engine # C15 / gearbox # 248).

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