1928 Bugatti Type 44

The Type 44 of the late 1920s was a grand tourer capable of being used as a long-distance touring car or in a variety of sporting events. Its 3-valve SOHC 3-liter engine was derived from the Type 43's unit, which was virtually identical to the one used in the Type 35B Grand Prix machine, making it truly a supercar in its day. It was one of the most successful of the early Bugatti 8-cylinder models, with over one thousand examples produced.

The Genesis

Engineer Ettore Bugatti acquired his skills while working with De Dietrich, Mathis, and Deutz. In 1910, he established his own manufacturing facility in Molsheim, located in Alsace, which was at that time a part of Germany. While with Deutz he designed the Type 10, its number reflecting his nine previous designs, and this would serve as the prototype for the first Molsheim-built Bugatti: the Type 13. Introduced in 1910 at the Paris Salon, it was the first Bugatti production car and would go on to capture the top four places at the 1921 Brescia Grand Prix. The four-valve models were subsequently named after Brescia, including a more comfortably appointed version dubbed the Type 23 Brescia Tourer.

Bugatti 8-Cylinder Line

The Type 30 was introduced in 1922 and was the first small 'straight-eight' to go into production and the first to use Bugatti's classic single-overhead-cam engine. It had a 'long-stroke' design of 60mm bore and 88mm stroke with an overall displacement size of 1,991cc. The crankshaft was carried in three roller bearings with plain big ends, and the three valves per cylinder were operated by single gear-driven overhead camshaft. This engine was installed in what was essentially a Brescia-type chassis, and approximately 600 examples of the Type 30s were produced between 1922 and early 1926.

The Type 38 that followed in March of 1926 had a new frame with a lengthened wheelbase, and its 2-liter engine drove through a newly designed central-mounted gearbox. A total of 387 examples were built, including 54 with superchargers (Type 38A). The latter had a slightly extended hood and increased brake diameter.

The eight-cylinder Type 40 was also introduced in 1926 but equipped with the 3-valve, 1.5-liter engine found in some Type 37s. The Type 43 married the supercharged 2.3-liter engine from the Type 35B with the chassis of the Type 38. Producing around 120 horsepower, the Type 43 is recognized as the world's first 100 mph production car, with a top speed of 110 mph.

The Bugatti Type 44

The Bugatti Type 44 was introduced at the Paris Salon in October of 1927 and produced until 1931, with 1,095 examples constructed. It replaced the 2-liter Type 38 and shared much of the Type 38's chassis, although strengthened to cope with the larger engine. The twin-block, three valves-per-cylinder straight-eight engine with single-overhead-camshafts, a 69mm bore, and a 100mm stroke. It received an entirely new crankshaft, with nine plain bearings making it one of the most reliable ever built by Bugatti. The 2,991cc unit developed approximately 80 horsepower, giving it a top speed of over 75 mph. The power was sent to the rear wheels via a four-speed gate-change gearbox and large, drum brakes were located at all four corners. The suspension was a conventional leaf spring setup.

Ettore Bugatti preferred the single-cam design, and it was only through considerable prompting by his eldest son, Jean, that he adopted the double-overhead-camshaft method of valve action of the Type 50 of 1930.

Gangloff built much of the coachwork. Other coachbuilders include Harrington, Vanvooren, and Graber. Bodies were also built according to Jean Bugatti's designs.

It is believed that only 10 percent of the 1,095 Type 44 Bugatti exist.

The Type 44 was replaced by the Type 49, and approximately 470 examples were produced from 1930 through 1934. It had a 3.3 liter straight-8 engine, double ignition, a cooling fan, and optional aluminum wheels. The Type 49 was the last of the early 8-cylinder single-cam Bugatti line.

by Dan Vaughan

Cabriolet
Chassis number: 44769
Engine number: 502

As the 1930s came into view, Ettore Bugatti had established a reputation for building cars with outstanding performance on track or road. With the help of the world's greatest racing drivers, the cars enjoyed countless successes aboard the Molsheim factory's products.

The Type 44 was introduced in 1927 and remained in production until 1931. Their introduction was made at the October 1927 Paris Auto Salon and replaced the 2-liter Type 38. It shared much of the Type 38's chassis, although strengthened to handle the increased power output.

Over the production lifespan, 1,095 example were built, of which around 10 percent are believed to survive today. Power was from the revised single-overhead-cam straight-eight engine.

Ettore Bugatti remained committed to his single-cam design, only adopting the double-overhead-camshaft method of valve actuation on the Type 50 of 1930, after considerable persuasion by his eldest son, Jean. The Type 44's twin-block, three-valves-per-cylinder, single-plug engine displaced 2991cc and offered approximately 80 horsepower.

The engine received an entirely new camshaft, one with nine plain bearings for the eight cylinders, thus becoming one of the most reliable and solid crankshafts Bugatti ever produced. The cars were given a four-speed gate-change gearbox and large drum brakes to enhance the performance.

This particular example was completed at the Molsheim Bugatti works in October 1928. The new type 44 was delivered to the Parisian Bugatti agent, Stand-Auto, in December of that same year. It was offered with a considerable price tag of 44,450 French Francs to its first owner. The car remained in Europe, where it was later owned by a Mr. Buson. Mr. Buson would later sell the car to Bugatti expert Jean De Dobbeleer.

The current owner acquired the car in 1960. The car was shipped by boat to the United States that year and has remained here ever since. At the time, the car was barely running and was in need of restoration. Soon a nearly 5-decade-long restoration process began. The car was basically untouched, having all original chassis parts with original consistent factory numbering throughout. The engine was rebuilt during the same period, including restoring the crankshaft back to standard bearing size, rebuilding of the rod and main bearings as well as the oil pump. The distributor was replaced with a Vertex magneto for reliability. During the mid-1990s, the bodywork was removed and a frame-up rebuild of the chassis was undertaken. Going down to the bare metal, any rusted areas were carefully replaced with new metal, and the wood was refurbished as needed.

Final assembly began in 2004, installing a new cherry wood dash, a set of matched Jaeger instruments purchased in Paris in 1966, and a new wiring harness from Rhode Island Wiring Co. In September 2007, the car had its maiden outing at the American Bugatti Club Grand Prix and Rally at Watkins Glen, NY.

by Dan Vaughan

Cabriolet by Gerber
Chassis number: 44857

This Bugatti Type 44 two-seater Cabriolet was ordered by Swiss agents Blanc and Paiche of Geneva on February 11th of 1928 and delivered to them five days after the order. It wore coachwork by Graber of Wichtrach, listed as a two-seater cabriolet. Its first owner was Mr. Weckmann or Wegmann. Around the mid-1930s, the original coachwork was either updated or replaced by Swiss carrossier, F. Gerber. By this point, ownership had passed to Ernest Maring who showed it at the Concours d'Elegance in Villars in 1935. It remained in the car of Mr. Maring for around two decades before it was offered for sale in the Bugatti Owner's Club Bugantics publication in 1955. Photos of the car at the time show that coachwork had fender skirts, wheel discs, and a horizontally separated two-tone color scheme.

A short time later, the car migrated to the United States, where it has remained. The first American owner was Dr. Milton Roth of California, and it is believed that he had the car repainted to a solid dark olive green hue and likely returned the fenders to their 1920s guise.

The car was later acquired by Bill Harrah for his collection in Reno, Nevada. It remained with the collection until after Mr. Harrah's death and was included in the first dispersal sale in 1984, where it was acquired by Maurice Schwartz of Boca Raton, Florida. It was sold at auction in 2006 and passed briefly to Robert Swarms before changing hands again through Donald Koleman's Competition Motors Ltd. to Dean Edmonds.

Mr. Edmonds commissioned Koleman to modify the car with a shorter panel behind the seat to make driving more comfortable. In 2009, it was discovered that the radiator was leaking and the decision was made to have it re-cored in England. Cosmopolitan and Manfred's Automobile Specialties later performed additional maintenance.

by Dan Vaughan

Cabriolet
Chassis number: 44769
Engine number: 502

The Bugatti Type 44 was offered from 1927 to 1930 as a mid-size car and built to the same high standards as the Bugatti race cars. It became the firm's best-selling model, with over 1,100 examples sold. This Type 44 was completed at the Molsheim Bugatti works in October 1928 and then was fitted with a cabriolet body by Marcel Pourtout. The completed car was delivered to Parisian Bugatti agent Stand-Auto in December 1928 and purchased by a Mr. Bucson, who later sold the car to Bugatti expert Jean De Dobbeleer. In 1960 the Type 44 was sold to Jerry Prochaska of Reno, Nevada, who began a five-decade restoration. The car was finally completed in September 2007 and was shown at the American Bugatti Club Grand Prix and Rally at Watkins Glen. The present owner purchased the car in 2013, and a further restoration was undertaken to this very original car. It is believed that this Bugatti is one of only two surviving Pourtout-bodied Type 44s.

Torpédo by Figoni
Chassis number: 44437
Engine number: 154

This Bugatti Type 44 left the factory with engine 154 and was sent to Carrosserie Joseph Figoni in Boulogne-sur-Seine, west of Paris, in April 1928. It was given 'Jean de Vizcaya' open four-seat torpédo coachwork with a low-slung cowl, dual-cockpit design, and a single step for the rear passengers. After the work was completed, the car was shipped in August 1928 to John Wilson MacConell of Montreal.

D. Cameron Peck of Evanston, Illinois, acquired the Type 44 in the early 1950s, who later sold it to Tom Carstens of Tacoma, Washington, who, in turn, sold it to Ken Purdy of Greenwich, Connecticut. Purdy embarked on an extensive restoration of the Type 44, entrusting James Hoe and Bunny Phillips with the task. For unknown reasons, engine number 470 was installed at this time. By 1954, the Bugatti was painted gray with a red interior.

After Purdy passed away in 1972, the Bugatti was acquired by Dr. Theodore Waugh of Greenwich. Shortly after its acquisition, the car was given its current green paint scheme by Gus Reuter in Ridgefield, Connecticut, and the wood surrounding the seating compartments trimmed in Philippine mahogany. The Bugatti's original engine, no. 154, was in the possession of Ivan Dutton in England at this time, but it was reinstalled in 1994 in a trade for engine 470.

The engine in this Type 44 is a 2,991cc SOHC inline 8-cylinder unit fitted with a single Schebler Updraft carburetor and producing 80 horsepower at 4,000 RPM. There is a four-speed manual gearbox, four-wheel mechanical drum brakes, and a live rear axle with reversed quarter-elliptic leaf springs and shock absorbers.

by Dan Vaughan

The Bugatti Type 44 was produced from 1927 through 1930, with over 1000 examples being created; by far the largest of the Bugatti 'Type' variants. The Type 44 sat atop the chassis used in the Type 38 but was given a newly developed 3-liter eight-cylinder engine capable of producing 80 horsepower. The running gear and components were borrowed from the Type 38, 40, and 43. It was suspended in place with semi-elliptic leaf springs.

The Type 44 marked Bugatti's first attempt at creating a true touring car with all of the creature comforts, including a powerful engine coupled to a chassis that was smooth and quiet. Unlike its predecessor, the Type 38, the Type 44 was a refined automobile. Coachbuilders such as Kellner, James Young, Weymann, Gerber, Gangloff, and Graber were given opportunities to outfit the Type 44 in various body styles; it quickly became a favorite for many of these builders.

The engine was created from two cast-iron four-cylinder blocks. A single overhead camshaft operated two inlet and one exhaust valve per cylinder. The engine was mated to a four-speed manual center gate transmission that provided power to the rear wheels.

by Dan Vaughan

The Bugatti Type 44 was introduced in late 1927. It was fitted with a three-liter, 80-horsepower eight-cylinder engine and served as a replacement for the two-liter 38. The Type 44 sold in great numbers and would become Bugatti's most popular and successful touring car. Between 1927 to 1930, there were 1095 examples produced.

The engine was a departure from traditional Bugatti practices, which were to form the engine from two blocks of four cylinders. The Type 44 still had two blocks, but they were separated on the aluminum crankcase by the shaft and bevel-gear drives for the camshaft and engine auxiliaries. This two-piece crankshaft was given a total of nine main bearings. Instead of using roller bearings, Bugatti used poured plain bearings, which is ideal for this medium-speed touring application. Additionally, the plain bearings were less expensive and were much quieter than rollers. The early Type 44 engines were given jet lubrication. This was later changed to full-pressure lubrication of the main bearings.

The frame was new but continued Bugatti's use of live-axles and leaf-spring layout for the suspension. There was a four-speed transmission that was separated from the engine.

Depending on the coachwork, the Bugatti Type 44's were capable of speeds in excess of 80 mph and could maintain a comfortable cruising speed of 65 mph all day.

by Dan Vaughan