Brilliant engineering, sculptural coachwork, and a sophisticated engine resulted in the very successful Bugatti Type 35 Grand Prix cars. It was relatively diminutive and very maneuverable, especially on the short tracks of the 1920s, and a perfect blend of power and weight.

Combining a short and lightweight chassis, a low center of gravity, and a potent 1,991cc SOHC inline-8 cylinder engine, the Type 35 Bugatti was one of the most dominant participants in Grand Prix motorsport racing during the 1920s. For example, at the 1930 Monaco Grand Prix, nearly sixty percent of the starting grid were Type 35s. During its racing career, it would achieve nearly 1,800 racing victories. The Type 35 won the Targa Florio for five consecutive years, from 1925 through 1929, and it won the Grand Prix World Championship in 1926.

Production

Produced from 1924 to 1930, the Type 35 was continually updated, improved, and modified during that time.

Type 35

- Approximately 96 examples of the non-supercharged Type 35 were produced.

- Approximately 139 examples of the Type 35A were produced.

- Approximately 13 examples of the Type 35T were produced.

- Approximately 45 examples were Type 35C.

- Approximately 37 were Type 35B.

Type 37

- Approximately 223 examples of the Type 37 were built.

- Approximately 57 examples were supercharged Type 37A models.

Type 39

Bugatti produced approximately 10 examples of the Type 39, including the supercharged Type 39A.

Mechanical Specification

The Bugatti Type 35 had a 94.5-inch wheelbase, an overall length of 144.9 inches, a width of 52 inches, and weighed around 650 to 750 kg. Resting behind the iconic horseshoe radiator was an evolution of the 2.0 liter (1991cc), three-valve, overhead cam straight-eight engine first used in the Type 29. It had a 60mm bore, an 88mm stroke, a sophisticated five main roller bearing system, and a rev limit of around 6,000 RPM. In naturally-aspirated configuration, the engine produced approximately 90 horsepower.

The Type 35 had cable-operated drum brakes, alloy wheels, and a hollow front axle which helped reduce unsprung weight. Instead of U-bolting the springs to the front axle, they passed through it, and this feature would become a Bugatti trademark used on many future models.

Bugatti Type 35C

Ettore Bugatti preferred naturally aspirated engines, but when his customers requested higher specifications and more power, superchargers were one of the quickest and easiest means of extracting more performance. Bugatti introduced the Type 35C in 1926 featuring a Roots-Type supercharger which increased engine output to 128 horsepower. The Type 35C quickly demonstrated its racing potential as it placed first and second in its inaugural outing - the 1926 Milan Grand Prix held at Monza.

Bugatti Type 35T

The Bugatti Type 35T received a 2.3-liter (2,262cc) engine with a 100mm stroke and was intended for use in the 1926 Targa Florio. Due to its larger engine displacement, these modls were unable to compete in Grand Prix competition (limited to 2.0 liters).

Bugatti Type 35B / 35TC

Bugatti called its most powerful version of the Type 35, the 'Type 35TC,' short for Targa Compressor, but it was known colloquially as the 'T35B.' Its engine was the same as the one lurking beneath the bonnet of the Type 35T, but with a large supercharger and an output of 138 horsepower.

William Grover-Williams drove a Type 35B to victory at the inaugural 1929 Monaco Grand Prix.

Although powerful and developed high levels of torque, the fuel consumption was not as good as the Type 35C, and it did not rev as high. Eventually, the factory reverted to producing the T35C.

Bugatti Type 35A

The Bugatti Type 35A was a detuned version of the Type 35 Grand Prix racer. They were intended for fast touring while offering relative ease of maintenance and operation, thanks in part to the plain bearings on the crankshaft, smaller valves, and coil ignition. Wire wheels were commonly fitted at all four corners.

Bugatti Type 37 and Type 37A

The Bugatti Type 37 had the same chassis and bodywork as the Type 35, wire wheels, and was powered by a new 1.5-liter (1,496cc) straight-4-cylinder engine. The SOHC three-valve unit produced 60 horsepower and was easier to maintain for many privateers. The supercharged version (Type 37A) produced upwards of 90 horsepower and came with larger brake drums.

The 1.5-liter engine used by the Type 37 was later used in the Type 40.

Bugatti Type 39

The Type 39 and Type 35 were identical, except that Type 39 had a smaller stroke (66 mm), a mix of plain and roller bearings, and a modified crankshaft. Its displacement was slightly smaller than the Type 35, measuring 1,493cc. A single 1,092cc example was built, which had a bore size of 51.3mm.

by Dan Vaughan

Grand Prix
Chassis number: 4596

Originally delivered to Belgium in July 1925. Imported to USA in 1952. Comprehensively restored from 1999 through 2002 to 1924/1925 Type 35 specs. This car was driven and raced each year since in Europe and America.

Bugatti introduced the Type 35 as its entry for the 1924 Grand Prix season. Over the following years, the Type 35 achieved legendary success, particularly as the engine was developed with superchargers in 1927 and beyond. Although not very powerful, the car is very light and features superb handling. The cable operated brakes are excellent. This car is presented as it would have looked when racing in 1925 or 1926.

Grand Prix
Chassis number: 4572
Engine number: 50

This Bugatti Type 35 is one of five examples prepared by the factory for the ACF Grand Prix at Montlhéry on July 26th, 1925. It left the factory wearing chassis plate number 4571 and engine number 50. It was driven by Giulio Foresti to an 8th place finish after 9 hours and 49 minutes of racing. After the race, the car remained in Paris and was sold to Jean Bielovucic through the Bugatti agency on the Champs-Élysées. For some unknown reason, by this point in history, it wore chassis plate number 4572.

On October 21st, 1927, it was sold to Edward Meyer of Casablanca, Morocco, wearing the temporary plates 1767 WW 5. He drove the car in the Moroccan Grand Prix on April 15th of 1928, where he won the race and set a world speed record at an average speed of 147 km/h on the 710 kilometers of racing between Casablanca and Marrakesh, and back again.

On May 6, 1928, Meyer and the Bugatti contested the Algerian Grand Prix at Staoueli. It would retire prematurely due to oil pump trouble. Its last known victory was at the Tangiers Hill Climb in 1929. Soon thereafter, it was sold to Mario Pelosini. The car is believed to have been raced while in his care before being sold to Mr. Volta, also of Morocco, in 1952.

A short time later, around 1955, the car was exported to the United States. It is believed to have been imported by John E. Rogers of Salinas, California. At the time, it was in largely original, intact condition and with the special Boyce radiator cap. In 1958 it was purchased by J.B. Nethercutt. In 1972, the Bugatti was sold through O.A. 'Bunny' Phillips to Dr. Richard Riddell. While in his care, the car was restored and upon completion, it was shown at the Pebble Beach Concours d'Elegance in 1979. It then ran at the Monterey Historics no fewer than 12 times over the next 30 years.

In 2011, the car was acquired by its current owners.

This Bugatti has authentic Type 35 and 35C components. The engine's cambox is number 183 and is believed to have been transplanted from another Type 35C in the car's racing days. This engine is believed to be original to the car. The current stamping appears correct, and the lack of a chassis number stamp on the engine is common to cars of the ACF team for 1925. It has an early gearbox, stamped 20, and is believed to be correct to a 1925 car. It has frame number 255, dating to July 1926, indicating that the frame was replaced at one point. The frame may have been switched before its sale to the first private owner or perhaps during the restoration by Mr. Phillips. With the back axle lacking a proper assembly number, it may suggest that the frame is a period replacement.

by Dan Vaughan

Grand Prix
Chassis number: 4634
Engine number: 32

Ordered and built for Jarrott and Letts, the Bugatti concessionaire in London, chassis 4634 was the first Type 35A to be imported to England. The company sold the car to Chris Staniland, a young RAF pilot. Staniland raced 4634 at the British Automobile Racing Club opening event at Brooklands and other amateur club races that year, including the Bugatti Cup. The Type 35A's last race with Staniland was in April 1927 at Brooklands, where he placed 2nd and 3rd.

The 4634 was purchased by Gordon Neill and moved to Belfast, Ireland and, through a series of owners, was used in competition where it achieved further success. When Dick Crosthwaite purchased the car around 1962, it had been disassembled and only the chassis, gearbox, and engine remained. With help from marque expert, Hugh Conway, Crosthwaite transformed the vehicle into a Type 35C, installing original Bugatti parts, new coachwork, a five roller bearing crankshaft, and a Roots supercharger.

In 1984 Hamish Moffatt purchased the Bugatti, completed its restoration and sold it to Terry Bennett in the United States from whom it was purchased by Peter Mullin in 1991.

The Bugatti Type 35 is regarded by many as one of the most beautiful pre-war racers from the legendary Bugatti Company. Its beauty is matched by its accomplishments, is one of the most successful pre-war racer winning over 1000 races and capturing the 1926 Grand Prix World Championship with 351 races. During that two-year period, it also claimed 47 records. From 1925 through 1929, the Bugatti Type 35 dominated the Targa Florio.

The first Bugatti Type 35 was introduced on August 3rd, 1924. It was powered by a modified engine used in the Type 29. The 3-valve 2-liter overhead cam straight-eight engine had five main bearings and produced around 90 horsepower. The suspension was comprised of leaf springs attached to solid axles. Stopping power was provided by drum brakes in the rear operated by cables which could be seen on the vehicle's exterior. In total, there were 96 examples produced.

There were multiple versions of the Type 35 which were specifically designed to accommodate many types of racers. The Type 35A, nicknamed 'Tecla' was an inexpensive version of the Type 35 and first appeared in May of 1925. Its nickname was given by the public after a maker of imitation jewelry. The engine was a reliable unit borrowed from the Type 30. It used three bearings, had smaller valves, coil ignition, and produced less horsepower than its Type 35 sibling. In total, 139 examples of the Type 35A were created.

Though Ettore Bugatti favored naturally aspirated engines, the Type 35C was given a Roots-Type supercharger which boosted power to an impressive 128 horsepower. Only fifty examples were created, with many providing historic victories for the company. The Type 35C won the 1928 and 1930 French Grand Prix, undoubtedly their greatest accomplishments.

The Bugatti Type 35T, commonly known as the Targa Florio, was specially prepared for the Targa Florio race. There were only thirteen examples produced. It was powered by a 2.3-liter engine. When Grand Prix rules changed, stating that engine displacement sizes of up to 2 liters were required, the Type 35T became obsolete and production ceased.

The Bugatti Type 35B was introduced in 1927 and was the final iteration of the Type 35 series. The name Type 35TC was pondered since it shared the same 2.3-liter engine as the Type 35T and a supercharger just like the Type 35C. The engine produced an astonishing 138 horsepower, by far the most of the Type 35 series. In total, there were only 45 examples produced, with one of their most significant accomplishments being the victory at the 1929 French Grand Prix.

The Type 39 was produced alongside the Type 35B but adhered to current Grand Prix regulations which limited engine capacities to 1.5 liters. Only ten examples of the Type 39 were produced.

by Dan Vaughan

THE LEGENDARY BUGATTI TYPE 35 – THE WORLD'S MOST SUCCESSFUL RACING CAR

Ettore Bugatti ushered in the golden years of the 1920s with the Type 35

Molsheim, 6 May 2019. Light, strong, fast and elegant. The Bugatti Type 35 is one of the most successful racing cars of all time. And deservedly so: the French manufacturer's open-top sports car secured over 2,000 victories between 1924 and 1930. Today, the Type 35 is a legend in international motor sport. And a whole lot more besides.

'The Bugatti Type 35 is one of the icons of Bugatti's rich history and tradition. Back in 1924, the sports car was unparalleled in its technology, design and performance and the same still goes today. It is both an inspiration and a commitment,' says Stephan Winkelmann, President of Bugatti. 'This makes the Type 35 one of the forefathers of our current hyper sports cars, the Chiron1, Chiron Sport2 and Divo3. Steeped in the Type 35's DNA, they are translating this tradition for the modern age.'

A technical masterpiece

The Type 35 was not just a racing car. It was a technical masterpiece: For the first time ever, the company's founder Ettore Bugatti used a crankshaft supported by two roller bearings and three ball bearings – and this crankshaft is still seen as a feat of engineering to this day. It could run at speeds of up to 6,000 rpm to power the eight pistons in the engine, which started out with a capacity of just 2.0 litres. At the time, it was one of the only car capable of achieving such power. Thanks to other changes – such as using two carburettors instead of one – the car's power increased to around 95 PS, which was transmitted by a wet multi-plate clutch. The drive system in the first versions of the Type 35 was able to achieve speeds of over 190 km/h. The less expensive basic model, the 35A, was based on a 2.0-litre eight-cylinder engine with 75 PS. In its later iteration, the Type 35 B (which had a 2.3-litre eight-cylinder engine and compressor), the Bugatti's power increased to up to 140 PS and its top speeds exceeded 215 km/h. As well as their incredible performance, the engines were primarily renowned for their reliability and endurance.

Even in the early 1920s, Ettore Bugatti had come to realise that, while plenty of power may be helpful, it has little effect in a heavy car. That's why he relentlessly pursued lightweight construction and the best driveability possible in his cars – more than any other engineer in the world of motor sport. Bugatti was the first to develop special smooth-running wheels to reduce the unsprung masses and, as a result, improve the response of the suspension. The wheels – made from cast aluminium with eight flat ribbon-style spokes, detachable rims and an integral brake drum – were an innovation. A rim ring stopped the tyre from popping off.

Lightweight front axle for better vehicle handling

To achieve this, Bugatti developed a new hollow, forged front axle with sealed ends. Weighing around ten kilograms, the axle was incredibly light but still stable. Unlike with its competitors, broken axles were quite rare. The unsprung masses were decreased even further and the Type 35 was able to take corners at higher speeds. The ready-to-run racing car weighed around 750 kilograms. Bugatti designed all models as pure racing vehicles, but also mounted wings and lighting at customer request to make them roadworthy.

Then came the sleek and elegant design – sculpture-like, just like the vehicle as a whole. The elegant, well-proportioned body with its slim, lightweight shell and pointed back end were made from a self-developed special alloy. Thanks to the wider radiator (the first radiator to have a flat bottom), the Type 35 had a more powerful road presence. The Type 35 was not regarded as the most beautiful racing vehicle of its time for nothing.

However, the newly developed Type 35's first race was not particularly successful. At the end of July 1924, Bugatti entered five Type 35s into the French Grand Prix in Lyon. Despite recording the quickest laps during training, the racing cars were defeated by their competitors in the race itself. Later on, however, it was discovered that it was not the engines or mechanics to blame for the poor result but the tyres – they had not been vulcanised properly and were unable to withstand the high speeds. At the next race in San Sebastian, the Type 35 managed to finish in second place, marking the start of an incredible career.

With the addition of a three-lobe Roots-type supercharger in 1926, the Type 35's power increased to a maximum of 140 PS. As a result, the racing car was not just light and agile, but also unbelievably powerful. To make sure the new supercharger fitted in with the overall aesthetics of the engine compartment, Bugatti had it designed especially. Beauty comes from within – Ettore Bugatti was already well aware of this over 90 years ago.

The new feature had a positive impact on the car's success, too. The supercharged variant, the Type 35 C, and its derivatives, the Type 35 T and Type 35 B, won countless Grand Prix races up to 1930, as well as the unofficial World Championship title in 1926 and five consecutive victories in the world's most famous road race, the Targa Florio. Renowned drivers like Alberto Divo, Tazio Nuvolari, Louis Chiron and Williams all took to the wheel of the Type 35. Even female racing drivers such as Hellé Nice and Eliska Junkova chose to drive the Type 35. Junkova achieved a legendary performance in the 1928 Targa Florio, leading the field for a considerable period before eventually finishing in fifth. In Germany, the Type 35 achieved its greatest triumph on the Nürburgring in 1929.

Bugatti built 340 Type 35s in total, though the exact production figures are now no longer clear. The Type 35 was replaced by its successor, the Type 54, in 1931. A large number of vehicles were still used in races and modified or converted for many years. Very few remain intact nowadays. The select few owners of a Type 35 can count themselves lucky. As Ettore Bugatti said himself: 'The Type 35 was the founding father of a family of pure-blooded racehorses from Molsheim – a true thoroughbred.' Its DNA lives on to this day in the French luxury brand's current model range.

by Bugatti