1931 Bugatti Type 51

The road-going Bugatti Type 50 and the Grand Prix racing Type 51 introduced twin-overhead camshafts to the Bugatti marque. Ettore Bugatti has based this new design on the American-built supercharged straight-8 Miller 91 built by Harry Amenius Miller. Miller was a carburetor and engine specialist who, along with his shop foreman Fred Offenhauser, developed an engine design in their Los Angeles-based shop in 1915 using the best elements of the successful 1913 Peugeot racing engine. The Miller straight-eight engine used a valve train with twin overhead camshafts which would be used by American track engines for many years, culminating in the highly successful Offenhauser inline four-cylinder design. The Miller engines were so successful that rule changes were implemented, bringing displacement to 121 CID, and then from 1926 to 1929, to 91 cubic inches resulting in the definitive Miller 91 model which was built in both front- and rear-drive configuration.

The Packard Cable Company sponsored three Miller 91s for American National Championship racing in 1929. Two of the cars had front-drive configurations and were driven by 'Leon Duray' (his real name was George Stewart) and Ralph Hepburn. The rear-wheel-drive car was driven by Tony Gulotta. The two FWD cars were brought to Europe by Duray and records were set at Montlhéry near Paris, France, and then at Monza Autodrome in Italy.

The excessive racing put a strain on both cars and 'Leon Duray' eventually ran out of money. One of the spectators was Ettore Bugatti who was so impressed by the Packard Cable Special Millers he offered Duray three Bugatti Type 43s for the Millers. The twin-overhead camshaft design of the Millers was used in the Bugatti Type 50 and Type 51.

The Bugatti Type 35, in various configurations, had been in use since the early 1920s. The eight-cylinder engine was built by joining two four-cylinder engine blocks and given a three-valve configuration. The two inlet valves and one exhaust valve were operated by a single overhead camshaft. Initially displacing just under three liters, rule changes brought the displacement down to 2-liters. The nine ball bearings used to support the crank were modified to just three, however, the valve-train remained the same. Reliability issues led to the addition of two more ball bearings to support the crank. The Type 35 would eventually become one of the most successful racing cars of its era.

By the close of the 1920s, the twin-cam engines proved far superior to the single overhead camshaft layout found in the Type 35. Ettore and Jean Bugatti used the Miller engine to create a new generation of Bugatti engines. They retained the angular engine of the previous straight eight generation, with the block being cast in a single piece with an integral cylinder head with a domed combustion chamber. The intake and exhaust valves were installed at a 96-degree angle. A shaft at the front of the engine operated bevel gears which drove the twin overhead camshafts. A vertical shaft with bevel gears was mounted on the intake side of the engine, and operated the Roots-type supercharger, which was located between the engine's intake and the Zenith carburetor.

The engine displaced 2.3 liters and produced approximately 170 horsepower. Depending on clients' needs and purposes, the engine could be built to 1.5- and 2.0-liter displacements. All configurations were backed by a four-speed gearbox and installed in a steel ladder frame that was very similar to the Type 35s. Minor differences included the aluminum wheels with reinforced spokes, twin fuel filler caps on the boattail, and a wider radiator. The Type 35's rigid axles and suspension were retained, including the semi-elliptic leaf springs in the front and reversed quarter-elliptic leaves in the back.

Five Type 51s with DOHC heads were prepared for the 1931 season. Numbers 51122-25 were works entries, and 51121 was sold to the English privateer Lord Howe. The first Bugatti Type 51 was delivered near the close of April 1931 to Count Stanislas Czaykowski in France. Two more examples were built by the factory for the French market in May and were intended for two successful amateur Bugatti drivers named Jean Gaupillat and Marcel Lehoux. By mid-year, a further six cars – 51126-51131 – had been sold to privateers. The Bugatti Type 51 with engine number 9 was for Gaupillat, and Lehoux was assigned the car with engine number 10 and chassis number 51128. Two of the cars were conversions from 1930 works Type 35BS - chassis number 51122 had been number 4962 and 51125 had been 4961.

The next six cars were factory team cars. Between 1931 and 1935, a total of 40 Type 51 examples were built, most for Grand Prix competition.

Considering the outdated chassis, the Bugatti Type 51 would score victories at the French and Belgian Grand Prix and two at the Monaco Grand Prix. Along with Grand Prix competition, the Type 51 was raced in sports car events where cylinder fenders and headlights were required.

The first Bugatti Type 51 was delivered near the close of April 1931 to Count Stanislas Czaykowski in France. Two more examples were built by the factory for the French market in May and were intended for two successful amateur Bugatti drivers named Jean Gaupillat and Marcel Lehoux. The Bugatti Type 51 with engine number 9 was for Gaupillat, and Lehoux was assigned the car with engine number 10 and chassis number 51128. Between 1931 and 1935, a total of 40 Type 51 examples were built, most for Grand Prix competition.

Considering the outdated chassis, the Bugatti Type 51 would score victories at the French and Belgian Grand Prix, and two at the Monaco Grand Prix. Along with Grand Prix competition, the Type 51 were raced in sports car events where cylinder fenders and headlights were required.

by Dan Vaughan

Boattail Roadster
Chassis number: 51132
Engine number: 15

This 1931 Bugatti Type 51 is powered by engine number 15; it originally was a Type 35B wearing chassis number 4961, and part of the four-car Bugatti works team in the 1930 Targa Florio. The car was later entered in the Grand Prix of Europe at Spa. Since this race was run to fuel-consumption formula, this car - along with the 2 other Type 35Bs entered in the race - were converted to to two-liter Type 35C specifications. They were given bolster fuel tanks and smaller superchargers. Chassis 4961 was driven by Guy Bouriat led the race, but stopped near the finish line to allow team leader Chrion, under team orders, to pass and take the win, and thereby become the 1930 Champion of Europe.

After the Grand Prix, this Bugatti underwent a factory conversion, bringing it to Type 51 specifications. It was hoped that the car would be ready in time for the French Grand Prix, but the conversion took longer than anticipated. The work was completed in June of 1931 and it was re-numbered as 51132, registered for road use by the factory, and used throughout the year as a works practice car.

In December, the car was delivered to French racing driver Jean-Pierre Wimille for the price of 140,000 francs. During the 1932 season, Wimille raced extensively in this car, winning the Oran Grand Prix in Algeria on May 2nd.

In 1936, the car was imported to the US by Bradley Martin. It was entered by McClure Halley for Texan Dave Evans to drive in the inaugural George Vanderbilt Cup. The race was a 300-mile event held on New York's Long Island on October 12th. Of the 45 entrants, Evnas qualified the car 36th and finished 14th.

The car was later sold with a damaged engine to author Ralph Stein. The damaged section of the crankshaft was repaired, but the problem re-emerged a few years later. In 1940, it was sold to George Weaver, who installed either a Frontenac or a Peerless Marine engine.

Ownership passed to David Uihlein of Milwaukee in the early 1950s. Thomas Rosenberger of Milwaukee is listed as the car's next owner, selling it to Paul Moser of Santa Barbara, California, in 1979. In 1985 it was purchased by Klaus Werner of Germany.

While in Werner's care, the car was re-united with its original engine. It was used in historic European racing events for a number of years before it was sold in the early 1990s.

The car is currently fitted with frame number 732 and engine number 15. The 2.3-liter straight-eight cylinder Dual Overhead Cam engine has a roots-type supercharger and an available 160 horsepower. There is a four-speed transmission, 4-wheel mechanical drum brakes, and a leaf-spring suspension.

In 2008, this Type 51 Grand Prix was offered for sale at the Gooding & Company Auction held in Pebble Beach, California. Bidding failed to satisfy the vehicle's un-listed reserve, and the lot was left unsold.

In 2010, this car was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was estimated to sell for $3,500,000 - $4,500,000. Bidding reached $2,750,000 but was not enough to satisfy the car's reserve. It would leave the auction unsold.

by Dan Vaughan

Boattail Roadster
Chassis number: 4654
Engine number: 31

This Bugatti was originally a Type 35A (with chassis number 4961) and was raced by the Bugatti team in the 1930 Targa Florio. Later the car was converted to a 2-liter Type 35C specification for the Grand Prix of Europe at Spa in Belgium and then to Type 51 specifications for the French Grand Prix. It was subsequently used as a works practice car and as a road car. It was once owned by the Bugatti driver Jean-Pierre Wimille. After many more years and many more specification changes under several different owners, the car was restored and fitted with a new body. It was among the many wonderful Bugattis owned by the late Dr. Peter Williamson.

Dr. Samuel Scher went searching for a Bugatti Type 51 in the late 1940s, but none were available. Several months later, one was located and it had never been raced. The car was purchased by Dr. Scher, reconditioned by the Paris Bugatti agents, and then shipped to the US. Upon its arrival, the car was painted and upholstered and given to Harry Gray to drive in the Sports Car Club of America (SCCA) race at Linden, New Jersey, which he won. The following season, Bill Milliken drove the car in SCCA competition. On January 3rd of 1950, at a race in Palm Beach, Florida, Milliken missed a shift, resulting in a connecting rod to go through the crankcase.

The damage was never repaired as it passed through several owners throughout the years. It was owned by Jack Nethercutt and later purchased by Dr. Peter and Susan Williamson in 1964.

In the mid-1990s, Jim Stranberg at High Mountain Classics undertook the task of repairing the car. There were various indications that the car was a Type 35A, but there was no Molsheim chassis number. The engine number 55228 was a Type 55 that was re-built to Type 51 specifications. The trail for engine number 55228 led to Monsieur Leloup, the last known owner, who had also owned a Type 35A number 4654, engine number 44A.

Apparently, when Dr. Scher had been searching for the Type 51, a Type 55 engine and Type 35A chassis had been located, all reconditioned by the Paris Bugatti agents. A replacement chassis was issued by the BOC in the UK. The plate number was 4654, which can now be found on the car.

The car now wears an alloy body which was built by Bunny Phillips. The interior is tan leather and there are dual aeroscreens and an electric starter and cooling fan. The car has no fenders nor are there any road lights.

The engine is a 2262cc eight-cylinder unit with dual overhead camshafts and capable of producing 180 horsepower. There are Zenith carburetors and a Roots supercharger.

In 2008, this 1925/31 Bugatti Type 35A/51 Grand Prix car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA. The car was offered without reserve and estimated to sell for $1,300,000 - $1,800,000. As the gavel fell for the third and final time, the car had been sold for $907,500, including the buyer's premium.

by Dan Vaughan

Boattail Roadster
Chassis number: 51121
Engine number: 2

The Ettore Bugatti built road-going Type 50 and the Grand Prix Type 51 introduced twin-overhead camshafts to the company's lineup. This new design was based on the highly-supercharged straight-8 Miller 91 built by engine specialist Harry Amenius Miller, together with his shop foreman Fred Offenhauser. They derived their engine from elements of the 1913 Peugeot racing engine. Their 181 cubic-inch straight-eight Miller engine had a valve train with twin overhead camshafts which would carry many American track racing vehicles to success. The Millers of the 1920s dominated American speedway racing.

This particular example, chassis number 51121, is the first in the series of the 40 cars built. It was ordered by Lord Howe through Colonel Sorel, the British concessionaire and took delivery on April 14, 1931. A few days later, it began its racing career. Earl Howe took part in the 1931 Monaco Grand Prix with the new car, freshly liveried in dark green paintwork. He quickly retired from the race when a cam-box stud pulled out.

His next race with the car was at the Frend Grand Prix at Montlhéry where Brian Lewis (later to become Lord Essendon) shared driving duties. The duo finished in 12th place. At the German GP at the Nurburgring Howe finished, but too far off the pace to be classified. Co-driving with Clifton Penn-Hughes, Howe contested the BRDC '500' race at Brooklands, but was forced to retire.

By this point in history, the car had gained Howe's racing colors of blue and silver.

Earl Howe returned to the Monte Carlo race in 1932, this time he finished fourth overall behind the works Bugattis and Alfa Romeo 8C. He then won the Mountain Handicap race at Brooklands after starting from scratch, and averaging 73.64mph. He then hill-climbed the Bugatti at Shelsley Walsh, returning Fastest Time of the Day at 44 seconds. His next race was at the Klausenpass mountain climb. A second BRDC '500' followed, this time having an average speed of 126 mph, before being forced to retire due to a split fuel tank.

In 1933, he again raced at the Monaco Grand Prix, but was sadly sidelined due to a rear axle failure. At the French Grand Prix, he was hit in the eye by a flying stone and again retired. He also retired from the Nice Grand Prix due to engine problems. This was followed by a tenth place finish at the Italian Grand Prix at Monza. Four British home events completed his 1933 season with the Bugatti.

Howe competed with the aging Bugatti Type 51 for the 1934 season. His season consisted of a fifth place in the Marne GP at Reims-Gueux and 7th in the Nice GP. Back home, he finished 5th in the JCC International Trophy race at Brooklands, before winning the Gold Star Handicap race at the Whit-Monday Brooklands Meeting. Third places at Shelsley Walsh and in the Donington Trophy race completed his season.

After the season, the Bugatti was sold to fellow British driver, Arthur Dobson. He fitted the Bugatti with a pre-selector gearbox and then went racing. His best finish in the season was a third in class at Shelsley Walsh. The car was later sold to C. Mervyn White, of Chalfont St. Peter, Buckinghamshire. Mervyn White then finished 2nd with the car in a 1936 Brooklands Long Handicap race, and also contested the Leinster Trophy in Eire, the JCC International Trophy at Donington Park and the Donington Grand Prix, but unreliability intruded each time. In 1937, Mervyn White won the Brooklands Easter meeting Long Handicap race at 121.4mph and took a 3rd place in the Broadcast Trophy race there.

During practice for the Cork Grand Prix, Mervyn White crashed the car and suffered severe head injuries, which he died from four days later in Cork's Mercy Hospital. The damage to the Bugatti was largely confined to the front and rear axle and the tail bodywork. The wreckage was later acquired by Arthur Baron who rebuilt the car and competed with it during 1938. In 1939 it returned to Shelsley Walsh, winning its class there driven by Norman Lewis, and it won again at Wetherby in Yorkshire while also competing at Prescott hill-climb.

The car's next owner was D.M. Jenkinson. In 1954, it was acquired by one A.M. Mackay of Symonds Hyde, Hatfield, Hertfordshire. While in his care, it was seldom seen, but it was rebuilt by Geoffrey St. John.

In 1983 the current owner enlisted the help of Bugatti aficionado Bill Serri to help him acquire a great Grand Prix Bugatti. Serri advised of a particularly good car that was available in Switzerland and he was promptly sent off to inspect it. While on his travels, he took the opportunity to traverse back through the U.K. and to visit Mackay. When he arrived, he found Mackay willing to sell his Bugatti. A deal was quickly struck and a few days later, the Bugatti was flown to the States and into the stable where it has resided for the last three decades.

During the early period of the current owner's care, the car was exercised, with occasional appearances at Bridgehampton. In later years, it was laid up in its stable and has not been seen publicly for many years.

by Dan Vaughan

Boattail Roadster
Chassis number: 51129

This Bugatti Type 51 Grand Prix was the winner of the 1931 Belgian Grand Prix. The car was driven by William Grover-Williams and his co-driver Cabeto Conelli. The duo was able to hold off Tazio Nuvolari and Baconin Borzacchini in an Alfa Romeo 8C 2300. This was the third Belgian Grand Prix and the final race of the 1931 European Championship.

by Dan Vaughan

Boattail Roadster
Chassis number: 51132
Engine number: 15

In 1930 Bugatti announced the Type 51 twin-cam grand prix car. The new model represented the best of racing technology on the track for the 1931 season. With other manufacturers constantly upping the ante, it was incumbent upon Bugatti to continually improve its game. Accordingly, 1931 saw two additions to the Bugatti lineup: the Type 51 and the Type 54. The Type 51 was a high point for Bugatti racecar construction. The car featured a new engine layout that borrowed heavily from the design of the two Miller 91 racecars that Ettore had exchanged for three Bugatti Type 43s in 1929. The Type 51 had a 2.3-liter engine with double overhead camshafts, a new block featuring ninety-five-degree inclined valves, and wheels with ribs inside the spokes, making them significantly stronger. Between 1931 and 1935 Bugatti produced forty Type 51 Grand Prix cars. A very competitive car, the Type 51 won the Monaco Grand Prix and several other major races in its first season. The Type 51 earned Bugatti's last significant Grand Prix victory against major opposition at the 1933 Monaco Grand prix.

A factory racecar, this Bugatti Type 51 first raced at the ten-hour Belgian Grand Prix at Spa-Francorchamps piloted by Albert Divo and Guy Bouriat.

In December of 1931, the factory sold the car to Jean-Pierre Wimille, who entered it in many races before selling it to Charles Brunet in December 1932. Prior to its sale, it was rebuilt by the Bugatti factory with frame number 732.

Robert Brunet raced the car for two years and then sold it to an American buyer in 1934. It was shipped to the United States and sold to McClure Halley of Brooklyn, who entered it in the 1933 Automobile Racing Club of America (ARCA) Grand Prix and the 1936 George Vanderbilt Cup Race. Automobile writer Ralph Stein was the next recorded owner. Stein sold it to Bill Schmidlapp, who entered it in the 1940 ARCA Grand Prix at Montauk, New York. Driver Louis McMillen bought the car in the late 1940, gave its original motor to Jacques Shearly of Zumbach garage in New York, and sold the rest of the Bugatti to George Weaver of Boston.

Shearly sold the engine to noted collector Dave Uiheim of Milwaukee, who purchased the rest of the car from Weaver in 1948. Uihein sent the engine to restorer Axton 'Bunny' Phillips in Pasadena, who subsequently purchased the engine. The chassis was given to Uihein's mechanic Thomas Rosenberger as a Christmas gift in 1960. Rosenberger sold the chassis to Paul Moser of Santa Barbara in 1980. Moser sold the chassis to Klaus Werner in Germany, who also purchased the restored engine from Phillip who raced the restored Type 51 in many vintage events before selling it to Lee Kun-hee in the mid-1990s. Lee sold the Type 51 to David Wooley. Peter Mullin purchased it in 2010.

Boattail Roadster
Chassis number: 51126

This was one of the earliest Type 51s produced and the first sold to a private entrant. Paris-domiciled Bugatti loyalist, Count Stanislas Czaykowski won on his Type 51's debut at the 1931 Grand Prix de Casablanca underlining his first GP victory by setting the race's fastest lap time. The race produced a 1-2-3 Bugatti sweep before Mohammed V, the Sultan of Morocco. He would go on to race the Type 51 with considerable success. After Czaykowski's untimely death due to a crash at Monza in 1933, chassis 51126 was returned to the factory.

Raced by a succession of British owners, the car was sold and brought to the United States in 1961. It raced at several historic events before it was put in storage. Following a period-correct restoration in 2014, the car has logged six Goodwood appearances, two Williams Trophy races, the Prescott Hillclimb and competed in the 2017 Monaco Historique. In 2017 it became the first Bugatti to show at Villa d'Este and has also logged two Brooklands show appearances. In September 2018, it won the 10th Bugatti Grand Prix at Lime Rock.

Boattail Roadster
Chassis number: 51132
Engine number: 15

By 1931 the reign of the elegant Type 35 Bugatti in all its iterations was over though its immortal lines lived on in the Type 51. A double overhead cam, 16-valve straight eight was created to contest the Grand Prix wars. Louis Chiron opened the 1931 Grand Prix season giving the new Type 51 its first victory in his home Grand Prix with Nuvolari's great rival Achille Varzi third and Guy Bourait and fourth on Type 51s. Varzi won in Paris at Monthlery, 1929 Monaco GP winner Williams took his Type 59 to victory at Spa, defeating Nuvolari's Alfa in the ten-hour Belgian Grand Prix while Chiron's Type 51 set the race's fastest lap. Varzi and Chiron were able to keep winner Caracciola's SSKL Mercedes in sight at the German GP on the Nurburgring. Chiron closed the 1931 season with another victory at Brno in the Czech GP. Fifty weeks later, the urbane Monegasque repeated his feat with 1933 GP season with a victory for the Type 51, again in the season finale at Brno. By then a new set of rules would summon sweeping changes to grand prix racing that would become far more science that the art and romance that Bugatti brought to the grids of the trans-war grand prix epoch.

The Bugatti Type 51 was produced from 1931 through 1935 with a total of 40 examples being produced of both the T-51 and T-51A. These new racers were Ettore Bugatti's attempt to replace the aging Type 35's with a more-modern racer with improved power and performance. The front-wheel drive Miller racing cars were extremely quick and Ettore wanted to know the reasons for their success. In exchange for three Type 43, Ettore got two Miller 91's. These two vehicles were studied and their engines dismantled. Nearly identical copies of the engine block and head were made and installed in a Type 35. The result was the Type 51. The Type 51 came in two configurations, a 2.0-liter and 2.3-liter. The Type-51A had a 1.5-liter engine and a supercharger. The twin overhead cam engine 2.3-liter engine produced 160 horsepower with a Roots-Type supercharger. With the body and chassis weighing around 750 kg's, the car had a top speed of 230 km/h.

In 1931 a Bugatti Type 51 emerged victorious at the French Grand Prix. This was one of the few highlights of its career. The more powerful Alfa Romeo's and Maserati's were far too dominate. Bugatti found it difficult to compete with teams with government support, such as the Germans and Italians.

Later, the Type 53, Type 54, and type 59 were created. The Type 59 was powered by a 3.3-liter engine and mounted in a modified version of the Type 54 chassis. These were produced in very limited numbers with only about seven examples being created. The 250 horsepower and low center of gravity made them formidable contenders. The weight of the vehicle was reduced by drilling holes in the chassis.

Not all of the Type 51s were bare-bones racers. A coupe was created that coupled power with luxury. It had a short racing career driven by Rene Dreyfus and Louis Chiron. It was later purchased by Andre Birth who had a custom coachbuilt body adapted to the chassis. In 2000 it was purchased by the Nethercutt Collection who commissioned a full restoration. It was shown at the 2003 Pebble Beach Concours in honor of the featured marque, Bugatti. It was awarded Second in Class.

by Dan Vaughan