1934 Bugatti Type 59

The Type 59 epitomized the culmination of the Bugatti Grand Prix racing initiative of the 1930s, and it successfully combined a modern and mechanically sophisticated engine and chassis with what is arguably the most elegant prewar racing car. The height of the company's Grand Prix success came during the 1920s as its Type 35 of 1924 to 1930 won over 1,000 races, was victorious at the Targa Florio from 1925 through 1929, and was awarded the Grand Prix World Championship in 1926 after winning 351 races and setting 47 records in the two prior years. This was bloodline from which the Type 59 was birthed, endowed with all the mechanical updates incorporated over a long and successful racing career, and exquisitely engineered into a meticulously crafted and highly efficient racing machine.

While the Type 59 program was funded by Ettore Bugatti, many of its competitors received funding from the Italian and German governments. In spite of its technological progress, the Type 59 became outdated prior to its inaugural race, failing to match the swift advancements driven by national pride. It did score a victory in the Belgian Grand Prix at Spa, but the accomplishment becomes less weighted knowing that all of the top runners had crashed.

It was not only the pace of development that plagued the Type 59 but Ettore's reluctance to embrace new technology. Modern machines had hydraulic brakes and independent suspensions, yet the Type 59 clung to its solid axles and cable-operated drum brakes. An update of the latter would undoubtedly have increased the effectiveness of the Type 59, especially on the twisty, short tracks.

After the 1934 season, Ettore withdrew from Grand Prix racing, but ever the competitor, he turned his attention to sports car racing in lucrative French events. Two Type 59 vehicles underwent minor modifications to meet sports car regulations and subsequently achieved remarkable success in every location they visited. They captured first and second place at their first outing, prompting competitors to threaten boycotts if they were allowed to compete in future events. Hoping to appease concerns and to promote its lineage to the road-going variant, one of the Type 59s was renumbered with a Type 57 number. Several other 'specials' were built using the chassis of the Type 59 as a basis and raced in sports car and Grand Prix competitions, but achieved little success.

The Type 59

At the heart of the Type 59 was a twin-cam engine, first seen in the Type 51, and a development of the supercharged single overhead cam straight-8 found in the Type 35B. Inspired by Miller racing cars and sometimes referred to as 'the Millerhead,' the 2.3-liter unit in the Type 51 produced 160 horsepower. In this guise, a victory was earned at the French Grand Prix in 1931 and another notable victory at the Monaco Grand Prix in 1933.

Chassis

The Type 54 was a development of the Type 51, with a longer wheelbase and a 4.9-liter engine offering 300 horsepower. The Type 59 was the final evolution and was built to comply with the new '750 kg' regulations that came into effect in 1934. It used the steel ladder frame of the Type 54, with a wheelbase size of 108 inches and a length of 147.4 inches. The engine was positioned lower in the chassis for improved center of gravity, and the frame was lightened by having several holes drilled in the chassis. The latter was necessary for the Type 57 to comply with the 750kg formula for the 1934 racing season.

Both axles were 'solid,' with each being constructed from two halves that were connected together in the middle, providing some flexibility. The front was suspended by semi-elliptical leaf springs while the rear relied on reversed quarter-elliptic leaf springs, with De Ram shock absorbers all round - a typical Bugatti arrangement. The inadequate stopping power was the fault of the four-wheel cable-operated mechanical drum brakes.

A distinguishable feature of the Type 59 was its piano wire wheels, which used splines between the rim and brake drum, with cornering loads handled by the radial spokes.

Engine and Transmission

The engine initially displaced 2.8 liters (72 x 88mm) but was soon enlarged to 3,257cc (3.3 liters / 198 cubic inches) with the stroke enlarged to 100 mm. This engine had been designed to power both the Type 59 and the upcoming Type 57 Grand Tourer. Its dual purpose required appropriate modifications to cope with the rigors of competition and road-going application. The competition version had dry sump lubrication, a lightened crankshaft with six plain bearings, and a Roots-type supercharger. Gears drove the twin overhead camshafts and actuated two valves per cylinder. The 3.3-liter supercharged engine produced around 250 horsepower, a performance level that competed closely with its rivals; however, this power was excessive for the cable-operated braking system to manage effectively.

The four-speed manual transmission was positioned between the engine and the rear axle, with a propellor-shaft in the center of the car, requiring the driver's seat to be offset to the right. Power was transmitted through a multi-plate clutch to the double reduction type rear axle.

Styling

The underslung type body was formed from lightweight aluminum with a sleek and aerodynamic shape that incorporated the company's familiar horseshoe-shaped radiator and grille, and pointed tail (boattail) rear end. Clinging to tradition, Ettore made accommodations for two seats, with the passenger seat covered when not in use. On the passenger side of the body, an exhaust exited the engine and traversed the entire length, between the body and the rear wheels, ending just before the tip of the tail.

Production

At least six Bugatti Type 59s were built between 1933 and 1936, including two that were converted to sports car configurations.

Motorsport Competition

1933

Achille Varzi was entered to drive a Works Type 59 in the 1933 French Grand Prix on June 11th, 1933, but production delays meant that the car's inaugural race was postponed until the Spanish Grand Prix at San Sebastian on September 24th. Varzi did, however, drive a Type 59 during practice for the Belgian Grand Prix at Spa on July 9th. The first batch of Type 59 Grand Prix cars, referred to in factory records as 'Voitures Moteur Nos. 1, 2 and 3,' were road registered ten days prior to their arrival at the Spanish GP. Varzi drove No.1 to a respectable 4th place finish; René Dreyfus drove No.3, bearing Race No.26, to 6th position.

1934 and 1935

In preparation for the 1934 season, the chassis was lighted with frame holes, and some of the engines were later upgraded to 3.3 liters by fitting the 100mm stroke crankshafts of the newly introduced Type 57.

Four Bugatti Type 59 cars were entered at the first major Grand Prix event of 1934, the Monaco GP in April. The three modified 1933 cars retained their 2.8-liter configuration and were joined by a 1934 car. Robert Benoist driving No. 3 had the fastest lap during practice, equaling what was destined to become the fastest lap of the race. Regrettably, he could not participate in the competition due to a crash that occurred during practice, resulting in repairs that were too extensive to complete prior to the race. Returning to the factory, the damage to No. 3 was repaired, after which it is believed it served as a spare car, but never campaigned again as part of the Works Team. During early-1935, No. 3 was one of four Type 59s (along with Voitures Moteur Nos.1, 6 and 7) that were sold to British amateur racing drivers. Around this time, No. 3 was upgraded to 3.3-liter specification. The four English amateur drivers were Brian Lewis, Earl Howe, Lindsay Eccles and C.E.C. 'Charlie' Martin.

Tazio Nuvolari at Monaco in 1934 drove chassis number 59122 at the Monaco Grand Prix in 1934, after which it was sold to the amateur racer Lindsay Eccles, who entered the car in speed and hill climb events throughout 1935 before enlarging the engine to nearly 3.8 liters for a race at the 1936 Whitsun meeting at Brooklands. Jack Lemon Burton acquired the car in 1938 and raced it for two seasons.

No. 5 was primarily driven by René Dreyfus during the 1934 and 1935 seasons, with accolades that included a 3rd Place at the Monaco Grand Prix and an outright win at the Belgian Grand Prix at Spa. After Bugatti withdrew from Grand Prix racing, No. 5 was developed for sports car events, removing its supercharger, fitting a new dry sump gearbox, revising the chassis and bodywork, and giving it the identity of chassis 57248. Piloted by Jean-Pierre Wimille, this Type 59 Sports became the fastest sports car in France, with a dominant performance during the 1937 season.

Chassis number 59123 was sold to Earl Howe and raced at the 1935 Monaco Grand Prix where he was sidelined due to brake problems. With repairs made, it competed in the Picardie Grand Prix in May of that year. For the following season, the Type 59 played 'second fiddle' to a newly acquired British ERA; its last race was the Swiss Grand Prix in August 1936.

Conclusion

The Type 59, bolstered by a Grand Prix win and multiple impressive finishes, proved to be a formidable contender that successfully competed against its financially advantaged rivals. Its ingenious design could only have come from Molsheim, and many years later, its beauty would be celebrated with a Best of Show victory at the 2024 Pebble Beach Concours d'Elegance. It was a work of art, whether at a standstill or in motion.

by Dan Vaughan

The Bugatti Type 59 was a continuation and the final iteration of Ettore Bugatti's Grand Prix racing cars, and only a few were ever created. Between 1933 and 1936, only six or seven examples were built. They were powered by an eight-cylinder engine that originally had a bore and stroke that measured 72 x 88mm respectively in 1933 but was enlarged to 72 x 100 the following year. With the help of two Zenith carburetors and a roots-type supercharger, the cars produced an impressive 250 horsepower.

There was a four-speed manual gearbox with an external gear change lever; braking was on all four wheels via a cable.

The chassis was a modified Type 54 unit that had the engine positioned lower in the bay to improve upon the center of gravity. To keep the cars competitive and to reduce their overall weight, holes were drilled into the chassis. This also shortened the car's lifespan as it weakened the rigidity of the chassis. The cars rode on the signature piano wire wheels.

Four Bugatti T59 team cars, powered by a 2.8-liter engine at the time, were ready in time for the Spanish Grand Prix at San Sebastian on September 24th, 1933. The car driven by Rene Dreyfus finished in the sixth position.

The 3.3-liter version made its racing debut at the French Grand Prix in 1934. The cars had little success, were expensive to maintain, and lacked the necessary reliability required to be competitive. Still, they captured some important victories with drivers such as Dreyfus, Wimille, Benoist, and Lewis at the wheel. IN 1934 the T59 won the De Belgique and the d'Algiers Grand Prix. Two Grand Prix victories followed in 1935 and again in 1936. In 1937, only one GP victory was scored.

At the end of the 1934 season, Bugatti sold four cars to the British privateers Earl Howe, Charlie Martin, Lindsey Eccles, and Brian Lewis.

by Dan Vaughan