Bugatti
(1903 - today)
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Gerhard Schütz's series "Technology in racing cars" has mainly focused on developments and aberrations from the 1950s to the 1970s. However, as there were already interesting racing car concepts before the Second World War, there is now a small encore in three parts dedicated to three pioneering cars from 1923. It starts with the unsuccessful streamlined pioneer Bugatti Type 32.
We were able to experience over half a century of racing car construction technology, concentrated in four models, directly from the cockpit on the small circuit of Lignières NE. The Bugatti from 1925, the Cisitalia from 1946, the Cooper from 1959 and the Chevron from 1978. Each individual member of this thoroughbred quartet embodied an era, each design was fundamentally different, each vehicle was a fascinating experience. The article describes the driving impressions (from the perspective of the late 1970s, but also the history of the four actually incomparable cars.
The Bugatti Type 39 is a Type 35 with a smaller engine. From 1925, it was used in races by the Bugatti works team, where its favorable power-to-weight ratio made it a real nuisance to the larger Grand Prix racing cars, simply because it was more agile to drive than the competition. The daredevil racing drivers reached top speeds of over 160 km/h in those days, and the races often lasted several hours. This report portrays one of the ten Type 39s built and tells its story.
How blue does blood have to be to be called noble? And who should decide that? Ever since Ettore Bugatti began building mobile treasures in Molsheim, Bugatti enthusiasts have had their own standards. Outward beauty, technical perfection, performance and racing success made Bugattis more valuable and desirable than others. They were not only more valuable, they were also more thoroughbred. If all factors were harmoniously coordinated, the owner could and can be truly proud of his car. This article presents the "smaller" Bugatti 37, which inherited many ingredients from the larger racing cars, but remained true to the tradition of the Voiturette.
In February 2013, Bonhams will be auctioning a particularly rare Bugatti at the Grand Palais in Paris, the Type 54 in which Achille Varzi raced at Monza in 1931. This racing car report tells the story of the nine Bugatti Type 54s built and shows the first one built in detail in the picture.
When you see classic cars today, they often conceal long and eventful histories. These histories often contain exciting or even amusing events. Here is the story of a Bugatti 49 from 1931, an example of the stories we like to tell.
Originally, Tom Andrews had only bought the scrap-ready Bugatti 57 Ventoux to rebuild an "Atlantic" on its chassis. But then the chassis turned out to be the wrong one for this project - and the bodywork the wrong one for this chassis. This was because chassis number 57579 had been delivered by Gangloff in 1937 as a streamlined saloon. This article unravels the entanglements.
Only a handful of Bugatti Type 101s were built in the 1950s, so they are highly sought after today, even though they were already considered technically obsolete at the time. No two Type 101s are the same, but the Antem coupé is particularly different from the other cars because of its lines. This report looks back on the history of the Type 101 and shows the Antem Coupé in many photos, the other cars in historical photos and in the original sales brochure.
With the Type 251 and its central engine, Bugatti could have become a trendsetter in Formula 1 in 1956 and might even still be around today. But things turned out differently - the revolutionary project ran out of resources for serious development to racing maturity.
The Bugatti EB110 experienced a brief moment of blossoming, plunged into the dark abyss and, once again in the limelight, has undergone a brilliant rehabilitation. One person who has been devoted to the EB110 for a long time and who has remained loyal to it for many miles is former Swiss Lotus and Caterham importer Fredy Kumschick.
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