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|Fate||Sold to Hispano-Suiza in 1963|
Ettore Bugatti (founder) |
|Products||Automobiles, aeroplane parts|
Bugattis were well known for the beauty of their designs (Ettore Bugatti was from a family of artists and considered himself to be both an artist and constructor) and for the large number of races they won. The death of Ettore Bugatti in 1947 proved to be the end for the marque, and the death of his son Jean in 1939 ensured there wasn't a successor to lead the factory. No more than about 8000 cars were made. The company struggled financially, and released one last model in the 1950s, before eventually being purchased for its airplane parts business in the 1960s. Today the name is owned by Volkswagen Group, who have revived it as a builder of limited production exclusive sports cars.
Under Ettore BugattiEdit
Founder Ettore Bugatti was born in Milan, Italy, and the automobile company that bears his name was founded in 1909 in the town of Molsheim located in the Alsace. The company was known both for the level of detail of its engineering in its automobiles, and for the artistic way in which the designs were executed, given the artistic nature of Ettore's family (his father, Carlo Bugatti (1856–1940), was an important Art Nouveau furniture and jewelry designer). The company also enjoyed great success in early Grand Prix motor racing, winning the first ever Monaco Grand Prix. The company's success culminated with driver Jean-Pierre Wimille winning the 24 hours of Le Mans twice (in 1937 with Robert Benoist and 1939 with Pierre Veyron).
Bugatti's cars were as much works of art as they were mechanical creations. Engine blocks were hand scraped to ensure that the surfaces were so flat that gaskets were not required for sealing, many of the exposed surfaces of the engine compartment featured Guilloché (engine turned) finishes on them, and safety wires threaded through almost every fastener in intricately laced patterns. Rather than bolt the springs to the axles as most manufacturers did, Bugatti's axles were forged such that the spring passed though a carefully sized opening in the axle, a much more elegant solution requiring fewer parts. He famously described his arch competitor Bentley's cars as "the world's fastest lorries" for focusing on durability. According to Bugatti, "weight was the enemy".
|Prototypes||Racing Cars||Road Cars|
Bugatti cars were extremely successful in racing, with many thousands of victories in just a few decades. The little Bugatti Type 10 swept the top four positions at its first race. The 1924 Bugatti Type 35 is probably the most successful racing car of all time, with over 2,000 wins. Bugattis swept to victory in the Targa Florio for five years straight from 1925 through 1929. Louis Chiron held the most podiums in Bugatti cars, and the 21st century Bugatti company remembered him with a concept car named in his honour. But it was the final racing success at Le Mans that is most remembered—Jean-Pierre Wimille and Pierre Veyron won the 1939 race with just one car and meagre resources.
|1921||Voiturettes Grand Prix||Ernest Friderich|
|1925||Targa Florio||Bartolomeo Costantini||Type 35|
|1926||French Grand Prix||Jules Goux||Type 39 A|
|Italian Grand Prix||Louis Charavel|
|Spanish Grand Prix||Bartolomeo Costantini|
|Targa Florio||Bartolomeo Costantini||Type 35 T|
|1927||Targa Florio||Emilio Materassi||Type 35 C|
|1928||French Grand Prix||William Grover-Williams||Type 35 C|
|Italian Grand Prix||Louis Chiron|
|Spanish Grand Prix||Louis Chiron|
|Targa Florio||Albert Divo||Type 35 B|
|1929||French Grand Prix||William Grover-Williams||Type 35 B|
|German Grand Prix||Louis Chiron|
|Spanish Grand Prix||Louis Chiron|
|Monaco Grand Prix||William Grover-Williams|
|Targa Florio||Albert Divo||Type 35 C|
|1930||Belgian Grand Prix||Louis Chiron|
|Czechoslovakian Grand Prix||Heinrich-Joachim von Morgen and Hermann zu Leiningen|
|French Grand Prix||Philippe Étancelin||Type 35 C|
|Monaco Grand Prix||René Dreyfus|
|1931||Belgian Grand Prix||William Grover-Williams and Caberto Conelli|
|Czechoslovakian Grand Prix||Louis Chiron|
|French Grand Prix||Louis Chiron and Achille Varzi||Type 51|
|Monaco Grand Prix||Louis Chiron|
|1932||Czechoslovakian Grand Prix||Louis Chiron|
|1933||Czechoslovakian Grand Prix||Louis Chiron|
|Monaco Grand Prix||Achille Varzi|
|1934||Belgian Grand Prix||René Dreyfus|
|1936||French Grand Prix||Jean-Pierre Wimille and Raymond Sommer||Type 57 G|
|1937||24 hours of Le Mans||Jean-Pierre Wimille and Robert Benoist||Type 57 G|
|1939||24 hours of Le Mans||Jean-Pierre Wimille and Pierre Veyron||Type 57 C|
Bugatti in Formula OneEdit
|1956||Bugatti Type 251||Bugatti Straight-8||D||ARG||MON||500||BEL||FRA||GBR||GER||ITA||0*||-*|
* The World Constructors' Championship was not awarded before 1958.
The Bugatti 100PEdit
In the 1930s, Ettore Bugatti got involved in the creation of a racer airplane, hoping to beat the Germans in the Deutsch de la Meurthe prize. This would be the Bugatti 100P, which never flew. It was designed by Belgian engineer Louis de Monge who had already applied Bugatti Brescia engines in his "Type 7.5" lifting body.
His son, Jean Bugatti, was killed on 11 August 1939 at the age of 30, while testing a Type 57 tank-bodied race car near the Molsheim factory. Subsequently the company's fortunes began to decline. World War II ruined the factory in Molsheim, and the company lost control of the property. During the war, Bugatti planned a new factory at Levallois in the northwestern suburbs of Paris and designed a series of new cars, including the Type 73 road car and Type 73C single seater racing car (5 built). After World War II, a 375 cc supercharged car was canceled when Ettore Bugatti died on 21 August 1947. The business underwent a lingering demise, making its last appearance as a business in its own right at a Paris Motor Show in October 1952.
The company attempted a comeback under Roland Bugatti in the mid-1950s with the mid-engined Type 251 race car. Designed with help from Alfa Romeo, Ferrari, and Maserati designer Gioacchino Colombo, the car failed to perform to expectations, and the company's attempts at automobile production were halted.
In the 1960s, Virgil Exner designed a Bugatti as part of his "Revival Cars" project. A show version of this car was actually built by Ghia using the last Bugatti Type 101 chassis, and was shown at the 1965 Turin Motor Show. Finance was not forthcoming, and Exner then turned his attention to a revival of Stutz.
Bugatti continued manufacturing airplane parts and was sold to Hispano-Suiza (another auto maker turned aircraft supplier) in 1963. Snecma took over in 1968, later acquiring Messier. The two were merged into Messier-Bugatti in 1977.
Recent news about BugattisEdit
On 2 January 2009, it was revealed that a rare 1937 Bugatti Type 57S Atalante had been found in the garage of a deceased surgeon in England. Only 17 of this model were made, all by hand.
On 10 July 2009, a 1925 Bugatti Brescia Type 22 which had lain at the bottom of Lake Maggiore on the border of Switzerland and Italy for 75 years was lifted out of the water. The Mullin Museum in Oxnard, California bought it at auction for $351,343 at Bonham's Retromobile sale in Paris in 2010.
Bugatti brand used afterwardsEdit
Bugatti Automobili SpAEdit
Italian entrepreneur Romano Artioli acquired the Bugatti name in 1987, and established Bugatti Automobili SpA. The new company built a factory designed by the architect Giampaolo Benedini in Campogalliano, Italy, a town near Modena, home to other performance-car manufacturers De Tomaso, Ferrari, Pagani and Maserati.
By 1989 the plans for the new Bugatti revival were presented by Paolo Stanzani and Marcello Gandini, famous designers of the Lamborghini Miura and Countach. The first completed car was labelled the Bugatti EB110 GT, advertised as the most technically advanced sports car ever produced.
From 1992 through 1994 famed racing car designer Mauro Forghieri was technical director.
On 27 August 1993, through his holding company, ACBN Holdings S.A. of Luxembourg, Romano Artioli purchased the Lotus car company from General Motors. The acquisition brought together two of the greatest historical names in automotive racing, and plans were made for listing the company's shares on international stock exchanges. Bugatti also presented in 1993 the prototype of a large saloon called the EB112.
By the time the EB110 came to market the North American and European economies were in recession, and operations ceased in September 1995. A model specific to the United States market called the "Bugatti America" was in the preparatory stages when the company closed. Bugatti's liquidators sold Lotus to Proton of Malaysia.
In 1997 German manufacturer Dauer Racing bought the EB110 license and remaining parts stock to Bugatti in order to produce five more EB110 SS units, although they were greatly refined by Dauer. The factory was later sold to a furniture-making company, which also collapsed before they were able to move in, leaving the building unoccupied. The company Dauer Sportwagen stopped producing Supercars. All original Bugatti parts especially the high performance parts of the EB110SS and the equipment were bought in 2011 by the company Toscana-Motors GmbH (Kaiserslautern/Germany).
Perhaps the most famous Bugatti EB110 owner was racing driver Michael Schumacher, seven-time Formula One World Champion, who bought the EB110 in 1994 while racing for the Benetton team. In 2003 Schumacher sold the car—which had been repaired after a severe crash the year he bought it—to Modena Motorsport, a Ferrari service and race preparation garage in Germany.
- Main article: Bugatti Automobiles
Volkswagen AG purchased the rights to produce cars under the Bugatti marque in 1998. They commissioned ItalDesign to produce the Bugatti EB118 concept, a touring saloon (sedan), which featured a 408 kilowatts (555 PS/547 bhp), and the first W-configuration 16-cylinder engine in any passenger vehicle, at the Paris Auto Show.
In 1999, the Bugatti EB 218 concept was introduced at the Geneva Auto Show; later that year the Bugatti 18/3 Chiron was introduced at the Frankfurt Motor Show (IAA). At the Tokyo Motor Show, the EB 218 reappeared, and the Bugatti EB 16.4 Veyron was presented as the first incarnation of what was to be a production road car.
- Musée National de l'Automobile de Mulhouse, home of the Schlumpf Collection of Bugatti cars
- Bugatti Type 8
- ↑ "Contact". bugatti.com. Retrieved on 2011-05-27.
- ↑ Georgano, G. N. Cars: Early and Vintage, 1886–1930. (London: Grange-Universal, 1985)
- ↑ "Bugatti Model 100 at the EAA Museum". Retrieved on 2009-01-28.
- ↑ "Bugatti Aircraft Association – 100P Airplane". Bugattiaircraft.com. Retrieved on 2010-12-31.
- ↑ "Streamlined Auto-Rail Car Used in France" Popular Mechanics, December 1934
- ↑ "Automobilia", Toutes les voitures françaises 1953 (salon Paris oct 1952) (Paris: Histoire & collections) Nr. 14: Pages 6 & 10. 2000.
- ↑ "1937 Bugatti Atalante Supercar, One of 17, Found in English Garage, Associated Press, January 2, 2009". Huffingtonpost.com (2009-01-02). Retrieved on 2011-05-27.
- ↑ Copyright. Est February 2003.. "Bugatti on TradeTwentyfourSeven website". Trade-247.com. Retrieved on 2010-12-31.
|Bugatti road car timeline, 1910–present — a marque of the Volkswagen Group since 1998|
|owner||Ettore Bugatti / Roland Bugatti||Romano Artioli||Volkswagen Group|
|Automobiles E. Bugatti||Automobiles E. Bugatti|| Bugatti Automobili|
| Bugatti Automobiles|
|Type 30 / Type 49||Type 57|
|limousine||Type 41 Royale|
|roadster||Type 13 / Brescia Tourer||Type 55|
|Type 13||Type 18 Garros||Type 252||EB110||Veyron EB16.4|
|founder: Ettore Bugatti • Bugatti corporate website • A marque of the Volkswagen Group • Molsheim|
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