Bugatti

D:F, 1909 – 1956, 1956 to date

Automobiles E. Bugatti, Molsheim, Bas-Rhin

Ettore Bugatti was perhaps the greatest maker of racing cars until his fellow Italian Ferrari began to dominate the scene in recent years. Born into an artistic family in Milan, Bugatti soon found that the graphic arts were not to his liking and turned to the mechanical. Drawn by speed and racing, at the age of 18 Ettore Bugatti attracted attention in early motorcycle and tricycle races in Northern Italy, enevitably applying his mechanical talent to the improvement and alteration of the machines.
In 1900, at the age of 19 he embarked on the design and production of his own Bugatti 4-cylinder, 90 x 120mm car with the help of Count Gulinelli, and won a medal for it at the Milan Exhibition in 1901. Baron de Dietrich who was attracted by the Bugatti machine and who was searching Europe for designs to produce at his Niederbronn works, signed an agreement with Bugatti to design for him. Bugatti moved to Niederbronn in 1902 to produce in the next two or three years a basic design of 4-cylinder, 114 x 130mm chain-driven chassis with variations, sold commercially as the De Dietrich-Bugatti, or in England as the Burlington, and occasionally raced by Bugatti himself. Engine dimensions varied, as was customary in those days, and larger engines were also listed.
De Dietrich was offering other designs at the same time, particulary the Turcat-Méry, and Bugatti’s car was not a commercial success; the arrangement came to an end around 1904, and Bugatti teamed up with Mathis, moving to Strasbourg, the district where Ettore was to remain for the rest of his active career.
The Mathis collaboration produced the Hermes car, which bore a strong resemblance to the earlier De Dietrich design, certainly in conception – 4 large cylinders, 4-speed gearbox, chain drive, semi-elliptic springs – but by now it had a modern type of radiator with a surrounding shell to replace the earlier exposed film type.

In 1906 Bugatti and Mathis fell out and separated, Bugatti going to the Deutz factory at Cologne to design and produce cars for them. Two chassis were produced, the first another typical 4-cylinder layout with an engine of 145 or 150 x 150mm and chain drive, and later a smaller 92x120mm car with, for the first time Bugatti’s design, a shaft drive.
During this period (about 1908) Bugatti produced at his own expense (and, it is said, in the cellar of his home at Cologne) the miniature Bugatti chassis, with a 4-cylinder, 60x100mm engine, and shaft drive which founded the thoroughbred line of his designs and enabled him later to produce his own car. This prototype (Type 10 in the Bugatti series) is still in existence.
There is at least some evidence that the creation of this Bugatti car owes something to the 1908 Coupe des Voiturettes Isotta Fraschini; it is more than likely that Bugatti saw and was inspired by these beautiful little cars. There is certainly no evidence that the Isotta Fraschini cars owe anything to Bugatti, and their designer Cattaneo has denied the suggestion. The overall conceptual similarity is, however, striking.
Whatever the origins of his thoroughbred, Ettore Bugatti found a backer who would help him to start up production of his own car at the end of 1909, in a disused dye work at Molsheim a few miles west of Strasbourg. Here production was started of the real Bugatti car, with 4-cylinder, 65x100mm, 1327cc and 2 valves per cylinder operated from an overhead camshaft with curved, sliding tappets and three chassis lengths; Bugatti Type 13 with a 6ft 6¾in wheelbase,the Bugatti Type 15, 7ft 10½in, and the Bugatti Type 17, 8ft 4½in and reinforced back springs for heavy bodywork.
Output was a few cars in 1910, but the Bugatti car caused a great deal of favourable comment at the 1910 Paris Salon, and in the early speed events it was entered in; commercial success, in spite of a high price, came immediately and several hundred Bugatti cars had been produced by 1914. During this period Bugatti also sold a licence to Peugeot for an 850cc Baby car(Peugeot Bebe), and kept his interest in large cars by producing a few chassis with a 4-cylinder 5-litre (100x160mm) ohc engine and reverting again to chain drive, for racing. The first chassis went to the aviator Roland Garros and survives as the famous Bugatti Black Bess. Other Bugatti cars competed unsuccessfully at Indianapolis in the 500 mile race in 1914 and 1915.

The early Bugatti 8-valve chassis had conventional semi-elliptic springs and radiators of squarish, 5-sided shape. At the end of 1913, Bugatti introduced his reversed quarter elliptic springs on the two long-length chassis, probably to simplify the fitting of the body: many of Bugatti’s design features show more originality than essential logic. This springs feature was to remain on all Bugatti’s chassis designs produced afterwards. At this time Ettore also introduced his design of oval Bugatti radiator, pearshaped, but later more like an inverted horse shoe.
Just before World War 1 Ettore produced a modified engine for voiturette racing, with 4 valves per cylinder (2 inlet, 2 exhaust), and an enlarged bore (66mm initially, later 68-69mm) giving more power, but the war prevented its use. Molsheim was soon occupied by the Germans and Bugatti found himself spending the next years in Paris working on aero engines.
In 1919 Ettore Bugatti reoccupied the factory himself, finding it happily undamaged, and resumed production of the 8-valve chassis and then the new 16-valve version. Wins at Le Mans in 1920 and at Brescia (1921) in voiturette races once more established his reputation and regular production of the car, now known as the Bugatti Brescia, followed steadily. The long-wheelbase chassis were now known as Bugatti Type 22 (7ft 10½in) and the Bugatti Type 23 (8ft 4½in) but the designation Bugatti Type 13 was retained for the short racing model. Improvements followed such as a crankshaft carried on ball bearings, better crank lubrication, a prettier radiator, and eventually 4-wheel brakes: in spite of these changes the similarity between the last chassis in 1926 and the first in 1910 is striking.

In 1922 Bugatti produced his first 8-cylinder production model, the Bugatti Type 30, with a 2-litre 60x88mm engine, an overhead camshaft and 2 inlet and 1 exhaust valve per cylinder. This 3-valve layout had been seen on the pre-war Bugatti Garros car(Black Bees) and the aero engines. Racing versions were entered in the 1922 French Grand Prix at Strasbourg, Friderich, Bugatti’s faithful mechanic, finishing 2nd. Production continued for the next few years of the 4-cylinder and 8-cylinder cars; an abortive attempt to produce a successful streamlined ‘Bugatti Tank’ with the 2-litre engine was made for the French GP at Tours in 1923 and then for 1924 Bugatti made the successful effort to produce a racing car which combined performance with aesthetic quality – the Bugatti Type 35 was the result.
The new 1924 car had the Bugatti Type 30 engine with its plain bearing crank replaced with a full ball and roller bearing, built-up unit, and a completely new chassis of fine lines carrying a handsome body, and first class brakes inside cast aluminium wheels. Tyre trouble prevented success in its first outing but soon success followed success, culminating in the world championship in 1926.
Although reluctant at first to fit a supercharger as his competitors had, Bugatti eventually in 1926 added one to the car to produce the Bugatti Type 35C (2-litre, 60x88mm), Bugatti Type 35B(2.3-litre, 60x100mm) and Bugatti Type 39 (1.5-litre, 60x66mm). A sports car version (Bugatti Type 35A) used the touring engine, and in 1926 a 4-cilinder (69x100mm, 1.5-litre) engine appeared, similar in layout to the 8-cylinder engine, but with a 5-(plain bearing crankshaft, which when fitted to the GP chassis became the main sports car version (Bugatti Type 37). Later this too had a blower fitted and became very potent (Bugatti Type 37A).

In the period 1926 -1929 a profusion of Bugatti models was listed for sale: racing types T35, T35B, T35C, T39; sports version Types 35A, T37, T37A; the touring model Type 30 replaced with a similar Type 38, later itself replaced by the 3-litre 8-cylinder Type 44 (69x100mm); Type 40 using the 4-cylinder engine from the Type 37; a splendid Bugatti Type 43GP sport four-seater using the Type 35B engine in a long-wheelbase chassis and catalogued as the fastest sports car in the world (110mph) which it was; and to crown all the Bugatti Royale.
The Bugatti Royale (Type 41) was to be Bugatti’s car of kings. It had a 12.7-litre (125x130mm) 8-cylinder engine of typical Bugatti layout producing over 250hp, fitted in an enormous chassis, intended to carry the works of the world’s finest coachbuilders. Although a batch of 25 was projected only six were built and indeed only three were sold (in 1932 – 1933), the financial crisis of 1929 intervening to spoil Bugatti’s plans.
Around 1930 Bugatti continued to produce fine cars mixed with oddities. The Bugatti Type 44 3-litre touring car became the Type 49 with the bore increased from 69 to 72mm, one of the best models. The Bugatti Type 46 5.3-litre with a 3-speed gearbox in the back axle was introduced as a small size Royale and several hundred were produced. A racing Bugatti 16-cylinder (Type 45, 47) was made, having some success in hillclimbs, and later an unsuccessful 4-wheel drive Type 53. The de luxe 5.3-litre had a new twin ohc engine fitted to become the Bugatti Type 50 of 4.9-litres, very exciting and exotic but rather too powerful to be safe, even in the racing version, the Type 54. 
The GP Type 35 had a new engine with twin overhead camshafts fitted in 1931 to become the Type 51, a very successful and fine-looking car which was perhaps the most effective racing model Bugatti ever produced, but the search for power and the competition demanded a larger car. Thus in 1933 Bugatti produced the Type 59 3.3-litre racing car which was his last racing production except for specialized single-seaters. Meanwhile a sports version of the Type 51, the Bugatti Type 55, had appeared usually with a roadster body among the handsomest ever fitted to a car.
The touring equivalent of the Type 59, the Bugatti Type 57, was the last Molsheim model to go into production; about 800 T57’s were produced between 1934 and 1939. This had a twin-ohc 72x100mm, 3.3-litre engine, integral 4-speed gearbox, and a conventional Bugatti chassis with semi-elliptic springs at the front and reversed quarter-elliptic at the rear. Later supercharged versions (Type 57C) and sports versions (Type 57S, 57SC) were produced.
Production of Bugatti cars was interrupted by the war, and only sporadic and half-hearted attempts were made ( a few Bugatti Type 101 models were produced) to resume car manufacture after Ettore Bugatti’s death in 1947. In 1956 two Formula 1 GP cars were built. Known as the Bugatti Type 251, they had 2½-litre straight-8 engines mounted transversely behind the driver in a space frame. One was driven by Trintignant in the 1956 French GP at Reims, but retired, and the cars were never heard of again.
Bugatti is now part of the Volkswagen group and is still producing sport cars.

Source: Georgano, encyclopedia of motorcar; HGC
The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

M.G.

GB, 1924 to date

(1) Morris Garages Ltd, Oxford, 1924 – 1928

(2) MG Car Co Ltd, Abingdon, Berks., 1929 – 1970

(3) Austin-Morris Division, British Leyland Motor Corp Ltd, Abingdon, Berks., 1970 to date

The name MG is synonymous with sports cars, but it has always been borne by more sedate vehicles as well; at first the MG car had no true sporting connotation at all. In the early 1920s Cecil Kimber was in charge of the Morris Garages, the firm from which William Morris’s new empire had sprung and which was the Morris agent in Oxford. It was an extremely common practice for manufacturers of staid, solid touring cars to offer mildly tuned alternatives with more dashing bodywork for the benefit of the man in the street who would pay a little extra for a more sporting vehicle. In 1920 Morris had discontinued his own sporting version of his Cowley, and other Morris dealers had offered their own alternatives independently.

From 1922, Kimber began experimenting with special bodies, and two years later took the new 1.8-litre Oxford and modified it slightly into the MG Super Sports. A lightly-tuned engine, improved handling and handsome aluminium bodies effected the transformation of the MG car. Backed by Morris reliability and service, the MG car was a great success. When Morris went over to a flat radiator in place of the old ‘bullnose’ for 1927, Kimber followed. By this time, he was calling his MG car the 14/40hp, because of the increased power of the MG car compared with the 14/28hp of the standard Oxford. A year later there arrived the 2½-litre Morris Six with overhead camshaft, for which Cecil Kimber designed for his MG car, a completely new cylinder block and head, a light body and a high axle ratio. The resulting 18/80hp MG car was improved in 1930 with a 4-speed gearbox and stiffer chassis. This Mark II 18/80 MG car was a major modification of the Morris recipe. Earlier, when Morris had introduced his new ohc 847cc Morris Minor in 1928, Kimber adopted and adapted it to the MG car style. The Minor chassis and engine were retained, with little alternation other than lowering the suspension and steering on the MG car. The little fabric-bodied, pointed-tail two-seater MG M-type Midget of 1929, with the engine of the MG car tuned to provide 20bhp, 65mph and excellent accerlation, was Britain’s first really cheap and at the same time practical sports car. The sporting cyclecars of former times were too stark and noisy, and the imported French sports cars such as the Amilcan and Salmson were far dearer, and in any case were going out of production. It was true that the M-type MG car retained the Morris Minor’s somewhat uncertain brakes and its wide-ratio 3-speed gearbox, but the performance wanted by a new, wide and undiscriminating market for sports cars was there. 

MG cars went in for racing in 1930. The competition MG cars used superchargers, and special wheels, valves and springs, but shared many components with the touring MG cars. This developments on MG cars, began with the MG Double Twelve M-type, so named after works M-types won the team prize in the Brooklands Double Twelve Hour race of 1930, and with the formidable, if short-lived MG 18/100 Tigresse, which was derived from the 18/80 but was a true road-racing MG car, very highly tuned. Much fiercer than the Double Twelve replica MG car was the much better known 746cc MG C-type, which MG car weighed only 1.120lb, but in supercharged form this little MG car was capable of 90mph. The MG car won the 1921 Double Twelve, and the Irish Grand Prix and Ulster Tourist Trophy races of the same year. The MG M-type was developed into the MG J. Like most normal MG cars, from the earliest one onwards, a variety of body styles could be had, but the best known was the MG J2 open two-seater sports of 1932, with its low lines, cutaway doos and slabtank-mounted spare wheel at the rear. The style of this MG car set the fashion for the sports cars of the 1930s. The J-type MG car carried over developments from the racing MG C-type, demonstrating that racing improved the breed – the cylinder head of this race MG car was of a more efficient design, the chassis was stiffer, the brakes were better and there was a 4-speed gearbox available on the MG car. The MG J3 was a supercharged version, while the MG J4 was a fine little blown sports-racing edition of the MG car. The MG J was developed into the slightly more powerful MG P-type, which had a 3-bearing crankshaft.

As far as the general public was concerned, the ultimate development of the little 4-cylinder ohc engine of the MG car was seen in the MG PB sports of 1935, with 939cc, but for out-and-out racing with a MG car there was the supercharged MG Q-type, followed by the very modern 1935 MG R-type. This MG car had wishbone and torsion-bar independent suspension of all four wheels. Apart from being 750cc supercharged instead of 847cc unsupercharged, the basic engine of the MG R-type was almost identical to that of the production MG P-type, and in fact the MG R-type engines carried MG P-type engine serial numbers.

Meanwhile, Kimber had taken the 1930 Wolsely Hornet, a small six (basically a lengthening of the Morris Minor) and turned it into the MG F-type Magna. Again, touring and sports versions of the MG car were offered, with open and closed bodywork. This MG car had a 1.271cc engine. The MG Magna was developed into the supercharged sports-racing MG K3 Magnette, which MG car won its class in the 1933 Mille Miglia race, and triumphed outright in the same year’s Ulster Tourist Trophy race, driven by Tazio Nuvolari. The unsupercharged 1.287cc MG NE Magnette won the next year’s Tourist Trophy. The more ‘touring’ MG Magnettes of the K and N series were designed to take four-seater bodies, though two-seaters were made for the MG car. Larger and heavier, these MG cars were altogether more substantial machines than the Magnas they supplemented. In six competition seasons, the MG cars also won the French d’Or race twice, the Brooklands 500 Miles race twice, the 1.100cc class of the Grand Prix de France twice, and more than two dozen other important first places. Between 1930 and 1959, with and without works support, MG cars also captured many class speed records. In 1931, a special MG car became the first 750cc car to exceed 100mph, and to cover more than 100 miles in the hour. MG cars became Britain’s premier sporting marque.

After 1935, the MG car company officially raced no longer, and no more competition MG cars were made for public sale. MG car-models tended to become bigger, and more comfortable. The 1936 MG Midget’s 4-cylinder, ohc unit gave way to a 1.290cc long-stroke, push-rod ohv engine in the MG TA, which also had hydraulic brakes. This MG car was succeeded by the shorter-stroke, 1¼-litre MG TB in 1939. The 1½-litre MG VA carried roomier bodies. The 6-cylinder MG cars became rather more staid, but the big 2-litre MG SA and 2.6-litre MG WA of the 1936 – 1940 period were handsome, excellent and popular machines, catering for those who wanted an Alvis or a Lagonda but could not afford one. These MG cars were dropped after World War 2 in favour of the MG TC Midget, which was virtually the MG TB with a synchromesh gearbox, and its saloon and touring version, the MG Y-type. The latter was the first touring MG car to have independent front suspension.

The MG TC Midget did more than any other machine to foster and spread the cult of the European sports car in America. The first real modernization in the design of the Midget MG car came in 1949, with the introduction of the MG TD. This MG car had wishbone and coil-spring independent front suspension, a box-section frame and rack-and-pinion steering, but though a little more power had been extracted from the engine, the handling of this MG car was not noticeably improved. The MG TF of 1953 incorporated the MG car firm’s first concessions to aerodynamic principles in a production MG car, but was otherwise a transitional model. A 1½-litre engine became optional in the MG TF, and gave way to an Austin-designed unit of the same capacity in the completely new MGA that succeeded it for 1956. A very rigid chassis greatly improved handling of the MG car, while an efficient aerodynamic shape provided a much higher maximum speed (nearly 100mph) and allowed a higher axle ratio. Both features on the MG car made for fuel economy. A few MGAs were made with twin ohc engines, but in the hands of the average driver, these MG cars were temperamental, and the 1.6-litre, 78bhp push-rod ohv engine that was eventually fitted to all MGAs provided just as much performance with traditional MG dependability. The MGA 1600, like the Twin Cam, had disc brakes on the front wheels. Meanwhile, the boxy Y-type touring MG car contemporary with the MG TC had given way for 1954 to the attractive little 1½-litre MG ZA Magnette; a revival of an old name. This MG car was, however, a 4-cylinder car. Basically, the MG car was a livelier edition of the Wolseley in the BMC range, and the practice of putting an MG car radiator on the Corporation’s smaller family saloons was continued, until now this is done on both the front-wheel-drive 1100 MG car and the 1.6-litre MG Magnette IV.

The MG car company’s basic sports car having developed beyond its MG Midget heredity, a new, true Midget MG car was introduced in 1961 as a cheaper alternative. This MG car was basically the simple little Austin-Healey Sprite. The latest model had unit construction of body and chassis, a 1.275cc, push-rod ohv engine developing 65bhp a 6.000rpm, independent front suspension, and disc front brakes. In 1962 the MGA became the entirely new, unit-construction MGB with 95bhp 1.795cc engine, available as an open two-seater or GT coupé. For 1968 a new 7-main-bearing version of the MG car being called the MGC. An MGC was the first car to be owned by Prince Charles, but the MG car was not a great success, being withdrawn late in 1969 after 9.000 MG cars of this type had been made. Also in 1968 the 1100 gave way to the 1.275cc 1300. However, one of the effects of the British Leyland merger was the elimination of the badge-engineered MG cars. The MG Magnette IV disappeared during 1968, and the last 1300s were built during 1971. The 1970 MGBs had new grilles retaining only a vestige of the traditional shape, but this was the MG car marque’s first 50.000 MG cars year, and the quarter millionth MGB left Abingdon in May 1971. This MG car model and the 1.275cc Midget III were the only MG cars offered in 1972.

Source: Georgano, encyclopedia of motorcar; TRN

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com