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

Star

GB, 1898 – 1932

Star/ Starling/ Stuart

(1) Star Motor Co, Wolverhampton, Staffs., 1898 – 1902

(2) Star Engineering Co, Wolverhampton, Staffs., 1902 – 1909

(3) Star Cycle Co, Wolverhampton, Staffs., 1905 – 1909

(4) Star Engineering Co Ltd, Wolverhampton, Staffs., 1909 – 1928

(5) Star Motor Co Ltd, Wolverhampton, Staffs., 1928 – 1932

Edward Lisle Sr’s Star Motor Co, an offshoot of the Star Cycle Co, produced its first Star car in 1898, and offered the Star car for sale in the following year. The Star car was a Benz-based machine, with a single-cylinder, water-cooled 3½hp engine, belt primary drive and chain final drive. It was an improvement in that water circulation on the Star car was assisted by a pump. In 1900 there followed a 2-cylinder Star car with 3 forward speeds, still on Benz lines. 1901 brougth De Dion-engined single-cylinder Star cars, and 1902 an 8hp twin of Panhard type in addition. Other, larger Star cars of Panhard ancestry joined the 8hp, up to a 20hp four Star car. By 1904, although a De Dion-powered single and Panhard-type twin were still there, the bigger machines were of Mercédès pattern, these Star cars came with honeycomb radiators, mechanically-operated inlet valves and pressed-steel frames. All veteran Star cars up to 1914 were extremely well-made, well-furnished, conventional, rather expensive cars lacking in technical originality, showing a line of development appearance in the 1907 range. The best-known Star car of the veteran period was the excellent 15hp Star car of 1909, a shaft-driven 2.8-litre four which had become the 3-litre 15.9hp by 1914. A great variety of other Star cars, basically similar models were turned out, not only by Star but also by the Star Cycle Co. The latter, run by Edward Lisle Jr, had made motor tricycles and bicycles, and produced the Starling car in 1905. It had 2 forward speeds and a De Dion single-cylinder engine, but was otherwise of Panhard type, with armoured wood frame and chain drive. One year later the Star car company supplemented it with the more modern Stuart car, which had 2-cylinders, 3-speeds and shaft drive. This name was dropped in 1908, all models being called Starlings, but these too, disappeared in 1909 when Star cars cheaper line was entrusted to the new Brion Motor Co, a more indepented concern that was still run by Edward Lisle Jr. So popular was the Star car that its makers were among the six largest in the country before 1914.

The 15.9hp Star car was continued after World War 1, together with another sv four Star car of pre-war origin, the 20hp Star car of 3.8-litres. A modern light Star car of fashionable type, the 11.9hp, arrived in 1921. This Star car used a 1.795cc sv engine with a detachable head, made in unit with a 3-speed gearbox which had central change. By 1924, the 11.9 Star car had grown up into the 2-litre 12/25hp Star car. It shared cylinder dimensions with the 18hp Star car, which was a new 3-litre six. The 12/25 Star car could be had as a very fine fast touring car with overhead valves and 54bhp, in which form the Star car was called 12/40hp. Thereafter, the Star car range reverted to its pre-war complexity. By 1927, there were three sv Star car models and two additional and more up-to-date Star cars with overhead valves. The 14/40hp Star car, new in 1926, was a solid 2-litre, ohv machine which in spite of having only 4-cylinders and 3 forward speeds, this Star car was a notably smooth and flexible car, thanks to a 5-bearing crankshaft. The ohv 20/60hp Star car, a 2½-litre six with the same bore and stroke as the 14/40 and a 7-bearing crankshaft, was the most luxurious Star car. A light six, the popular ohv 18/50hp, joined the Star car range in 1928, the year of the Star car company’s acquisition by Guy, and replaced the 14/40 Star car for 1929. By this time, the sv Star cars had gone, leaving the two sixes. As the 18hp Star Comet and the 21hp Star Planet, these Star cars were revised with handsome bodies and very full, luxurious equipment, including one-shot chassis lubrication, thermostatically-controlled radiator shutters and a built-in jacking system. Two other engines, of 14hp (2-litres) and 24hp (3.6-litres) were also obtainable in Star cars for 1932, as alternative Comet and Planet power units. These Star car were the last new Star cars, for they were too expensive to make, and the times favoured the mass-produced economy car. Production of Star cars ended in March 1932, but the unsold stock was sold by McKenzie and Denley of Birmingham, and the Star car was quoted in the Buyer’s Guide lists until 1935.

US, 1903 – 1904

(1) Star Automobile Co, Cleveland, Ohio

(2) H.S. Moore, Cleveland, Ohio

This Star car was driven by a single-cylinder, watercooled engine of 1.9-litres, mounted beneath the front seat, with false bonnet and coil radiator in front. A champion planetary transmission and double chain drive was used on this Star car. Both two- and five-seater Star cars were made, the latter with rear entrance.

US, 1908

Star Automobile Co, Chicago, Ill.

Star runabouts were offered in three models, selling for $500, $600 and $700 respectively. The smallest Star car was an open two-seater, and shaft drive was employed on all Star cars.

US, 1908

Model Automobile Co, Peru, Ind.

The short-lived Star car from Peru was offered in conventional 2- and 4-cylinder forms. The twin was chain-driven, while the big, expensive four Star car ($4.000) had shaft drive.

US, 1922 – 1928

Durant Motor Co of New Jersey, Elizabeth, N.J.; Lansing, Mich; Oakland, Calif.

William Crapo Durant’s Star Four was one of the most serious attempts to take away some of the Model T Ford’s market, for the cheapest practical car. Unlike the Ford, the Star car was an assembled machine.The Star car had a 2.2-litre, 4-cylinder engine by Continental, and was conventional in design in every way except the gearbox, which was separate; a feature common to all the vehicles in Durant’s empire, but very unusual in American mass-produced cars by the early 1920s. The touring Star car cost only $443 in 1923, which helped Star to be the seventh biggest seller in America that year. The Star car was sold outside the United States as the Rugby. In 1926, a 2.8-litre six Star car was introduced. Front wheel brakes appeared in 1927 but a year later the Star car make disappeared in the collapse of the Durant interests. By this time, 250 Star cars a day were being turned out. Only the Four was still called the Star car for the 1928 model year, as the Six was now known as the Durant Model 55.

Source: Georgano, encyclopedia of motorcar; TRN, GMN, MJWW, TRN

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