Website handle Bugatti Museum  
cover 22 pages. Pictures up to date year 2000.
 
© Bjorn Bellander  Created 2006

since060105 Update: 2017-04-19
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Bugatti entré. Ref. 1

The National Motor museum in France is also named Collection Schlumpf.

This museum is situated in a small French town, Mulhouse, while Molsheim was the place for old Bugatti factory. Everything ca 10 to 50 km south Strasbourg.
The origin of the museum has it's own history. Schlumpf was a textile factory in Mulhouse. During the 60:th and 70:th it was crisis for all textile producers. In France they got support from government (just as in Sweden). Management of Schlumpf were Bugatti enthusiasts and used the support money to buy as many veteran cars as they could and built up their own renovation division. Everything in highest secrecy. This however coasted the textile factory so much money that their losses were increasing. French state could not accept that the factory was set on bankruptcy gave them even more money. This could of course not continue so at last factory was bankrupt. Family Schlumpf escaped to Switzerland. When people opened up the secret areas here they found over 400 veteran cars. The workers became very angry and wished to make revolution, and destroy it all, as revenge. Fortunately the leading persons and French state realized the worth of the collection and stopped the workers.
We can thank family SCHLUMPF to be the somewhat doubtful cause for one of the finest museums in Europe. NB. At the opening festival representatives from the family was invited to the museum, which also can be seen on photos.


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10-28 Ref. 1 Bugatti Royale Esders Type 41 1930/1990
8 cyl. 12.76 liter engine 300 ps at 1700 rpm.
Max speed 200 km/h. All according to the sign for this car. The shown car is a copy, built on a remaining chassis, the seventh, and parts from other Bugatti cars. From the beginning this was a car Bugatti built for himself. Later sold to the textile manufacturer Esders. You can see a picture of the original in the Bugatti catalogue from the 100 years anniversary.
As complete drawings not were available, the body must follow design from photos and other Royale cars. The car is placed in the finest place of the museum. The first room all visitors will come into, after they have shown their tickets or course. It becomes like an ovation for Bugatti himself. Note that the car has no headlights. Esders had no intention to drive when it was dark. The rear axle width seems to be to small. Everything according to the prototype. A reflection, the Bugatti factory was bankrupt at the end of 50:th. Now the name has got such a reputation that Volkswagen has bought the rights to produce luxury cars named Bugatti in Molsheim, if not the French government had supported Bugatti so the factory had survived this was not possible. France have now got a sport/luxury car producer with a superior name.


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10-38 Ref. 1
Bugatti Royale Type 41 ca 1930


The picture is a flash photo in the hall for special interesting veteran cars ewith high value. The body model is of the type Coupe de Ville with open driver seat and an extravagant passenger coupe. Note the door handle and the large diameter steering wheel. It hadn't been bad with servo steering.
One may wonder at what occasions this type of body was to be used. One perhaps to the theatre, opera or a romantic tour in the Boulogne Park. Paris large public sporting area. A Royale had a prize of 3 times as much as the most expensive Rolls Royce. Not even royal persons could justify this. Only 6 Royale were built. From these only 3 were sold between 1932-33. Today these original cars are still left, and 2 replicas built by more or less many original parts. 2 of the originals are at Schlumpf and one rebuild, the Esder car. 1 original in America (Binder, it was Esders with rebuild body) and one in Japan. At Sinsheim museum Germany there is one rebuild for a movie play. This car is accepted as a truly identical Royale. The engine, a straight 8-cyl. 12.76 liter can be derived as a follower to the Bugatti engine constructed for the air industry 1918 with similarities to Duesenberg, on order from the French state. See more on the page about Bugatti engines. Later it was used for rail cars. The French rails were supplied with sufficient number of engines. One bad point was that cylinder head was integrated  with the cylinder casting. This means that complete engine must be dismantled when service had to be done because of valves. In the 30:th this had to be done quite frequently.

Here I have fetched a notice from Ferrari Chat Forum from feb. 2005.
Supposedly there is one in Korea, it is not the Kellner car. VW owns the Kellner car along with 41 111 (chassis #2):
"Number 41 150 (yellow sides) was, together with 41 141 bought from Bugattis daughter by Briggs Cunningham in 1950, who later sold it to Cameron Peck, Chicago, then to Dr B. Skitarelic, to Jack Nethercutt, and so to Bill Harrah in 1964. Harrah sold it to Jerry Moore, Texas, who sold it to Tom Monaghan (of Domino's Pizza). It was until recently co-owned by the Blackhawk Collection, California , and the Imperial Palace Collection, Las Vegas . Latest owner is a Mr Lee of Korea who still might own it."
The Kellner car 41 141:
"It is one of the two Royals obtained from Ettore's daughter L'Ebei by Briggs Cunningham and was one of the crowning pieces of his collection. Maintained in perfect operating condition, it was exercised regularly, often with museum guests as passengers. It was later bought from Cunninghams for £5,500,000 in 1987, it hass since 1990 been owned by Meitec Corporation, an engineering company in Japan , who according to sources bought it for £10 million. It is now owned by the Volkswagen group, owners of the Bugatti marque".
The car in the video, 41 100 is the original #1 chassis, but the 3rd or 4th rebody, starting with a Packard originally, at Schlumph, along with 41 131.
41 111 now called the Binder, used to be the Esders cabriolet body, is supposedly still owned by VW, along with 41 141.
There is a 7th, sort of, I believe Schlumph took spares and recreated the Esder's green cabriolet, the one without headlights because the owner would never drive at night. The real Esders was rebodied as 41 111.
I did see this recreation at Schlumph (French National Auto Museum) about 12-13 years ago.
So two in Mulhouse, two in Molsheim (if not on display - VW bought the original factory), one in Detroit, and the last in Korea. Read Briggs Cunningham article. Link on next side.


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Bugatti Royales

Foto 5.jpg Ref. 2

This photo is the first Royale. Jean l’Ebée Bugatti stands beside the car. Earlier picture (the green) shows the car that is rebuild and can be found at the museum. The design on this car is used on several of Jeans sport car models. A bit smaller of course.
Next photo shows a series of Bugattis which ends with a Royale alike sedan. In this, my little unscientific report, it is nr 2 and scraped. All cars in this picture have almost the same design, but in different sizes. Remember also the Binder car in America, from which I have not succeeded to get a copy (copyright).
Now we know 5 of 6 produced Royales. 2 in Bugatti museum, 1 in Japan, Thulincar (2006). The copy at Sinsheim (don't counts). Who can identify  the 6:th car.

Read Briggs Cunningham driving his $10 million Royale Foto 20 Ref. 2


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14-25 Ref. 1

Ettore Bugatti 1881 – 1947

Ettore was born in Milano Italy. His father Carlo was an acknowledged sculptorgulinelli1.gif Ref. 2 artist and died 1940. Ettore had a younger brother who died 1916. Both brothers had inherit their father's artistic gifts. Ettore was although already at 14 years of age turned to the mechanical, when he bought a tricycle 1895. At age of 19 he got work at a tricycleDeDietrich.gif Ref. 2 factory and as a cause of this he made improvements and success in competitions. This showed that his constructions were of good quality. He started to sell his own designs as options.
Gullineli (1900) financed a construction for a 4-cyl car. EttoreMathis47.jpg Ref. Allers Bilparad got medal for this at the Milano Car Fair 1901.
Baron DeDietrich who for a long time had searched for a project to his factory in Niederbronn, signed a contract with Ettore who moved there. During 3 years Ettore made a base model. 4 cyl chain drive. It was sold as DeDietrich-Bugatti. ButDeutz.gif Ref. 2 it was not a financial success. Ettore joined instead with Mathis, who was an old friend. In this way Ettore came to Strasbourg. (1904) In the 20:th Mathis car was popular in Sweden. It had a 4 cyl. engine (follower of Bugattis 4 cyl), from the beginning of 1900. Mahtis made a small 3 wheel carType10.gif Ref. 2 1947. You can see it in Allers Bilparad no. 80. 1906 they ended the cooperation and Ettore moved to Deutz in Köln. Here he produced 2 models. Apparently he was not satisfied with his works situation. He built a car of his own 1908, in the basement where he lived during his free time. It was called type 10 and is now owned by a private collector in USA. With this car in his box Ettore found a financier.

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Ettore moved back to the Alsac province. At that time this was a part of Germany. In Mohlsheim he opened in an old color factory production of his own cars. Here his homebuilt car became a competition one, 1910, with the added name "Brescia" type 13. This car is shown in "Stora Billexikonet", it is also saved in the Hampton Collection in England. Type 13 is The BeBe car at Sinsheim.  Ref. 4mainly built with the "Köln Car" in mind, with 4 cyl engine and overhead camshaft.
1910-1914 Ettore sold a concept car model type 10 to Peugeot. It was given the name BeBe. Just before the first World War he released an engine model with 4 valves pro cylinder. The time till 1918 was most active period concerning new ideas for Ettore. During this time he set up ideas for the Royale car, ideas about rail cars and aircraft engines.  For the time being car production was most important. He settled 4, 6 and 8 cyl engines with overhead camshaft. Chassis with rigid front and rear axles and reversedFoto 4.jpg Ref. 2 quarter elliptical plate springs. The oval, later horseshoe formed radiator. When the war break out, WWI, he moved to Paris (Mohlsheim was in Germany) and worked with aircraft engines. After the war he started up in Mohlsheim with car production. Though the years in Paris had given him such knowledge, contacts and understanding what was needed on the market, that car production became an economical  side product. Perhaps more suitable work for his son Jean.  The important unit in Ettores economical success was the RoyaleFoto 14.jpg Ref. 2 engine and the decrease of the market during the 20:th. Ettore had by luck produced all Royale engines. 25 was in the series. Only 3 were sold and six produced. What to do with the remaining 22 + reserve motors. Ettore had already early in the 20:th ideas about rail cars, forced forward by powerful engines. French state wanted to create work possibilities. This made that ministers listened to Ettores ideas. Royale engine that mainly was created during his time in Paris was used to other more or less successful projects.
Great men never get great followers. The fate to die too early for Jean 1939 at the age of 33 made that he never got the opportunity to show his skills. Ettore´s brother Rembrandt died 1916 32 years old. Jean was kept with hard hand by LePatron. When Jean constructed an individual front end for Type 57. Ettore was in Paris negotiated concerning his rail cars, unexpected came home and got to see Jean's secret project. It was call to account and Jean had to go back to Ettore principles. The necessarily improvement was closed down. Hydraulic brakes was not introduced until 1938. This is typical for constructers and their first successful product. Compare Sidney Allard and his famous Allard J2 models. He refused to changed the divided front beam. The car of course disappeared quickly from the race tracks.

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Clumsy attempts was done after the WWII to continue the production. Ettore had big troubles to get his factory back in Mohlsheim. This town became in France after the war. Jean was gone and Ettore was fully occupied with his other engagements. During the war his business was moved to Bordeaux *), where he was a subcontractor to Hispano Suiza, who produced crankshafts for aircraft engines. His business had already been divided into Bugatti Motors and Bugatti Equipment. Ettore died 1947 and left the car part without a strong leader. One product after the other was dropped. But Bugatti Equipment was growing although they produced aircraft parts (Messier). After an unsuccessful try to construct a F1 car 1955, Bugatti Motors went bankruptcy. One family member, Roland, demanded that the car must have a rigid front beam!! Till 1939 nearly 8000 Bugatti cars were produced. Note that the name Bugatti was not lost for the family.
How did the factory in Mohlsheim continue? The rail cars was ending, although they were used up to the 70:th. Surely with an another engine. Left was the subcontract with Hispano Suiza, who already 1956 controlled Bugatti Equipment. 1963 Hispano Suiza bought the company and they manufactured mainly landing gears for airplanes. The company was now named Messier-Bugatti. 1968 when the aircraft industry was taken over by the state of France, Hispano Suiza became a part or Snecma and was during the 70:th specialized on landing gears. Still under the name of Messier-Bugatti.
1991 an Italian, Romano Artioli, showed up with the idea about a super sport car EB 110. It would celebrate Ettore´s birthday. (80 cars were put together and 60 were sold. Among all buyers was Michael Schumacher who bought one. Bugatti firm tried to make big business and bought Lotus 1993 from General Motors. Everything in vain and the company was bankruptcy. Today Volkswagen owns the name Bugatti (carpart) and have made clear they will produce luxury cars in Mohlsheim. A prototype based on the EB 110 with 16 cyl engine is manufactured and can be seen at Autostadt museum Wolfsburg.
In this way the tradition of Ettore Bugatti´s spirit is left from Bugatti and Messier (developed hydraulic) to the world, with those values, everybody feels, in each way for the name Bugatti.

1Family graveyard. Ref. 1

*) Ettore´s type 10 car was brought to Bordeaux and was there almost forgotten, none in the Bugatti family cared. But later it was sold to an American collector. It is saved.

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Bugatti museum Dorlisheim

Bugatti´s family tomb in the old roman city of Dorlisheim. The city is an old roman fortification from the time BC, included are town wall and all that stuff. Here "la Fondation Prestige Bugatti" has its own little museum. They are sharing their locals with roman deposits. The things about Bugatti you can see on the pictures. But the most interesting was a model of the ancient town.
It is a pity for the handsome Bugatti type 57 Stelvio Cabriolet from 1936. It is true that it has a good placement with the dry air in this little museum. Although it was raining outside. The car will never come out again in order to create the well known specific engine sound of a Bugatti engine and with the excellent nice body melting together with the beautiful surroundings around Dorlisheim
. Museum has closed the garage gateway where it was brought in. The engine is dismantled of the car and can be seen on 2 photos. It is 3.3 liter single cam. This type was launched first time 1934 and could be delivered with 3 standard bodies. Stelvio, Ventoux (sedan) and Atalante.  On special order one could order between 4 door Galibier or 2 door Atlantic Coupe (only 3 were built). Generally you could get anything only if you paid. It was for type 57 that Jean built the individual front end, but was refused to fulfill by his father. Of the 57, 905 ex. was built (different figures can be found).
It is Ettore and Jean you see on the photos and no one else. The diplomas are thanks from different Bugatti Clubs. Among them AHK Sweden.

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Black smith building. Ref. 1 On classical ground in Molsheim
 
Our guide, the former president of "la Fondation Prestige Bugatti" Paul Kestler, was an older gentleman with little knowledge in English. We could not speak French so it became a little stuttering. One thing is quite clear, he gives his retired lifeIn front Bugatti production buildings. Ref. 1 to Bugatti and showed us proudly the family grave, the old production locals and the club premises.
Bugatti factory is situated within Messier-Bugatti manufacturing plant. To be allowed to come inside we were forced to leave our passports. Here they manufacture high-tech in the form of landing gears for both military and civil aircrafts.
One of the bosses, the one in the fancy costume, wentBugatti office building. Ref. 1
ahead in front of us with our guide. We were unorganized half running after like a
sheep crowd, that in same time tried looking around.
The upper photo anyway, is the old black smith, where the front beam was produced. Middle picture is the mounting locals. Today storage room. To the left behind the outdoor storage, you can see Patron´s horse barn. He was very interested in horse riding. Important people must sit high up when they talk to their labour. Bottom photo shows office and living house. The area is reserved to be saved, that's why the newly renovated face of the office. In addition it was on the spot to make it ready for use inside. This renovation was in the agreement with Volkswagen when they bought the right to the name of Bugatti. The production of the luxury car is going to be made in Molsheim. The customers are going to be tended to this place when they fetch the new 16 (12) cyl., 565 ps Bugatti. Then we went to the gateway guard, got our passports and felt very VIP as we were allowed to step inside such a secret area.

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  Club premises in Dorlisheim

The door. Ref. 1After the Messier-Bugatti visit, refreshments was needed. Our excellent guide, Paul Kestler, Bugatti freak more than all other together, guided us to the club premises for "la Fondation Prestige Bugatti". The house was from the beginning a hotel and celebration place after the victories. Bottom flat was at the  disposal for the club The attraction here Opening the bottle. Ref. 1was one of the, see upper photo, garage doors, as they have got from Bugatti works. They have continued to renovate it for 3 years. Compare the door on the black and white picture with the 5 Bugattis. Behind the small "Royale" sedan. It is that kind of door a little shortened. Then we talked a little stuttering about everything. Paul got the feeling that it was in place to Paul Kestler serving wine. Ref. 1treat us with some white Bugatti wine. Everybody got a glass except our criminal superintendent, who for the moment was driving. Janne Berg made a speech of thanks. Well, we was beginning to be a little tired on all Bugatti impress so we thanked politely no for to be guided to see Jean´s accident place where he lost his life with a "Tank" Bugatti.
Klubbstugan för Bugatti klubben. Ref. 2The front end of our VW-buss pointed towards Germany. We drove again through Strasbourg, the town that lies both in Germany and France. After some 10 km we found a suitable Gasthouse, where we had a superb "a la cart" discussing next museum that was Rosso Bianco in Aschaffenburg. The museum is well-known for its racing cars and excellent collection of Delahaye.

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Bugatti engines

Air craft engine. Ref. 2

You can easily say that Ettore was a wild constructor and in the first place he had wild ideas. Here is 3 head types of engines gathered. Upper you see the double Royale engine. consequently 16 cyl. 29 liter and 2 crankshafts. This engine was made to be used in airships, 1918. It was also manufactured on license in America at Dusenberg. The engine was then developed to be used Foto6.jpg Ref. 2in rail cars. Ettore got an initial order of 9 railcars with 4 engines in each 1932. It is quit clear that this engine by time became the Royale engine at 12.7 liter. If you study the engine closely, you can see that cylinder part is one unit. With other words no cylinder head. This gave problems with valves which were to be serviced often. It was not so good material at that time for valves and Foto13.jpg Ref. 2valves seats (petrol no lead).  Cylinder head! Ferrari 750 Monza-engine had the same construction. In such a motor I  made mechanical works during the 60:th. A wonder of machine work with roller lifter, salt cooled valves and only odd threads. The hair springs you only dismantled if absolutely necessary. Besides that reality with a Ferrari Monza can be a complete article. I resume to Bugatti.
Note also the typical work  shop from this time with all wooden boxes. The slight blackened varnish from all oily fingers. You can imagine the engine supervisor in his grey something dirty overall, keeping a watching eye over his intensive working labor. The following picture shows the rail car application of the Royale engine during montage and test.
One tip for everybody that want to by a 8 cyl. 12 liter Bugatti engine. Search in the French railway storages. There you can find things. Every rail car had, many were built, 4 engines.

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Foto2 Ref. 2

The most spectacular project from 1927, was a submarine like ship 35 m long. It was projected to sail between Brest and New York in 50 hours. Compare the normal time over the Atlantic 5 days or 120 hours. With its submarine like construction it should sail through the waves. Equipped with 8 big engines. Speed was calculated to 140 km/h (What is that in knots?) Such petrol tanks! The project was abandoned. No even any prototype was built. Look at the railing, broken. Typical for an old model.

Railcars
 Foto6 Ref. 2 

Foto16 Ref. 2This was also a project in which Bugatti earned lots of money. He got a first order of 9 rail cars 1931-1932. 76 engine cars where built of different types between 1933-1938. (Car production became a  joy for his son Jean). The first rail car got the name "le Presidentiel" with addition 800 CV. This meant 4 engines at 200 ps each. Study the engine installation! In a bend the inner rail wheel takes a shorter way. The lower installation must be the better one. The rail cars driver had his driving place on the roof. The driver was "standing" on the 4 engines. The train made its first tour on the 30th of July 1933. The national day of France, between Paris and Cherbourg in 3 hours and 8 min. Max speed was 160 km/h. France started early with speed trains and it is no wonder why they today are so far ahead. There is much interesting to get from the article with Bugattis rail cars. Sorry to say it is written in French and that is not my strong side. A mission for someone else with the necessary knowledge.

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Some pages with pictures from Bugatti museum.

9-26 Ref. 1

Mark Dufaux, Biplace Course 100/120 PS 1904 Switzerland.

There were 2 brothers in Geneva who were building cars. One was a constructor while the other was racing driver. The engine had 8 cyl. with cylinders casted in pair and 12.76 liter (Bugatti!!) volume. They also tried to build for selling , but everything ceased to an end already 1907.

10-31 Ref. 1

Panhard-Levassor Pheaton Tonneaux 1894
2 cyl 565 cc 3.5 ps 20 km/h

The early Panhard-Levassor had engine in front ,clutch and open gearbox, also chain drive transmission, Motor was a Daimler V2. A Panhard shared first place with Peugeot in competition Paris Rouen 1894. Same year they developed closed gearboxes.

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10-33 Ref. 1 Peugeot Vis a Vis Type 3 1894.
2 cyl 565 cc 2 ps 20 km/h

Type 3 was produced from 1891. This was the only model they had at that time. From 1894, another 5 model were added. The car on picture has an interesting front design. A cross over plate spring with rigid front beam, an advanced design at this time. Peugeot is one of the rare manufacturers that still is controlled by the initial owner (family, 2000). They started early to produce iron products, so different types as tools and corset spring. The firsts vehicles was steam driven. Those were abandoned before 1890 in favor for Daimler's V2 engines.

10-35 Ref. 1 Menier Double Pheaton 1893.
 2 engines 2cyl in V.

This model was equipped with a very odd system with separate pedals, which speed was controlled. 4 in all. Driver must be a clever one.

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13-1 Ref. 1 Sizaire-Naudin Biplace Course
1 cyl 1490 cc12 ps 79 km/h 1908.

This model had a 1 cyl. engine and won many races. Its individual front end design, gave it a big technical favor. It was manufactured 1905-1921 in different development steps. Sizaire was the constructor. He had the peculiarity that manufacturing was made on different sub firms. Because of this there was cars beside Naudin even Berwick and Freres. The car you see had wooden frame but was nevertheless popular for its simplicity and low price.

11-44 Ref. 1

Hispano-Suiza
V12 9.4 l ca 1935

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11-46 Ref. 1 Bugatti Type 57S
 Cab. 3257c 175 hp 200 km/h 1938

It was on type 57 that Jean and Picette tried to mount a individual front 1932. It was stopped by Le Patron. It was equipped with the new engine with double overhead cams. Ettore hade been in America and from there he brought home Miller engines which he studied for his developments.

11-48 Ref. 1 Bugatti Type 57 Stelvio 1934

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11-51 Ref. 1 Bentley 8 liter 1931

11-50 Ref. 1

Mercedes Benz 540K Special Coupe "Maharadjas delight". Front fenders have not the right design to be a Special Roadster. Most likely a slight rebuild cabriolet C with detachable top, for delivery to India. Wrong rims. Compare picture 168-179 and 177 in the book Mighty Mercedes. No engine therefore the high front. Rest unknown.

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11-56 Ref. 1 Mercedes Benz Biplace Sport 38/250 SS 1929

SS is the sign for Super Sport in the S-series that from the beginning was developed by Ferdinand Porsche. It was sold to be an image of the competition model. The expected customer were the sons of the rich. They wanted to race, but not in the big GP-races. Not yet could millions in income be darkened and put into historical cars at new year. Such a car can today be sold for up to 1 million Euro.

11-58 Ref. 1

Alfa Romeo Roadster 6C 1750 1931
85 ps 145 km/h

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11-62 Ref. 1 Alfa Romeo Roadster 8C 2.6
1933 180 ps 190 km/h. The model was built for elite customer. Body type was called Superleggera.

11-65 Ref. 1

Alfa Romeo Coach 8C 2.9A
1936 220 ps 220 km/h. Mille Miglia 1936 Brivio won with this car. He had 14 min in lead when light was out, yet he succeeded to win with 32 sek.

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11-67 Ref. 1 Standard Swallow Coach SSI
1934 6 cyl 2663 cc 68 ps 130 km/h.

SSI is the forerunner for Jaguar. It was William Lyons who managed the SS project. He moved to England and founded Jaguar Cars after WW2.

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Bugatti_EB110_blau_01.jpg Ref. 3      Bugatti_EB110_blau_03.jpg Ref. 3
Bugatti_Neuvorstellungen_12 Ref. 3 Bugatti_veyron_genf_8336_04_06.jpg Ref. 3
 Bugatti_Neuvorstellungee_14.jpg Ref. 3  
Here you can see of our days Bugatti models. Far up 2 pictures EB110 which was produced to celebrate 110 years celebration of the birth of Ettore Bugatti. Lower the model which you can order today from Volkswagen for delivery 2003. The car will be produced in Mohlsheim in a new factory. To the right in second line you see the standard Bugatti 218. Both of the last named have 18 cyl engine with 7993 cc. Note the construction of 16 cyl. engine has 2 rows with 6 cyl. and one horizontal with 4. Count! Veyron they have scared to 1001 ps. EB 110 has only 12 cyl. Price standard is about 25 millions. It is planned to build 50 a year.

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Here you can yourself guess mark and year.
Bugatti Berliner Typ 46 1934 Ref. 1 Bugatti Biplace Course Type 32 1923 Ref. 1 O.M. Roadster MM 1931
Mercedes 300 coupé Ref. 1 Bugatti Roadster Typ 55 1935 Ref. 1 Mercedes Benz Biplace Course 300 SLR 1955 Ref. 1
Bugatti Coach Type 101 1951 Ref. 1 Bugatti Type 251 motor 8 cyl. 2421cc 260 km/tim Ref. 1 Amilcar Monoplace Decaleé CO 1926 Ref. 1
Maserati Biplace Sport 300S 1955 Ref. 1 Bugatti museum. Ref. 1 Delage D6 II 1933 Ref. 1
Bugatti museum. Ref. 1    

It was not so difficult, do you think?

More history about Bugatti. See Dovaz Collection and Malmerspach collection.
For extra interested, Ettore built a moped engine. 1 cyl. 10.5 cc. See this link.
See Also Mulhouse reserve, Malmerspach Collection.
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Pictures from the following owners used in bjorns-story.se the necessary authorization:     
Reference 1: ©Björn Bellander 
bjorn.bellander(at)telia.com
Reference 2: ©Foundation Prestige Bugatti Paul Kestler
Reference 3: ©Auto-Salon-Singen  www.auto-salon-singen.de
Reference 4: ©Sinsheim Auto Museum www.museum-sinsheim.de
Reference 5: ©Classiccar Collection www.carclassic.com
Reference 6: ©Mercedes Benz www.mercedesbenz.se

© Copyright Björn Bellander 2006-2013

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