Bugatti 1930

37 - ost. rok (286 szt)
35 - ost. rok
40/40 A - ost.rok (ok. 800 szt)
44 - ost. rok (160 szt)
46 - od 1929
49
43
41
45 / 47 - ost. rok (2 szt)
50 - nowy model

France

 

37

37 (4 cyl. in-line, 3 valves/cyl., over-head cam, 1496cc (69x100), 60 hp at 4700 rpm)
37A
(4 cyl. in-line, 3 valves/cyl., over-head cam; 1496cc (69x100), supercharger, 85 hp at 5000 rpm)
 Roadster, Biplace (wb: 2.4m)


Bugatti 37
Nadwozie i rama 35, ale silnik 4 cylindrowy na bazie T40. R4, 3 zawory na cylinder, wałek rozrządu nad głowicą, (69x100) 1496 cm³. Powstało 290 sztuk, w tym 67 wersji A ze sprężarką. T37 miał koła szprychowe a 37A metalowe.
 

35

35: 1924-30, 96 szt, (8 cyl. in-line, 3 valves/cyl., over-head cam (60x88) 1991 cm³, 90 hp at 6000 rpm)
35A: 1926-30, 139 szt, (8 cyl. in-line, 3 valves/cyl., over-head cam (60x88) 1991 cm³, 70 hp at 4300 rpm)
35B: 1926-30, 38 szt, (8 cyl. in-line, 3 valves/cyl., over-head cam (60x100) 2262cm³, supercharger, 135 hp at 5500 rpm)
35C: 1927-30, 50 szt, (8 cyl. in-line, 3 valves/cyl., over-head cam (60x88) 1991 cm³, supercharger, 120 hp at 6000 rpm)
35T: 1927-30, 13 szt, (8 cyl. in-line, 3 valves/cyl., over-head cam (60x100) 2262cm³, 100 hp at 5500 rpm)
 Biplace (wb: 2,4 m)

Bugatti 35 (Encyklopedia I - 103)
R8 cyl, 3 zawory na cylinder, wałek rozrządu nad głowicą. Modele 35B i 35C ze sprężarką Rootsa.
Samochody typu 35 prowadzone przez Chirona, Varziego, Dreyfusa i innych odniosły prawie dwa tysiące zwycięstw sportowych.
 

40

40 (4 cyl. in-line, 3 valves/cyl., over-head cam, 1496cc (69x100),
40A (4 cyl. in-line, 3 valves/cyl., over-head cam, 1627cc (72x100),
 Torpedo sport, Cabriolet, Roadster (wb: 2.56 / 2.71 m)


Bugatti 40A cabriolet
Model T40 powstawał od połowy 1926 roku z 4 cylindrowym silnikiem (69x100) 1496 cm³. Powstało 830 sztuk, w tym 40 szt. typu A (tylko w 1930) ze sprężarką, z większym silnikiem (72x100) 1627 cm³, będącym połową jednostki modelu T49, wyłącznie z większym rozstawem osi.
 

44

44 (8 cyl. in-line, 3 valves/cyl., over-head cam, 2991cc (69x100)
  Torpedo, Cabriolet, Berline, Faux cabriolet (wb: 3,12 m)

 
R8, 3 zawory na cylinder, wałek rozrządu nad głowicą, (69x100) 2991 cm³. Powstało 1095 sztuk. Następcą tego modelu jest nieco podobny T49.

Millon - Guiet
 

46

46 (8 cyl. in-line, 3 valves/cyl., over-head cam, 5359cc (81x130), 140 hp)
46S (8 cyl. in-line, 3 valves/cyl., over-head cam, 5359cc (81x130), supercharger, 160 hp) - new model
  Limousine, Coach, Cabriolet (wb: 3,5 m)

 
Produkcję tego modelu, wykorzystującego ramę T50, zwanego "Petit Royale" (Mały Royale) rozpoczęto w ubiegłym roku. Silnik R8, 3 zawory na cylinder, wałek rozrządu nad głowicą, 5359 cm³ (81x130), ok.140 KM. Teraz dołączył do niego sprężarkowy T46S osiągający ok. 160 KM.

Bugatti 46 limousine

Bugatti 46 Mulliner

Bugatti 46

Speed Sedan

Millon - Guiet Sport Sedan
 

49

49 (8 cyl. in-line, 3 valves/cyl., over-head cams, 3257cc (72x100)
  Berline, Coach, Cabriolet (wb: 3.12 / 3.22 m)

 
Następca T44. R8, 3 zawory i 2 świece zapłonowe na cylinder, wałek rozrządu nad głowicą, 3257 cm³ (72x100), ok. 85 KM. Występuje w dwóch wersjach: krótkiej (rozstaw osi 3122 mm) i długiej (3222 mm).

Bugatti 49
Bugatti 49 Faux Cabriolet by Bugatti (encyklopedia samochody świata - 55)
 
 

43

43 (8 cyl. in-line, 3 valves/cyl., over-head cam, 2262cc (60x100), supercharger)
  Roadster (wb: 2.97 m)

 
R8, 3 zawory na cylinder, wałek rozrządu nad głowicą, sprężarka Roots, (60x100) 2262 cm³. 4 miejscowa, drogowa wersja wyścigowego typu 35B, z którego pochodzi silnik i koła. Chłodnica i zawieszenia z T38. Dwie wersje nadwozia "Sports" i "Roadster".
Bugatti 43 z nadwoziem kabriolet Graber / Wichtrach (encyklopedia samochody świata - 56)
Motor SportMay 1930
THE TYPE 43 SUPERCHARGED BUGATTI

Bugatti 1930 43ONE of the most cheering aspects of testing a car such as the 2,300 c.c. supercharged Bugatti, is the relief from having to make excuses for its performance. There is none of the tiresome business of trying to find possibilities, which are not evident, no feelings that the speed is really quite good considering the size of body, or considering the small engine, or the temperature or the barometer, or the state of the road, quite good but ought to be better in fact!
There are no buts in the vocabulary of Ettore Bugatti. When he decides that a motorcar shall be quick it is quick, and it is a very blasé motorist indeed who could drive such a car and remain unmoved.
On taking over the "type 43" for the first time there were a few features which were strange to us in relation to previous Bugatti design. For instance, the gear change is now centrally operated and the movements are made to follow more usual practice, that is to say one pulls back into top instead of the older push forward change of the earlier models. We must confess to a liking for the older type, as it made the change down to third a beautifully crisp and snappy operation. However, the more standard method is probably the best, taken all round. Also the seats are higher than we expected and although this may have advantages in the way of giving greater view of the extremities of the vehicle, we would rather be more in the car. That is a mere bagatelle however, and a visit to Mr. Moseley, and the substitution of one of his air cushions for the present deeper upholstery would soon put that right, and at the same time would enable a fairly large driver to look through the windscreen instead of over the top of it.
Although this model is really a racer by instinct and upbringing, it has achieved a degree of refinement unapproached by previous Bugattis of this type. The interior of the cockpit is more like that of a sober motorcar and less like the engine room of a ship. In general equipment it is distinctly continental, and there is one lever, situated conveniently near the passenger's left hand which, legally, must be left alone in this country. However, what the car of the law does not hear, the notebook of the law will not record, and when far from human habitation a little extra noise does no harm, and incidentally eases the exhaust valve temperature.
Bugatti 1930 43The supercharger is, of course, permanently functioning, but is remarkable quiet, and at ordinary cruising speeds, scarcely noticeable. The gear box is much quieter than on previous models, and retains the lightness of control and ease of changing which has always been a Bugatti feature. In handling the car, one found that a light touch is necessary to drive it well, which is as it should be with a car of this type.
The man who wants a woolly big-engined top gear vehicle would have little use for this particular Bugatti, and M. Bugatti has equally little use for him.
He realises the obvious—that is impossible to get a hotstuff, high-revving, hundred-mile-an-hour job which is also the complete town-carriage, at least not in 2,300 c.c., and he doesn't spoil a good car by trying to do so. He can make a perfectly good touring car if he likes, better than most people in fact, and does so, but it is another model entirely.
From this it must not be inferred that the supercharged "Bug" is intractable, for it is not. What it requires is intelligent handling, and a little concentration. With suitable use of the spark lever, and a reasonable delicacy in the treatment of the accelerator, it will pick up perfectly well from about 10 m.p.h. in top, which is a good thing in places where one does not wish to attract unwelcome attention. Once in the open country, however, such treatment would be absurd. What is the good of a beautiful 4-speed close-ratio gear box, and 5,000 r.p.m. well within the engine's speed range, if these properties are not exploited? In this respect the new Bugatti excels the older models in every way. The speed range of the engine is greater, and although a reasonable touch is required, it has grown out of the stage of having to be driven in light rubber shoes, which on some of the older racers were, if not necessary, at least highly desirable.
So much for control ; now for road performance. With such a car, acceleration figures from a slower rate to one very little faster are well nigh meaningless, especially in the gears most likely to be used at these speeds. These figures are governed much more by the ability of the road surface to resist wheelspin than by anything else. It is in attaining high speeds quickly that the amazing performance becomes evident. 80 m.p.h. from a standing start takes little over three quarters of a minute, while quite unpublishable average speeds can be safely achieved without ever reaching the maximum of which the car is capable.
Bugatti 1930 43The top speed is stated to be 108 m.p.h., and would naturally vary slightly according to the conditions. We were unable however to check this, the highest road speed we attained in our test being 100 m.p.h., which can be reached from an ordinary gentle cruising speed on any stretch of about a mile. Braking from this speed is easy and safe. The brakes operate direct without servo mechanism, and the pressure required is very well arranged, being neither heavy enough to be hard work, or light enough to be liable to cause trouble.
As for the steering on corners and the straight,— well when a make can so consistently win the Targa Florio over the stiffest road course in the world, further comment on its handling from the pen of an ordinary mortal is merely superfluous—in fact, almost impertinent.
Apart from its maximum speed, the great point of this car is its hill-climbing powers. Main road hills, given a clear road can be breasted at a good 85 m.p.h., and when third gear is employed it is merely to reach this speed sooner, not because the hill requires it. The gear ratios are :-1st, 11.4; 2nd, 7.35; 3rd, 5.27, and top 4.14 to 1. The useful maxima on the gears are approximately 36 m.p.h. on bottom, 56 m.p.h. on second, and just under 80 m.p.h. on third. These could, of course, be exceeded, but to do so would be quite pointless and merely asking for trouble.
The price of the "43" Grand Sport model is £1,200. In this class of car there can be no half measures, a man either wants racing performance or he does not, and if he does Ettore Bugatti is the man to supply it.

Motor Sport, May 1930
 

41

41 (8 cyl. in-line, 3 valves/cyl., over-head cam, 2 spark plugs/cyl, 12736cc (125x130), 260 hp at 1700 rpm)
 (wb: 4,3 m)

 
Trudno mówić o produkcji w przypadku powstającego wyłącznie na zamówienie "La Royale". Pierwsze podwozie nr 41100 nie zostało jak dotąd sprzedane. Zbudowane w 1926 roku, ma już czwarte nadwozie. Pierwszym był phaeton Packarda z 1927, rok później zmieniony na dwudrzwiowe Coupé zaprojektowane przez Ettore. Konstruktorowi nie spodobały się jego proporcje, więc po kilku miesiącach samochód przebudowano na 4 drzwiowe berline. Obecnie, od ubiegłego roku ma 2 drzwiowe nadwozie typu coach paryskiej firmy nadwoziowej Weymann. Istnieją jeszcze inne podwozia typu 41, które czekają na realizację. W tym roku Bugatti otrzymał zamówienie na jedno z nich od klienta z Monachium.

Bugatti 41100 z nadwoziem Packarda

Bugatti 41100 Coupé Weymann

Bugatti 41100 z nadwoziem 4 drzwiowym

Podwozie 41150, Double Berline de Voyage, by Bugatti, zostało prawdopodobnie wykonane przed ostatnim nadwoziem 41100, w 1929 roku i nigdy nie zostało sprzedane.
 

50

50 (8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 4972cc (86x107), supercharger)
  Coupé, Coach (wb: 3,5 m)

R8, 2 zawory na cylinder, 2 wałki rozrządu nad głowicą, sprężarka Roots, 4972 cm³ (86x107) 225 KM. Jest rozwinięciem modelu T46 z nowym silnikiem, w którym Bugatti pierwszy raz zastosował dwa wałki rozrządu. Trzybiegowa skrzynia biegów umieszczona jest przy tylnej osi. Koła odlewane ze stopu aluminium w kształcie łopatek turbiny, chłodzą bębny hamulcowe


Bugatti 50

Bugatti 50 Coupé Victoria Million Guiet
 

Bugatti 50T ConvertibleTouring Coupé
 

45 / 47

45 (16 cyl. U-type, 3 valves/cyl., 1+1 over-head cams, 3801cc (60x84), 2 superchargers); (wb: 2,6 m)
47 (16 cyl. U-type, 3 valves/cyl., 1+1 over-head cams, 2986cc (60x66), 2 superchargers); (wb: 2,75 m)


Bugatti Type 45 Louis Chiron Geneve 1930
Ten niezwykły samochód powstał w ubiegłym roku. Ma 16 cylindrowy silnik z 3 zaworami na cylinder i dwoma wałkami rozrządu nad głowicami i dwiema sprężarkami Roots. Model 45 (wyścigowy) ma pojemność skokową 3801 cm³ (60x84) i moc około 250 KM, a 47 (drogowy) 2986 cm³ (60x66), rozwijający ok. 200 KM. Powstały tylko dwa egzemplarze.
 

 

Grandes Épreuves GP entries:
  Event: Entered: Raced: Finished: Best results:
20.07.1930Belgian Grand Prix 11 6 3 7 T35 C Albert Divo 3rd  
          8 T35 C Guy Bouriat 2nd  
          9 T35 C Louis Chiron 1st  
21.09.1930French Grand Prix 24 13 5 44 T35 C Philippe Étancelin 1st Gr.3 1st
          32 T35 B Juan Zanelli 3rd Gr.2 1st
          6 T35 C Stanislaw Czaykowski 4th Gr.3 2nd
          38 T35 C Jean de l'Espee 5th Gr.3 3rd
          28 T35 C Jean de Maleplane 7th Gr.3 4th
 

Motor SportÉtancelin taking a corner during the French GP.
Other GP entries:
  Event: Entered: Raced: Finished: Best results:
02.03.1930 Saint-Raphaël         T35B René Dreyfus 1st  
            T35B J. Lumachi 2nd  
23.03.1930 Tripoli GP 3     8 T37A Cleto Nenzioni dnq  
06.04.1930 Monaco GP 13 12 6 22 T35B Dreyfus 1st  
          18 T35C Chiron 2nd  
          16 T35C Bouriat 3rd  
          42 T35B Goffredo Zehender 4th  
          20 T37A Michel Doré 5th  
          46 T35C Hans Stuber 6th  
20.04.1930Borodino GP           Zanelli 2nd  
21.04.1930Morocco GP (racing)           Lehoux 2nd  
              Hiercourt 3rd  
21.04.1930Morocco GP (sports)           Domenici   1st 1500-2000
27.04.1930 Oran GP (racing)     4 15   Jean de Maleplane 1st  
          12 T37A Michel Doré 3rd  
              Hiercourt 5th  
              Bychanski 7th  
27.04.1930 Oran GP (sports)   7 3     Czaikowski 1st  
              Vincenti 2nd  
              Moller 3rd  
04.05.1930 Targa Florio 7 5 4 22 T35B Chiron 2nd  
          46 T35B Conelli 3rd  
Grand Prix of Algiers 11.05.1930           Etancelin 1st  
              Lehoux 2nd  
              Dreyfus 3rd  
              de Maleplane 5th  
              Czaikowski 6th  
              Hiercourt 7th  
              Avon 9th  
18.05.1930 Picardy GP       55   Fourny 1st  
25.05.1930 Rome GP       30 T35B Bouriat / Chiron 2nd  
          24 T35B von Morgen 3rd  
              Renzi 8th  
09.06.1930 GP des Frontières         T35 Emile Cornet 3rd  
15.06.1930 Lyon Grand Prix       20   Louis Chiron 1st  
          19 T35B Joachim von Morgen 2nd  
          17 T35C Philippe Etancelin 3rd  
29.06.1930 Grand Prix de la Marne       40 T35B René Dreyfus 1st  
          38 T35B Marcel Lehoux 2nd  
          2 T37A Michel Doré 3rd  
              Faggioli 4th  
              Etancelin 5th  
20.07.1930 Eifelrennen       2   Joachim von Morgen 1st  
          9 T37A Kurt Volkhart 2nd  
          10 T37A Adolf Brudes 3rd  
20.07.1930 Dieppe GP       44   Marcel Lehoux 1st  
          20 T35C Max Fourny 2nd  
          42 T35B du Pouget 3rd  
03.08.1930 Coppa Ciano       38 T35C Aymo Maggi 3rd  
10.08.1930 Dauphiné Circuit       3   Philippe Étancelin 1st  
          20 T35C Max Fourny 2nd  
          32 T35B J. Lumachi 3rd  
17.08.1930 Coppa Acerbo             dnf  
          42 T37A Michel Doré 1st  
          30 T37A Stanislav Czaykowski 2nd  
17.08.1930 GP du Comminges   16 4     Michel Dore 1st  
          74 T35C François Miquel 2nd  
              Czaikowski 4th 1.5 2nd
              Lenormand 5th 2.0 2nd
07.09.1930 Monza GP   10       Minozzi 4th 1.5-2.0 4th
              Etancelin 6th 1.5-2.0 1st
              Von Morgen dnf 1.5-2.0 2nd
            2,300 c.c. da Farra dnq 2.0-3.0 6th
            2,300 c.c. Lehoux dnq 2.0-3.0 7th
08.09.1930 Lwów GP ? ? 4 5 T35B Maurycy Potocki 2nd  
          2 T37A Jan Ripper 3rd  
28.09.1930 Masaryk Circuit       30 T35C H. zu Leiningen / von Morgen 1st  
          26 T35B Ernst Günther Burggaller 2nd  
          62 T37A Maximilian zu Hardegg 3rd  
05.10.1930 San Sebastián GP           5th  

Bugatti 35 B (Caberto Conelli) at Targa Florio.

Targa Florio

Motor Sport, October 1930Brooklands

Bugatti 35 B (Albert Divo) at Targa Florio.
Other races:
  Event: Entered: Raced: Finished: Best results:
13.04.1930 Mille Miglia   5 3 115 Ricchetti / Poilucci T35 2300 cc 18th 3.0 5th
          88 Romano / Lucchetta T37 1500 cc 36th 1.5 6th
          65 Tuffanelli / Mantovani T37 1500 cc 37th 1.5 7th
27.04.1930 Giro di Sicilia             acc.  
27.04.1930 Oran GP         Czaykowski   1st  
            Vincenti   2nd  
            Mollar   3rd  
10.05.1930 Double Twelve 2? 1 1 25 M. Campbell / Earl Howe T43 (2300 cc) 23rd 1st 3.0
21.06.1930 Le Mans 1 1 1 25 Marguerite Mareuse / Odette Siko T40 (1496 cc) 7th 2nd 1101-1500
06.07.1930 24h Spa   9 2 10 Dreyfus / Schumann T43 4th 1st 2.0-3.0
          32 Evrard / Trasenster T37 10th 1st 1.1-1.5
13.07.1930 Circuito di Reggio Calabria         Giuseppe Claves   2nd  
10.08.1930 Circuito Tre Province                
14.09.1930 Circuit des Routes Pavées   9     Joly   1st Racing 1.5 1st
            Brunet   3rd Sport 3.0 1st
            Delornez   4th Racing 1.5 2nd
04.10.1930 500 Miles Brooklands   2 0   Brackenbury / Maurice 1496 cc nc  
12.10.1930 Coppa della Consuma       26 Clemente Biondetti T35 1st  
GP Lemberg         A. Liplay   2nd  
Eifelrennen         Ernst Burggaller T35 1st  

Bugatti T 40 (Marguerite Mareuse / Odette Siko) at Le Mans.
 
Rallies:
  Event: Entered: Raced: Finished: Best results:
26-29.01.1930 Rallye Monte Carlo 5 ? 3 13   Friderich 17th Ladies Cup 3rd

Rallye Monte Carlo, No. 141, T. Velitchkovitch, Bugatti Type 43 2300 cc, start from Paris, 87th.