Bugatti 1932

46
49
50
55 - nowy model
51
54
53 - tylko w tym roku (3 szt)
41 Royale

France

 

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)
  Limousine, Coach, Cabriolet (wb: 3,5 m)

Wersja T46S posiada sprężarkę Roots.


T 46 Conduite Interieure

Bugatti 46 (wspaniałe - 74)


46S

 

49

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

Skrzynia biegów została użyta w T55.

Bugatti 49 limousine (encyklopedia I - 103)

 

50

50 (8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 4972cc (86x107), supercharger)
  (wb: 3,5 m)
50T
(8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 4972cc (86x107), supercharger)
  (wb: 3,1 m)

Model ten występuje od tego roku w dwóch wersjach: sportowej T50 o rozstawie osi 3,1 m i turystycznej T50T, która jest dłuższa o 40 cm. Większą moc wersji sportowej uzyskano przez zastosowanie wydajniejszej sprężarki (225/200 KM).


Bugatti 50T Coupé (automobiles classiques 100-99)


Bugatti 50

 

55

55 (8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 2262cc (60x100), supercharger)
  roadster, Coupé (wb: 2,75 m)

Zbudowany jako roadster i Coupé jest użytkową wersją typu T51. Podwozie bazuje na typie T54.

WE have heard often enough that the racing car of yesterday is the sports car of to-day. In no car is this better exemplified than in the new double-camshaft 2.3 litre Super Sports Bugatti, on which we recently had a short but nevertheless exhilarating trial run.
The engine and chassis are the same as those used in the 2.3 litre Grand Prix model, with a lower compression which allows the Type 55 to run on ordinary fuel. The same chassis is also used on the 4.9 Super-Sports and Grand Prix models, though with larger wheels and tyres, so that most of the following details apply to the whole range of sports and competition models.
The engine is, of course, a straight eight, with bore a and stroke of 60 and 100 mm respectively, giving a capacity of 2,270 c.c. Alloy pistons are used, with the special Bugatti connecting rods which taper towards the little end, and are strengthened by a rib on each side. Two overhead camshafts are fitted, driven by a vertical shaft in the front of the engine. The camshafts are carried in nine bearings, and operate the two valves per cylinder,— which are inclined to one another at about 90 degrees— directly through steel pistons. Each cylinder has one sparking plug, which is carried midway between the two valves.
Roller bearing big ends.
A five bearing crankshaft is used, the centre bearing and the two outers being ball races, and the other two rollers. Roller bearing big ends are employed.
On the near side of the engine is mounted a water pump driven by skew gears from the crankshaft, while the dynamo is driven direct from the front end of the engine. The Roots type supercharger is fitted on the off side, and is driven from the front end of the crankshaft through a train of gears and a shaft with a flexible coupling. The carburettor, which is bolted to the bottom of the blower, comes below the level of the side members, but is easily reached by removing a special cover.
Wet sump lubrication is employed, the oil passing through a filter on its way to the sump, and is pumped to the bearings through another pressure-type filter, situated on the side of the crank case between the exhaust pipes and easily removed for cleaning. The sump holds 1¼ gallons, a further gallon being carried in a tank under the passenger's seat, whence it can be pumped into the sump. 22 gallons of petrol is carried in the rear tank.
In accordance with the usual Bugatti practice, the magneto is driven from one of the camshafts, the contact-breaker cover actually projecting through the dash, and allowing of ready inspection. The other camshaft operates the A.C. petrol pump, and the rev, counter drive is also taken from it.
The compression ratio is not given, but as the car runs without pinking on a mixture of two thirds petrol and one third benzol, it is probably about 6.5 to 1 at full revs.
The drive is transmitted through a multiple-disc clutch and a short shaft with two universal joints to a four-speed gearbox, which is provided with central ball change, thence by open propellor shaft to a straight bevel back axle. Torque is taken by a member running alongside the propellor shaft, and two other radius tubes from the spring mountings to the chassis further relieve the springs of any loads except the weight of the car.
The back-axle ratio is 3.6 to 1, but for some reason the factory does not publish the gear-box reductions. As far as one could tell from comparing speedometer and rev. counter readings, they are approximately 4.32, 6.56 and 9.4 to 1, which give at 5,000 r.p.m. speeds of 42, 63, 95 and 114 m.p.h. respectively. 5,000 r.p.m. is the maximum advised, but another 500 or so for a short time would not do any damage.
The chassis is slightly upswept to clear the front axle, then is almost horizontal as far as the back axle, where it is again upswept. The front springs are semielliptic, passing through the solid front axle, while the rear ones are the reversed quarter elliptic which have long proved so successful on Bugatti cars. The brakes, which operate on 15 inch drums, are cable-operated and are compensated by the familiar chain and sprocket gear. The steel brake drums are actually carried in the cast aluminium wheels, so that the shoes are immediately accessible on removing the wheels.
The type 55 chassis is fitted with 19" by 5" racing Dunlop tyres, and the wheels are secured to Rudge hubs by the distinctive Bugatti knock-on caps.
The car we tested was fitted with a smart and comfortable two-seater body finished in black and red, with a large luggage compartment at the rear. Pneumatic upholstery was installed, and the whole car. was a great advance on the rather spartan bodies which were traditional on the faster Bugattis.
On first getting into the car, our first thought was the comfort of the front seat, and our second the possibility of being catapulted over the low-cut side of the body. Familiarity soon bred confidence, and we found it possible to make intelligible notes when the car was doing 90.
Tractability.
The streets of South London presented their usual crowded appearance, and provided a good test of the "2.3"s tractibility. The exhaust note is subdued, and in top gear one hears nothing more than a pleasant hum. Changing down to accelerate, one caught a suggestion of the real character of the car, the blower and its gears making a most stimulating sound which can be only rendered as "hurraa-a-," a remark with which we entirely agreed.
On gaining the open road, the shock-absorbers, which are adjusted on the Andre Telecontrol system by two hand-wheels on the dash, were tightened, and acceleration figures were taken. These are quite phenomenal, but rather than indulge in superlatives we prefer to refer readers to the graph. Unfortunately these figures can only be approximate, owing to the delayed action of the Jaegar speedometer and rev. counter, but any error does not favour the car. For anything except acceleration figures, the steadiness of the needles far outweighs the slight interval which occurs between readings.
The braking figure of 57 feet from 37.5 m.p.h. (60 km.), does not seem in keeping with the rest of the car's performance. Either the linings were not properly bedded in, or were of unsuitable material. 15 inch brake drums being provided, the fault is obviously not in the installation. In operation the brakes were excellent, the car continuing in a straight line no matter how hard they were applied.
These preliminaries finished, we were able to get on with the all-too-short road test.
In the new 2.3 the driving position is much more upright than in the average sports car, deep yells being provided on each side of the propellor shaft. The steering wheel Comes right into one's lap, with the gear lever, brake, gear and ignition control under the left hand. A sloping windscreen does its work effectively, and altogether the car is perfection to drive. The crowded state of the roads made it inadvisable to exceed 100 m.p.h., although we were told that at 5.30 one morning the speedometer did creep round to 112. At speeds above about 80 the sound of the blower and its gears rises above audibility, and one glides along as in a fast aeroplane, with no sound but the rushing wind. Cornering, of course, is effortless, and if a bend is taken too fast, the car seems to correct the error help from the driver.
The steering was light, firm, and had ample caster. There is no gainsaying the fact that only firms with racing experience can get such a combination, which is a model that English manufacturers might well follow.
The gearchange requires considerable practice before one gets the knack of it. The clutch pedal operates in a forward instead of a more or less vertical direction, while the change from top to third is so quick that the lever can be pushed right across at 60 m.p.h. When these points are realised, the change becomes reasonably simple, and the colossal acceleration on the indirect gears can be used. Actually third and top can be used in most cases, even in traffic, and by slightly retarding the ignition, the car runs down to 700 r.p.m. on top gear.
Comparing the car with the Type 43 single camshaft model which was tested in the May, 1930 issue of MOTOR SPORT, the principal difference is not in the maximum speed but in the acceleration. The Type 43 took about 45 seconds to reach 86 from a standing start, while the Type 55 reaches this figure in about 20 seconds from 15 m.p.h. Allowing for the normal four-seater body and the standing start in the case of the Type 43, the performance of the new car is still about twice as good as the earlier one.
The advance in comfort and ease of upkeep is just as great. The seats are comfortable, the car starts readily and can be run on Champion Rls even when warming up, and the exhaust note and the appearance do not attract unwelcome attention from the police. The car in fact is the complete dual purpose vehicle.
This combination seems at present beyond the capabilities of British manufacturers, but one hopes that the institution of road-racing in England will produce some day a car with a Continental performance.
We returned the car with sincere regrets that we only had put in 50 instead of 500 miles. The price of the car with two-seater body is £1,350, and it is available for inspection and demonstration at Ettore Bugatti Automobiles, 1, Brixton Road, London, S.W.9.
Motor Sport, July 1932

 

51

51 (8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 2262cc (60x100), supercharger)
51A (8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 1493cc (60x66), supercharger)

Nadwozie i rama T35, silnik T50. Nowa wersja T51A ma silnik R8, z dwoma wałkami rozrządu i sprężarką, o pojemności zmniejszonej do 1493 cm³.


Bugatti 51

Bugatti 51 na trasie GP w Dieppe (autos von 1885 - 47

 

54

54 (8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 4972cc (86x107), supercharger, 300 hp at 4000 rpm); wb: 2,75 m)

R8, 2OHC, sprężarka Roots, sucha miska olejowa, 4972 cm³, ok. 300 KM). Wyścigowy.

 

53

53 (8 cyl. in-line, 2 valves/cyl., 2 over-head cams, 4972cc (86x107), supercharger)
 (wb: 2,6 m)

Jest to eksperymentalny samochód wyścigowy z silnikiem T54 z napędem na 4 koła z międzyosiowym mechanizmem różnicowym i czterobiegową, umieszczoną centralnie skrzynią biegów z rozdzielaczem napędu. Nietypowe dla Bugatti jest też niezależne zawieszenie przednich kół. Powstały 3 sztuki. Z powodu bardzo trudnego prowadzenia tego samochodu, podczas treningu do GP Wielkiej Brytanii doszło do wypadku Jeana Bugatti.


Bugatti 53

 

41

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

Drugie podwozie typu T41 (41111) zostało sprzedane w 1932. Zaopatrzone w nadwozie typu roadster projektu Jeana Bugatti zostało zakupione przez przemysłowca branży odzieżowej Armanda Esdersa. Egzemplarz z numerem 41141 powstał w 1931, ale został zaprezentowany w 1932 z nadwoziem Coupé wykonanym przez Kellnera. Zamówiony przez Ettore i wystawiony na Londyńskim Olympia Show w celu szerszej prezentacji modelu 41 tamtejszej publiczności. Nie sprzedany. Podobno Royale jest trzykrotnie droższy niż Rolls Royce Phantom.


Bugatti 41111


Bugatti 41141

 

 

Victories:
       
         

European Championship Grand Prix entries:

  Italian GP 05.06.1932   Result:
No. Model Driver Entrant gen. class  
4 T51 Lehoux Marcel Lehoux fail.    
10 T54 Chiron Bugatti fail.    
16 T54 Varzi Bugatti fail.    
22 T51 Dreyfus René Dreyfus 5th    
26 T51 Divo / Bouriat Bugatti 6th    
32 T54 Jean-Pierre Wimille Jean-Pierre Wimille dna    
34 T35 Guglielmo Peri Guglielmo Peri dna    
36 T35C Emilio Romano Emilio Romano dna    
             
  French GP 03.07.1932   Result:
No. Model Driver Entrant gen. class  
2 T51 Gaupillat J. Gaupillat fail.    
6 T35C Fourny M. Fourny fail.    
8 T54 Varzi Bugatti fail.    
14 T51 Benoît Falchetto Benoît Falchetto dna    
20 T54 Kaye Don Kaye Don dna    
22 T51 "Tim" Birkin Sir H. Birkin dna    
28 T54 Howe/Hamilton Earl Howe 9th    
32 T51 Chiron Bugatti 4th    
36 T54 Lehoux M. Lehoux fail.    
38 T54 Divo Bugatti fail.    
40 T51 Emile Tetaldi Emile Tetaldi dna    
42 T51 Grover-Williams Grover-Williams 6th    
44 T51 Dreyfus R. Dreyfus 5th    
             
  German GP 17.07.1932   Result:
No. Model Driver Entrant gen. class
8 T51 Marcel Lehoux Marcel Lehoux dnf    
16 T51 Hans Lewy Pilesi Racing Team acc.    
18 T51 Louis Chiron Automobiles Ettore Bugatti dnf    
20 T51 Achille Varzi Automobiles Ettore Bugatti dns    
22 T51 Guy Bouriat Automobiles Ettore Bugatti dna    
24 T35B Laszlo Hartmann Laszlo Hartmann dna    
28 T35B Willy Longueville Willy Longueville      
30 T35B Paul Pietsch Pilesi Racing Team dnf    
32 T51 René Dreyfus René Dreyfus 4th    
  T49 Heinrich-J. von Morgen German Bugatti Team dna    
  T51 Albert Divo Automobiles Ettore Bugatti dna    
40 T37A Willi Seibel W. Seibel - 800-1500 8th
42 T37A Hans Simons Pilesi Racing Team - 800-1500 9th
50 T37A László Hartmann L. Hartmann - 800-1500 2nd
52 T37A Carl Wagner C. Wagner - 800-1500 5th
56 T37A Anne-Cecile Rose-Itier A.-C. Rose-Itier - 800-1500 10th
64   Willy Longueville W. Longueville - 800-1500 dna
66 T37A Joseph Zigrand J. Zigrand - 800-1500 6th
68 T51A Claude Ozannat C. Ozannat - 800-1500 dna
74 T51A Ernst Günther Burggaller German Bugatti Team - 800-1500 dnf
    Heinz Risse Dr. H. Risse - 800-1500 dna
    Joseph Reinartz J. Reinartz - 800-1500 dna
    Alphonse Evrard A. Evrard - 800-1500 dna

Non-championship Grand Prix victories:

1st Tunis GP #18 T51 2.3 Varzi
2nd Tunis GP #2 T54 5.0 Lehoux
1st Oran GP     Wimille
3rd Prix Royal of Rome   2000 Von Morgen
3rd Targa Florio #5 51 Chiron/Varzi
1st GP des Frontières     Legat
1st Provence Trophy     Czaykowski
1st Nîmes GP     Falchetto
3rd Avusrennen     Stuber
1st Casablanca GP     Lehoux
2nd Eifelrennen     Dreyfus
1st Torvilliers Circuit     Gauthier
1st GP du Matin (Dieppe) #19 2300 Chiron
2nd GP du Matin (Dieppe) #22 2300 Williams
3rd GP du Matin (Dieppe) #21 2300 Bouriat
1st Nice Circuit Race   T51 Chiron
3rd Nice Circuit Race   T51 Dreyfus
3rd Coppa Acerbo     Chiron
2nd Comminges GP     Lehoux
1st La Baule GP     Grover-Williams
1st Czechoslovakian GP #2 T51 Chiron
1st Antibes GP     Falchetto

Non-championship Grand Prix entries:

  Tunis GP 03.04.1932   Result:
No. Model Driver Entrant gen. class  
2 T54 5.0 Lehoux Private entry 2nd    
4 T54 5.0 Wimille Private entry fail.    
12 T51 2.3 Czaykowski Private entry 5th    
18 T51 2.3 Varzi Private entry 1st    
20 T54 5.0 von Morgen Private entry fail.    
22 T51 2.3 Chiron Private entry 6th    
24 T51 2.3 Gaupillat Private entry fail.    
26 T35B 2.3 Jellen Private entry dna    
30 T51A 1.5 Castelbarco Private entry 11th voiturette 3rd
32 T37A 1.5 Eberhardt Private entry ret voiturette -
34 T37A 1.5 Gallay Private entry fail. voiturette -
36 T37A 1.5 Rose-Itier Private entry 13th voiturette 5th
40 T37A 1.5 Ozannat Private entry fail. voiturette -
46 T37A 1.5 Mareuse Private entry 14th voiturette 6th
             
  Monaco GP 17.04.1932   Result:
No. Model Driver Entrant gen. class  
4 T51 2.3 Howe Private entry 4th    
6 T35B 2.3 Penn-Hughes Private entry dns    
10 T51 2.3 Bouriat Bugatti 8th    
12 T51 2.3 Chiron Bugatti acc.    
14 T53 5.0 / T51 2.3 Divo Bugatti 9th    
16 T51 2.3 Varzi Bugatti fail.    
18 T51 2.3 Czaykowski Private entry fail.    
20 T51 2.3 Lehoux Private entry 6th    
22 T51 2.3 Grover-Williams Private entry 7th    
             
  Oran GP 23.04.1932   Result:
No. Model Driver Entrant gen. class  
             
  Targa Florio 08.05.1932   Result:
No. Model Driver Entrant gen. class  
2 37 A 1.5 Cazzaniga   acc.    
5 51 2.3 Chiron / Varzi   3rd    
9 35 B 2.3 Rosa   acc.    
12 51 2.3 Varzi   fail.    
16 37 A 1.5 Sartarelli   fail.    
             
  GP des Frontières 15.05.1932   Result:
No. Model Driver Entrant gen. class  
             
  Provence Trophy 16.05.1932   Result:
No. Model Driver Entrant gen. class  
             
  Nîmes GP 16.05.1932   Result:
No. Model Driver Entrant gen. class  
             
  Casablanca GP 22.05.1932   Result:
No. Model Driver Entrant gen. class  
             
  Torvilliers Circuit 29.05.1932   Result:
No. Model Driver Entrant gen. class  
             
  GP du Matin (Dieppe) 24.07.1932   Result:
No. Model Driver Entrant gen. class  
             
  Nice Circuit Race 31.07.1932   Result:
No. Model Driver Entrant gen. class  
  T51 Chiron   1st    
  T51 Dreyfus   3rd    
  T35C Trintignant   5th    
  T35B Falchetto   fail.    
             
  La Baule GP 17.08.1932   Result:
No. Model Driver Entrant gen. class  
             
  Czechoslovakian GP 04.09.1932   Result:
No. Model Driver Entrant gen. class  
2 T51 Chiron Bugatti 1st    
12 T51 Lehoux M. Lehoux fail.    
14 T51 Bouriat Bugatti fail.    
18 T35B Štasný J. Štasný nc    
22 T35B Kubiček J. Kubiček fail.    
24 T51 Varzi Bugatti fail.    
26 T35B Pohl Z. Pohl dna    
             
  Antibes GP 04.09.1932   Result:
No. Model Driver Entrant gen. class  
             

 


Achille Varzi in the Bugatti 51 at Targa Florio. He finished 3rd driving car #5.

Other races:

  Event: Entered: Raced: Finished: Best results:
France 18.06.193224h Le Mans 4 4 1 40  Sébilleau T40 6th (2nd 1101-1500)
10.07.1932Spa 24 Hours 4 1 0   Evrard T37 dnf


Bugatti 55 (Guy Bouriat / Louis Chiron) at Le Mans.


Bugatti 40 (Jean Sébilleau / Georges Delaroche) at Le Mans.


Bugatti 55 (Count Stanislaus Czaykowski / Ernest Frederich) at Le Mans.


Bugatti 40 (Charles Druck / Lucien Virlotivet) at Le Mans.

Rallies:
  Event: Entered: Raced: Finished: Best results:
01.1932  Rallye Monte Carlo     5 18  Escher T46 4th
          57 Schell   7th
          6 Chiron   9th
          41 Marion   33rd
          228 Trivier   9th (class 2)
  Liege-Rome-Liege         Orban   1st


Willy Escher and his Type 46 in RMC.


Louis Chiron in RMC.


Jackson's Type 43 in RMC.


Lucy Shell and her Bugatti in RMC.