<a href="http://www.bugattibuilder.com/photo/albums/userpics/10003/834/biga.jpg"><img src="http://www.bugattibuilder.com/photo/albums/userpics/10003/834/normal_biga.jpg" alt="Bugatti type 35A #4664"></a>

Coys Auction - Automoto D‘Epoca
Padova Fiera
Padova, Italy
Italy

Saturday 25th October 2008

Admission by catalogue only - admits two.

Soon after the First World War ended, Ettore Bugatti picked up production of the sophisticated Bugatti road cars. They were powered by nifty four cylinder engines with a single overhead camshaft, actuating either eight *or* sixteen valves. In the early twenties Bugatti''s first track success was scored with the sixteen valve engine, which significantly increased Ettore Bugatti''s interest in racing. For the first time he set about developing a racing car from the ground up, although many of the parts were designed to be used on future road cars as well.

To be competitive at the highest level, a little more than the 1500 cc currently available was required, so it was the first real chance for Ettore Bugatti to turn his plans for an eight cylinder engine into metal. Constructed by joining two four cylinder engine blocks and displacing just under 3 litres, the Type 28 engine was the first to sport Bugatti''s familiar three valve layout. Installed vertically in the head, the two inlet valves and one exhaust valve were operated by a single overhead camshaft. Before the project could be completed, the rules were changed in favour of 2 litre engines and just one rolling Type 28 chassis was constructed. In accordance with the new regulations, Bugatti set about developing a smaller eight cylinder engine. It was of a slightly simpler construction with just three, instead of nine ball bearings to support the crank, but the valvetrain was retained. It was also the first engine to sport the unusual, but Bugatti trademark ultra-square design. Installed in a four cylinder chassis, the Type 30 was raced with some success in 1922, particularly at Strassbourg. In 1923 the 2 litre engine powered the ''aerodynamic'' Type 32 Tank, but reliability issues forced Ettore Bugatti to return to the drawing boards, with an epic result.

Many of the reliability issues were cured by adding two more ball bearings to support the crank. As before, the eight cylinder engine was mated to a four speed gearbox derived directly from the four cylinder cars. The drivetrain was installed in a simple ladder frame, suspended by rigid axles on both ends. The inverted quarter elliptic springs fitted inboard at the rear would become another Bugatti trademark. The most characteristic features on the Type 35 were the cast alloy wheels with integral drum brakes and detachable rims. The package was rounded off by a tightly wrapped aluminum body dominated by the horseshoe radiator.

At first sight the 95 bhp produced by the 2 litre engine would not make for a great racing car, but this was more than compensated by the superb handling characteristics of the nimble Bugatti. The engine was also extremely reliable, even the most difficult of circumstances. The Bugatti Type 35 was not a winner straight out of the box as its debut in the 1924 Grand Prix de Lyon was dogged with problems. In the race several of the cars shed their tires and for many years this was attributed to the new wheels, but later it was believed that this was the result of a fault during the construction of the tires.

Leaving little to chance, Bugatti fitted wider tires to his cars with a second place finish in the next Grand Prix at San Sebastian as a result. In the following five seasons a wide variety of developments based on the Type 35 would score over 2000 ''successes'', including dozens of major victories highlighted by four consecutive wins in the Targa Florio. The Type 35''s success on the track also made it high in demand with privateers and it was the first ever racing car to be built in large numbers. This is also an explanation on how the car achieved the incredible number of successes as claimed by Bugatti.

One of the first developments was a 1.5 version of the engine to comply with the latest Grand Prix regulations. Built in very small numbers, it was known as the Type 39. For the long road races like the Targa Florio a 2.3 litre engine was created, known as the Type 35T (for Targa Florio). A major step forward was the reluctant addition of a supercharger, which until then was considered ''cheating'' by Ettore Bugatti. It became available on all versions of the engine, with the 2.3 Type 35B as the the most powerful. Not intended for racing, Bugatti introduced the Type 35A *or* ''Course Imitation'' with a three main bearing version of the 2 litre engine for around 2/3 of the Type 35 price.

Chassis number 4664 was completed by the factory in 1926 and delivered new to Colonel W. Sorel of London, where the first pair of hands to touch the car were those of celebrated racing driver Malcom Campbell, who had recently been appointed as the sole official UK distributor of all Grand Prix Bugattis.

Campbell was a legend in his own time, and broke no fewer than nine land speed records between 1924 and 1935, with his first record being broken in 1924 in a 350hp V12 Sunbeam. His last attempt saw the then-Sir Campbell being the first human being in history to reach 300mph in an automobile.

This car was originally assigned the registration number TN 4716, with the "TN" signifying that it was registered in Newcastle-Upon-Tyne between 1925 and 1929.

The car is in excellent original condition, with all correct parts and details present. It is described by the vendor as being in superb running order, with all road equipment functioning perfectly, and is fully race-ready. In a report dated October 2008, the highly regarded independent Bugatti consultant David Sewell notes: “There is absolutely no doubt whatsoever over the authenticity of not only every one of its major components but additionally virtually all the minor ones as well.”

More recently, the car has competed successfully in the Mille Miglia on three occasions, including in 2007, when stringent new regulations came into effect relating to the authenticity of participating cars. In addition, it has also competed in the Bugatti Club''s Giro di Sicilia event.

An incredibly rare opportunity to acquire an original example of one of these superb and highly sought-after pieces of vintage motor engineering with a very special history, this is not to be missed by any enthusiast of the marque.

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Vive la Marque !!