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Details
Photo Credit: James Mann
FROM THE ESTATE OF WILLIAM B. RUGER
The ex-Louis Garnier
1928 BUGATTI TYPE 43 GRAND SPORT
Chassis No. 43234
Engine No. 114
Blue with black leather interior
Engine: straight-eight in two blocks of four, single overhead camshaft actuating 24 valves via fingers, Zenith 48K carburetor, Roots-type Bugatti supercharger, Bosch magneto ignition, 2,262cc, c120bhp at 5,000rpm; Gearbox: separate four-speed unit with center change; Suspension: beam front axle with semi-elliptic springs, live rear axle with reversed quarter-elliptic springs, Hartford-Repusseau friction shock absorbers front and rear; Brakes: fully compensated cable actuation to front and rear drums integral with the aluminum road wheels. Right hand drive.
In the 1920's production two-seater sports cars which could achieve and maintain a genuine maximum speed of 100mph on the road were few and far between. The introduction in early 1927 of the four-seater Type 43 Bugatti Grand Sport with a top speed well in excess of this magic figure caused a sensation in the motoring world. This outstanding performance was achieved by the simple installation of a mildly de-tuned version of the current Type 35B Grand Prix car's supercharged straight-eight engine into the chassis frame of the aborted Type 33 two litre sports car of 1923. Like that of the Type 35, this frame had curved side rails following the plan-view profile of the bodywork but with an almost 25 greater wheelbase capable of accommodating two rows of seats.
However, whereas the Type 33 had featured a combined gearbox and rear axle unit similar in concept to that of the 1920 three litre Type 28 prototype, the Type 43 utilized essentially the same separate mid-mounted gearbox as the contemporary touring model Types 38 and 40. The front and rear axles of the Type 43 were likewise virtually identical to those of the Type 38 and later touring models, but fitted with the larger-braked aluminum wheels with which all versions of the supercharged Grand Prix model were shortly to be equipped.
Not unnaturally the Grand Sport coachwork mirrored the lines of the widely acclaimed Grand Prix model, with a similarly pointed tail, louvered undertray and aluminum road wheels, and as a result it was generally considered to be equally fine in appearance. However unlike the aluminum-paneled Grand Prix model, it was constructed from steel panels mounted on a timber frame, thereby achieving the greater durability expected of a road car but at the price of greater weight.
Chassis numbers of the Type 43 range from 43150 to 43310 so this particular car, chassis no. 43234 fitted with engine no. 114, dates from about mid-way through the model's production run. Fitted with Bugatti's own standard Grand Sport coachwork, it was invoiced by the factory on 12 October 1928 to their Paris showrooms from where it was purchased by the Spaniard Leonico (later known as Louis) Garnier, one of Bugatti's five Works drivers in the 1924 French Grand Prix at Lyon where the Type 35 made its debut. This Type 43 was later registered in his name with the registration number 691 FA 1.
Soon after purchasing the car Garnier removed its Grand Sport bodywork and replaced it with an ugly streamlined aluminum-paneled fixed head coupe of his own design fitted with a single seat and no trim or any other amenities. Apparently his intention had been to attempt to break speed records in the car, but as far as can be established it was never used for this purpose. Nevertheless he retained it in this condition throughout the Thirties, then during the war it was hidden in the loft of a cement works near Limoges.
It remained concealed there until being found in the mid-fifties by Jean Louis du Montant whose brother Jaques was to become a well-known dealer in vintage motor cars. In seeking and in due course obtaining title to the car, du Montant discovered that its only previous owner had been Louis Garnier. Du Montant cleaned the car and took it to join the many others in his collection stored in a barn at Eymoutiers, 25 miles south-east of Limoges, but thereafter evidently used it very little, if indeed at all. As found it was already fitted with the later Type 51 well-base aluminum wheels and still had the ungainly mottled aluminum body with rudimentary cycle fenders attached to the brake backplates. Following du Montant's death, American Irving Silverman of Lincolnwood near Chicago bought the car in 1961 from his widow Jacqueline. It was then taken by train to Moreau's auto shop in the Paris suburb of Puteaux, whereupon Silverman sought in vain to find someone capable of restoring the car for him.
While the car was stored in Puteaux it was inspected by the late Hugh Conway who noted that there was almost no wear on the flywheel teeth, clearly indicating that the car had experienced very little usage. Then in 1963 the well-known Bugatti dealer Bart Loyens of Luxembourg suggested to Silverman that his friend Roland Rutschi of Grenchen near Berne in Switzerland, an amateur mechanic who had already done some Bugatti engine work for him, might be willing to undertake the car's full restoration. So it was duly taken by truck to Berne where it remained for no less than six years before the work was complete, incurring considerable expense. Meanwhile Silverman searched diligently for an original Grand Sport body for the car, but without success. Eventually Bart Loyens recommended another friend, of eastern European origin, who set about building from scratch a completely new accurate copy of a Grand Sport body for the car which was finished by 1969 and fitted in Berne. The completed car was put on display at the 1969 Berne Motor Show on the stand of the motoring journal Auto Revue which ran an article on the car in its current issue.
The car was then flown to Philadelphia in April 1969, but Silverman was greatly disappointed that summer to find that the mechanical work completed on the car left much to be desired. In particular the crankshaft had been badly re-rollered and the cylinder blocks reportedly leaked like sieves. So Richard Simonsen of Toronto was commissioned to rebuild the engine properly which took over four years, after which it operated near perfectly. At around this time the wooden dashboard was replaced by one in aluminum and secured with copper rivets.
Other work followed in the Spring of 1974 to prepare the car for the rally celebrating the fiftieth anniversary of the Type 35 Bugatti, which had made its debut at the French Grand Prix held at Lyon in August 1924 when this car's first owner Louis Garnier had been one of the Works drivers. But first it was shown at a concours in Chicago where the judge, in presenting it with the first prize declared the car to be perfect. Examination of contemporary reports of the 1974 rally suggest that Silverman did not after all make the trip to Lyon in his Type 43. However he kept the car until 1981 when it was sold to Dr. Cordell Bahn of Tacoma, Washington. Dr. Cordell was a frequent competitor at the Monterey Historics. Ten years later he passed the Type 43 on to Mr. Ruger.
Examination of the car reveals that it retains its original factory chassis plate confirming it to be chassis no. 43234, with this number repeated on the left rear bearer arm of its engine crankcase proving that it also still has its original engine, the number 114 being stamped on the front left arm and also on the cambox and water pump. Type 43 Bugattis generally have similar numbers for their chassis frames, engines, gearboxes and axles, and the closeness of these numbers on this car suggest that it has retained all its major components.
The radiator is an original unit as confirmed by its G. Moreaux manufacturer's plate bearing the number 99929. Likewise the car has the correct period Marchal headlights and Jaeger instruments. Its engine was fitted some years ago with new cylinder blocks supplied through Hugh Conway, and only four years ago its supercharger, gearbox and rear axle were overhauled with new gears and bearings being fitted as required.
Although the coachwork is painted blue, the chassis components have long been painted red and the older canopy is black. Under the hood the engine bay is best described as well used rather than concours. Nevertheless this is overall an excellent, albeit far from immaculate, example of the much sought after Type 43 Bugatti with first class provenance as far as all of its mechanical components are concerned but, of necessity, fitted over thirty years ago with replacement Grand Sport coachwork to the correct specification. Furthermore after regular maintenance whenever required, the whole car is in fine running order throughout.
WITHOUT RESERVE
FROM THE ESTATE OF WILLIAM B. RUGER
The ex-Louis Garnier
1928 BUGATTI TYPE 43 GRAND SPORT
Chassis No. 43234
Engine No. 114
Blue with black leather interior
Engine: straight-eight in two blocks of four, single overhead camshaft actuating 24 valves via fingers, Zenith 48K carburetor, Roots-type Bugatti supercharger, Bosch magneto ignition, 2,262cc, c120bhp at 5,000rpm; Gearbox: separate four-speed unit with center change; Suspension: beam front axle with semi-elliptic springs, live rear axle with reversed quarter-elliptic springs, Hartford-Repusseau friction shock absorbers front and rear; Brakes: fully compensated cable actuation to front and rear drums integral with the aluminum road wheels. Right hand drive.
In the 1920's production two-seater sports cars which could achieve and maintain a genuine maximum speed of 100mph on the road were few and far between. The introduction in early 1927 of the four-seater Type 43 Bugatti Grand Sport with a top speed well in excess of this magic figure caused a sensation in the motoring world. This outstanding performance was achieved by the simple installation of a mildly de-tuned version of the current Type 35B Grand Prix car's supercharged straight-eight engine into the chassis frame of the aborted Type 33 two litre sports car of 1923. Like that of the Type 35, this frame had curved side rails following the plan-view profile of the bodywork but with an almost 25 greater wheelbase capable of accommodating two rows of seats.
However, whereas the Type 33 had featured a combined gearbox and rear axle unit similar in concept to that of the 1920 three litre Type 28 prototype, the Type 43 utilized essentially the same separate mid-mounted gearbox as the contemporary touring model Types 38 and 40. The front and rear axles of the Type 43 were likewise virtually identical to those of the Type 38 and later touring models, but fitted with the larger-braked aluminum wheels with which all versions of the supercharged Grand Prix model were shortly to be equipped.
Not unnaturally the Grand Sport coachwork mirrored the lines of the widely acclaimed Grand Prix model, with a similarly pointed tail, louvered undertray and aluminum road wheels, and as a result it was generally considered to be equally fine in appearance. However unlike the aluminum-paneled Grand Prix model, it was constructed from steel panels mounted on a timber frame, thereby achieving the greater durability expected of a road car but at the price of greater weight.
Chassis numbers of the Type 43 range from 43150 to 43310 so this particular car, chassis no. 43234 fitted with engine no. 114, dates from about mid-way through the model's production run. Fitted with Bugatti's own standard Grand Sport coachwork, it was invoiced by the factory on 12 October 1928 to their Paris showrooms from where it was purchased by the Spaniard Leonico (later known as Louis) Garnier, one of Bugatti's five Works drivers in the 1924 French Grand Prix at Lyon where the Type 35 made its debut. This Type 43 was later registered in his name with the registration number 691 FA 1.
Soon after purchasing the car Garnier removed its Grand Sport bodywork and replaced it with an ugly streamlined aluminum-paneled fixed head coupe of his own design fitted with a single seat and no trim or any other amenities. Apparently his intention had been to attempt to break speed records in the car, but as far as can be established it was never used for this purpose. Nevertheless he retained it in this condition throughout the Thirties, then during the war it was hidden in the loft of a cement works near Limoges.
It remained concealed there until being found in the mid-fifties by Jean Louis du Montant whose brother Jaques was to become a well-known dealer in vintage motor cars. In seeking and in due course obtaining title to the car, du Montant discovered that its only previous owner had been Louis Garnier. Du Montant cleaned the car and took it to join the many others in his collection stored in a barn at Eymoutiers, 25 miles south-east of Limoges, but thereafter evidently used it very little, if indeed at all. As found it was already fitted with the later Type 51 well-base aluminum wheels and still had the ungainly mottled aluminum body with rudimentary cycle fenders attached to the brake backplates. Following du Montant's death, American Irving Silverman of Lincolnwood near Chicago bought the car in 1961 from his widow Jacqueline. It was then taken by train to Moreau's auto shop in the Paris suburb of Puteaux, whereupon Silverman sought in vain to find someone capable of restoring the car for him.
While the car was stored in Puteaux it was inspected by the late Hugh Conway who noted that there was almost no wear on the flywheel teeth, clearly indicating that the car had experienced very little usage. Then in 1963 the well-known Bugatti dealer Bart Loyens of Luxembourg suggested to Silverman that his friend Roland Rutschi of Grenchen near Berne in Switzerland, an amateur mechanic who had already done some Bugatti engine work for him, might be willing to undertake the car's full restoration. So it was duly taken by truck to Berne where it remained for no less than six years before the work was complete, incurring considerable expense. Meanwhile Silverman searched diligently for an original Grand Sport body for the car, but without success. Eventually Bart Loyens recommended another friend, of eastern European origin, who set about building from scratch a completely new accurate copy of a Grand Sport body for the car which was finished by 1969 and fitted in Berne. The completed car was put on display at the 1969 Berne Motor Show on the stand of the motoring journal Auto Revue which ran an article on the car in its current issue.
The car was then flown to Philadelphia in April 1969, but Silverman was greatly disappointed that summer to find that the mechanical work completed on the car left much to be desired. In particular the crankshaft had been badly re-rollered and the cylinder blocks reportedly leaked like sieves. So Richard Simonsen of Toronto was commissioned to rebuild the engine properly which took over four years, after which it operated near perfectly. At around this time the wooden dashboard was replaced by one in aluminum and secured with copper rivets.
Other work followed in the Spring of 1974 to prepare the car for the rally celebrating the fiftieth anniversary of the Type 35 Bugatti, which had made its debut at the French Grand Prix held at Lyon in August 1924 when this car's first owner Louis Garnier had been one of the Works drivers. But first it was shown at a concours in Chicago where the judge, in presenting it with the first prize declared the car to be perfect. Examination of contemporary reports of the 1974 rally suggest that Silverman did not after all make the trip to Lyon in his Type 43. However he kept the car until 1981 when it was sold to Dr. Cordell Bahn of Tacoma, Washington. Dr. Cordell was a frequent competitor at the Monterey Historics. Ten years later he passed the Type 43 on to Mr. Ruger.
Examination of the car reveals that it retains its original factory chassis plate confirming it to be chassis no. 43234, with this number repeated on the left rear bearer arm of its engine crankcase proving that it also still has its original engine, the number 114 being stamped on the front left arm and also on the cambox and water pump. Type 43 Bugattis generally have similar numbers for their chassis frames, engines, gearboxes and axles, and the closeness of these numbers on this car suggest that it has retained all its major components.
The radiator is an original unit as confirmed by its G. Moreaux manufacturer's plate bearing the number 99929. Likewise the car has the correct period Marchal headlights and Jaeger instruments. Its engine was fitted some years ago with new cylinder blocks supplied through Hugh Conway, and only four years ago its supercharger, gearbox and rear axle were overhauled with new gears and bearings being fitted as required.
Although the coachwork is painted blue, the chassis components have long been painted red and the older canopy is black. Under the hood the engine bay is best described as well used rather than concours. Nevertheless this is overall an excellent, albeit far from immaculate, example of the much sought after Type 43 Bugatti with first class provenance as far as all of its mechanical components are concerned but, of necessity, fitted over thirty years ago with replacement Grand Sport coachwork to the correct specification. Furthermore after regular maintenance whenever required, the whole car is in fine running order throughout.
WITHOUT RESERVE
Special notice
This lot is offered without reserve.