Ettore Bugatti was an Italian automobile designer and manufacturer who founded Bugatti in 1909. He designed engines and vehicles for other companies before starting his own, which became renowned for advanced engineering and unique vehicles. Bugatti had great success in racing but the company's fortunes declined after Ettore's son died testing a vehicle. The company ceased production during World War 2 when the factory was destroyed.

1. 1
Ettore Bugatti
Ettore Arco Isidoro Bugatti to give him his full name, was born in
Milan, Italy on the 15th September 1881. Bugatti went on to become a designer
and manufacturer of some of the finest racing and touring automobiles of the day.
Before founding his own company, Bugatti designed engines and vehicles for other
companies. Starting with the Type 1 designed for Prinetti & Stucchi, moving on to
Dietrich who built his Types 3 and 4 and ultimately Types 5, 6 and 7 under the
Dietrich-Bugatti marque. In 1907,
Bugatti moved again, this time to
the DGF (Deutz Gasmotoren
Fabrik) company where he
designed and built his Type 8 and
9 models. Working alone, Bugatti
designed the Type 2 in 1900/01
and in 1903 the Type 5. During
his tenure with Deutz, he
designed and built his Type 10.
His Type 19 was a design for the
Peugeot Automobile Company.
This car went on to be known as
the "Bébé".
Bugatti was born into an artistic family with their roots in the Milan area. His
mother, Teresa Lorioli was an influential Art Nouveau jewellery and furniture
designer, while his brother Rembrandt was a renowned animal sculptor.
Bugatti eventually started his
own automobile company in
Molsheim in the Alsace region
of France. The company
quickly went on to build an
enviable reputation for it's
advanced engineering and
unique automobiles. The
company had enormous
success in Grand prix motor
racing and it was a Bugatti
design that won the first Grand Prix to be held in Monaco.

2. During the first World War, Bugatti turned his hand to the design of various aero
engines, most notable being the U16.
A massive engine of 16 cylinders, it was never built in large numbers and was
installed in only a few aircraft. After the war, Bugatti went on to design motorised
railcars - the Autorail, the engine from which was adapted to power the famous
Type 41 "Royale" cars of the inter war period.
In 1937
Bugatti
started
the
development of the 100p high performance aeroplane. Under contract to the French
Air Ministry, Bugatti hired the visionary Belgian designer Louis de Monge as his
chief engineer. His brief to de Monge was to build an aircraft capable of winning
2
some of the many air races of that
period with a planned military
version scheduled to follow.
Bugatti suffered a devastating
blow in August 1939 when his son,
Jean Bugatti, was killed testing the
Type 57 racing car near the factory
in Molsheim. It is thought that
Bugatti never recovered from the
death of his son, and shortly after
his death, the company's fortunes
started to decline.
During World
War 2, the
Molsheim factory
was completely
destroyed and
Bugatti lost
control of the
property. Bugatti
did have plans to
open a factory
near Paris to
manufacture a

3. series of new cars but the idea was stillborn.
Bugatti was known to be eccentric and extremely stubborn when it came to his
designs. For example, he refused to fit front brakes to some of his early designs,
3
and refused to even
try one of his cars
which had been
secretly fitted with
front brakes. He
was however, an
extremely
perceptive and
Imaginative
engineer, and had
the gift of being
able to visualise
how a component
or assembly might
work. One example
of his vision came
at an early Grand
Prix at Monza, Italy
where Bugatti asked to look at Seagrave's car. After a few minutes of intense
study, Bugatti suggested to Seagrave that one of his engine supports would break
and that his front axle appeared to be "unsafe!". Seagrave felt that Bugatti was
simply trying to unsettle him, but so convinced was Bugatti, that he told his own
drivers to keep
their distance
from
the Seagrave
car.
Visit this video on Youtube
(http://www.youtube.com/watch?v=BuLDQ7OCEwQ)
As predicted, the questionable engine support broke during the race,
forcing Seagrave to withdraw, luckily without injury.
Ettore Bugatti died in Paris in August 1947 and was buried in the family plot in
Dorlisheim near Molsheim. His legacy lives on in the great many cars that still
exist, most commanding extraordinary prices when they do come to market, and in

4. the new Bugatti Veyron. A marvel of sophisticated engineering and a car which
Bugatti would have been proud to have carried his name.
Bugatti Type 1
4
Bugatti type 1 is a Tricycle……
Designed by Ettore Bugatti produced by Prinetti & Stucchi in 1899. It had four
engines, two on each
side of the rear axle.

5. 5
Bugatti Type 2
BUGATTI Type 2 (1900 - 1901): Ettore Bugatti first introduced the Type 2 concept
car in 1900. This prototype later served as inspiration for the later-developed
Dietrich-
Bugatti Type
2, designed
and
assembled at
Baron de
Dietrich's
Niederbronn
factory in
Alsace,
France. The
car was
fitted with a
3.1L inline-4 engine and provided the base for the upcoming Type 3, Type 4 and
Type 5 models. It was discontinued a year later, a few months after winning an
award at the 1901 Milan Automobile Exhibition. It won an award at the Milan
Automobile Exhibition that year and gained the notice of the Baron de Dietrich.

6. 6
Bugatti Type 5
BUGATTI Type 5 (1903): Ettore Bugatti presented the Type 5 prototype in
1903. Designed by Ettore Bugatti and Émile Mathis as a link-model between the
old Type 3/4 and the later-developed Type 6/7, this variant - also known as
'Hermes' -
was
equipped
with a
12.9L 4-
cylinder
inline
engine
delivering
up to 45
hp and a
4-speed
manual
transmission. The upcoming Type 6/Type 7 models were both based on the Type
5 and entered the production line badged as Dietrich-Bugattis.

7. 7
Bugatti Type 10
BUGATTI Type 10 (1908): Ettore Bugatti first designed the Type 10
model in 1908, in the
dying months of his
collaboration with
German manufacturer
Deutz Gasmotoren Fabrik.
Soon after designing this
model, Ettore decided to
look for a French
manufacturer to further
develop his Type 10 and
found it in Molsheim,
Alsace. He fitted it his 2-
seat roadster with a 1.1L engine and a 4-speed manual transmission, while
featuring a bathtub-shaped body
style. Also, the Type 10 had no
rear suspension whatsoever.
so he conceived this aluminum-bodied
810-pound 10-
horsepower car capable of 55
mph. He dubbed it "le Petit Pur-
Sang," or little thoroughbred.
When he left the company, he
drove it to Molsheim, France,
where this car helped him secure
financial backing to start his own
company.

8. 8
Bugatti Type 13,14
After opening his new factory in Molsheim, Ettore
Bugatti refined his
lightweight Type 10 into
the Type 13 racer. The
new company produced
five examples in 1910,
and entered the French
Grand Prix at Le Mans in
1911. The tiny Bugatti
looked a little out of
place in the race, but
took second after seven
hours of racing. World War I halted car production but Ettore took completed
Type 13 cars with him to
Milan for the duration of
the war, leaving the parts
for three more cars buried
near his factory in France.
After the war, Bugatti
returned and prepared five
Type 13s for racing. They
were a great success,
winning the first four
places at the 1921 Brescia
Grand Prix, so Type 13s are often called the 'Brescia' Bugattis. Ettore Bugatti
entered four examples of his Type 13 in a newly estalbished Grand Prix race in
northern Italy, the Gran Premio d'Italia Internazionale held at the Circuito di
Brescia on August 21st of 1921. Ernest Friderich drove car number 13 to a victory
in its class with an average speed of 72 mph over 215 miles, setting a new record
for the 1,400cc category. The other Bugatti cars finished 2nd, 3rd and 4th. After
this impressive accomplishment, the model was dubbed the 'Brescia Bugatti.'
Between 1920 and 1926, the Brescias scored a long list of important successes in

9. 9
Britain and Continental Europe.

10. This Bugatti Type 13, chassis number 981, was manufactured in Molsheim,
France, on August 14th of 1920. It was originally configured as a Type 22-27 and
was equipped with a 16-valve, overhead-camshaft engine (no. 538), an RB
magneto, four shock absorbers, five Rudge wire wheels, the 'long'-type steering
column and four-place coachwork.
10
Chassis 981 was
included in a
delivery of 20
Bugatti chassis to
Louis Pabanel of
Paris on September
5th of 1920. Louis
Pabanel was an
official agent for Bugatti, Diatto
and Hotchkiss automobiles.
The first recorded owner was
Edmond Autran of Avignon,
France. He registered the Bugatti
on June 17th of 1922, but by the
fall of 1928, the Brescia had
been sold to M. Bailly, a resident
of Toulon. About two years later,
M. Pensin of Draguignan became
the next owner.
When World War II came to a close, an
American serviceman stationed in
France discovered the Bugatti
and shipped the car to the United
States. It was later purchased by Bud
Ley of Cleveland, Ohio. Under
Mr. Ley's ownership, the car was sent to England, where the original chassis was
shortened to Type 13 configuration. Bugatti is credited with building cars that
were not only works of art, but also amazing mechanical creations. The first -

11. Bugatti ever built, the Bugatti Type 13 is considered to be one of the most
successful cars in Bugatti history. With the company's founding in 1910,
production of the Type 13 and later Types 15, 17, 22, and 23 lasted through 1920
with 435 examples produced. The Type 13 featured a 16-valve four-cylinder,
one of the first ever produced, that performed wonders on the track and also
earned the company's first big race win in the 1920 Grand Prix de Le Mans. The
following year the four Type 13s took the top four spots at Brescia in Italy. Until
1926 the Brescia Bugatti was produced. In keeping with Ettore Bugatti's feelings
for his designs, road cars became known as 'pur-sang' ('thoroughbred'). After
World War I the car was brought back with multi-valve engines. Much needed
money was also brought in by the production of the 'Brescia Tourer' .
Watch this video on Youtube
(http://www.youtube.com/watch?v=RdIYm6W9RcY)
11

12. Bugatti Type 22 Bottom of Lake
12
For the locals around Lake
Maggiore on the Italian-Swiss border, the
mythology surrounding the Bugatti in the
Lake was well known. This particular 1925
Bugatti Type 22 Brescia Roadster used to
belong to Golden Age of Grand Prix driver
René Dreyfus, who lost it in a drunken poker game to Swiss playboy Adalbert
Bodé in Paris in 1934; Bodé soon left for home with his new machine, but with no
cash in pocket, he was unable to pay its import duties when he was stopped at
the Swiss border. Bodé walked away, leaving Swiss officials to dispose of his prize
however they saw fit. In those days, a ten-year-old Bugatti wasn't of significant
value, so officials chose to roll it into the lake; its eventual resting spot was 173
feet below the surface of the water.
(http://www.youtube.com/watch?v=nq4CW-qMzxw )
Yet it wasn't until the summer of
1967, when deep-diving
technology was able to
overcome the 29 fathoms of
water pressure, that the Bugatti
tale ceased to be a myth; a local
diving club was able to see it for
the first time. For more than four
decades, amateur divers plunged
the depths of the lake to catch a

13. glimpse. Hey, if Nantucket can -have the Andrea Doria, why can't Lake Maggiore
have its own Bugatti?
13
An unforeseen,
unconnected event led
to its eventual
exhumation and sale. In
2008, a local boy was
killed at a street fair, a
victim of a brutal,
random beating; the
local diving club
elected to raise the
long-sunken Bugatti
and donate the proceeds
to a non-profit
foundation established
in the victim's name to combat youth violence. A crowd of thousands witnessed the
long-sunk Type 22 emerge from Lake Maggiore on July 12, 2009.
(Famously, there was still air in the remaining Englebert tires as it was raised to the
surface.) The half of
the car that retains its
body and tires rested
in the silt at the
bottom of the lake
for decades; the
remainder, exposed
to the lake, is a
solemn reminder of
the effects of the
elements. Suitably
prepped, it sold for
around $370,000 at
the Bonhams auction
at Retromobile in
Paris in January
2010; the buyer was Peter Mullin, he of the Mullin Automotive Museum in
Oxnard, California.
Today, the Bugatti is displayed in its own room, walled off from the rest of the
collection; the space is designed to invoke intimacy, and to roughly replicate the
(minimal) light levels available at the bottom of the lake. All the better to help a
viewer concentrate on the endless details that make the Brescia a must-see work of
art.

14. Art is open to
interpretation,
and art is
designed to make
you think and
feel. The Brescia
scores on all
counts. "This is a
car that's had
many different
lives," says
museum curator
Andrew Reilly.
"Here's a twin-plug competition car, rebodied to carry its current torpedo body. It's
known to have belonged to René Dreyfus, then lost in a card game in Paris. It was
pushed into the lake, it became a part of local lore, it became a tourist attraction.
Depending on what part of its lifespan you focus on, you come away with a
different appreciation. If
the focus is on the young
man who lost his life, it's
a somber part of the
story. The faded
grandeur of great pre-war
cars suffering certain
indignities is another. The watery crypt and silence and darkness this car survived
in lends itself to another solemn experience."
14

15. 15
Bugatti Type 55
While the four seater Type 43 was a big hit, Jean Bugatti's increasing influence
persuaded his father Ettore to do something different for the Type 51 road car.
The twin-cam engine was
carried over from the new
racing car, but fitted in a
ladder frame chassis similar to
the ones used for the sixteen
cylinder Type 45/47 and the
4.9 litre Type 54 Grand Prix
car. The chassis was slightly
wider and a lot stronger,
making it ideal for the road
going Type 55. In good Bugatti
tradition the chassis was suspended by solid axles and leaf springs. Slightly
detuned for reliability reasons, the straight eight produced around 145 bhp. It was
mated to the same four-speed gearbox used in the Type 43.
Jean Bugatti, just 22 years old at the time. added his magic touch by designing an
absolutely -stunning looking two-seater Roadster bodywork that has gone into
history as one of the all time greats. Its lovely lines were further accentuated by a
two-tone finish. The eight-spoke cast-aluminium wheels with integrated brake

16. drums were directly lifted from the Type 51 and revealed the car's competition-roots.
In addition to the Roadster body, the Type 55 catalog also featured a Coupe
design along similar lines. Most of these bodies were built by the factory with the
exception of a few Roadsters that were constructed by Gangloff to relieve the
work-load in Molsheim. With such a spectacular 'standard' design, it was not
surprising that less than a handful were clothed by other coach-builders.
Even though the last one was not built until 1935, more than half of all Type 55s
were constructed in 1932. Compared to the Type 43, the Type 55's production
figure of just 38 examples might sound disappointing. However, considering it was
a substantially different car and aimed at the richest of customers, the number
constructed and sold is still relatively high, especially after the commercial failure
of the Type 41 Royale. A true supercar in its era, the Type 55 Super Sport is still a
highly desirable car thanks to its design and great driving characteristics.
16

17. 17
Bugatti Type 251
BUGATTI Type 251 (1955 - 1956): Bugatti introduced its very last 'Type'
models in 1955, the Type 251. This exotic 2-door roadster was designed by
Gioacchino Colombo and featured a quite unique engine configuration -
transversely
mounted
behind the
driver. It
had a 2.5L
displacement and could deliver up to 230 hp. The Type 251 also featured a newly-developed
de Dion tube non-independent rear suspension aimed to add to car's
sports capabilities. This model was discontinued a in 1956, but not before
competing for 18 laps in the French Grand Prix (driven by Maurice Trintignant).

18. 18
Bugatti EB 110
As we all know, today Bugatti is owned by the Volkswagen Group,
which is why it is powered by an insane quad-turbo W16 engine. The EB110 came
about in the early 1990s, before VW had a hand in the brand. A few years before
its debut, Italian billionaire
and Ferrari dealer
Romano Artioli acquired
the rights to the storied
Bugatti name and
attempted a revival of his
own. As Gulf news tells it,
Artioli's goal was to make
a car that was more
badass than anything
Ferrari or Lamborghini
made. How did he do it?
By recruiting a bunch of former Lamborghini engineers, that's how. The car that
would become the EB110 was extremely advanced for its time, packing a 3.5-liter
V12 engine with
four turbochargers
good for 560
horsepower and
all-wheel-drive.
And unlike its
porkier little
brother the
Veyron, this car
kept the weight
down with
aluminum body
panels mounted to a carbon fiber monocoque chassis. Zero to 60 mph times were
in the low 3-second range.

19. 19
Bugatti Veyron 16.4
The Bugatti Veyron 16.4 is an exotic sports car. Without seeing one in person, it's
a little hard to judge the car's size, but in terms of dimensions the Veyron is
actually a little bit shorter in length than a Porsche 911. To help reduce weight,
carbon fiber and aluminum have been extensively utilized for the car's bodywork
and structure, though the Veyron still checks in at close to 4,500 pounds.
Assigned to the task of getting that mass up to speed is a quad-turbo, 8.0-liter W16

20. -engine mounted amidships. (The Veyron's "16.4" refers to cylinder and
turbocharger count.) In simplified terms, the engine's W layout could be described
as being two Volkswagen
narrow-angle V8s joined
together. It's rated at 1,001 hp
and 922 pound-feet of torque.
To put that output into
perspective, think of the Bugatti
Veyron as having two Corvette
Z06 engines.
20
Power is sent to all four wheels
through an F1-style, seven-speed
automated manual
gearbox whose design is
similar to that of VW's
well-regarded DSG
transmission. Thanks to all-wheel
drive and massive
wheels and tires, the
Veyron is ferociously
quick, with published
reports indicating a 0-60-

21. 21
mph time of approximately 2.5
seconds and a quarter-mile time in
the low 10-second range.
And when placed into a special top-speed
mode that primes the car for
minimum aerodynamic drag, the
Veyron is indeed capable of 252
mph. Naturally, one might find it
hard to locate a long enough straight
to achieve this, so Bugatti kindly limits the Veyron's normal top speed to a "mere"
230 mph.
According to those who've had the pleasure of seat time, the Bugatti Veyron is a
relatively easy car to drive. Handling,
though not as visceral or engaging as
other exotic sports cars, is still
monumentally impressive. Meanwhile,
the car coddles its occupants with leather
upholstery and special aluminum trim,
while interior measurements are in fact
quite roomy. Outward forward visibility,
however, is noticeably poor due to the
car's very thick A-pillars.

22. 22
Videos-
(http://www.youtube.com/watch?v=jk1t6S737Cs)
(http://www.youtube.com/watch?v=LSFX9vrwJf8)
(http://www.youtube.com/watch?v=RXqSedWSu2k)
( http://www.youtube.com/watch?v=iexmpPrUPBU)
www.facebook.com www.google.com www.youtube.com

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