1937 Bugatti 57C Van Vooren Cabriolet

In 1934 Molsheim introduced what was to be the most celebrated non racing car that Bugatti ever produced. It remained in relatively large scale production (an estimated 750 cars) until the end of 1939 nor early 1940, and a few were even produced after the war. It was on this model that Ettore’s son, Jean exerted his influence to a considerable extent, refining the car and generally making it fit to compete on equal terms with the sophisticated automobiles of the middle ‘thirties – Delahayes, Delages, Bentleys and so on. The days of semi racing road cars were over and there was no market for extravagant Royales or 5 litre Types 46 and 50: but a reliable, high performance Bugatti could still sell when fitted with fine bodywork drawing on the best in France creative ability as to line and color. The Ventoux, the Stelvio and the Atalante bodywork catalogues and sold on these chassis was a credi t to Jean Bugatti’s imagination and the skill of French coach-workers. The Type 57 was more or less new from stem to stern, except the bore and stroke which were the same as the Type 49, 72mm by 100mm. The engine had a 5 bearing (strictly 6-bearing) crank, and twin overhead cams with articulated rockers or fingers in place of cups, the cams being driven by a helical gear train from the rear of the crankshaft as opposed to earlier front drive of the Type 50 and 51 constructions. The gearbox was mounted integrally with the engine and the classic Bugatti clutch was replaced by a single plate unit. The gears were of constant mesh, second, third and fourth engaged by dog-clutches. The rear axle started off with a taper-roller bearing mounting for the pinion, but was replaced later with the normal earlier ball bearing construction. Suspension was standard at the rear and front, except that the original fifty or so cars had a split, articulated front axle, although this was not continued into production on this model, most of the earlier cars having the axles soldered up. Brakes were mechanical along normal Molsheim lines. At the end of 1936 or early 1937 an important Type 57, Series 2 change was made with the introduction of a rubber mounted engine, changes to camshafts and engine timing a heavier chassis with more cross-bracing, and a different dashboard with twin in place of a single large instrument. The exhaust manifold was also changed, the down pipe being taken off centrally, instead of at the front. About this time too (probably 1937 at about car no. 57450-57500) the crankcase was modified to make provision for a blower drive on the right side, the drive being blanked off on the normal car. A compressor fitted to the standard model made the Type 57C of 1937-8. There are those who claim that the 57C is the best of the ‘touring’ models, the supercharger enhancing performance and flexibility. At the end of 1938 further improvements were made to the Type 57, Series 3 to refine it. The most important was the introduction of hydraulic brakes of Bugatti Lockheed design, with twin master cylinders and the substitution of telescopic Allinquant shock absorbers for the highly expensive de Rams, which in turn had replaced the cheaper, but less effective Telecontrol Hartfords of earlier cars. To allow the front shock absorbers to be mounted vertically, the wings were swept up high alongside the radiator and usually were faired into the lamps.(5)