1937 Bugatti 57C Van Vooren Cabriolet

Contemporary Descriptions of the First Series Type 57

One of the early descriptions of type 57 was given in the May 1934 issues of Motor Sport. This article is no doubt responsible for the error, since repeated, of ascribing nine bearings to the crankshaft instead of five or six, if the one behind the rear camshaft gear is counted. (5) “ The existence of a new Bugatti sports car, said to have almost the acceleration of the blown ‘2 - 3’ up to 80mph, has for some time been known in England, and a visit to Molsheim to try the new machine seemed indicated. When we did get there we found that the Type 57, as the new model is called, was already in good demand and a number of chassis were coming through. In fact, with two other widely differing activities, that is, preparing the racing teams and building the new rail-cars, the famous factory was very busy indeed. In appearance the new car is not unlike the previous 3-3 litre model Type 49 except that it has shutters on the radiator and a built-up front axle. Rudge Whitworth wire wheels are used instead of the aluminum type. The car we were to try was the one usually driven by Constantini, the first of its type and still used for testing purposes. Rene' Dreyfus, for some years past one of the star performers in the Bugatti racing team was at the wheel. After three minutes of warming up we took our seats and the car moved off smoothly. ‘Delightful cars, these’, said M. Dreyfus, and thereupon changed from bottom to top gear. In this ratio we burbled along perfectly smoothly to the factory gates and so out on to the fine straight road between Molsheim and Strasbourg. After a fast run up and down to get the oil circulating, Dreyfus pronounced himself satisfied. ‘First of all notice the flexibility’, he said and ran down to 10mph on top gear. ‘now the smooth pick- up’, and procee ded to put his foot down hard. The speedometer needle swung round at an ever- increasing rate without any trace of hesitation. ‘All - out speed’, and we reached 95mph. ‘Finally the road holding’, so we drove down a minor road at 75, slowed to 60 with a gentle application of the brakes and took a 60 degree bend without any reduction in speed. The car neither rolled, slid nor gave any indication that the manoeuvre was at all unusual . ‘Vraiment une voiture fantastique’, a remark with which we could not fail to agree as soon as we could think of an adequate reply. The brakes were extremely efficient and from a speed of 40mph the car came to rest in approximately 53 feet, without any tendency to swing or for the wheels to lock. This test was, in fact, considered too tame, so we tried again, this time from 75mph. The retardation was equally safe and sure, the distance being about 70 yards. Instead of the shrill scream which usually comes from third gear on a Bugatti, on the ‘3 3’ there is a complete absence o f noise. Constant mesh gears are used for second and third gears and the change is further simplified by having a single plate clutch lined with Ferodo in place of the multiple disc pattern which is usually fitted to Bugatti cars. The exhaust note is subdued and even when all out there is nothing more than a slight rumble.

Owing to the limitations of the Works insurance plicy, we were not able to drive the car ourselves, but the ease with which it cornered and the accuracy of the steering could not be