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Bugatti Type 35
Bugatti Type 35
Bugatti Type 35
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Bugatti Type 35
Overview
ManufacturerAutomobiles Ettore Bugatti
Production1924–1930
AssemblyFrance: Molsheim-Dorlisheim, Alsace (Usine Bugatti de Molsheim)
DesignerEttore Bugatti
Body and chassis
ClassGrand Prix, Formula Libre
Body styleUnderslung Type
LayoutFR
ChassisSteel ladder frame, aluminum body
Powertrain
Engine
  • 1,092–2,262 cc (67–138 cu in) 3-valve SOHC straight-8
  • 60–130 hp (45–95 kW)
Transmission4-speed manual + reverse
Dimensions
Wheelbase2,400 mm (94.5 in)
Length3,680 mm (144.9 in)
Width1,320 mm (52.0 in)
Curb weight650–750 kg (1,435–1,655 lb)
Chronology
PredecessorBugatti Type 30
SuccessorBugatti Type 51
Bugatti Type 37 (left) and 35 (right) cars at the Cité de l'Automobile Museum, Mulhouse
Carl Junker won the 1931 Australian Grand Prix with a Type 39

The Bugatti Type 35 is an iconic race car design produced by Bugatti at their Molsheim premises between 1924 and 1930. It was extremely successful when raced by the factory works team. It was also bought by a diverse roster of privateer clientele from around the world. It pioneered the concept of a holistically conceived, race-ready car available for purchase.

The arch/egg-shaped[1] radiator is emblematic, as is the rear of the car. The tapered stern has been called a 'Bordino tail' and Ettore Bugatti may have been influenced by the shape of the earlier Fiat 804 driven and modified by Pietro Bordino.[2] The car has also become synonymous with being the first to use cast alloy wheels.[3][4]

The Type 35 was phenomenally successful, winning over 1,000 races in its time. It took the Grand Prix World Championship in 1926 after winning 351 races and setting 47 records in the two prior years. At its height the Type 35 averaged 14 race wins per week. Bugatti won the Targa Florio for five consecutive years, from 1925 through 1929, with the Type 35.[5]

The Bugatti Type 35 was continually being modified and improved upon, but broadly falls into the following nomenclature:

Type 35 (naturally aspirated)

[edit]

This original, defining model was introduced at the 1924 French Grand Prix, held at Lyon. The inaugural outing for the Type 35 was not a success due to fitment of badly-vulcanised Dunlop tyres.[3] Despite this, the model showed promise and became increasingly competitive with refinements being made.

The car used an evolution of the three-valve 1,991 cc (121.5 cu in) overhead cam straight-eight engine first seen on the Type 29. Bore was and stroke was of 60 mm × 88 mm (2.36 in × 3.46 in) as on many previous Bugatti models.[6]

This new powerplant featured a sophisticated roller bearing system, numbering five in total. This allowed the engine to rev to 6,000 rpm. Output was up to 90 hp (67 kW). The cable-operated drum brakes system was very popular and adaptable. Alloy wheels were a novelty, as was the hollow front axle for reduced unsprung weight. Another feature of the Type 35 that was to become a Bugatti trademark was passing the springs through the front axle rather than simply U-bolting them together as was done on their earlier cars.

96 of these un-supercharged T35 examples were produced.

Type 35A

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1925 Bugatti Type 35A "Tecla"

A mechanically simpler version of the Type 35 appeared in May 1925. Intended for road use while retaining the 'racing look', several were raced anyway and with some success. The public nicknamed the model "Tecla" after a famous maker of imitation jewellery. The Tecla's engine used plain bearings on the crankshaft (for ease of maintenance), smaller valves, and coil ignition like the Type 30, it was normally delivered on regular wire-spoked wheels.

139 examples of the Type 35A were produced.

Type 35T

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Bugatti introduced a special model for the 1926 Targa Florio race with engine displacement set to 2,262 cc (138.0 cu in) with a longer 100 mm (3.9 in) stroke; the car could not be used for Grands Prix due to rules limiting capacity to 2.0 litres.

13 T35Ts were produced.

Type 35C

[edit]
1929 Bugatti Type 35C

The Type 35C was introduced in 1926 and featured a Roots supercharger, despite Ettore Bugatti's disdain for forced induction. Output was nearly 128 bhp (95 kW) with a single Zenith carburettor. The Type 35C came first and second during its first race outing at the 1926 Milan Grand Prix held at Monza. This 2.0-litre supercharged configuration continued to be very dependable.

In 1929, Bugatti was charging 91,500 French francs for the Type 35C. French pilot Guy Bouriat bought two in March 1929.

Approximately 45 examples left the factory.

Type 35B

[edit]
1927 Bugatti Type 35B
Bugatti Type 35B replica Dashboard

Named by the factory "Type 35TC" (Targa Compressor), this most powerful version became known colloquially as the "T35B". It shared the 2.3 litre engine of the Type 35T this time with a large supercharger added. Output was 138 bhp (103 kW). A British Racing Green Type 35B driven by William Grover-Williams won the inaugural 1929 Monaco Grand Prix. While having more torque, the Type 35B did not rev as high and engine fuel consumption levels were such that the factory reverted to producing the T35C.

Around 37 Type 35B were produced.

Type 37

[edit]
1928 Bugatti Type 37

The Type 37 sports car used the same chassis and bodywork as the full-power Type 35, but were mostly delivered with wire wheels. Fitted with a new 1.5 litre (1,496 cc, 91 cu in) straight-4 engine (69 mm x 100 mm), it was easier to maintain for many privateer drivers. This engine was a SOHC three-valve design and produced 60 bhp (45 kW). The same engine went on to be used in the Type 40.

Around 223 Type 37s were built.

Type 37A

[edit]
1929 Bugatti Type 37A

The supercharged Type 37A enabled engine output to reach 60–67 kW (80–90 bhp). It also had larger shrouded brake drums.

Around 67 Type 37As were produced.

Type 39

[edit]

The Type 39 was similar to the Type 35 except for the engine crankshaft, modified to produce a smaller 1.5 litre (1,493 cc, 91 cu in). Stroke was down from 88 mm to 66 mm, and a mix of plain and roller bearings were used in the crank.

10 examples were produced (some being supercharged (Type 39A)).

A single 1.1 litre (1,092 cc, 67 cu in) version was also created by reducing the bore of the engine to 51.3 mm.

Technical data

[edit]
Type 35A Type 35 Type 35C Type 35B Type 39B Type 39C Type 39D Type 39A Type 39 Type 37 Type 37A
Engine:  Front mounted 8-cylinder in-line engine 4-cylinder
Displacement:  1991 cc 2262 cc 1091 cc 1484 cc 1493 cc 1495 cc 1496 cc
Bore × stroke:  60 x 88 mm 60 x 100 mm 51.3 x 66 mm 54 x 81 mm 60 x 66 mm 52 x 88 mm 69 x 100 mm
Max power at rpm:  70 hp at 4000 rpm 100 hp at 5000 rpm 135 hp at 5500 rpm 80 hp at 5000 rpm 120 hp at 6000 rpm 85 hp at 6000 rpm 65 hp at 4500 rpm 75 hp at 5000 rpm
Valve control:  3 valves per cylinder, SOHC
Compression:  Aspirated Roots compressor Aspirated Roots
Carburetor:  2 Solex 35 or 2 Zenith 36 Zenith 48K Zenith 36 2 Solex 35 or 2 Zenith 36 Zenith 36 UH or Solex
Upload: 
Gearbox:  4-speed manual
Suspension front:  Rigid hollow shaft with semi-elliptical leaf springs running through the shaft Rigid hollow axle with sail for pointing quail elliptical leaf feathers Rigid solid axle
Suspension rear:  Rigid axle with inverted quarter-elliptical leaf springs
Brakes:  Drums, all-round
Chassis & body:  Aluminium body on steel ladder frame
Wheelbase:  240 cm
Dry weight:  750 kg 700 kg 720 kg
Top speed:  145 km/h 177 km/h 190 km/h 150 km/h 185 km/h 150 km/h

Notable race victories

[edit]
Year Race Driver Car
1925 Rome Grand Prix Carlo Massetti Type 35
Targa Florio Bartolomeo Costantini Type 35
Circuito del Garda Aymo Maggi Type 35
1926 Coppa Acerbo Luigi Spinozzi Type 35
Coppa Etna Aymo Maggi Type 35 A
French Grand Prix Jules Goux Type 39 A
Gran Premio de San Sebastián Jules Goux Type 39 A
Italian Grand Prix Louis Charavel Type 39 A
Rome Grand Prix Aymo Maggi Type 35
Spanish Grand Prix Bartolomeo Costantini Type 35
Targa Florio Bartolomeo Costantini Type 35 T
Tripoli Grand Prix François Eysermann Type 35
1927 Targa Florio Emilio Materassi Type 35 C
Tripoli Grand Prix Emilio Materassi Type 35 C
Rome Grand Prix Tazio Nuvolari Type 35
Solituderennen August Momberger Type 35 B
Grand Prix de la Marne Philippe Étancelin Type 35 B
1928 French Grand Prix William Grover-Williams Type 35 C
Italian Grand Prix Louis Chiron Type 37 A
San Sebastián Grand Prix Louis Chiron Type 35 C
Spanish Grand Prix Louis Chiron
Targa Florio Albert Divo Type 35 B
Tripoli Grand Prix Tazio Nuvolari Type 35 C
Moroccan Grand Prix Edward Meyer Type 35 C
1929 French Grand Prix William Grover-Williams Type 35 B
German Grand Prix Louis Chiron Type 35 C
Spanish Grand Prix Louis Chiron
Monaco Grand Prix William Grover-Williams Type 35 B
Targa Florio Albert Divo Type 35 C
Australian Grand Prix Arthur Terdich Type 37 A
Algerian Grand Prix Marcel Lehoux Type 35 C
1930 Belgian Grand Prix Louis Chiron Type 35 C
Czechoslovakian Grand Prix Heinrich-Joachim von Morgen and Hermann zu Leiningen Type 35 B
Eifelrennen Heinrich-Joachim von Morgen Type 35 B
French Grand Prix Philippe Étancelin Type 35 C
Monaco Grand Prix René Dreyfus Type 35 B
Australian Grand Prix Bill Thompson Type 37 A
1931 Australian Grand Prix Carl Junker Type 39
Grand Prix des Frontières Arthur Legat Type 37 A
1932 Australian Grand Prix Bill Thompson Type 37 A
1933 Grand Prix des Frontières Willy Longueville Type 35 B

References

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Further reading

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Bugatti Type 35

View on Grokipedia
from Grokipedia
The Bugatti Type 35 is an iconic Grand Prix race car introduced in by at the company's , , factory, renowned as the most successful racing car in history with over 1,000 victories. Featuring a lightweight design with a dry weight of 750 kg and an innovative 2.0-litre producing 95 PS, it achieved top speeds of around 190 km/h, revolutionizing open-wheel racing through its balance of speed, handling, and reliability. The model's ellipsoid aluminum bodywork, cast alloy wheels with integrated brake drums, and advanced engineering elements like a hollow front and roller-bearing set new standards in and performance. Developed during the early years of the Grand Prix era, the Type 35 debuted at the 1924 and quickly dominated circuits worldwide, with variants including the naturally aspirated Type 35A (75 PS), supercharged Type 35C, and the high-performance Type 35B featuring a 2.3-litre engine with up to 140 PS and speeds exceeding 215 km/h. Over 340 units were produced, many driven by legendary figures such as , , and Alberto Divo, who piloted the car to five consecutive wins from 1925 to 1929 and the 1926 World Manufacturers' Championship. Notable triumphs also included the 1929 by William in a Type 35B and the 1929 Grand Prix des Nations at the by , showcasing the car's versatility across road courses, hill climbs, and sprints. The Type 35's legacy endures as a cornerstone of Bugatti's heritage, influencing the engineering philosophy of modern hypercars like the and Divo, with its emphasis on precision craftsmanship and racing pedigree remaining central to the brand's identity a century later. Replaced by the Type 54 in 1931, surviving examples continue to command attention at historic races and auctions, symbolizing an era when innovation and artistry converged in .

History and Development

Origins

In the early 1920s, envisioned a versatile Grand Prix car that would dominate international racing through superior and lightweight construction, reflecting the post-World War I shift toward innovative, high-performance automobiles that balanced power with agility. This vision was shaped by the automotive industry's recovery and the growing emphasis on as a platform for technological advancement and brand prestige. Building on the success of the Bugatti Type 30, introduced in 1922 as the company's first production eight-cylinder model, Ettore sought to refine its proven layout for greater reliability and speed in competitive environments. The Type 30's achievements in hill climbs and reliability trials demonstrated the potential of Bugatti's inline-eight design, inspiring further evolution toward a more specialized racing machine. Development began in earnest at Bugatti's factory in starting in 1923, where key design meetings and prototype testing laid the groundwork for the Type 35. Early sketches focused on the , incorporating advanced features like a roller-bearing for enhanced durability, while prototypes such as the Type 32—nicknamed the "Tank de Tours" for its streamlined, low-slung body—were rigorously tested on local roads and tracks to validate concepts. These efforts emphasized lightweight materials, including hollow axles and cast aluminum wheels, alongside aerodynamic efficiency to outmaneuver heavier rivals like Alfa Romeo's P1 series and Sunbeam's Grand Prix entries.

Introduction and Early Competition

The Bugatti Type 35 made its public racing debut at the in on August 3, 1924, marking the introduction of Ettore Bugatti's innovative grand prix car to international competition. Five factory-entered Type 35s, powered by a naturally aspirated straight-8 engine producing around 90 horsepower, competed on the 23.1-kilometer Lyon-Givors road circuit over 35 laps, drawing over 100,000 spectators. The drivers included experienced works pilots Jean Chassagne (car #7), Ernest Friderich (#13), and Bartolomeo "Meo" Costantini (#22), alongside privateer Léonce Garnier (#21) and amateur Pierre de Vizcaya (#18), with a sixth prototype held in reserve. Despite demonstrating exceptional speed, the cars faced significant teething problems, including tire failures due to manufacturing defects in and poor from the initial supplier. Costantini retired after 17 laps due to steering failure, while de Vizcaya crashed out on lap 11 and was flagged off after 33 laps for being too far behind; only Chassagne (7th, 7h 46m 26s) and Friderich (8th, 7h 51m 45s) finished the race. These results highlighted the Type 35's potential for competitiveness against established rivals like the 2LCV and , even as mechanical unreliability prevented stronger finishes. In response to feedback from the event, implemented prompt modifications to address the identified weaknesses, including switching to a new tire supplier for better durability and refining the cooling system to mitigate overheating risks. These changes were validated through rigorous testing, with personally driving a modified Type 35 over 520 kilometers at an average of approximately 100 km/h without issues. The improvements paid off quickly in the car's next outing at the Grand Prix on September 28, 1924, where Costantini secured the Type 35's first with a second-place finish and another fastest lap, underscoring the model's rapid evolution and growing reputation in circles. By early 1925, further tweaks to suspension geometry enhanced handling stability, setting the stage for dominant performances in events like the , where the Type 35 claimed victory in May.

Design Features

Chassis and Bodywork

The Bugatti Type 35 utilized a pressed steel ladder-frame that integrated the as a stressed member to enhance while minimizing mass. This supported rigid at both ends, with the front featuring a hollow through which leaf springs passed, and the rear employing a live that dipped centrally around the frame before rising to the wheel hubs. Suspension was achieved via inverted quarter-elliptic leaf springs, providing effective roadholding and precise steering without excessive complexity. The complete and body assembly weighed approximately 750 kg, a figure achieved through meticulous that prioritized performance without sacrificing durability. Bodywork on the Type 35 consisted of sleek aluminum alloy panels forming a low-drag shape, which encapsulated the rear suspension for a streamlined appearance and reduced aerodynamic resistance. The iconic horseshoe-shaped arched radiator grille, emblematic of Bugatti's aesthetic, was positioned low to optimize while maintaining the car's compact profile. At the rear, a tapered "Bordino " fin contributed to high-speed stability by aiding management. These elements combined to create a cohesive exterior that balanced form and function, setting a benchmark for aesthetics. A key innovation in the Type 35 was its cast aluminum-alloy wheels, the first of their kind in a production , which replaced traditional wire wheels to drastically cut unsprung weight and improve handling responsiveness. Each wheel incorporated an integral brake drum and was secured via a bolted hub design, allowing for quick tire changes during races. This advancement not only enhanced cornering agility but also contributed to the car's overall lightweight ethos, enabling superior track performance.

Engine and Transmission

The Bugatti Type 35 featured a straight-8 engine with a single overhead actuating three valves per —two and one exhaust—for efficient gas flow and high-revving capability up to 6,000 rpm. This monobloc design incorporated five main bearings (two roller and three ball) supporting the crankshaft for durability under racing stresses. An optional Roots-type with three-lobe rotors, introduced in 1926 for supercharged variants like the Type 35C, provided , drawing air through the intake system for enhanced performance. Power delivery was managed by a wet multi-plate comprising 10 plates, ensuring smooth engagement between the and transmission during high-speed shifts. The four-speed , with a separate casing and sliding-gear mechanism, transferred via a propeller shaft to the rear axle, optimizing drive efficiency in a rear-wheel-drive layout. Fuel was delivered via twin Solex carburetors (or a single in supercharged variants) positioned for , supporting both naturally aspirated and supercharged configurations with precise metering for . The system included a mechanical for reliability under competition demands. For the base model, with a mechanical circulated oil via jets to maintain pressure; supercharged variants employed dry-sump with dual pumps and an additional mounted ahead of the front to prevent during cornering. Cooling relied on an arched honeycomb radiator—characteristic of Bugatti's horseshoe styling—paired with a centrifugal to dissipate heat from the inline-8 effectively. This integrated seamlessly with the for balanced weight distribution, enhancing handling without compromising mechanical integrity.

Grand Prix Racing Variants

Type 35

The Bugatti Type 35 represented the original naturally aspirated Grand Prix racing model, debuting at the Lyon Grand Prix on August 3, 1924, and establishing the core design principles for Bugatti's dominant era in motorsport. This variant prioritized lightweight construction and agile handling for the demanding circuits of the , setting it apart from prior road-derived racers by being purpose-built for competition from the outset. Its shared framework with other early designs emphasized durability under high-speed stress, as detailed in the broader design features section. At the heart of the Type 35 was a 1,991 cc straight-8 engine with a single overhead operating three valves per —two overhead intakes and one side exhaust—delivering 95 hp at 5,000 rpm and a of 5.5:1. This powerplant, fed by a single , provided reliable performance suited to the era's 2-liter formula regulations, enabling top speeds of approximately 175 km/h (109 mph) on the straights of European road courses. The engine's compact, inline configuration contributed to the car's balanced weight distribution, enhancing its cornering prowess without the complexity of . Production of the Type 35 spanned from 1924 to 1926, with approximately 96 units constructed at Bugatti's factory, destined primarily for factory entries and teams in Grand Prix events. These limited numbers reflected the model's exclusivity, with each hand-assembled to exacting standards for immediate track deployment rather than mass-market appeal. Key racing adaptations distinguished the Type 35 for Grand Prix circuits, including friction-type shock absorbers adjustable via onboard controls to fine-tune ride stiffness for varying track conditions. The suspension employed semi-elliptic leaf springs at the front and inverted quarter-elliptic leaf springs at the rear, paired with these dampers to absorb high-speed impacts while maintaining precise handling. Complementing this was a lightweight body crafted from hand-beaten aluminum panels over a steel-alloy , minimizing weight to around 700 kg and optimizing power-to-weight efficiency for superior acceleration out of corners. This combination of features propelled the Type 35 to early victories, such as multiple class wins at its debut event, cementing its role as a benchmark in pre-war racing engineering.

Type 35C

The Bugatti Type 35C, introduced in , represented a supercharged development of the base Type 35 architecture to boost Grand Prix competitiveness during the mid-1920s. This variant retained the core ladder-frame chassis and eight-spoke wheels of its predecessor while incorporating to address the increasing power demands of international regulations. Approximately 38 units were produced between and , reflecting Bugatti's focused output on high-performance racing machines. Central to the Type 35C's design was its 1,991 cc , fitted with a Roots-type and twin carburetors for enhanced aspiration. This configuration delivered 128 hp at 5,000 rpm, enabling a top speed of around 201 km/h. The engine featured a cast-iron block and head with a single overhead operating a three-valve-per-cylinder layout (two intake, one exhaust) at a of 5.2:1, contributing to improved efficiency under boost. To handle the stresses of supercharging, the was supported by two additional roller bearings for greater durability. Bugatti provided factory support for Type 35C entries in major events, including the series, where the model helped secure the manufacturer's 1926 World Championship title through multiple victories. By 1929, the model's list price had reached 91,500 French francs, underscoring its status as a premium racing tool amid ongoing refinements for reliability and performance.

Type 35B

The Bugatti Type 35B represented the culmination of the Type 35 Grand Prix lineage, the final supercharged variant developed during the 1926-1927 AIACR (1.5 L supercharged or 2.0 L naturally aspirated), using a low-boost on the enlarged for equivalence. Building on the supercharger technology introduced in the Type 35C, the 35B featured an enlarged straight-8 with the stroke increased from 88 mm to 100 mm (bore remaining at 60 mm), yielding a total displacement of 2,262 cc. This configuration, equipped with a Roots-type driven at speed, delivered 138 horsepower at 4,500 rpm, enabling a top speed of approximately 125 mph. To handle the elevated from the supercharged setup—estimated at around 140 lb-ft—the Type 35B incorporated a reinforced four-speed gearbox with stronger synchromesh components, addressing the durability issues seen in earlier models under high-load conditions. The retained the classic 94.5-inch and quarter-elliptic leaf-spring suspension of the Type 35 series, but with subtle refinements for better torque distribution. Cooling was enhanced through a larger and enveloping , often referred to as the "" design, which improved heat dissipation during prolonged high-revolution operation, crucial for the era's extended race durations. Production of the Type 35B spanned from 1927 to 1930, with approximately 37 units constructed at the factory, making it one of the rarer Grand Prix variants in the series. These cars were primarily campaigned in international events, where their power and reliability shone in demanding scenarios beyond standard circuits. Notably, the 35B excelled in hill climbs, such as the outright victory at the 1928 ascent by driver in chassis 4848, completing the 21.5 km course in 17 minutes 38 seconds. Additionally, examples set multiple speed records in the late 1920s, including class wins at events like the Shelsley Walsh hill climb, underscoring the model's versatility for sustained high-speed efforts on varied terrain.

Type 39

The Bugatti Type 39 represented a compact evolution of the Type 35 Grand Prix racer, tailored specifically for the lighter displacement classes in international competition. Derived from the established Type 35 design, it was engineered to compete in Voiturette events governed by AIACR regulations, emphasizing agility and reliability in secondary racing formulas. This variant prioritized a reduced overall scale while retaining core engineering principles, making it suitable for circuits demanding quick handling, such as . Central to the Type 39 was its naturally aspirated straight-8 engine, displacing 1,493 cc with a bore and stroke of 60 mm by 66 mm, single overhead camshaft, and three valves per cylinder. This powerplant produced 80-90 horsepower at around 5,500 rpm, providing sufficient output for its class without forced induction. The engine featured a roller-bearing crankshaft and was fed by a single Zenith or Solex carburetor, contributing to its reputation for durability during endurance-oriented Voiturette races. Paired with a four-speed manual transmission and mounted in a ladder-frame chassis with rigid axles, it enabled competitive performance in events like the Grand Prix de Boulogne. The Type 39's incorporated a of 2,400 mm, slightly refined from the Type 35 for enhanced maneuverability in tighter corners typical of junior formula tracks. Suspension employed inverted quarter-elliptic leaf springs at the front and semi-elliptic at the rear, with four-wheel cable-operated drum brakes integrated into cast-aluminum wheels. Bodywork was kept minimal and lightweight, typically in aluminum with a low-slung, open two-seater configuration to reduce weight to approximately 750 kg and optimize for high-speed stability. Production was strictly limited, with only 10 units constructed between 1926 and 1929 at the factory, underscoring its role as a specialized tool rather than a mass-produced model. These cars saw success in Voiturette-class events, including podium finishes in Italian and French grands prix, validating Bugatti's approach to scaling down the Type 35 for smaller-capacity competition.

Road and Special Variants

Type 35A

The Type 35A served as a detuned, road-oriented adaptation of the Type 35 Grand Prix racer, tailored for private customers desiring spirited performance suitable for touring and daily street driving. Its powerplant was a 1,991 cc naturally aspirated straight-8 engine, derived from the Type 38 touring unit but with reduced compression for improved reliability and lower maintenance demands compared to the high-strung racing versions. This configuration delivered around 70-75 horsepower at 4,000 rpm, providing ample power for road use while emphasizing durability. Production spanned from 1925 to 1929, with 139 units built at the factory, each fitted with practical road features including full weather equipment, electric lights, and a softened suspension system featuring leaf springs and friction dampers to enhance comfort over varied surfaces. The Type 35A proved popular among European enthusiasts for its blend of the Type 35's racing pedigree and touring refinements, with buyers often selecting options like cycle fenders for a sportier aesthetic and convertible tops for versatile open-air motoring.

Type 35T

The Type 35T was a short-production variant of the Type 35 grand prix racer, specifically adapted for the grueling endurance event on Sicily's mountainous roads. Developed in early 1926, it built upon the base Type 35 platform to address the race's unique demands, including steep gradients and prolonged high-speed running over rough public roads. Central to the Type 35T's design was its 2,262 cc naturally aspirated straight-8 engine, achieved by increasing the stroke to 100 mm while retaining the 60 mm bore, which emphasized low-end torque for better hill-climbing capability over outright top speed. This powerplant, producing around 100 hp, was mated to a four-speed transmission with adjustments suited to the terrain's variable demands. The chassis retained the lightweight ladder-frame construction of the Type 35 but incorporated enhancements for durability on uneven surfaces, while the rear-mounted steel fuel tank held 100 liters to enable extended operation without frequent refueling during the multi-lap race. Only 13 examples of the Type 35T were constructed, all destined for competition, limiting its use beyond event due to evolving grand prix regulations capping at 2.0 liters. These cars featured minimal bodywork for reduced weight and drag, with dust-mitigating seals on critical components to combat the fine road dust prevalent in the race environment. The Type 35T played a key role in Bugatti's unbroken streak of victories from to 1929, with a factory-entered example securing the 1926 win driven by Meo Costantini ahead of teammate Ferdinando Minoia in second place driving a Type 35. This success underscored the variant's effectiveness in endurance racing, where reliability and tractability proved more vital than peak power.

Type 37

The Bugatti Type 37 served as a more accessible road-going variant of the Type 35, designed to appeal to a wider audience beyond dedicated racers by offering scaled-down performance in a practical package. Production ran from 1926 to 1932, with 223 units manufactured at the factory, making it one of the more numerous models in Bugatti's early lineup. Marketed as a "pur-sang" —emphasizing its pure-bred engineering heritage—the Type 37 typically featured an open two-seater body style that balanced simplicity and elegance for everyday motoring. The Type 37's powerplant was a 1,496 cc straight-four engine derived from the earlier Type 30's architecture, delivering 60 hp at 4,500 rpm through a single overhead-camshaft design with a Zenith carburetor. This naturally aspirated unit provided reliable output for road use, paired with a four-speed manual transmission and rear-wheel drive. Its chassis drew brief design influences from the Type 35, including a low center of gravity, but utilized a lighter 2,400 mm wheelbase to enhance maneuverability and reduce overall weight to around 700 kg. Key features of the Type 37 included cable-operated drum brakes on all four wheels, with larger drums introduced on later examples for improved stopping power, though preferred mechanical systems over emerging hydraulic options. Buyers could opt for customizable coachwork, often configured as touring variants with added windshields or lightweight panels to suit grand touring needs, underscoring the model's versatility for affluent private owners.

Type 37A

The Bugatti Type 37A served as the supercharged iteration of the Type 37, tailored for enthusiastic road use with enhanced performance capabilities. Building on the base Type 37's 1,496 cc design, the Type 37A incorporated a Roots-type to boost output, along with reinforced internals such as a stronger to handle the increased stresses. This configuration delivered approximately 80-90 horsepower at 5,000 rpm, enabling a top speed of around 125 mph while maintaining the model's lightweight and agile handling for dynamic driving experiences. Production of the Type 37A spanned from 1927 to 1930, with roughly 67 examples constructed out of the broader Type 37 series total of about 290 units. These vehicles were primarily offered in open tourer or Grand Prix-style bodies, though buyers could opt for custom enclosed coachwork for greater weather protection and improved ventilation systems to address the supercharger's heat generation during prolonged spirited runs. The original list price hovered around 55,000 French francs, positioning it as a premium yet accessible choice for affluent motorists seeking performance on public roads. Although oriented toward road applications, select Type 37A examples saw occasional competitive use in hill climb events, where their boosted power and compact dimensions proved advantageous on twisting ascents. This versatility underscored the model's appeal as a bridge between everyday motoring and light motorsport, contributing to its enduring reputation among early enthusiasts.

Technical Specifications

Engine Configurations

The Bugatti Type 35 series featured a family of inline-eight engines renowned for their compact design and high-revving capability, all sharing a monobloc cast-iron construction with wet liners for efficient cooling and durability. These engines employed a single overhead (SOHC) driven by a vertical shaft, actuating three s per —two overhead s and one side-mounted exhaust —for a total of 24 s across the bank. This configuration allowed for reliable operation at speeds up to 6,000 rpm, balancing airflow and simplicity in a context. Engine displacements varied across variants to meet different regulatory and performance needs, starting from smaller units for entry-level or road-oriented models and scaling up for Grand Prix competition. The base Type 35 used a 1,991 cc displacement, producing approximately 90 PS (about 89 hp) in naturally aspirated form through twin carburetors and a of around 5.8:1. For the more affordable Type 35A, the same 1,991 cc engine was detuned with a three-bearing and coil ignition instead of magneto, yielding roughly 75 PS (74 hp) to suit sporting but less demanding applications. The Type 39, a downsized for smaller races, reduced displacement to 1,496 cc while retaining the SOHC setup, delivering 80-90 hp at 5,500 rpm. Supercharged variants introduced forced induction to boost power significantly, with the Type 35C adding a three-lobe Roots-type blower to the 1,991 cc engine, increasing output to 120-130 PS (118-128 hp) via approximately 0.5-0.7 bar of boost pressure. The largest configuration appeared in the Type 35B and Type 35T, both at 2,262 cc; the former incorporated the Roots supercharger—mounted low on the offside with a driver-engaged clutch for selective activation—achieving up to 140 PS (138 hp) by late production, while the latter relied on natural aspiration for specific events like the Targa Florio. Tuning refinements, such as a five-bearing crankshaft in higher-output models and aero-grade fuel in later iterations, enhanced reliability under boost, though fuel consumption typically ranged from 20-25 L/100 km in mixed use due to the thirsty supercharger setup.
VariantDisplacement (cc)AspirationPower Output (PS/hp)Key Tuning Notes
Type 351,991Naturally Aspirated90 / 89Twin carbs, 5.8:1 compression
Type 35A1,991Naturally Aspirated75 / 74Three-bearing crank, coil ignition
Type 35C1,991Supercharged ()120-130 / 118-128~0.5 bar boost, magneto ignition
Type 35T2,262Naturally Aspirated~100 / 99Longer (100 mm) for
Type 35B2,262Supercharged ()130-140 / 128-138Driver-engaged , five-bearing crank
Type 391,496Naturally Aspirated80-90 / 79-89Compact bore/ (52 x 88 mm)

Chassis and Performance Data

The of the Bugatti Type 35 series utilized a ladder-frame with a standard of 2,400 mm across most variants, including the Type 39, which shared the same dimension for optimal track handling. Curb weights typically ranged from 650 to 750 kg, a lightweight design that emphasized agility and responsiveness on the racetrack. Suspension was configured with a rigid front using quarter-elliptic leaf springs and a rear live employing reversed quarter-elliptic leaf springs, complemented by dampers for period-appropriate stability. Braking relied on mechanical drum brakes all around, providing adequate stopping power for the era's high-speed demands. Transmission: 4-speed manual with reverse. Performance metrics highlighted the Type 35's capabilities, with top speeds reaching 145-215 km/h depending on the variant's and . Acceleration from 0 to 100 km/h varied between 8 and 18 seconds across models, reflecting differences in power output and gearing. Contemporary evaluations praised the for its neutral balance and precise , which contributed to superior cornering and driver confidence during races. The favorable , bolstered by configurations, amplified the chassis's empirical strengths in and overall dynamics.

Production and Commercial Aspects

Manufacturing Details

The Bugatti Type 35 was manufactured at the company's factory in , , , where production spanned from 1924 to 1930. The process emphasized hand-assembly by a team of skilled artisans, utilizing in-house castings for critical components such as blocks and lightweight alloy wheels. This artisanal approach allowed for precise custom fitting of parts, ensuring each vehicle met Ettore Bugatti's exacting standards for and balance. Assembly occurred in dedicated workshops, where chassis frames were mated with engines and suspensions through meticulous hand-crafting techniques, including the forming of bare body panels and machining of metal surfaces. At its peak, the facility produced up to 32 Type 35 variants in a single month (June 1926), reflecting an average rate of approximately 5 to 10 cars per month during high-demand periods, though total output for the core Type 35 and direct variants remained limited to approximately 340 units. numbers for the core Type 35 series ranged from 4323 to 4965, facilitating and factory records. Quality control was integral to the manufacturing workflow, involving dyno testing of engines to verify power output and reliability, followed by comprehensive road shakedowns to assess handling and durability under real-world conditions. Patented innovations, such as the hollow forged front axles, underwent forensic measurements to maintain tolerances, minimizing failures and contributing to the model's renowned . This rigorous oversight underscored 's commitment to excellence in every unit produced.

Output Numbers and Pricing

The Bugatti Type 35 and its direct variants saw a total production of approximately 340 units between 1924 and 1930 (exact figures vary slightly by source), including the base Type 35 with 96 units produced, the detuned Type 35A at 139 units, the touring Type 35T with 13 units, the supercharged Type 35C totaling 45 units, the high-performance Type 35B at 37 units, and the 1.5-litre Type 39 at 10 units (including the Type 39A). The related four-cylinder Type 37 series added approximately 290 units (223 Type 37 and 67 supercharged Type 37A). These numbers reflect the model's commercial success, driven by its racing prowess and appeal to both private buyers and racing teams. Original pricing for the Type 35 varied by variant, year, and market, but was positioned as a premium offering for its era. The base Type 35 carried a list price of 100,000 French francs (equivalent to about £1,136) in , reflecting its advanced and Grand Prix pedigree. By 1926, the more accessible Type 35A was priced at £675 for export markets, while full-spec racing versions of the Type 35 reached £1,000, underscoring the model's scalability for different buyers. The Type 37, introduced as a more affordable entry into the series, was invoiced at 46,400 French francs in late 1926. Export pricing was adapted to local currencies such as British pounds and Dutch guilders to facilitate international sales, with dealer discounts sometimes applied for bulk orders—for example, a Brazilian dealer acquired 15 Type 35s at 35,000 French francs each in 1926. High demand, fueled by the car's dominance in over 2,000 races, often resulted in private sales exceeding official list prices, though exact premiums varied by region and negotiation.

Racing Achievements

Major Race Wins

The Bugatti Type 35 and its variants achieved remarkable success in individual races during the late 1920s, particularly in endurance and Grand Prix events, showcasing the model's superior handling, reliability, and power on diverse circuits. These victories highlighted the engineering prowess of , with the Type 35 series dominating through strategic team efforts and innovative designs like supercharged engines in later iterations. The , the grueling Sicilian road race over the Madonie mountains, became a stronghold for the Type 35, securing five consecutive wins from 1925 to 1929—a record unmatched in the event's history. In 1925, Meo Costantini piloted a naturally aspirated Type 35 to victory, completing the 540 km race (five laps of the 108 km Medio Circuito) in 7 hours, 32 minutes, and 27 seconds, finishing 4 minutes and 53 seconds ahead of the second-place . Costantini repeated the triumph in 1926 with a Type 35T, finishing in 7 hours, 20 minutes, and 45 seconds despite challenging weather, leading a 1-2-3 finish. The 1927 edition saw Emilio Materassi win in a supercharged Type 35C, crossing the line in 7 hours, 35 minutes, and 55.4 seconds, with Bugattis taking the top two positions. Albert Divo claimed the 1928 win aboard a Type 35B, finishing in 7 hours, 20 minutes, and 56.6 seconds after an intense battle with Alfa Romeos. Divo secured the fifth straight victory in 1929 driving a Type 35C, beating teammate Ferdinando Minoia by 1 minute and 1.8 seconds in 7 hours, 15 minutes, and 41 seconds. Beyond Sicily, the Type 35 variants excelled in Grand Prix racing. At the 1926 at , Jules Goux drove a Type 39A—the first supercharged evolution of the Type 35 design—to a solo finish after mechanical failures eliminated the field, completing 100 laps (509.6 km) in 4 hours, 38 minutes, and 43.8 seconds at an average speed of 109.7 km/h. The inaugural in 1929 was won by in a Type 35B, navigating the tight over 100 laps in 3 hours, 56 minutes, and 11 seconds, edging out Rudolf Caracciola's Mercedes by just 1 minute and 30 seconds in a dramatic duel. In the 1928 at , triumphed in a Type 35C, leading over 60 laps and finishing 2 minutes and 20.4 seconds ahead of Achille Varzi's . Overall, the Type 35 series amassed over 2,000 race victories between 1924 and 1930 across Grand Prix, hill climbs, and road races, including numerous major international events that underscored its versatility and dominance in the era's open-wheel formula.

Championship Successes

The Type 35 secured the 1926 AIACR World Manufacturers' Championship, marking a pinnacle of dominance in the era's premier international series. This title was awarded based on the lowest aggregate points scored by the highest-finishing car of each manufacturer across five designated Grands Prix, with points assigned as 1 for first place, 2 for second, and so on; achieved the best (lowest) total of 13 points through consistent top results in Type 35 variants, including victories in the at and the at . The factory team's strategic entries, led by drivers like Meo Costantini and Jules Goux, capitalized on the car's superior handling and reliability to outperform rivals such as and . In , privateer-driven Type 35s played a crucial role in 's contributions to the AIACR World Manufacturers' Championship framework, though the team did not qualify for the title due to insufficient participation in mandatory races; amassed victories in national-level events across . These independent entries, often unmodified production models, complemented factory efforts by dominating local and regional competitions, with notable successes in Italian and French national series that underscored the car's versatility for non-professional racers. Overall, Type 35 variants claimed numerous major Grand Prix wins that year, bolstering 's standing in the evolving continental racing structure. Bugatti's team strategies effectively balanced factory-supported campaigns in high-profile international races with widespread privateer participation, which amplified the Type 35's reach and victory tally. The Molsheim works team focused on official entries for Constructors' points-scoring events, deploying tuned Type 35C and 39A models, while over 300 customer-owned cars—many standard Type 35s—competed globally, contributing to an extraordinary volume of successes; in 1926 alone, across all variants and event types, Bugatti recorded over 350 wins, reflecting the model's accessibility and performance edge. This dual approach not only maximized points but also established 12 national titles in various countries during the , from Italy's Campionato Italiano to France's national series.

Legacy and Cultural Impact

Historical Significance

The Bugatti Type 35 revolutionized Grand Prix racing in the through its pioneering lightweight construction, which emphasized minimal weight and optimal performance to outmaneuver heavier competitors. Ettore Bugatti's design incorporated a hollow forged front weighing just 10 kg and reduced unsprung masses, allowing the car to weigh approximately 750 kg while delivering superior handling and cornering. This approach, combined with the introduction of finned cast aluminum wheels with integrated brake drums, set new standards for durability and efficiency on the track, innovations that directly influenced the adoption of standards in subsequent racing and road cars. Ettore Bugatti's design philosophy, which integrated with functional to prioritize drivability and low unsprung weight, profoundly shaped the evolution of design beyond the . By embodying the principle that form should enhance performance—evident in the Type 35's elegant, sculptural body and wider radiator grille—Bugatti's vision inspired post-war manufacturers to blend artistry and in their vehicles. The Type 35's racing dominance, including over 2,000 victories and five consecutive wins from 1925 to 1929, underscored its technical superiority and cemented its role as a benchmark for automotive innovation. In 2024, the centenary of the Type 35's debut was marked by numerous events, including a tour from to organized by Club Bugatti France, a special exhibition at the Bugatti Trust, displays at the , and the release of the limited-edition Bugatti Baby II Type 35 Centenary Edition, reaffirming the model's enduring legacy. As a of 1920s engineering artistry, the Type 35 symbolized the era's fusion of speed, elegance, and French ingenuity, frequently celebrated in contemporary motorsport publications like L'Illustration and Le Miroir des Sports for its breathtaking performances and sculptural beauty. Described as a "pure-blooded racehorse," it captured the public's imagination as an emblem of ' technological optimism, influencing depictions of automotive prowess in period literature and media that romanticized the of Grand Prix racing.

Modern Collectibility and Restorations

The Bugatti Type 35 has become one of the most sought-after classic cars in the modern collector market, with original examples commanding premium prices due to their historical pedigree and scarcity. Values for well-preserved original racers often reach $1 million or more, with exceptional specimens fetching up to $5 million or more at , as of 2025, reflecting strong demand among enthusiasts and investors. This collectibility is amplified by the car's authenticity, as verified through detailed provenance and events like Pebble Beach, where Type 35s are regularly showcased and scrutinized for originality. Recent auctions underscore the model's enduring appeal. In December 2024, a 1925 Type 35A/35T Grand Prix two-seater sold for £552,000 at Bonhams' Sale in , highlighting the value placed on early, unrestored examples with strong documentation. Similarly, a 1930 Type 35B Grand Prix, noted for its mechanical purity and continuous from its original owner, fetched $1,380,000 at auction in February 2025, against a pre-sale estimate of $1,000,000 to $1,800,000. Restoration efforts for surviving Type 35s emphasize fidelity to original specifications, often drawing on factory parts to maintain authenticity. A notable example from the Mullin Collection is a 1925 Type 35C Grand Prix (chassis 4634), originally a Type 35A that was converted to supercharged 35C configuration in the by the specialist firm Crosthwaite & Gardiner using period-correct components; it sold for $582,500 at Gooding & Company's Selections from the Mullin Collection auction in April 2024, within its $600,000 to $800,000 estimate. For those seeking accessible alternatives, modern replicas by Argentina's Pur Sang workshop provide near-exact recreations of the Type 35, hand-built with traditional methods and materials to replicate the original design, including the inline-eight engine layout, though these typically sell for under $300,000. These replicas allow broader participation in the Type 35's legacy while preserving the originals through reduced wear in events.

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