1929 Bugatti Type 40 Grand Sport

Lot details
Registration No: PN 4061
Chassis No: 40607
Mot Expiry: None

"The Type 40 is, above all, thoroughly roadworthy, and this surely is the greatest recommendation of all. One can swing round a bend or stamp on the brake pedal on a greasy stretch of road without experiencing the slightest qualm. Comfortable at low speeds, the springing becomes positively luxurious at a mile a minute or over; indeed, it is one of the best-sprung cars of its type which we have yet driven, and there is no need, for instance, to vary the shock absorber adjustment even for wisely different conditions, such as low speeds in town and an all-out lap on Brooklands track" (The Motor, 10th December 1929).

Launched in mid 1926, when Bugatti's fame was arguably at its zenith, the Type 40 was the Molsheim concern's ambassador to the masses. More affordable than its eight-cylinder brethren, the four-cylinder machine was nonetheless built to the same high standards. Based around a ladder-frame chassis featuring all-round leaf-sprung suspension (semi-elliptic front / reversed quarter-elliptic rear) and cable-operated four-wheel drum brakes, the newcomer shared its 1.5 litre engine with the racy Type 37 (save for their differing crankcase arms). An unsupercharged four-cylinder (69mm x 100mm) SOHC unit utilising a plain five-bearing crankshaft, plain rods and three valves per cylinder, it was allied to a four-speed centre-change manual gearbox. Credited with developing some 45bhp in standard tune and happily spinning to over 4,000rpm, the Type 40 could reach speeds of 75mph or more.

In keeping with Ettore Bugatti's sense of brand synergy, his four-cylinder and eight-cylinder model ranges mirrored one another. Thus, the standard `Grand Sport' coachwork worn by the Type 40 and Type 43 differed more in scale than proportion; both versions being configured as boat-tailed, cycle-winged four-seaters (albeit the smaller car was a little snug with four aboard). Equipped with a single-door on the passenger side and stern-mounted luggage locker, the `Grand Sport' body was notably rigid and lightweight. Progressively developed, the Type 40 soon gained a stronger chassis with deeper side rails but kept the same 1.2 metre track as its Type 35 Grand Prix sibling (while, later cars underwent a switch from jet- to pressure-feed engine lubrication). Renowned for durability and dependability as much as for agility and verve, the small 1.5 litre 12-valve Bugatti remained in production until 1930 by which time some 830 had been made.

According to marque historians David Sewell and Kees Jansen, this particular example - chassis number `40607' - was part of an order for six cars (three Type 40s: `40605', `40606', `40607' and three Type 43s: `43171', `43178', `43179') placed by UK concessionaire Colonel Sorel during April 1928. Copies of the Molsheim production records show that `40605' and `40606' were initially due to be supplied as Grand Sport cars, whereas `40607' was scheduled to leave the factory as a rolling chassis. However, Bugatti charged a mere FF 16,113.80 for each member of the trio. This despite the fact its own in-house coachwork register indicates that one car actually emerged with a factory-fitted Grand Sport body (Sewell has the lucky recipient down as `40606' but Jansen believes it was `40605'). Both men are keen to stress the Molsheim records are not always 100% accurate, Sewell hypothesising that all three Type 40s departed France with Grand Sport bodies and Jansen suggesting that `40606' and `40607' may have carried English-made but Bugatti-sanctioned facsimiles (either for reasons of financial or temporal expediency).

Whatever the exact geographical origins of its Grand Sport style body both Sewell and Jansen agree that `40607' was originally fitted with engine number `515'. First registered in East Sussex on 5th July 1929 (or so its `PN 4061' number plate would imply), little is known about the Bugatti's history until 11th July 1951 when it was registered to Chiltern Cars of Leighton Buzzard, Beds. Although not illustrated the four-seater was seemingly listed in the famous garage's June and July Motorsport advertisements that year with an asking price of £235 (David Sewell could only find evidence of Chiltern Cars handling one Type 40 during the period so presumably it must have been `40607'). Bought by Robert Ian Murray Esq. of Kelvin Court, Glasgow, `PN 4061' was listed in `The Bugatti Book' by Barry Eaglesfield and Peter Hampton (1954) which also doubled as the first marque register. Interestingly, the Type 40's chassis number and engine number were both given as `40607' (which is how they appear on the accompanying continuation buff logbook), while its coachwork was described as a blue Grand Sport 3/4-seater.

After much correspondence and a thwarted trip to Glasgow, Robert Ian Murray Esq. agreed to sell `40607' to the vendor's father for £105 in July 1956 (the original receipt covering the transaction remains on file). Driven down to London under its own power, the Bugatti was treated to a thorough engine overhaul the following January by Dawson Shanahan Ltd of Wimbledon and Chalk Farm at a cost of £20 18s 0d. Shortly thereafter Shellmex & BP and Alexander Duckham & Co were consulted as to which oil they would recommend for the rejuvenated powerplant; their replies and various promotional leaflets have survived to this day. Though, mentioned in Hugh Conway's 1962 Bugatti Register (and indeed every subsequent marque register since then), `PN 4061' was incorrectly recorded as having engine number `45'. These two digits are stamped into the crankcase but only right at the front just below where it meets the cylinder block. By contrast the correct number `515' is stamped on one of the crankcase arms (but before it meets the chassis rail).

A surviving 1959 tax disc, 1972 MOT certificate and numerous handwritten notes prove that the Type 40 was being used well into the 1970s. However, a Data Form returned to the Bugatti Owners Club at the end of July 1980 states that: "Within the last few years the engine has had new main and big-end bearings and also for the first time since I have had it, new camshaft bearings. But it has not yet been fully assembled and therefore is not back in the car. The radiator has also been completely rebuilt with a new honeycomb". Entrusted to local restorer Bill Roberts of Wokingham during the late 1990s, `PN 4061' benefited from a bodywork refurbishment, respray and partial retrim (though, sadly the driver's seat has gone missing). Still being worked on by the time that the 2000 Bugatti Register was compiled its entry read: "Front end being rebuilt with new front springs, new top leaves, rear hangars, new bronze blocks, reamed housings, new front bearings in hubs, new brake cables. The engine is not fully assembled or installed. All removable parts blasted, primed and painted French Blue".

Despite the presence of Bugatti Owners Club and Jarrot Engines invoices on file from as recently as 2005 (plus earlier Brineton Engineering ones), the Type 40 is still incomplete and a fair way from being finished. The steering column is absent as is some of the associated linkage. The engine appears to have been only loosely put back together and lacks various ancillaries (an internal inspection has not been carried out). Much of the `tinware' is held in place with zipties and the wiring is a mess. Nevertheless, `PN 4061' is believed but not warranted to retain all its original major mechanical assemblies. For example, the number `515' is clearly visible not only on the crankcase but also on the gearbox, gearbox lid and differential nose (the latter also being marked 12x56 indicating its ratio). The frame number is legible as `530' and we are hopeful of locating a number on the front axle (paint permitting). Plus, of course, the car boasts its original factory chassis plate. Type 40s are well served by the various marque specialists and `40607' would not be beyond any of their capabilities to resuscitate.

Coming to market for the first time in fifty-three years, this delightful Bugatti is worthy of close inspection. Sold strictly as viewed it is accompanied by a history file containing the aforementioned buff logbook, 1956 sales receipt, 1959 tax disc, 1972 MOT certificate, numerous bills / invoices, sundry BOC literature and various letters.

H&H are indebted to David Sewell, Kees Jansen and The Bugatti Trust for their help in compiling this description.