In the spring of 1966, the Bugatti Owners Club’s Bugantics published the following advertisement: “Type 44 for sale in Poland. Photo shows car number 44380 in tired original condition. It is for sale but only in exchange for a modern car, as this is the only way to get a car out of Poland. It belongs to Mr. P. Miroslav. Details from Godfrey Eaton.”
Dutch collector Guy Huet was interested and contacted Eaton. Huet lived in Brussels and worked for the American City Bank. The car’s actual owner was one Kazimierz Urban, who had a leather-goods store in Warsaw and owned several Mercedes 170 Vs. He was an acquaintance of the collector Tadeusz Tabencki, who negotiated the car’s sale. Thanks to a German friend, Huet bought an Opel Rekord for DM 3,400, which he shipped by train to Poland.
After some nine months without news of the Bugatti, Belgian customs notified Huet that a train from Poland had brought the Type 44 to Brussels. Together with his American Bugatti friend Steve Hamlin, who was living in Belgium, they took delivery of the car from the train. Surprised by the condition of the vehicle, the customs service did not ask for any import fees.
After a week’s work, the car was running and soon repainted in the original colors. At the time of purchase, the yellow paint was very pale, so a deeper shade of yellow was chosen. The Bugatti was then driven to Crosthwaite & Gardiner’s workshop in the U.K., where the engine was removed and overhauled. This work took almost two years. During this period, Huet fitted the car with the 3-liter engine of another Bugatti he owned, which he assembled with a Solex four-carburetor manifold.
The car, as rediscovered in Poland, had a completely original red leather interior, and all the seat leather, door interiors, carpets, wood and bodywork remain original, which is exceptional. Huet made no changes to the Bugatti, apart from fitting a large windscreen, adding a temperature gauge to the dashboard, refurbishing the radiator plumbing, and repainting the car. Huet, not knowing the coachbuilder Gangloff’s name for lack of information, affixed a “Bugatti coachwork” plate to the car, and Piet Blok, the Dutch restorer, changed the firewall.
The Type 44 has taken part in numerous rallies since 1969 and came out of restoration for the 40th anniversary of the Bugatti Owners Club at Prescott in June ’69. It took part in the commemorations of the Grand Prix de Lyon in 1974, 1994 and 2014; the Mont Blanc Rally in 1978; the Bugatti Centenary in Molsheim in 1981; and several international Bugatti rallies in Montreux until 2016.
The car presented for sale is a unique model. It is the only survivor of Gangloff’s first Sport models built on Bugatti 3-liter chassis in 1928–29 and is fitted with a Torpedo Sport body from May 1929. Since 1966 “44380” has belonged to the great Dutch Bugatti collector Guy Huet, who owned more than 25 Bugattis but always kept this one, which is undoubtedly the most desirable and original of the surviving 3-liter Sport models.
SCM Analysis
Detailing
| Vehicle: | 1929 Bugatti Type 44 |
| Years Produced: | 1927–30 |
| Number Produced: | 1,100 |
| Tune Up Cost: | $1,000 |
| Chassis Number Location: | Left rear engine mount and plate on firewall |
| Engine Number Location: | Front right engine mount |
| Club Info: | American Bugatti Club |
| Website: | http://www.americanbugatticlub.org |
| Alternatives: | 1929 Delage DMS, 1929–32 Alfa Romeo 6C 1750 GT, 1932–36 Alvis Speed 20 |
This car, Lot 132, sold for $542,127 (CHF 483,000), including buyer’s premium, at Bonhams Cars’ Chéserex, CHE sale on June 18, 2023.
Before the First World War, Bugatti established a reputation for making small 4-cylinder sporting cars, generally referred to as “Brescia.” Production continued after the hostilities and resulted in the marque’s best-ever-selling automobiles. But “Le Patron” Ettore Bugatti had bigger ideas. The iconic and somewhat radical 8-cylinder Type 35 Grand Prix arrived on the scene in 1924, and its immediate success bolstered the company’s coffers, allowing Bugatti to pursue his dream of making larger-capacity luxury road cars.
More bearings
The Type 38 touring car of the same period used a detuned, 2-liter version of the T35 with only three main bearings, and was not without problems. The intrinsic characteristics of an inline-8 create vibrations at certain engine speeds and could also result in crank flex. This was not so much a problem with American makes, such as Packard, as its 8-cylinder engines were of far larger capacity and much lower revving.
Bugatti’s answer was the Type 44, introduced in 1927. With a capacity of 3 liters, it was more reliable and reasonably fast. The quirky Bugatti engine did not have a separate head, so doing a valve job entailed removing the engine and going up inside the bores. But the crankshaft problems on earlier cars had been solved with nine main bearings and pressurized oil jets. The cars were generally sold in rolling-chassis form, enabling coachbuilders to interpret their own body designs. Production finished in 1930, with about 1,100 chassis laid down. The “evo” model, the T49, was made through 1934.
Type 44s were designed as touring cars, with bodies ranging from pretty to boring — rarely were they sporting. Our subject car bucked the trend, as its Gangloff body was lightweight and offered few creature comforts, with a distinct lack of weather protection. Cycle fenders were unusual for French coachbuilders, and it was a strange choice indeed for the importer to stock at the time.
Long-term owner
The new owner was obviously not deterred by what the car lacked, as he kept it until 1935. The next owner used the car in numerous club races with some degree of success. The car miraculously survived the war years, before being exchanged for a then-modern car by a Dutch collector. At a time when many Bugattis were literally being sold for scrap value, this was a high price to pay for a non-running car.
He would spend years, and presumably wads of cash, getting the car back to good running condition. The engine was temporarily exchanged for that of another car before being rebuilt and re-installed. Despite owning many other Bugattis over the years, he kept this one for nearly 60 years.
Many enthusiasts believe that the Type 44 is the best Bugatti touring car. The engine is smooth and quiet, the handling excellent, and it is easy and light to drive. The subsequent Type 57 was significantly bigger and lost some character.
The spartan body of 44380 was probably not to everyone’s liking in the early 1930s, a time when most buyers of expensive cars desired a degree of comfort. But today’s enthusiasts don’t much care. Most classic-car touring events rarely exceed 200 miles per day, and they’re usually organized at a time of the year when rain is unlikely.
Better than ever
So this car has become far more desirable than when new. The body is substantially lighter than a normal touring car, resulting in nimble handling, better braking and, of course, acceleration. It will be eligible for almost anything, from Pebble Beach to virtually any driving event. It can race at Laguna Seca and roll onto the lawn on Sunday. Having been built in 1929, the car will have an excellent point coefficient for those eying a win at the Mille Miglia.
Curiously, T44s rarely come up for auction. Sold at $542k, this car surpassed expectations in a market that is in the doldrums. Pre-war automobiles that defy the trend are always rare and good-looking and they need to retain all of their main original components and a documented history.
Our subject car ticked all of these boxes. It is likely the only surviving car with this style of bodywork, and it is probably the most expensive T44 ever sold at auction. Both the seller and buyer should be happy. While the car is not likely to appreciate in value for a while, it should put a huge smile on the new owner’s face. ♦
(Introductory description courtesy of Bonhams Cars.)
