The Aerolithe broke cover at the Paris Salon of 1935. Painted silver-gray , fitted with chrome wire wheels and Dunlop whitewall tires, it completely overshadowed 57222; a rather gaunt looking roadster which was, however, the real genesis of the 57S. Which brings me rather conveniently to the vexed question of which chassis type was used for La Aerolithe. Laugier is of the opinion that the tapered type chassis was used; Simon allowing for the use of the standard T57S chassis. They are both wrong; the Aerolithe (and yes, there was only one – more on this later) was built on a shortened T57 Normale chassis but shortened to 57S length.


As proof I submit the article by Mr Grainger; published in the News section of BugattiPage. This gentleman is reconstructing an Aerolithe for a client and has been generous enough to share with us this exiting project. Mr Grainger makes the claim that by careful measurement of the remaining photographs of the original car he has concluded that it has to be a standard chassis, albeit shortened. Because details like this fascinate me more than is strictly healthy, I have spent a lot of time carefully comparing profile shots of both Aerolithe and Atlantic. Looking at the area above and behind the rear wheels some interesting differences in proportion reveals itself. The two hinges are further apart on the Aerolithe than they are on the Atlantic, and because they are fitted in identical positions relative to the upper and lower door lines, it can be quite clearly seen that the rear door line of the Aerolithe is substantially longer than on Atlantic. Add to that the fuller, higher line of the rear fender and the flatter, less steeply plunging roof line and one cannot help but come to the conclusion that the height of the 57 chassis’ rear was very skillfully disguised by taking the lower edge of the rear in a graceful curve down to the sill; the wheelspat dissects the rear wheel almost identical to 57374. But when this line is followed backwards on the Atlantic, the line is straight almost to the very end. Compare this line to the almost Delahaye-esque curve of La Aerolithe and it becomes crystal clear; there are two radically different chassis underneath these two bodies. And two very different bodies at that. (After all that, I discover that the above has already been proven by both Matthews and Woods. In the light of this I should probably rewrite the chapter, but I am not about to let the facts spoil a good story)

I am of the opinion that the Aerolithe was essentially a styling concept, a search for a new look for what was to prove to be the last Grand Sport Bugatti. This would also explain why (a): those who drove in it, all commented on the silence and freedom of traffic and mechanical noise (Serene silence is not a term applicable to the Atlantic, I believe) and (b): why it was broken up. According to Laugier, Robert Aumaitre, Bugatti’s chief mechanic in charge of the racing cars, told historian Robert Jarraud that it was broken up. This makes sense, created for styling and with this look successfully transferred to the Atlantics; and being of no technical interest, it served no purpose anymore. So yes, I believe that to be the reason it was broken up. A few discrepancies remain though. Especially at the front, the location and height of the radiator in particular. Some of the images suggest that the radiator was situated behind the front axle, but this could also be explained by the extreme forward position of the headlights and the tunnel effect created by the way the front wings surge up against the side of the radiator. If the radiator was placed further back though, does this mean that engine and bulkhead both are also further back? And was the bonnet, bulkhead and radiator lower than those of a standard car? Answers please Mr Grainger and some more photos, especially of the finished car. Pretty please? I trust that you have avoided the many pitfalls that have befallen the failed German attempt to build an authentic looking Aerolithe. Have you all seen that pale blue abomination? Their unworthy backs are just crying out for the cruel lash of the whip! And then hang them. You see, this is what happens when the Atlantic is used as starting point for an Aerolithe recreation; it ends up a crime against humanity. As for the color used, words fail me. Let yours be right Mr Grainger, for the sake of our salvation, let yours be right.

Dr Bernard Simon is of the opinion that there was two Aerolithes and that their coachwork, suitably adapted, was used to clothe the first two Atlantics. In the process he dismisses as insignificant the quite extraordinary existence of the fourth Atlantic (57543) and further compound matters by accurately differentiating it from the Holtzschuch Atlantic (57473). Dr Simon devotes an entire chapter, titled “The Metamorphosis of the Competition Coupe Aerolithe to the Coupe Aero and to the Atlantic” to try and prove that the two cars, whose separate identities are argued in a preceding chapter titled “The Type 57S Competition Coupe, Nos. 57.331 and 57.103S”served as providers of the coachwork that ended up on chassis 57374 and 57453. Dr Simon argues that apart from the lower bonnet line and subsequent deepening of the windscreen the Atlantic is identical to the Aerolithe. This is simply not true and I am afraid Dr Simon has done his reputation no good by clinging so stubbornly to his incorrect interpretation of evidence to the contrary. This author is prepared to state, with some conviction, that there was only one Aerolithe. I accept that when the Aerolithe was unveiled at the Paris Salon of 1935 it carried chassis number 57331 and its engine bore the number 226S. I further accept that the factory mixed and matched identities at will, more often than not simply to get them road registered. The identity 57331 was given to Jean Bugatti’s personal black and red long chassis Atlante, initially carrying chassis number 57333, when it was sold to Mme Travers on the 14th of May 1936. It still kept engine number 234 and there can be no doubt that this Atalante had nothing to do with the Aerolithe. Dr Simon’s work serves as a salutary warning of the danger of falling in love with a theory and then attempting to research it true.

Whatever the truth may turn out to be , Aerolithe begat Atlantic but Atlantic was built on the proper T57S chassis; its looks matched by the machinery combined to spring forth four cars that gave the final Grand Sport Bugatti the immortality it so rightly earned as birth right. And so, onto the first ……

Delivered to its first owner, Lord Victor Rothschild on the 2nd of September 1936, this is the metallic blue beauty that would become the 2003 Car of the Show at the prestigious Pebble Beach Concours. Owned since 1971 by Dr Peter Williams it was only after he won at Pebble Beach that I finally thought I knew the history of all the Atlantics. Not my first wrong assumption as far as Bugattis are concerned, and, I dare say, it wont be my last either. But before we get to 57374’s fascinating history I wonder if I may persuade you to take a moment and look at some of the images taken of her since her 2003 triumph. Observe how the light dances over those sharp creases and caress the softer curves. Notice how that beautiful metallic blue hue exposes the many subtle curves and lines, and then hides them again depending on how the light catches it. Mesmerizing is it not? “Age shall not whither her” indeed.

Ordered by Lord Rothschild on the 23rd of March 1936 and completed on the 31st of August, it was driven from the Bugatti factory to England by Edouard Mischall, a representative of Bugatti’s London Agency, but not before Jean Bugatti took the first known photographs of 57374. He shot them in the factory courtyard, shortly before it left to be delivered to its new owner. Registered DGJ 758 in September (On Jean’s photographs the temporary factory number 6559-WW20 can be seen) this car was owned by Lord Rothschild until October 1941, when it was sold to Mr. T P Tunnard-Moore. Laugier quotes Lord Rothschild’s son, James Amschel Mayer as saying that his father maintained that he abandoned it in a field when the engine exploded. This might explain why the car, upon being sold to its new owner was described as: Needing certain repairs! Not a sentimental man then. A few owners later, around 1944/5, the car was sold to Bob Oliver, a wealthy American doing duty in the Medical Corps of the US army. Around 1946 (Laugier states 1947) Mr Oliver exported her to the United States of America thereby making this the first transatlantic 57S. So endeth the first chapter of 57374.

It was Bob Oliver who, in 1953, decided to have the car refreshed by the factory, including rebuilding the engine to SC specification. If I understand the available research correctly, this car was not fitted with a supercharger when sold to Tunnard-Moore, which might explain the why it “blew up” when owned by Lord Rotschild. Mr Oliver picked up the car at Molsheim and then took it to Ghia (According to Laugier Motto has also been mentioned; this is true, only Laugier has mentioned Ghia) to have the slight body modifications done. The rear windows were enlarged and the rear wheel spats were cut out to resemble the wheel spats one can find on any number of Gurney Nutting bodied Bentleys. It must be remembered that the interior and two polished metal strips running along the sills may already have been fitted to the car when aquired by Mr Oliver. (By the way I now know that there were indeed two Mr. Olivers – not related. Bob Oliver was the wealthy medic; Mike Oliver the eventual owner and it was Mike who sent the car back to the Bugatti factory and it was the Bugatti factory who installed the hydraulic brakes, not Hauswald – see following paragraph.)

After making contact with Charles Renaud, (owner of 57383; now in the Schlumph collection) he provided confirmation, the factory’s protestations to the contrary notwithstanding, that it was indeed possible to fit a Cotal gearbox and this was duly done, (probably by Bugatti mechanic Henri Hauswald, who fitted one to 57383) hydraulic brakes was fitted. (also by Hauswald?) and was then sent back to California , where Mr Oliver used the car rather sparingly and in 1958 it was retired and put into permanent storage. Mr Oliver died in September 1970 at the relatively young age of 50. Shortly before his untimely demise Mr Oliver had one last chance to drive 57374, when that great American sportsman Mr Briggs Cunningham, asked to exhibit Mr Oliver’s car in his Costa Mesa Car Collection.

Auctioned by Sotheby’s Los Angeles on 12 June 1971, it was sold to Dr Peter Williams. Simon says (sorry – I mean I apologize) for 60 000 dollars; Laugier states 70 000. By the way, on pp91-92 Dr Simon has reprinted the article covering the sale, which appeared in Pur Sang Vol.13 no 1 (Is this the American Bugatti Club’s Bugantics?). For thirty years Dr Williams has owned, loved and used 57374 and then decided, as one does, to have it restored for Pebble. Between 2001 and 2003 Jim Stranberg and Scott Seargent carefully and with exquisite sensitivity slowly returned 57374 to the way she looked when delivered to Lord Victor Rotschild during March 1936.

When the organizers of the Pebble Beach Concours decided to celebrate Bugatti in 2003, 57374 was ready to imprint itself on the public’s consciousness all over again. With the final Atlantic 57591, and itself the 1991 Car of the Show, looking on, Dr Williams drove her onto the ramp and to loud and heartfelt applause became the second Atlantic to be reverenced at Pebble. And the very next day Dr Williams started using her with as much enthusiasm as he did before her restoration. I have seen many photos of Dr Williams with 57374 and on every one he has the look of a deeply contented man. Somehow this matters to me a great deal, the man loves his car. O yes, it matters a great deal indeed.

To summarize: Born in 1936, 57374 has been loved and cherished by all her owners and exists today as one of two exceptionally original Atlantics, but 57374 has been repainted in her original livery, while 57591 has to suffer the indignity of Ralph black. Pale blue-gray metallic, with blue leather seats, still carrying the registration plate DGJ 758, 57374 is , in the opinion of this author, the most desirable 57S, if not the most desirable Bugatti ever. Dr Williams you are a very, very fortunate man indeed!

In any event, the rebirth of 57473 to the specification as first ordered by Jacques Holzschuch is something to be celebrated. A final thought; Mick Walsh writes: “I’ll put money on a third Atlantic winning Pebble Beach before the end of the decade.” Keep in mind that Mick Walsh accurately predicted both Sam Mann’s Portout bodied Delage D8-120 Car of the Show (2005), and this years winner, the Duesenberg Mormon Meteor, and you can see why I am looking forward to 57473’s post restoration unveiling. At Pebble Beach 2008?