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Bugatti Type 57

The is a automobile produced by the French manufacturer from 1934 to 1940, powered by a 3.3-liter and available in various coachbuilt body styles that exemplified design elegance. Designed primarily by , son of company founder , it represented a shift toward unified production for both road and racing applications, with approximately 800 units built across all variants. This model blended luxury touring capabilities with impressive performance, achieving top speeds of up to 125 mph in supercharged forms, and solidified 's interwar legacy as a pinnacle of . Introduced at the 1934 , the Type 57 featured a twin-overhead-camshaft producing 135 to 160 horsepower in its naturally aspirated version, paired with a four-speed and a rigid with leaf-spring . Supercharged variants, such as the Type 57C (introduced in 1937) and the sportier Type 57S (from 1935), boosted output to 170-200 horsepower through Roots-type superchargers, enabling enhanced acceleration and higher velocities for both road use and competition. Body styles included the four-door Galibier saloon, the two-door Ventoux coupé (with around 139 examples), the convertible Stelvio, the pillarless Atalante coupé (limited to about 17 units), and bespoke creations like the iconic Type 57SC Atlantic, of which only four were produced between 1936 and 1938. The Type 57's racing derivatives, notably the short-wheelbase Type 57G, achieved significant success, including victories at the 1937 with a modified "" body and multiple wins in events like the Grand Prix de Comminges. Production ceased in 1940 due to , with the model's innovative features—such as hydraulic drum brakes and aluminum body panels—influencing subsequent and rendering surviving examples highly coveted collector's items today.

History and Development

Origins and Design

The development of the Bugatti Type 57 was initiated in 1932 by , the son of company founder , as a successor to earlier models such as the Type 49, aiming to introduce a more modern and versatile capable of accommodating diverse coachwork. sought to streamline Bugatti's lineup by creating a single, adaptable platform that balanced the marque's racing heritage with grand touring refinement, allowing external coachbuilders greater creative latitude while maintaining high performance standards. The Type 57's design philosophy drew significant influence from prior engineering, particularly the architecture of the Type 50S, which featured twin overhead camshafts, though refined the gearing system from bevel to spur gears for improved efficiency and reliability. Additionally, aerodynamic experiments at , culminating in the 1935 Aérolithe built on a Type 57 prototype , emphasized streamlined forms and reduced drag to enhance speed and stability. The itself, with its 3,257 cc displacement engine, was unveiled to critical acclaim at the 1934 , marking 's shift toward a model that integrated with sporting prowess. Key innovations in the Type 57 included the adoption of a twin-overhead-camshaft (DOHC) , a first for Bugatti's production road cars, which delivered smoother operation and higher revs compared to the single-overhead-cam designs of predecessors. The design also prioritized lightweight construction for the era, incorporating advanced alloys like Elektron—a magnesium-aluminum mix—for experimental bodies, influencing subsequent variants and underscoring Bugatti's forward-thinking approach to materials in pursuit of both elegance and velocity.

Production Timeline

The Bugatti Type 57 entered production in 1934 at the company's factory in , , , where approximately 800 units of the model and its variants were ultimately assembled before manufacturing ceased in 1940 due to the onset of . The factory, under the direction of founder , focused on high-quality craftsmanship during this period, but operations were severely disrupted by the conflict, and the company's automotive production did not fully recover until after the war; himself passed away in 1947, marking the end of an era for the firm. From 1934 to 1935, the initial production phase centered on delivering to renowned coachbuilders such as Gangloff, Vanvooren, and Figoni et Falaschi, allowing for body designs that catered to affluent clients seeking personalized grand tourers. This approach aligned with Bugatti's established practice of emphasizing while coachwork, resulting in diverse interpretations of the Type 57's elegant lines during its early years. Supercharged engine options began appearing in limited applications by 1936, expanding the model's performance appeal. The mid-production phase from to represented the peak of output, coinciding with the introduction of sports-oriented variants and heightened innovation under the leadership of , who had assumed operative management of the company in following his father's semi-retirement. Jean's influence drove refinements in design and engineering, contributing to increased rates and the model's growing reputation for both road and competition use amid a recovering market. In the late phase of to , dwindled to limited runs as geopolitical tensions escalated toward war, compounded by broader economic strains on the ; the facility shifted focus to wartime needs, with a small number of remaining Type 57 receiving final in the immediate period before full resumption of proved unfeasible.

Engineering Features

Engine and Drivetrain

The Bugatti Type 57 featured a newly designed straight-8 engine with a of 3,257 cc, incorporating a (DOHC) configuration and two per (one and one exhaust valve). This setup delivered 135 horsepower at 5,000 rpm in its naturally aspirated form, marking a significant advancement in for grand tourers of the era. The engine's plain-bearing and robust construction contributed to its reliability under high loads. Supercharged variants, designated as Type 57C and Type 57SC, incorporated a Roots-type supercharger that operated at 1.17 times engine speed, providing a boost of approximately 5-6 psi and increasing output to 160 horsepower for the Type 57C and up to 200 horsepower at 5,500 rpm for the Type 57SC. The supercharger necessitated a lower compression ratio of around 7:1 to prevent detonation, while torque output ranged from approximately 240 to 290 Nm across variants, enabling strong low-end acceleration. The employed with a live , paired to a standard four-speed manual gearbox; an optional Wilson pre-selector transmission was available for smoother shifts without a pedal. This setup transmitted power efficiently to the wheels, with the engine mounted directly to the in early production models for enhanced rigidity. Fuel delivery was handled by a single , which optimized air-fuel mixture for both naturally aspirated and supercharged applications. The Type 57 engine evolved from the Type 50's design, incorporating a dry-sump lubrication system with multiple scavenging pumps to improve oil circulation and reduce drag, alongside enhanced cooling via an additional oil cooler to manage heat during extended high-speed runs.

Chassis and Suspension

The Bugatti Type 57 employed a pressed ladder-frame , providing a robust foundation for its touring capabilities. This design featured a of 3,300 mm, which contributed to handling and ample space for diverse coachwork. The frame was constructed from high-strength , with reinforcements introduced in the second series from late , including cross-bracing and rubber bushings for engine mounting to reduce vibrations. Suspension on the standard Type 57 utilized a rigid front suspended by semi-elliptical leaf springs, paired with a live rear on quarter-elliptical leaf springs, both incorporating friction dampers. Braking was handled by cable-operated mechanical drum brakes with 381 (15 in) drums at all four wheels, offering reliable stopping power for the period. Tire specifications included 5.5 x 18-inch sizes, mounted on wire wheels, supporting an overall curb weight ranging from 1,200 to 1,400 kg depending on the body configuration. The sports-oriented Type 57S and 57SC variants introduced a "surbaisse" (lowered) with a shortened of 2,920 mm, achieved by rerouting the rear axle through the frame rails to drop the by approximately 100 mm for enhanced roadholding and . Suspension refinements included reversed quarter-elliptical leaf springs at the rear for better compliance and stability during high-speed cornering, while the front retained a semi-elliptical setup. These models adopted advanced De Ram hydraulic shock absorbers on both axles, replacing earlier types, which provided superior damping and self-adjustment. The surbaissé design maintained the live rear axle but emphasized lighter construction using 3.5 mm-thick steel in key areas, contributing to agile dynamics without sacrificing structural integrity.

Standard Variants

Type 57 and Type 57T

The Bugatti Type 57, produced from 1934 to 1940, represented the company's entry-level , emphasizing refined luxury and long-distance comfort over outright performance. Powered by a naturally aspirated 3.3-liter with twin overhead camshafts—derived from the Type 59 racer—it delivered 135 horsepower at 5,000 rpm. This configuration allowed for a top speed of approximately 150 km/h (93 mph), suitable for elegant highway cruising. Unlike higher-performance variants, the Type 57 focused on dependable operation, with hydraulic drum brakes and a robust that balanced ride quality and handling for everyday use. Bugatti primarily offered the Type 57 as a to renowned coachbuilders, enabling bodywork tailored to customer preferences; popular styles included four-door sedans like the Galibier and open convertibles for versatile touring, including four-seat tourers by Carrosserie Gangloff of , , with twin headlamps and folding fabric roofs for open-air grand touring. Over 500 non-supercharged Type 57 chassis were completed during its run, underscoring its role as the foundation of the broader Type 57 family.

Type 57C

The Bugatti Type 57C, introduced in 1937 as the supercharged iteration of the standard Type 57, represented an evolution aimed at enhancing performance for discerning road users. It equipped the base 3,257 cc with a Roots-type , boosting output to 160 horsepower at around 5,000 rpm. This configuration delivered a top speed of approximately 153 km/h (95 mph), a notable improvement over the unsupercharged model's capabilities. The Type 57C retained the standard Type 57 with its 3,302 mm (130 in) , providing a stable platform for coachwork while maintaining compatibility with the original design's engineering. Commonly as drophead coupés or cabriolets by prestigious ateliers such as Gangloff or Van Vooren, these variants emphasized open-air touring elegance with aluminum or steel panels. The supercharger's addition markedly improved , enabling quicker response in both everyday driving and occasional light scenarios, though exact figures varied by body configuration. Production of the Type 57C spanned from to 1939, with approximately 96 units completed (around 20 surviving as of 2025), many featuring individualized styling that underscored Bugatti's tradition of coachbuilt luxury. Equipped with a four-speed and four-wheel hydraulic drum brakes, the model balanced refined road manners with enhanced power delivery, cementing its role as a versatile .

Type 57C Tank

The Bugatti Type 57C Tank represented the pinnacle of aerodynamic engineering applied to the supercharged Type 57C , creating a dedicated endurance racer with a fixed-head, streamlined body optimized for high-speed stability and reduced drag. Built in-house at the factory, this variant featured fully enclosed wheels and a pontoon-style fenders that contributed to one of the lowest drag coefficients achievable in pre-war grand touring cars, enhancing its performance on circuits like . Introduced in 1939 as a works development of the earlier "" concept from 1937, the Type 57C utilized the supercharged 3.3-liter , delivering approximately 200 through a Roots-type operating at low boost levels for reliability during long-distance events. The , with a of 3.3 meters, supported a lightweight aluminum body that kept the overall weight around 1,100 kg, allowing for agile handling despite the enclosed design. In competition, the Type 57C Tank excelled at the 1939 , where Jean-Pierre Wimille and piloted the sole works entry to victory, completing 249 laps (3,346 km) at an average speed of 140 km/h and setting a race distance record that stood until 1955. This success highlighted the car's top speed capability exceeding 255 km/h on long straights like the Mulsanne, though earlier testing and preparatory races demonstrated its endurance under race conditions. Only one example was constructed, as a factory racer, underscoring its exclusivity within Bugatti's competition program. After the triumph, the Type 57C Tank suffered a catastrophic crash during high-speed testing on a public road near in August 1939, resulting in the death of and the destruction of the vehicle; surviving components, including engine parts, were later incorporated into road-going Type 57 derivatives to extend their utility beyond racing. The configuration, integral to the Type 57C's power output, is further detailed in the engine and drivetrain .

Sports Variants

Type 57S

The , introduced in , was a sports variant of the Type 57 designed for enhanced performance and handling, with the "S" denoting surbaissé (lowered ). It retained the naturally aspirated 3.3-liter from the base model but delivered 170 horsepower through optimized tuning, achieving a top speed of approximately 200 km/h (125 mph). This configuration emphasized road-going agility over outright power, making it a refined for discerning drivers. Key engineering upgrades distinguished the Type 57S, including a shorter wheelbase of 2,920 mm compared to the standard model's 3,100 mm and a stiffer suspension setup with revised spring rates and improved damping for superior cornering stability. These modifications lowered the center of gravity, enhancing the car's balance and responsiveness on winding roads. Production was strictly limited to approximately 43 units, underscoring its exclusivity as a bespoke offering from Bugatti's Molsheim factory. The surbaissé chassis, as detailed in the engineering section, further contributed to its sporty demeanor without compromising everyday usability. Body options for the Type 57S were primarily limited to open roadsters and closed coupés, often commissioned with custom coachwork from prestigious ateliers to suit individual tastes. These designs highlighted the model's elegant lines and aerodynamic potential, earning praise from enthusiasts for its exceptional balance of speed, comfort, and precise road manners. At a base cost of around 40,000 French francs for the —significantly higher than the standard Type 57 due to its specialized construction—most examples received tailored bodywork, elevating their status as rolling sculptures of automotive artistry.

Type 57SC

The Bugatti Type 57SC, introduced in 1937, represented the pinnacle of the Type 57 sports lineup by combining the lowered "S" with a supercharged engine for enhanced performance. This variant featured a 3.3-liter boosted by a Roots-type , delivering approximately 200 horsepower at 5,500 RPM, a significant increase over the non-supercharged models. With this power, the Type 57SC achieved a top speed exceeding 200 km/h (124 mph) and could accelerate from 0 to 100 km/h in roughly 12 seconds, making it one of the fastest production cars of its era. Production of the Type 57SC was extremely limited, with approximately 12 units built, many equipped with coachwork tailored to individual clients' specifications. The curb weight hovered around 1,300 kg, contributing to its agile handling despite the added complexity of the . These cars were often commissioned by high-profile figures, underscoring their status as ultimate grand tourers for elite clientele. Key enhancements in the Type 57SC included larger drum brakes for improved and a reinforced to withstand the increased from , building on the shared lowered S chassis. However, period owners faced reliability challenges with the supercharger, which demanded meticulous maintenance to prevent issues like gear wear and oil contamination in the demanding pre-war motoring environment.

Body Styles and Coachwork

Sedan and Tourer Styles

The Galibier represented the practical four-door configuration of the Bugatti Type 57, designed for comfort and everyday use as a 4- or 5-seater saloon. Introduced in 1935, it was primarily bodied by the coachbuilder Gangloff, with production estimated at approximately 65 units across the model's lifespan. This body style emphasized luxury and convenience, featuring roll-down windows and spacious interiors finished in high-quality materials to suit long journeys. Tourer variants provided open-air motoring options for the Type 57, prioritizing versatility for touring while maintaining the chassis's grand touring capabilities. The Ventoux, a two-door four-seater coupé suitable for touring, featured fixed coachwork with approximately 140 examples produced, while the Stelvio cabriolet variant offered a top for weather protection with around 50 units built. The Grand Raid stood out as an all-weather tourer, designed as a for extended travel across varied conditions. Only around 10 were built, with just one surviving example known today. Coachwork for these and tourer styles was handled mainly by Gangloff and Vanvooren, who specialized in opulent interiors with fine leather upholstery and wood accents to enhance passenger comfort. These practical bodies were fitted to the standard Type 57 for reliable performance in touring applications.

Coupé Styles (Atalante and Others)

The Atalante coupé, designed in-house by , debuted in 1937 and remained in production until 1939, embodying the marque's pursuit of aerodynamic elegance on the Type 57 platform. This two-door, fixed-head body featured smooth, flowing lines with a characteristic "sunken" roof that lowered the silhouette for improved airflow and a sportier stance, crafted either at Bugatti's works or by Gangloff in . Luxurious appointments included supple leather interiors and polished chrome trim, balancing grand touring comfort with performance-oriented aesthetics. Primarily built on the supercharged Type 57SC , the Atalante achieved a top speed of around 180 km/h, underscoring its dual role as both a stylish and a capable sports coupé. A total of 17 Atalante coupés were constructed, with only a handful originally fitted with superchargers from the factory, though many were later upgraded to Type 57SC specification for enhanced power output from the 3.3-liter inline-eight engine. The design's rarity stems from its limited production run and the disruptions of , which affected preservation; surviving examples command exceptional value at auctions, reflecting their status as benchmarks of pre-war automotive artistry. The Atalante's streamlined form and innovative coachwork influenced subsequent aesthetics, echoing in modern interpretations of the brand's heritage. Beyond the Atalante, other coupé styles on Type 57 chassis highlighted the versatility of external coachbuilders. The , a fixed-head coupé by Vanvooren, numbered around five units and featured refined, aerodynamic contours named after an pass, offering a more bespoke alternative with subtle flourishes. Complementing these were drophead coupés by Figoni et Falaschi, known for their elegance and sweeping lines that emphasized open-air motoring while maintaining coupé-like proportions; these rare commissions, often on Type 57C chassis, exemplified the era's coachbuilding innovation.

Iconic Models

Aérolithe Prototype

The Aérolithe prototype, constructed in 1935 under the direction of , represented a bold experiment in and materials for the Bugatti Type 57 series. Built on chassis number 57331, the car featured a striking body crafted from Elektron, a magnesium-aluminum sourced from , which was riveted together due to the material's inability to be welded effectively. This construction highlighted the twin overhead camshafts of the 3.3-liter , evoking the appearance of aircraft powerplants and emphasizing the era's fascination with aviation-inspired engineering. Intended primarily for aerodynamic evaluation and as a showpiece to showcase Bugatti's innovative capabilities, the Aérolithe debuted at the 1935 Paris Motor Show before appearing at the London Motor Show later that month. Its teardrop-shaped silhouette prioritized airflow efficiency, contributing to an estimated top speed of approximately 200 km/h, a remarkable figure for a non-supercharged of the time. The prototype's lightweight body—substantially undercutting traditional steel or aluminum designs—underscored Bugatti's pursuit of performance through reduced mass, though exact figures remain elusive due to the car's experimental nature. The Aérolithe's fate was tied to the inherent risks of its magnesium construction, which posed significant fire hazards given the alloy's low ignition temperature and difficulty in extinguishing once alight. Deemed too impractical and dangerous for road use or further development, the prototype was dismantled around 1936–1937 at the Molsheim factory, with components likely repurposed for other projects. Notably, its pioneering riveted panel technique, necessitated by the material's properties, directly influenced the bodywork of the subsequent Type 57SC Atlantic coupés, marking the first application of such lightweight, non-welded assembly in Bugatti's production vehicles.

Atlantic Coupés

The Bugatti Type 57 Atlantic Coupés represent the pinnacle of pre-war , with only four production examples built between 1936 and 1938 on Type 57SC chassis featuring supercharged 3.3-liter straight-eight engines producing up to 200 horsepower. These rare grand tourers, designed by , adopted an iconic teardrop-shaped silhouette inspired by the experimental Aérolithe prototype, constructed from lightweight aluminum panels joined with visible riveted seams to mimic construction techniques. Capable of top speeds exceeding 200 km/h, the Atlantics combined aerodynamic elegance with exceptional performance, making them symbols of engineering excellence. The four chassis—57374, 57453, 57473, and 57591—each have unique histories, with three surviving today as among the most valuable classic cars. Chassis 57374, the first production example delivered in 1936 to British banker Victor Rothschild, was acquired in 2010 by collector Peter Mullin and part-owner Rob Walton; following the dispersal of the Mullin Automotive Museum collection in 2024, it remains in private ownership associated with Walton. Chassis 57473, completed in 1936 and initially owned by French collector Jacques Holzschuh, underwent significant post-war restoration after being found in a scrapyard; it is now held in a private collection. Chassis 57591, the final Atlantic built in 1938 for British racing driver R.B. Pope, was restored in the late 1980s and has been in the collection of fashion designer Ralph Lauren since 1988. The fourth example, chassis 57453—retained as a personal car by Jean Bugatti himself and painted black, earning it the nickname "La Voiture Noire"—disappeared during World War II, with no confirmed sightings after 1938 and remaining missing as of 2025; it is presumed lost or destroyed amid the conflict in occupied France, fueling ongoing speculation and rumors of a potential barn find. Surviving Atlantics command extraordinary values, with estimates for each exceeding $100 million as of 2025, reflecting significant market appreciation since the 2010 private sale of chassis 57374 for approximately $30–40 million.

Special and Racing Versions

One-Off and Custom Builds

The Bugatti Type 57 attracted numerous commissions from elite clientele, allowing prestigious coachbuilders such as Vanvooren and Saoutchik to create unique interpretations emphasizing luxury and aesthetics. These one-off builds deviated from factory standards, incorporating custom features like opulent interiors, streamlined profiles, and tailored supercharged configurations to suit individual tastes. Vanvooren, known for crafting approximately 20 Type 57 bodies including four cabriolets on the lowered Type 57S chassis, specialized in elegant, flowing designs that blended performance with sophistication. Similarly, Saoutchik contributed exclusive coachwork, such as the cabriolet on chassis 57735, which featured lavish detailing and was commissioned through agents for discerning European buyers. One of the most extravagant examples is the 1939 Type 57C "," chassis 57606, bodied by Vanvooren as a diplomatic gift from the government to , the Crown Prince of (later ). This supercharged cabriolet boasts a dramatic exterior with fully skirted fenders, a convertible top that seals beneath a metal panel, and a lowerable , powered by a 3.3-liter inline-eight engine producing 160 horsepower for a top speed around 100 mph. Its interior reflects unparalleled opulence, underscoring the era's fusion of automotive engineering and royal prestige, and it remains preserved at the . A notable rediscovery occurred with the 1937 Type 57S Atalante, chassis 57502, which emerged from over 50 years of storage in a garage and was auctioned by Bonhams in in February 2009. Originally delivered to with factory Atalante coupe coachwork featuring a streamlined two-seat design and a , it later received a Marshall K200 modification before being dismantled due to mechanical issues. Belgian collector Hubert Fabri acquired it and commissioned a full by Ivan Dutton Limited, returning it to near-original specifications with reused wood framing, a close-ratio gearbox, and a deep blue single-tone paint finish, while retaining the for enhanced performance around 200 . Other custom builds highlighted the Type 57's versatility for celebrity owners, such as Gangloff cabriolets that combined open-top elegance with refined lines. The streamlined Type 57 , exemplified by the Type 57C roadster (chassis 57617) bodied in the style of Figoni et Falaschi, featured aluminum coachwork with aerodynamic cues inspired by Vanvooren's designs, a supercharged 3.3-liter delivering 160 , and subtle upgrades like additional instrumentation for spirited touring. Fashion icon Ralph Lauren's Type 57SC Gangloff cabriolet further illustrates this trend, showcasing one of just two surviving examples with bespoke open coachwork that accentuates the 's grand touring heritage.

Competition Cars (Type 57S45 and Type 57G)

The Type 57G, often referred to as the "" due to its fully enclosed, aerodynamic bodywork, represented a purpose-built racing evolution of the Type 57 platform, developed between 1936 and 1937. Three examples were constructed, featuring a supercharged 3.3-liter inline-eight engine producing approximately 200 horsepower, with a lightweight aluminum body that minimized drag by encasing the wheels and undercarriage. The Type 57G achieved notable successes in European competitions during this period. In 1936, one example secured victory in the at Montlhéry, leveraging its superior aerodynamics for an average speed advantage over rivals. The following year, at the 1937 , drivers Jean-Pierre Wimille and piloted a Type 57G to overall victory, completing 243 laps at an average speed of 136.99 km/h (85.2 mph), marking Bugatti's first win at the event in over a decade. A singular one-off variant, the Type 57S45, was engineered specifically for the 1937 race as an advanced iteration of the 57G. Built on a shortened Type 59 , it incorporated twin superchargers on its 3.3-liter inline-eight engine, boosting output to 220 horsepower for enhanced performance. Although it qualified with the fastest practice lap, the car suffered a did-not-finish (DNF) result during the race due to mechanical issues, despite demonstrating exceptional straight-line speed. (Note: Used for verification only, not primary citation) Another specialized adaptation emerged in the form of the Type 59/57 hybrid, nicknamed "Grand-Mère" by , which combined elements of the Type 59 chassis with Type 57 components. This car was originally raced in events, achieving victories such as the 1937 de Pau and the de Reims, before being modified and sold in 1938 to King , a prominent enthusiast. In 2024, the unrestored example won Best of Show at the Pebble Beach , the first such honor for an unrestored car. Overall, the Type 57G and its derivatives participated in approximately 10 major race entries throughout , securing multiple class victories in endurance and events, underscoring Bugatti's competitive edge in the pre-World War II era despite limited production.

Production and Legacy

Production Numbers and Surviving Examples

The Bugatti Type 57 was produced from 1934 to 1940, with a total of 710 built across all variants. Approximately 572 of these were non-supercharged Type 57 models, including the Tourer (Type 57T) variant, while around 96 were factory-supercharged Type 57C models. The sportier Type 57S, with its lowered , accounted for 42 units, of which about 17 were later fitted with superchargers to become Type 57SC models. Among the most exclusive variants, only four Type 57SC Atlantic coupés were constructed between 1936 and 1938. Estimates for other body styles include 50 Atalante coupés (33 on standard Type 57 and 17 on Type 57S) and two to three Type 57G Tank racers. It is estimated that around 130 Type 57 examples survive today, representing approximately 18% of production. Of the four Atlantics built, three remain extant, including chassis 57374 (the Atlantic), 57473 (the Holzschuh Atlantic), and 57591 (the Pope Atlantic, owned by ). Notable collections holding multiple examples include the former Mullin Automotive Museum, which featured a Type 57SC Atlantic and other variants before its dispersal in 2024, and the in , , home to four Atalante coupés among its national holdings of vehicles. Restoration efforts have preserved many surviving chassis, often returning them to concours condition for events like the Pebble Beach Concours d'Elegance, where Type 57 models have frequently earned Best of Show honors. As of 2025, market values for restored examples range from $1 million for standard variants to $40 million for rare Type 57S and 57SC models, with the surviving potentially exceeding $100 million each.

Cultural and Historical Impact

The Bugatti Type 57's design legacy endures through its pioneering aerodynamic forms, particularly the Type 57 SC Atlantic's teardrop shape and riveted aluminum body, which influenced subsequent models including the EB110's curvaceous lines and the Chiron's flowing silhouette. Jean Bugatti's styling on the Type 57 series, characterized by sweeping curves, chrome accents, and integrated fenders, epitomized aesthetics, blending mechanical precision with sculptural elegance to create an enduring icon of automotive artistry. Culturally, the Type 57 symbolizes pre-war luxury and sophistication, often featured in cinema to evoke glamour and speed, such as in the 1964 film Sex and the Single Girl where a Type 57 appears in a high-speed chase, and the 2017 thriller Overdrive, which centered on a replica of the Atlantic model. Its rarity and allure have driven record-breaking auctions, with a 1937 Type 57SC Atalante fetching $10.345 million at Gooding & Company's Pebble Beach sale in 2022, underscoring its status as a collector's pinnacle. Historically, the Type 57 marked a pivotal transition in Bugatti's evolution from , low-volume craftsmanship to semi-standardized , with over 700 units built featuring coachwork like the Atalante and Ventoux bodies, making high-performance grand touring more attainable while preserving artisanal quality. This model influenced post-war development by establishing benchmarks for elegant, driver-focused GT cars, elements echoed in designs like the series, which adopted similar emphases on balanced aesthetics and engineering prowess. In modern times, Bugatti continues to honor the Type 57 through bespoke tributes, such as the 2024 Super Sport '57 One of One', a one-off replicating the Atlantic's silver-blue and centerline spine to celebrate Jean Bugatti's vision. The model's legacy fosters a vibrant collector community, with events like the Pebble Beach Concours d'Elegance and regularly showcasing surviving examples, drawing enthusiasts to appreciate its blend of heritage and innovation.

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