Lately we have been seeing on Facebook, as well as on auction websites and websites selling "Art" an increasing number of images which were made using Artificial Intelligence. I hope to disclose here why we should never use these. In fact, we should never even consider making them!

In this article, all AI generated images are clearly marked as such. This explicitly to prevent that with this article I am only increasing the problem....

There's various categories where Artificial Intelligence is used:

• The most dangerous one, where AI is used to produce seemingly original period photographs.
• The second are AI generated blueprint drawings.
• AI generated modern-day photographs which seem plausible, but on (closer) inspection just aren't right.
• Least harmful is AI generated art. Here my objections are different; the artist claims to have made an artwork, but just gave AI the order to make something. I did this myself, and for example the image at the top of this article was generated. However, I never claimed that I sat behind the drawing board using pencil, ink and paint...

AI generated seemingly original period photographs
A person calling himself "SuperKar Kato" has been posting loads of these on Facebook. On his own Facebook page these are clearly marked AI-generated, but not when he (or somebody else) copies these to other parts of Facebook. Apart from Bugatti there are many more, of various marques. In most of these, cars are assembled in a seemingly period environment, with mechanics dressed as if they could have worked at Bugatti in the 1920's or 1930's.
Many of the comments below the images when posted on Facebook clearly show that the commenter actually thinks he is looking at an original period photograph.

On closer inspection, there are lots of details that just aren't right:

• Steering column on the left, while the steering wheel is on the right (the latter is correct!)
• Engines which look technical, but have nothing to do with Bugatti
• The Royale seems to have a V-type engine
• Way too many cars being assembled at the same time! Too many type 35's, and even 8 (!) Royale's!
• Bugatti never had an assembly line using some kind of rails or guides
• The emblems just do not say Bugatti
• Crates with parts marked in English
• And the mechanics: They all seem to be very busy, but nobody is actually doing anything
• Also: what could a mechanic do when the body is already on the car? Polish?
• Many other details which just are not correct...
• Some images do have interesting details though.... Like a Fiacre-bodied car almost hidden in the background of the image with the Royales
• In the 3rd image below with the Type 35's: Two mechanics are working on a wheel. It must have been inflated with helium, as it is floating in the air, and one mechanic is pushing it down...

Various images with alleged "Type 37's". At least these have wire wheels! No steering column though, must be steering by wire?

Bugatti Royale, Type 57 and Type 57S Atlantic! Never knew there were so many made....

Another one by Kato: 80 Abandoned Bugatti's in 1939 in a Monaco Casino Garage. Rows and rows of Bugatti Type 35's and Type 57's. Almost looks realistic..

A different useage for AI is where it is used to clean-up an original photo. Seemingly an innocent action, but also here AI may generate some changes in the image, where the original, though of worse quality, was more correct.

Logically, the danger is enormous that at some time in the future these completely fabricated images or just "corrected" images are seen as being the truth. Possibly not for the long-time Bugatti-enthusiast, but it poses a giant risk for the young enthusiast who starts to become interested in the marque.

AI generated blueprint drawings
Also with these drawings, the level of detail, the stains and folds in the paper, falsely indicate that these are original drawings. Of the Royale in the case of the one above. However, looking into the details, it becomes clear that nothing is right. For the above "Bugatti Type 41 Royale" sold by "Kleury-Art", the design of the car itself, the engine and components, steering column on the left, everything is wrong... Though the engine is indicated as a 12.7 liter 8-in-line, the drawings show a V-type engine, a V16 even. And: the radiator mascot has basically a similar shape, but is not an elephant dancing on a ball...

Above left: The drawing of the Atlantic is largely correct, except for the engine. There just is something terribly wrong with the dimensions... A height of 2.7 meters?

Above right: This is the worst AI work I have seen (by Shmidt-Art), according to the text it should be a 1901 Type 2, which is the Gulinelli car. The design is however much more modern, it's a small 1920's car, in no way a Bugatti. The only thing which is correct is the chain drive..

On the right: a "Bugatti Type 35 Codex". Sold as if it were an Archive document. Most of the text is Ok, but the images are not. Of course, to start with, the photo is not of Ettore Bugatti, but of some unknown person (anybody recognize him?). The images of the details (1-6) all seem to be from a shipyard or so, not a lightweight racing car. How anybody is able to make this, and consequently even tries to sell this rubbish keeps me entirely puzzled...

AI produced modern-day photographs which seem plausible
Above we see again some work by "SuperKar Kato". It's a museum or luxury dealership setting. A range of Bugattis, including two Atlantics, and even a Royale or Type 46 (with wire wheels..). It all seems quite realistic, and the Type 35 almost had me convinced. Until you start examining the details, the cars just never existed like this. And of course the engine in the background is a V-type, which Bugatti never produced (they only designed one V16 aero engine, the Type 67).

AI generated art
As I had announced, there is AI generated art. As these are pieces of artwork, they usually do not pretend to give a complete and correct image of the car depicted. The one above is by Jan Keteleer, titled: "1938 Bugatti 57C Atlantic in the Oldtimer Garage".

And to end this article with something I had ChatGPT make for me, back in 2024. The images since have improved. I just gave AI the following instruction: " Theme: Bugatti, Tone: Historical, Content: A classic Bugatti from the 1930s, for example against the backdrop of central Paris." Luckily, this fabrication can never be mistaken for an original image. The spokes aren't even straight! front suspension is not right, and something that most AI fabrications suffer from: they seem to be unable to actually put a Bugatti emblem on the radiator. The shape of which is totally wrong, of course. And.. One of the street lights is just floating in the air...

Concluding: Never play with Artificial Intelligence when dealing with Bugatti! Just do your own, thorough research, for example by reading one of the many books that have been published on the subject, or of course this website or the Bugatti Revue.

As far as known, all prices are including premium

Bonhams' The Laguna Seca Auction, California, USA, August 13, 2026

• 2024 Bugatti Chiron Super Sport, Chassis no. VIN. VF9SW3V39RM795109, Sold Price: $4,570,000

Broad Arrow the Quail Auction, California, USA, August 13 - 14, 2026

• 1927 Bugatti Type 37 Grand Prix, Chassis No. 37212, Engine No. 117, Estimate: $550,000 - $650,000: Not sold
• 1928 Bugatti Type 44 Torp�do by Figoni, Chassis No. 44437, Engine No. 154, Estimate:$375,000 - $450,000: Not sold
• 1931 Bugatti Type 49 Factory Berline, Chassis No. 49377, Engine No. 305, Estimate: $250,000 - $350,000: Sold after auction
• 2011 Bugatti Veyron 16.4 Grand Sport, Chassis No. VF9SK2C2XBM795030, Estimate: $3,250,000 - $3,750,000: Sold Price: $3,305,000
• 2025 Bugatti W16 Mistral, Chassis No. VF9SM3V36SM795046, Estimate: $8,000,000 - $10,000,000: Sold Price: $8,805,000

RM Sotheby's the Monterey Auction, California, USA, August 13 - 15, 2026

• 1927 Bugatti Type 37A Grand Prix, Chassis no. 37270, Engine no. 172, Estimate $800,000 - $1,100,000: Sold, no price given...
• 1937 Bugatti Type 57SC Atalante, Chassis no. 57551, Estimate $4,500,000 - $6,000,000: Sold price: $4,955,000
• 1938 Bugatti Type 57 Cabriolet by D'Ieteren, Chassis no. 57589, Engine no. 464, Estimate $900,000 - $1,500,000: Sold price: $1,820,000
  Before the auction I mentioned that this car was auctioned at RM Sotheby's Amelia Island auction in 2020, and then fetched $1,655,000, and then doubted if it would fetch a similar price now, 6 years later. In fact it did.
• 1938 Bugatti Type 57 Atalante by Gangloff, Chassis no. 57633, Engine no. 463, Estimate $1,500,000 - $1,800,000: Not sold, $1,500,000 asking
• 1939 Bugatti Type 57C Cabriolet in the style of Corsica, Chassis no. 57838, Engine no. 105C, Estimate $650,000 - $750,000: Sold price: $610,000
• 1993 Bugatti EB110 GT, Chassis No. ZA9AB01E0PCD39040, Estimate $1,750,000 - $2,250,000: Sold price: $1,847,500
• 2008 Bugatti Veyron 16.4, Chassis No. VF9SA25C08M795202, Estimate $1,500,000 - $2,000,000: Sold price: $2,232,500
• 2019 Bugatti Chiron Sport, Chassis No. VF9SP3V39KM795176, Estimate $3,000,000 - $3,500,000: Sold price: $3,662,500
• 2025 Bugatti Mistral, Chassis No. VF9SM3V3XSM795096, Estimate $7,500,000 - $9,500,000: Sold price: $8,310,000

Gooding Christie's Pebble Beach Auctions, California, USA, August 14 - 15, 2026

• 1928 Bugatti Type 43/49 Roadster, Chassis 43284, Engine L47, Estimate $700,000 - $900,000, Without Reserve: Sold price: $731,000
• 1930 Bugatti Type 43A Roadster, Chassis 43289, Engine 147, Estimate $1,400,000 - $1,800,000, Without Reserve: Sold price: $1,270,000
• 1930 Bugatti Type 46 Convertible Coupe by de Villars, Chassis 46360, Engine 227, Estimate $800,000 - $1,200,000, Without Reserve: Sold price: $637,500
• 1934 Bugatti Type 54 Roadster by O. Uhlik, Chassis BC70, Engine 1, Estimate $500,000 - $750,000, Without Reserve: Sold price: $731,000
• 1937 Bugatti Type 57C Ventoux, Chassis 57664, Engine 507, Estimate $400,000 - $500,000, Without Reserve: Sold price: $296,500
• 2020 Bugatti Chiron Sport 'Edition Noire', Chassis VF9SP3V37LM795274, Estimate $3,000,000 - $3,500,000: Sold price: $3,442,500

Bugatti: "The Final Race" to be directed by Camille Delamarre
From: Deadline.com

The director of pics such as Brick Mansions, The Transporter Refueled and Assassin Club will direct based on an English-language story from producer Iervolino about the life of (race) car manufacturer Ettore Bugatti. The Andrea Iervolino American Company is producing.

We first reported on the Bugatti movie in 2024, at which point frequent Iervolino collaborator Bobby Moresco was expected to be scripting the project. Iervolino (On the right) will now be scripting the film himself alongside Albert Ferrari. This marks the first time Iervolino has taken a writing credit on one of his movies.

Iervolino is known for bringing films about classic Italian car brands Lamborghini, Ferrari and Maserati to the screen. The Bugatti story will be set in Paris, in 1947, where Bugatti is living out his last months in an apartment where past and present blur into one. He has one final race ahead of him: To win back Molsheim � the factory, and the name, that were taken from him.

For Iervolino, the film is the final circuit on a tour that began with 2022's Lamborghini: The Man Behind the Legend, starring Frank Grillo. It was followed by Michael Mann's Ferrari, starring Adam Driver and Pen�lope Cruz, and Maserati: The Brothers, directed by Moresco with Anthony Hopkins, Michele Morrone, Andy Garc�a, Al Pacino and Jessica Alba starring.

"With Lamborghini, Ferrari and Maserati I told the story of the Italian obsession with speed," said Iervolino. "Bugatti is something else: It is art applied to an engine, a man who designed cars the way others carve sculpture, and who paid for that dream with the loss of his son."

"I have carried this story with me for years, and for the first time I felt the need to write it myself, together with Alberto Ferrari. Then I needed a director who could put speed in the audience's stomach and, at the same time, hold the silence of a family tragedy. Camille has spent 20 years building a language of movement. He is the right man for this race."

Delamarre (On the right) added: "I grew up a few kilometres from the Bugatti legend, and for me Molsheim is not just a name: It is the place where impossible objects were built. When I read Andrea and Alberto�s screenplay I found exactly what I was looking for � a film in which the cars are not scenery, they are characters."

"We will shoot with real machines, in real places, because you cannot fake the sound of a 1939 straight-eight. But the race that interests me most is the one between a father and a son: Two men chasing the same perfection from opposite directions, with far less time than they think."

The Bugatti Destrier: A Sculpture of Speed

Destrier, the third one-of-one creation of the Bugatti Programme Solitaire, transforms Bugatti's most extreme track machine, the Bolide, into a masterpiece of pure elegance. A Solitaire in the truest sense, it is a celebration of breathtaking proportion and beauty � a design of grace, dignity and style, conceived to endure: a creation destined to be passed from generation to generation, and to stand among the most significant designs in Bugatti's history.

Named after the finest and strongest type of medieval knight�s horse (Thus again named after a Horse, just like Brouillard, which of course was Ettore Bugatti's favourite horse, editor), the Destrier asks: what if the most extraordinary Bugatti engineering package ever created was untouched by wings, vents, and aerodynamic addenda, appreciated purely for its proportions? The result is a car standing just one meter tall, dramatically lower than any other Bugatti model. Its wheels � 20-inch at the front and 21 at the rear, a significant step up from the Bolide�s 18-inch items � appear monumental against a body pared back to its purest volumes.

Where previous Solitaire commissions � Brouillard and F.K.P. Hommage � were crafted from emotive stories and steeped in history, Destrier is instead an instinctive, emotional design-first sculptural masterpiece. Yet the underlying idea behind its creation is undoubtedly authentic to Bugatti history. The Type 57 chassis, for example, once underpinned both the streamlined Type 57G and Type 57C "Tank" racers that won Le Mans outright in 1937 and 1939, as well as the Type 57SC Atlantic, widely regarded as the most beautiful car ever built. A race car and an objet d'art sharing a single foundation. Destrier and the Bolide continue that tradition: one chassis, two entirely different expressions. A connection made permanent by a hand-laser-engraved dedication plate above the windscreen, depicting both the Type 57G Tank and the Type 57SC Atlantic.

A new form language
(Is it so new? I see a mixture of Bolide, Divo and Tourbillon (for the rear) mainly..... Editor)
Built on the Bolide's carbon fiber monocoque, Destrier introduces a fresh chapter in Bugatti's design vocabulary. The signature Bugatti C-line, traditionally an unbroken curve of brightwork framing each side, "breathes" � pausing just before the front wheel well, allowing bare bodywork to show through before resuming its path to intersect with the horseshoe grille.

The horseshoe grille, wider than on the Bolide, anchors a face defined by restraint rather than aggression. At the rear, details such as the elegant blended wing echo the Chiron Profil�e, closing the silhouette with the same quiet grace.

It is in Destrier's stance that the wonder of this Solitaire is most obvious. The Bolide's extreme package allows the cabin to crouch low between the two front wings, giving the car the posture of a powerful horse poised to pounce, even at a standstill. Behind the doors, the bodywork draws inward into a dramatic waist before swelling out over the rear wheels into a powerful hip to create an extreme body posture normally reserved for dramatic initial design sketches, rather than fully formed production models.

�Destrier is not a car you understand with your head, it is a car you feel with your heart. The Bolide gave us the most extreme proportions we have ever created, and by freeing them from the Bolide�s relentless pursuit of downforce, we let them speak as pure sculpture. Just as the Type 57 chassis gave the world both a Le Mans winner and the Atlantic, one platform has now produced two entirely different masterpieces. I believe Destrier will be gracing Concours lawns 50 years from now.�

Frank Heyl, Director of Design

Destrier is finished in "Sapphire Celeste", a bespoke, multi-layered exterior color created exclusively for this car and its owner. Diamond-inspired sparkle within the paint's structure elevates the sculptural form of the bodywork to its highest level, while the polished aluminum brightwork provides an elegant contrast to the refined blue hue. The choice carries a quiet historical echo, too: the Type 57SC Atlantic chassis 57591 � the celebrated "Pope" Atlantic � originally wore blue, before being repainted black by its current owner. The car's exposed carbon fiber � limited to the front splitter and rear diffuser � has been tinted to complement "Sapphire Celeste" precisely. In the engine bay, brightwork components carry a hammered surface finish � a subtle nod to the hand-beaten armor of the medieval knight.

A tailor's atelier, on wheels
Inside, Destrier moves considerably further from the Bolide's stripped-back, motorsport-focused cockpit, drawing instead on the quiet warmth of a tailor's atelier. Every material has been individually selected and every surface crafted around its single owner. Three materials define the cabin: leather and nubuck, both in "Ambre Voyageur" � a timeless warm brown � and an advanced 3D-knitted textile.

The knitted material, drawing on techniques from haute couture and performance sportswear, forms seamless, three-dimensional surfaces that are as technical as they are tactile. Copper yarns run through it as sparkling highlights, woven into a circular "halo-line" pattern that flows around the cabin. Contrasting stitch lines pick out each component's geometry, repeated in the headrest embroidery and the flowing lines of the center console. The hammered brightwork finish from the exterior returns inside across four further touchpoints: the door opener, air vents, steering wheel hub, and entry plate. And in a nod to the origins of the marque, a small French flag sits at the heart of the cabin.

�Every material in Destrier was chosen the way a tailor selects cloth. "Ambre Voyageur" leather and nubuck bring a warm, human counterpoint to the depth of "Sapphire Celeste", while the 3D-knitted textile � threaded with fine copper yarns � wraps the cabin in a single, seamless halo. Nothing shouts. Every surface is measured, tactile, and made for one person alone.�

Sabine Consolini, Head of Color and Trim

Modern parametric patterns feature in the head and tail lamps, while the oil filler cap, a visible signature of the car's status as Bugatti's third Solitaire model, carries the Destrier emblem alongside its "1/1" designation.

Beneath the bodywork sits the Bolide's complete W16 powertrain, producing 1,600 PS � Bugatti's quad-turbocharged 8.0-litre engine at the peak of its development. True to the spirit of the project, it is a detail offered almost in passing: as with the great Concours-winning cars of the past, Destrier's story is one of proportion and craftsmanship, not outright performance.

The Bugatti Destrier will be unveiled during Monterey Car Week, culminating in the Pebble Beach Concours d'Elegance on August 16, 2026.

I was surprised to hear the news, first from a friend in Canada, later through the Dutch Bugatti Club from the Danish' club president Peter Zink that Erik Koux passed away peacefully on August 1, at the respectable age of 94.

Personally, I only spoke with Erik on a couple of occasions, the last time must have been at least 10 years ago, maybe even 15 years. It was at the Molsheim Festival, if I remember well.
At the Molsheim Festival in 2008 two of his creations were present together, see the photographs. Of course one Atlantic, the other a maybe even more attractive bodystyle, a recreation of the Jean Bugatti designed roadster, design 1082 (the later version without the swiveling front fenders), recreated by Koux and built by Rod Jolley in Britain. Erik was present with the roadster that year, and also the following year, 2009.

I could not find many photographs of Erik, it seems he wanted to show his cars more than himself. Therefore, at the top-right a photograph of Erik racing his Type 37 in 1977. From Bugatti i Denmark (4) by Frank Studstrup

From Peter Zink we learn how the Bugatti Passion began and developed for Erik:

"It was when, as a young engineer, he first saw a Bugatti on the street in Z�rich. A strong and lifelong passion for this distinctive car marque was ignited � a passion that would come to mean so much to Bugatti enthusiasts around the world.

In addition to his great efforts in helping enthusiasts across the globe, it was Erik who took the initiative to found the Danish Bugatti Club in '66. And the fact that one can experience a Type 57 Atlantic on the road today is also thanks to his achievement in recreating this magnificent automobile.

Erik's significance to the international Bugatti world cannot be overstated and he will be missed deeply.

But his passion and contribution to Ettore's legacy live on through his two sons, Peter and Christian. And at the international Bugatti meeting in Denmark this summer, it was the 3rd generation who took the wheel of Erik's well-travelled 37155 � 17-year-old Mathi Koux.

Our sincerest condolances to the family, we wish them strength in these times.

Finally, an article written by Walter Jamieson Erik and the Atlantic, published in the Bugatti Revue, Volume 14, Issue 4.

In Rotterdam, a hidden Bugatti collection, long reserved for a select few, has finally opened its doors. Behind the hangar doors, the Perridon Collection showcases a century of history and secrets.

For most enthusiasts, owning a Bugatti will remain a lifelong fantasy, given the stratospheric price tag. A simple oil change can cost up to $25,000 (approximately �23,000), a figure that gives pause for thought. And yet, somewhere in an unassuming building in Rotterdam, a Dutch entrepreneur has lined up dozens of Bugattis, as if an entire museum had been stored in a carefully locked private garage.

This hidden Bugatti collection, long kept out of sight, has just been opened to the world thanks to a video from the YouTube channel Edition One-Off, which filmed a complete tour of the premises. The video reveals what the owner calls the Perridon Collection, presented on his website as "the largest private collection of Bugattis in the world." Models from 1912 to the latest Bugatti Tourbillon coexist here, and the further you walk among the cars, the more the whole thing resembles a life-size timeline that fans hadn't even dared to imagine.

Perridon Collection: Rotterdam's Hidden, Extraordinary Bugatti Collection
Behind this display is Michel Perridon, a Dutch entrepreneur and great enthusiast of the Molsheim-based brand. His collection, housed in Rotterdam, Netherlands, is described as "the largest and most prestigious collection of Bugattis." The location is normally closed to the public, which makes this filmed visit even more unique for enthusiasts who, until now, had to be content with occasional appearances at events.

Michel Perridon doesn't just buy Bugattis; he also has them custom-built. He commissioned the Bugatti Brouillard, a one-off model developed as part of the manufacturer's Solitaire Program. Unveiled during Monterey Car Week in California last year, this hypercar sports a green-on-green paint scheme, taillights inspired by the W16 Mistral, and six exhaust outlets in a row. Under the hood is the brand's iconic quad-turbo W16, here tuned to produce 1,600 PS, or 1,578 horsepower. Alongside it in the hangar, the all-new Bugatti Tourbillon, successor to the Chiron, serves as a reminder that this secret garage isn't just focused on the past.

From pre-war Bugattis to the Tourbillon: a century in a single garage
The Perridon Collection isn't limited to modern hypercars. It also boasts 28 classic Bugattis produced between 1912 and 1947. Among them is the Bugatti Type 35C, considered one of the most victorious racing cars of all time, a symbol of the brand's pre-war racing exploits. There's also a Bugatti Type 57 Atalante Fastback, recognizable by its sloping roofline. This Atalante once belonged to actor Nicolas Cage, well-known to car enthusiasts for his role as Randall "Memphis" Raines, who drives a Shelby GT500-style 1967 Ford Mustang, nicknamed Eleanor, in "Gone in 60 Seconds." A Hollywood nod that adds another layer of intrigue to this already rich collection.

As for more recent models, the collection includes a trio of Bugatti Veyrons, which speaks volumes about how Michel Perridon uses his cars. His first Veyron has approximately 46,000 km on the odometer, while the Veyron Grand Sport and the Veyron Grand Sport Vitesse have each covered nearly 40,000 km, the latter boasting 1,200 PS, or 1,183 horsepower. While some collectors leave their hypercars under a cover to preserve their resale value, these figures show cars that are actually driven. The same W16 that powered the Veyron and Chiron, and enabled several speed records, now gives way in the Tourbillon to an all-new naturally aspirated V16 paired with three electric motors, for a combined output of 1,800 PS, or 1,775 hp. From the pre-war Type 35C to this V16 hybrid operated by Bugatti Rimac after decades under Volkswagen ownership, the Perridon Collection showcases a century of Bugatti history in a single building, and each new image from this visit continues to fuel the fascination of enthusiasts.

Not mentioned in the article or video, and something which makes the Perridon Bugatti Collection a lot more special even is the fantastic collection of Carlo Bugatti furniture, which is the largest in the world. Added to that also a good collection of Rembrandt Bugatti sculptures. Some of these were exhibited during the 2023 Bugatti Festival, see the Bugatti Revue, Volume 28, Issue 3

Thanks to Lanzante, the 1,825 hp hypercar is now officially road-legal.

At the 2026 Goodwood Festival of Speed, many thought they were seeing a mirage when they spotted a Bugatti Bolide with a license plate. Prepared by the British firm Lanzante, this hypercar, previously reserved for the track, has become the first Bolide announced as truly road-legal, theoretically capable of navigating traffic like any other sports car.

Originally, the Bolide, born in Molsheim, was conceived as an extreme demonstrator, officially unhomologated in any country. No trunk, no comfort features, just a racing chassis and the aerodynamics of an endurance prototype. Seeing a Lanzante Bolide today, ready to tackle speed bumps, radars, and 30 km/h zones, radically changes the promise for the few customers able to afford one.

Bugatti Bolide: From Track to Road
Underneath the skin, the specifications remain those of a track weapon: an 8.0-liter W16 engine, four turbochargers, a 7-speed dual-clutch transmission, and up to approximately 1,825 hp with racing fuel. The figures are staggering, with a 0 to 100 km/h time of 2.2 seconds and 400 km/h reached in just over 12 seconds; the road-legal Bugatti Bolide still crushes "production" hypercars.

This power is housed in an ultra-rare object, limited to 40 examples worldwide. The Lanzante version seen at Goodwood retains its exposed carbon fiber bodywork, enhanced only by a highly reflective Klaussen livery. The additions remain subtle: headlights integrated into a front end without a conventional bumper, revised suspension settings to handle speed bumps and parking ramps, but an overall look that is still closer to a Le Mans prototype than a grand touring coupe.

Lanzante Limited, a small company in the south of England, has already made cars like the McLaren F1 GTR Le Mans, the McLaren P1 GTR, and modern Porsche 935s road-legal. Its specialty: tiny production runs and bespoke engineering to transform pure track machines into road-legal curiosities.

At first glance � much is still missing � it is difficult to deduce from this that the Bolide for the streets is no longer a pure, uncompromising race car. In any case, some modifications are required to make the hypercar eligible for a license plate. For instance, it receives X-shaped LED headlights that are seamlessly integrated into the existing design, the suspension has a softer setup to better handle speed bumps and uneven surfaces, and the Michelin slicks must make way for street-legal tires that ensure proper water drainage.

Also worth noting: Lanzante collaborated with PWR Advanced Cooling Technology on a modified cooling system. After all, the original Bolide was developed for the track, where high speeds and constant airflow ensure that the technology functions optimally. In normal traffic � think of traffic jams, 30 km/h zones, or driving at a crawl � completely different conditions apply. The modifications are intended to ensure that the Bolide does not overheat there either.

Lanzante, Master of Track-to-Road Conversions
With the Bolide, the tuner has a head start: the quad-turbocharged 16-cylinder engine already comes from road-going Bugattis, like the Chiron, designed to meet stringent standards. Dean Lanzante sums it up by saying that "the Bolide has the right DNA to pass the regulations," with the main focus then being on noise reduction, pedestrian protection, and lighting.

Fortunately, the legendary 8.0-liter four-turbo W16 did not need to be touched. That power unit came unchanged from the Bugatti Chiron and was therefore developed from the outset for use on public roads. The Bolide surrounding it, however, was a completely different story. This hypercar was developed purely for the track, with a cooling system, suspension, and aerodynamics primarily intended for high speeds and maximum performance. That is why Lanzante had to make the necessary adjustments to ensure that you can go get croissants in the morning, too.

Goodwood, then the road
At the Goodwood Festival of Speed, this first Bolide by Lanzante climbed the hill lined with boots, its sound filtered just enough to remain legal. In real life, it will primarily be used on deserted roads at dawn, far from traffic jams.

For owners, the benefit is simple: no longer being limited to track days. The conversion, which costs several hundred thousand euros from Lanzante, allows registration in the United Kingdom and then, sometimes, re-registration in the Middle East or on the Riviera, where seeing a Bolide at a red light will remain a very rare sight.

Hyman Ltd is selling two very famous Bugatti's from the General William Lyon collection.

Both cars have been in the collection of Major General William Lyon for decades, a man forever ingrained in United States military history as one of the most distinguished and accomplished generals to serve in the United States Air Force.

In his later years, General Lyon founded the Lyon Air Museum in Orange County, California, where visitors could experience a remarkable assembly of World War II aircraft including a B-17 Flying Fortress and B-25 Mitchell, alongside military vehicles and a thoughtfully curated selection of classic motorcars. The museum still stands as a reflection of General Lyon�s lifelong passion for preserving the machinery and stories that shaped the twentieth century, however, now without many of the classic cars.

Major General William Lyon was born on March 9, 1923, and died at the age of 97 on May 22, 2020. See for (much more) info on this remarkable man: lyonairmuseum.org.

• 1908 Bugatti Type 10 �Le Petit Pur-Sang� - Chassis 10
• 1965 Bugatti Type 101C-X body by Exner - Chassis 101506

1908 Bugatti Type 10 �Le Petit Pur-Sang� - Chassis 10

• The genesis of Bugatti Automobiles
• Designed and built in Ettore�s home in Cologne, Germany
• The blueprint for the first production model, the Type 13
• Retained by the Bugatti family until Ettore�s death in 1947
• Discovered in the early 1960s by marque experts Antoine Rafaelli and Jean de Dobeleer
• Acquired and restored by the William F. Harrah Collection in 1971
• Offered from the famed Lyon Family Collection, where it has resided since 1986

Ettore Bugatti�s Early Days
Born in Italy of a richly talented artistic family, Ettore Bugatti was undoubtedly destined for greatness. His father Carlo was famous for his exceptionally crafted Art Nouveau furniture, his paternal grandfather, Giovanni Luigi Bugatti was an architect and sculptor, and even Ettore�s younger brother Rembrandt became renowned for his beautiful animal sculptures. At the encouragement of his father, young Ettore pursued a technical career, focusing his studies on engineering and starting his career with an apprenticeship at one of Milan�s leading cyclecar manufacturers. He showed considerable prowess for all aspects of motor vehicle design, designing an impressively well-engineered motorized trike sold as the Prinetti & Stucchi Type 1.

His experiments with four-wheeled prototypes led Ettore to catch the eye of Baron Adrien de Turckheim, who hired him at Lorraine-Dietrich in Alsace, then German territory. By 1902, Ettore served as head of technology at De Dietrich. All along, he continued designing projects of his own, eventually assuming the role of Production Director (chief engineer) for Deutz Gasmotoren Fabrik in Cologne, Germany. Deutz cars were renowned for superior quality, but their large and heavy nature was not to Ettore Bugatti�s taste. He recognized the European economy may not support such large, expensive cars for long, and felt a small yet sophisticated voiturette may appeal to a wider audience. Bugatti�s restless, relentless creativity fueled his desire for something different.

The Little Thoroughbred
During the winter between 1908 and 1909, while still employed by Deutz, Ettore constructed the first complete car to bear his name � the Type 10. Designed to be light, powerful and nimble, the car was powered by a 1,200cc four-cylinder engine designed by Ettore from scratch. The engine featured advanced technology such as a bevel shaft-driven single overhead camshaft, two valves per cylinder operated by cleverly designed tappets, a multi-plate clutch, and shaft drive. The engine operated at 1,500 rpm and was capable of reaching 2,000 rpm, a remarkable figure for its time. The engine bore the famous �EB� stamp for the first time. Bugatti utilized a simple channel chassis fitted with leaf springs, wooden wheels, and cable operated brakes. Since it was primarily a prototype, little consideration was given to style and the car was skinned in a simple, alloy body without doors, left unpainted. Weighing just 365kg (ca. 800lbs) and producing about 10 horsepower, it was remarkably quick for such a small machine and delightfully balanced for nimble handling. Ettore�s lifelong passion for horses undoubtedly inspired its nickname - Le Petite Pur Sang � the little thoroughbred.

At an exhibition in Cologne, pioneering French aviator Louis Bleriot trialed the Type 10 and was thrilled by the little car, and pleaded with Ettore to put his voiturette into production. By this point in his career, Ettore had the attention of financial backers, and with the support of patrons like Pierre de Vizcaya, the opening of a factory became a new priority. They settled on a disused Tannery located in the village of Molsheim, Alsace, and on January 1, 1910, having completed his contractual obligations to Deutz, Ettore Bugatti signed lease on his factory. While Bugatti has long been considered proudly French, its origins are multinational � Ettore Bugatti remained an Italian citizen until 1946, and Molsheim�s location in Alsace meant the company was actually based in Germany from its foundation until the end of The Great War.

The diminutive Type 10 was fundamental to Bugatti�s move toward serial production. Bugatti�s first production model, the Type 13, was essentially an enlarged and refined version of the Type 10. As Ettore�s first Bugatti automobile, the sentimental attachment to Le Petit Pur Sang was understandably strong, and he never entertained selling it. It remained a fixture in the factory, and through the years it was nicknamed �the bathtub� by workers, undoubtedly for its simplistic, unpainted metal coachwork. Into the 1930s, the Type 10 even served as regular transport for Ettore�s first wife Barbara as she preferred it�s light weight and easy operation. At some point, Ettore had the car freshened, painting the chassis and wheels a distinctive red-orange color, and workers responded by nicknaming it �the lobster� in jest. It remained very much a part of the family, with Roland Bugatti recalling �We always kept it at Molsheim, and it became sort of a family pet, and eventually, a prized part of our collection.�

The Survival of the Type 10
In 1939, German troops moved toward Alsace and Bugatti was forced to abandon his Molsheim factory and evacuate to safer territory. Critical machinery and workers were relocated some 800km away to Bordeaux, and Ettore was sure to take the Type 10 with him. There, it was stored at a shipyard, and it stayed there for the duration of the war.

After the war, Ettore Bugatti struggled and fought to regain control of his factory in Molsheim, an effort which absorbed his spirit and his health. He died in 1947, shortly after wresting his beloved factory from government control. The Type 10 remained in Bordeaux and fell into a state of neglect, and it slipped off the radar.

At some point the Type 10 was stolen, presumably for scrap value, and wound up in a junkyard some 160km north in Niort. Miraculously, it was saved from the scrapper, discovered in 1961 by the �Bugatti Hunter� Antoine Rafaelli who purchased it and quickly passed it to his compatriot and fellow Bugatti archaeologist, Jean de Dobbeleer, who determined its significance. It was sold to the Belgian collector and hotelier Georges Marquet, who kept it for about a decade before he dispersed his collection. In 1971, the Petit Pur Sang caught the attention of famed collector William F. Harrah, through Claude Dubois, an agent working for Marquet.

While Harrah is famously one of the most prolific collectors of all time, he was also incredibly fastidious and selective about the cars he collected. Reportedly, several skeptical letters were sent from Harrah�s chief curator Edward Catlett to Dubois, De Dobbeleer and others, seeking consensus on the car�s provenance. Mr. Harrah wanted assurances of its authenticity. Among the most important evidence came from Francois Seyfried, then supervisor of the Bugatti works in Molsheim, who knew the car personally and attested to its history. Marque historians have reached similar conclusions with their own research, corroborating the findings of Harrah�s team.

Once in the Harrah Collection, it underwent a sympathetic restoration, returning it to its original look of bare aluminum bodywork over an orange painted chassis. Concessions included the fitment of slightly later Brescia gearbox and magneto � components derived from the Type 10�s original design. The gem of a 1,200-cc engine was rebuilt and returned to full running order and detailed in black, copper and brass � notably retaining its original �EB� stamped brass ID plate.

In the mid-1980s, the Harrah Collection was gradually dispersed over the course of several events and auctions. Maj. Gen. William Lyon of California had been assembling one of the premier automobile collections in the world, and he added Le Petit Pur Sang to his growing collection in 1986, purchasing it from the Harrah Collection. Significantly, this �first Bugatti� became stablemate to another highly important Bugatti, the final Type 101C, bodied by Ghia to a Virgil Exner design. In the care of the Lyon Family Collection, the restoration performed by Harrah�s team has been beautifully preserved, and the car has made occasional outings to prestigious events, including the Pebble Beach Concours d�Elegance.

In the past four-plus decades that the Type 10 and the Type 101C have sat shoulder-to-shoulder in the Lyon Family Collection, they have represented the �bookends� of Ettore Bugatti�s enduring legacy of style, mechanical artistry, and performance. The Type 10 Le Petit Pur Sang was once a prized possession of the Bugatti family, it later became a cherished part of the Lyon Family Collection, and it now represents an exceptional, once-in-a-lifetime opportunity to own one of the most significant pieces of Bugatti history � the car that started it all.

1965 Bugatti Type 101C-X body by Exner - Chassis 101506

• Offered out of more than 40 years of care in the Lyon Family Collection
• One of just seven Type 101 chassis built, and equipped from new with the optional supercharged engine
• Retained by Bugatti until 1961
• Clear, well-known provenance throughout its existence
• Exceptionally well-preserved and largely unrestored condition

The Final Chapters of Le Patron
During the long, dark days of World War II, Ettore Bugatti persisted. The final chapters of his company began in 1939 when, at the behest of the French government, Ettore evacuated his Molsheim factory to a scruffy industrial site in Bordeaux some 800km from the German border, to produce camshafts, crankshafts and propellor shafts for Hispano-Suiza aircraft engines. His beloved chateau and factory had fallen to the occupation forces, so business shifted to Bugatti�s Paris showroom at Avenue Montaigne. Naturally, selling Bugatti automobiles in such an environment was nearly impossible, but nevertheless, Ettore remained hopeful and continued to design cars from his Paris home. Among his many concepts, only the Type 73, a 1,500cc light car with optional supercharger reached the prototype phase, but he held on to hope that cars would once again roll from the Molsheim factory gates.

Unfortunately for Ettore, the end of the occupation did not equate to a seamless return to business as usual. His factory fell under French government control, but bureaucratic roadblocks and suspicion of Bugatti�s Italian roots meant it took years of lawsuits and appeals for him to be allowed back to his factory. And when he got the keys back, he found precious machinery stolen and overturned, and offices burned. The stress of the war, the reconstruction, and the struggle to regain his factory took a toll on Ettore�s health, and after failed attempts to restart production, Le Patron died in 1947.

In the wake of his death, there was no clear successor to the throne as his son Jean died in a tragic road accident years earlier. Ettore�s young second wife was left 50% of the company, his son Roland put in charge overall, and day-to-day operations fell to General Manager and company veteran Pierre Marco. With tenuous cooperation among the various factions, the stage was set for an uneasy revival.

The Bugatti Type 101
With new leadership in place at Molsheim the focus on cars could resume. The Type 73 was unveiled at the 1947 Paris Salon, and while a handful of orders came in, its introduction was fraught with problems and production never got underway. In March of 1951, The Autocar reported that �two new models in production before the end of the year is the latest hope of the Bugatti company.� One of these two models, the Type 101, marked Bugatti�s return to building traditional Grandes Routieres.

Essentially a freshened version of Jean Bugatti�s highly successful Type 57, the Type 101 utilized that car�s 3.3-liter, double overhead-cam inline 8-cylinder engine, offered with or without a supercharger. The chassis featured new Lockheed hydraulic brakes, and two gearbox options were listed � a Cotal electro-magnetic unit, or a Bugatti-designed five-speed which never materialized. It was undeniably powerful � the most powerful European road car of its time, in fact. In naturally aspirated form, the Type 101�s engine developed 135 horsepower, or an impressive 200 bhp equipped with the Weber carburetor and supercharger. Two Type 101 chassis debuted at the 1951 Paris Salon. Both cars, a 2-door saloon and convertible were bodied by Gangloff, which did a masterful job of masking the chassis� pre-war roots while celebrating Bugatti�s legacy via the distinctive horseshoe grille.

Unfortunately, buyers weren�t convinced by the decidedly old-fashioned solid axle and fixed-head engine design. It was also enormously expensive to purchase and tax. Neither show car sold at the Salon and were retained by the factory. At least seven chassis were ultimately built: 57454 was the supercharged 2-door saloon by Gangloff. 101500 is the first official Type 101 prototype, bodied as a four-door saloon by Guillore. 101501 is the Gangloff convertible show car, and 101502 is believed to be another Guillore saloon. Chassis 101504 is a wild-looking supercharged coupe by Antem, and 101505 had long been missing. The final car, a supercharged 101C s/n 101506, remained unbodied and owned by the factory until 1961.

Bugatti Type 101C Chassis 101506
The availability of any Bugatti Type 101 represents an incredibly rare opportunity for collectors, while the car offered here, chassis 101506, is perhaps the ultimate prize � the chance to own the very last Bugatti road car produced at Molsheim under the auspices of the Bugatti family.

S/N 101506 was the final Type 101C chassis built, and it languished at Molsheim without coachwork until 1961, when it was acquired (still bodyless) by E. Allen Henderson, a Bugatti collector from Marlboro, New Jersey. Henderson was a very private man, and his impressive collection was largely hidden away. In 1964, experiencing ill health, Henderson reached out to his friend and confidant, L. Scott Bailey, the publisher of the highly respected Automobile Quarterly, to discuss selling some cars, including the bare 101C chassis.

Bailey had the Bugatti in mind while attending a gala for the launch of Virgil Exner�s Duesenberg revival, held at the designer�s new Birmingham, Michigan studio, having recently retired from Chrysler. The Duesenberg Model D prototype was the first realization of the Exner �Revival Series.� Initiating as an idea in Esquire magazine in the early 1960s, the project centered on modern interpretations of defunct prestige brands � not retro, not replica � but evocations of storied automakers as if they never disappeared in the first place. The illustrations � initially including Duesenberg, Stutz, Mercer and Packard � caught the attention of New York based model car company Renwal, who licensed the designs for 1:25 scale plastic model kits (See above, editor collection: Note that the kit is slightly different from the car, as it was based on a drawing from earlier in the design-phase, including most notably a side- exhaust pipe). Three more marques were added, including Pierce-Arrow, the Jordan Playboy, and, of course, Bugatti.

The project soon took on a life of its own and grew beyond the scope of illustrations and plastic kits, with several of the cars taking shape in full-scale form. Virgil Exner, Sr. had a long and fruitful relationship with Carrozzeria Ghia of Italy, and it was Ghia who brought the Duesenberg concept to reality. The Stutz, with significant revisions and independent backers, went into limited production as the 1970 Stutz Blackhawk by Carrozzeria Padane, and the Mercer was realized on a 289 Cobra Chassis by Carrozzeria Sibona-Basano.

Back in Birmingham for the Duesenberg unveiling, L. Scott Bailey approached Exner mentioning the existence of the 101C � the perfect basis to bring his Bugatti concept to life. Intrigued by this possibility, Exner and company arranged a trip to New Jersey to meet with the reclusive Mr. Henderson. Upon their arrival, the housekeeper opened the barn to reveal a trove of fourteen dusty Bugattis, including a Type 57 Galibier sedan, Type 57SC Corsica Roadster, and a bodyless, running chassis with a box for a seat, bearing the chassis number 101506. A deal was soon made for $2,500, and the 101C was roused from its slumber as Virgil Exner Jr. and his best friend Mike Cleary towed it behind Exner�s 1964 Plymouth station wagon.

The lithe roadster body necessitated shortening the chassis by 18-inches, a task undertaken by Exner Jr. and Mike Cleary. Some re-engineering was required to achieve the lowered seating position, and while the car was originally fitted with a Cotal gearbox, a conventional four-speed was adopted. Virgil Exner Sr. and his team constructed clay models of the body, Exner Jr. designed the interior, and all was sent to Carrozzeria Ghia to bring the car to life in the metal.

The finished product was unveiled at the 1965 Turin Auto Salon. A lithe and low-slung roadster, it was defined by the bold horseshoe grille protruding from pontoon-like front fenders, and a speed-boat style split windscreen. Distinctive rectangular headlamps flanked the grille, and the rear end came to a neat taper not unlike the 1962 Corvette. The car was finished in a lush dark blue, accented with white painted wire wheels fitted with white pinstripe tires. Dubbed the �Type 101C-X� it was a glamorous thing, and with its supercharged engine, it promised the sort of performance worthy of its illustrious badge.

While Exner Sr. hoped the show car would spur production interest, that never happened. After driving the 101C-X approximately 1,000 miles, Exner sold it to the renowned collector Tom Barrett, co-founder of the Barrett-Jackson auction house. Barrett then sold the car to his friend and fellow �horse trader� Irving �Bud� Tushinsky, who showed the car with much enthusiasm during his tenure. Chassis 101506 then enjoyed a quiet spell in the care of Harvey Ludwig, before coming to the attention of Ken Behring and Don Williams of The Blackhawk Collection who acquired it around 1984. They promptly sold it to Gen. William Lyon, where it eventually became a stablemate to Exner�s Mercer Cobra. As a cornerstone of the Lyon Family Collection for over 40 years, the significance of 101506 as the very last Bugatti was underscored by its pairing with the 1908 Type 10 Petit Pur Sang, the very first complete car designed and built by Ettore Bugatti. The 101C-X has been widely celebrated at the Pebble Beach Concours d�Elegance, and in 2022, it was invited to the National Automobile Museum � Schlumpf Collection at Mulhouse, France, for a special exhibition of all seven known Type 101s.

While the Bugatti company had an inauspicious ending after the war, Virgil Exner and Carrozzeria Ghia did wonders to celebrate the marque�s final days, respecting its lofty stature in motoring lore. Today, after more than four decades in the care of the Lyon Family Collection, the Bugatti 101C-X remains stunningly original, having never been restored during its lifetime. It is said to retain nearly all of its original paint, original engine, supercharger, and gearbox as fitted by Exner, with the only notable change being chrome wire wheels and whitewall tires in place of the original painted wires. Accompanying documents include various articles, including one by renowned author Karl Ludvigson, period photos of the car under construction, and photos documenting its various exhibitions.

Opportunities to acquire such a significant piece of motoring history come rarely, if not once in a lifetime, and the chance to own the final �true� Bugatti is one that should not be missed.

More info at Hyman Ltd

Artcurial Le Mans Classic Legend Auction, France, July 3, 2026

• 1925 Bugatti Type 35 Grand Prix Replica, Chassis no. "3537", Estimate: �300,000 - 500,000: Not sold

In Molsheim, Bugatti�s story has always been written through the union of place, people and purpose. Across generations, the marque�s historic home in Alsace has remained the setting in which vision becomes craft, and craft becomes automotive legend. With the inauguration of La Manufacture, Bugatti now opens a new chapter on these same grounds; one shaped by the arrival of the Tourbillon era, and by the continued evolution of the exceptional savoir-faire that defines every car created in Molsheim.

Officially inaugurated on 2nd July, La Manufacture is the marque�s new world-class atelier and the future home of Tourbillon production. It marks the milestone at which Bugatti�s next era moves fully from vision into reality, yielding a contemporary production space nestled within the Ch�teau grounds, shaped by the elegance, craftsmanship, innovation and uncompromising pursuit of excellence that has always guided the brand.

The ceremony brought together representatives of the French state and local institutions, including the sub-prefect and deputy, alongside local media invited to witness this new milestone for the Alsace site. A filmed message from S�bastien Martin, France�s Minister Delegate for Industry, underlined the wider significance of the project for French industry. Mate Rimac, CEO of Bugatti Rimac, and Christophe Piochon, President of Bugatti Automobiles, each addressed guests before officially cutting the ribbon and opening La Manufacture to mark the start of its remarkable journey.

Following the opening of a new administrative building in 2024, the inauguration of the new Bugatti atelier symbolizes the continued ambition of the Bugatti Rimac group, led by founder and CEO Mate Rimac, to strengthen Molsheim as the historic heart of the brand. Together, these developments reflect a long-term commitment to the site, its people and the exceptional savoir-faire that has shaped every modern Bugatti since the revival of the marque with the Veyron in 2005. As Bugatti prepares for the next generation of hyper sports cars, La Manufacture has been designed to support the marque�s growth and increase production capacity to up to 200 vehicles per year.

Conceived with the same sensitivity to its surroundings that has long characterized the Ch�teau Saint Jean site, the new atelier reaffirms the importance of sustainable industrial development for Bugatti. Its low, expansive form sits naturally within the landscape, with a contemporary architectural language that respects the elegance and calm of its environment. Defined by a subtle contrast between discreet dark walls and bright glass, the building brings natural light deep into the production space, creating an atmosphere designed for both precision and for the craftspeople whose hands will bring the Tourbillon to life.

Measuring 3,245m�, 135 meters in length and 25 meters in width, and standing 8.7 meters high, La Manufacture has been completed in less than a year. Its larger floorspace and intelligent layout have been created to support new levels of efficiency and capability, becoming the place where the most technically intensive phases of the assembly will take shape. Within La Manufacture, Bugatti teams will carry out exterior and interior pre-assembly phases, complete quality checks and vehicle inspections, and perform highly specialized rework processes including polishing and painting.

These are the foundational stages in bringing a Bugatti to life; processes that demand space, precision, technical focus and absolute attention to detail. By concentrating this work within La Manufacture, Bugatti is creating a more efficient and more capable production flow for the Tourbillon era, while allowing the existing Atelier to evolve with its own renewed purpose.

�Molsheim is the center of gravity for Bugatti. Every decision we make for Bugatti starts with respect for this place, its people and the extraordinary legacy that has been built here over more than a century. La Manufacture is a clear demonstration of that commitment. We wanted to empower the teams in Molsheim with a cutting-edge facility to shape the Tourbillon era, while ensuring that the soul of Bugatti remains in Alsace, at the historic home of the marque. The inauguration of La Manufacture embodies our ambition to pursue the highest standards of industrial excellence while further strengthening our connection to the region that has shaped our heritage.�
Mate Rimac, CEO of Bugatti Rimac

The current Atelier, designed in the shape of the Bugatti Macaron, will remain central to the marque�s production story. It will become the setting for the final exterior and interior assembly stages � the moments in which a Bugatti receives its concluding expressions of craftsmanship and character. It will also offer an even more immersive customer experience, enabling guests to come closer to the creation of their own car and, in select moments, participate in the final touches that make every Bugatti deeply personal.

As the Tourbillon ushers in a new era of performance, La Manufacture ensures that Molsheim continues to set the benchmark for the creation of the world�s most extraordinary automobiles. It is a place designed for the demands of the future, yet rooted in the same values that have shaped every Bugatti to leave Alsace since 1909; precision, artistry, innovation and an understanding that true luxury is defined by the human hand.

�Since the Veyron marked the rebirth of Bugatti in 2005, more than 1,100 vehicles have been delivered to customers worldwide. This new milestone, the inauguration of La Manufacture, marks a key moment in the rollout of Bugatti�s expansion strategy and illustrates our commitment to industrial excellence and to rooting our brand firmly in the region. The investment in Molsheim demonstrates Bugatti Rimac�s strong commitment to France, and specifically to the Alsace region. La Manufacture is an important development for Bugatti, and a project that contributes to the economic vitality and international renown of Alsace.�
Christophe Piochon, President of Bugatti Automobiles

La Manufacture will now be equipped with tailor-made tooling systems and materials to be ready for the planning of the Tourbillon�s start of production.

Bonhams' The Greenwich Auction, Greenwich, USA, May 31, 2026

• 2020 Pur Sang Type 35B, chassis number 603PS, Sold for US$212,800 inc. premium

The next one-off Bugatti is expected to be a cross between the Bolide and the Tourbillon. The new hypercar will be the third project from Programme Solitare, following the debut Brouillard, which was unveiled during last year�s Monterey Car Week, and the F.K.P. Hommage, which was shown at Retromobile earlier this year.

Between the radical Bolide and the new hybrid Tourbillon, Bugatti is preparing a third one-off Solitaire based on the Chiron W16 for 2026. A transitional hypercar that collectors are already eagerly awaiting. Very few details are official at the moment. We only know that it will once again be a one-off, reserved for a select client. It will be conceived as a rolling work of art. And the first rumors suggest a creation that could surprise even Molsheim regulars, according to The Supercar Blog.

Launched in 2025, the Solitaire Program allows Bugatti to return to its coachbuilding roots. Each car is entirely designed around a single owner. Each project is based on an existing platform, such as the Bugatti Chiron. It then receives a unique body, interior, and narrative. All of this comes at a pivotal moment for the brand. It finds itself caught between the last W16-powered models and the arrival of the new Bugatti Tourbillon hybrid V16. And this third chapter promises to be the most audacious of the bunch.

Bugatti Solitaire Program: A Third One-Off on the Way
Behind this poetic name, the Bugatti Solitaire Program is an internal structure that delivers a maximum of two creations per year. The first, Brouillard, was revealed during Monterey Car Week 2025 in California. This hypercar is based on the latest evolution of the Chiron's carbon-aluminum chassis. It boasts an 8.0-liter W16 engine producing nearly 1,600 hp. Its style and history pay homage to Ettore Bugatti's beloved horse, in a truly haute couture automotive approach. Some observers already estimate its price to be well over $30 million, or approximately �27.5 million.

This blend of DNA is far from insignificant. The Bugatti Bolide is a hypercar strictly reserved for the track, produced in a limited run of 40 units. It is derived from the Chiron and can reach approximately 1,850 hp. The Bugatti Tourbillon, on the other hand, opens a new chapter. It features a naturally aspirated 8.3-liter V16 engine paired with three electric motors for nearly 1,800 hp and a brand-new carbon fiber platform. This future one-off would thus combine the style of this new era with a W16 engine that is nearing the end of its production run. No details are given regarding power output, road homologation, or price. Bugatti has already announced full production of its production models until 2029.

Image above: the first one in the Solitaire program, the Brouillard

Ni-Cola Auction, Ladenburg, Germany, May 22, 2026

• Baby Bugatti ca. 1926 to 1932 s/n 309A, Estimate: �40,000-�120,000: Sold for �60,000

Broad Arrow The Concorso d'eleganza Villa d'Este Auction, May 16 - 17, 2026

• 1926 Bugatti Type 37 Grand Prix, Chassis # 37226, Engine # 125, Estimate: �1.000.000 - �1.300.000: Not sold (Max bid: �780.000), now asking �900.000
• 1929 Bugatti Type 43 Roadster by Eug�ne Matthys, Chassis # 43248, Estimate: �2.500.000 - �3.500.000: Sold Price: �1.007.500 (including premium)

Bring a Trailer Auction, May 19, 2026

• 2022 Bugatti Chiron Super Sport, Chassis VF9SW3V33NM795035, Sold for $4,400,000

  More info

Broad Arrow, the Amelia Auction, March 6-7, 2026

• 2008 Bugatti Veyron EB 16.4 Coupe, Sold for $1,957,500

Bonhams' the Miami Auction, May 3, 2026

• 2008 Bugatti Veyron 16.4 Coupe, VIN. VF9SA25C78M795150, Estimate: US$1,250,000 - US$1,750,000: Not sold
• 2019 Bugatti Chiron Sport VIN. VF9SP3V31KM795236 Sold for US$3,024,000 inc. premium
• 2024 Bugatti Chiron Super Sport VIN. VF9SW3V38RM795098. Sold for US$4,340,000 inc. premium
  Above photo

MOLSHEIM 24.04.2026

Porsche has agreed to sell its equity stakes in Bugatti Rimac and Rimac Group to a consortium led by HOF Capital, a New York-based investment firm. The relevant transaction agreements were signed on April 24. Completion of the transaction remains subject to customary conditions precedent, including regulatory clearances by the relevant authorities.

Porsche and Rimac Group established Bugatti Rimac as a joint venture in 2021 to serve as home to the iconic Bugatti brand. In this joint venture, Porsche holds a minority stake of 45%, Rimac Group owns 55%. Porsche also holds a 20.6% stake in Rimac Group. As part of the transaction announced today, Porsche will fully divest its equity stakes in Bugatti Rimac and Rimac Group to the HOF Capital-led consortium. This includes BlueFive Capital as its largest investor, as well as a group of institutional investors across the US and EU. Following completion, Rimac Group is set to take control of Bugatti Rimac and form a strategic partnership with HOF Capital and BlueFive Capital to support its continued growth. HOF Capital will additionally join Rimac Group as the largest shareholder alongside Mate Rimac, founder of Rimac and CEO of Bugatti Rimac. Subject to regulatory clearances, completion is expected to occur before the end of 2026. The parties have agreed to keep the financial terms of the transaction confidential, except where disclosure is required under applicable financial reporting obligations.

Dr Michael Leiters, CEO of Porsche AG: �In setting up the joint venture Bugatti Rimac together with Rimac Group, we successfully laid the foundation for Bugatti�s future. And as an early-stage investor of Rimac Group, Porsche made a significant contribution to developing Rimac Technology into an established Tier-1 automotive technology company. Now, with the sale of our stake, we demonstrate that we will focus Porsche on the core business. We would like to thank Mate Rimac and his team for the constructive and trusting cooperation over the past years.�

�Porsche has been a crucial partner, and we are deeply grateful for their role in establishing Bugatti Rimac. With the strong foundations their support has provided, we now have a structure that allows us to execute even faster on our long-term vision. We look forward to our collaboration with our new partners.�

Mate Rimac, CEO of Bugatti Rimac

Hisham Elhaddad, Co-Founder and Managing Partner of HOF Capital: �For over a century, Bugatti has stood apart as a brand where heritage and innovation coexist at the highest level. We are proud to partner with Mate Rimac and his team to help shape the next chapter, balancing disciplined growth with a tradition of craftsmanship and originality that remains unmatched.�

Hazem Ben-Gacem, Founder and Chief Executive of BlueFive Capital: �Bugatti is a monument to automotive obsession, born from Ettore Bugatti�s pursuit of beauty and performance combined. BlueFive Capital approaches this opportunity as more than simply a financial transaction, and we look forward to working alongside the entire Bugatti Rimac team to honor that legacy for generations to come.�

From other Newssites than the official Bugatti one:
The decision is related to the financial pressure on the Porsche company. Porsche's operating profit fell by 93% last year, while the margin dropped to 1.1%, compared to 14.1% a year earlier. Due to weaker demand in China and pressure from US tariffs, the new CEO is focusing on cost savings and freeing up capital. The sale of the Bugatti Rimac stake is part of that strategy.

Porsche's departure changes the balance of power in the hypercar and electric vehicle segment. Rimac gains more room to develop its technologies and the Bugatti brand, while Porsche focuses on core models and restoring profitability. Bugatti Rimac is valued at over $1 billion, underscoring investor interest in high-tech supercars.

What We Know About the New shareholders
The Sawiris family controls one of the largest industrial empires in Egypt and the Middle East. Active in telecommunications, construction, and energy, they are among the wealthiest families in Africa. Onsi Sawiris, son of billionaire Naguib Sawiris, runs HOF Capital from the United States.

What This Changes means for Bugatti and the Automotive Industry
This sale of part of the shares of Rimac and Bugatti-Rimac to the Egyptian Sawiris family opens a new era for the French brand. The new owners have massive financial resources and a powerful network, particularly in the Gulf and Asia, where demand for hypercars remains very strong.

What's Behind This Announcement?
Behind this announcement lies a more nuanced reality than a simple transfer of ownership. Porsche's shares - 45% in Bugatti Rimac and just over 20% in Rimac Group - were not sold directly to Rimac, but to a consortium of investors. This financial subtlety barely masks the essential point: the German manufacturer is withdrawing completely from the project.

In reality, it is Rimac that emerges strengthened from this transaction. Already a central player in the joint venture, the Croatian group consolidates its influence over Bugatti, now free from the shadow of the Volkswagen Group. A logical, almost inevitable development, given that the initial balance rested on an alliance between tradition and innovation.

Background
When Bugatti and Rimac joined forces, the ambition was clear: to combine the heritage of a century-old brand with the technological cutting edge of electric vehicles. A bold gamble, driven by an industry undergoing rapid transformation. But a few years later, the context has changed.

For Porsche, this exit is part of a broader strategy. The manufacturer is currently facing fundamental choices, balancing accelerated electrification, cost pressures, and the need to preserve its margins. In this context, maintaining a stake in a project as specific as Bugatti Rimac no longer appears to be a priority.

Still within the Volkswagen Group?
This withdrawal also raises a deeper question: what place does Bugatti have within the Volkswagen ecosystem? Long a technological showcase and the ultimate symbol of the group's expertise, the "French" brand now seems to be following an independent path, guided by Rimac's vision.

Nevertheless, this evolution marks a clear break with the past. Since Bugatti's revival under Volkswagen in the late 1990s, the brand has never been so far removed from its historical roots. This transition is part of a broader trend, where the lines between manufacturers, startups, and investors are becoming increasingly blurred.

Ultimately, this transaction perfectly illustrates the ongoing transformations in the automotive industry. Alliances form and dissolve according to technological advancements, market trends, and economic constraints. Even the most prestigious projects are not immune to these realignments.

By leaving Bugatti, Porsche is not simply signaling the end of a partnership. It is also signaling a refocusing, almost a return to basics. It remains to be seen whether, in a world where innovation is increasingly happening outside traditional structures, this choice will prove successful.

Porsche sells Bugatti to save itself: is the sale of assets for one billion euros a sign of strength or retreat?
Porsche withdraws from Bugatti Rimac amid losses of 3.9 billion euros and a 98% drop in profits. Mate Rimac takes full control of the brand, while new investments come from New York and the Persian Gulf.

Why now?
Porsche isn't selling Bugatti because the brand is becoming less attractive. It is selling because it is itself in its most serious financial crisis since its IPO. According to Euronews, Porsche ended 2025 with �3.9 billion in write-downs, which reduced the automotive division's operating profit by 98%, from �5.3 billion to �90 million. Previously, it was precisely Porsche and Audi that subsidized the loss-making brands within the Volkswagen Group. This support position no longer exists.

RM Sotheby's the Monaco Auction, April 25, 2026

• 1999 Bugatti EB112, Chassis # ZA9CC030ERCD39003, Estimate: �1,500,000 - �2,000,000, Sold for �1,692,500
• 2024 Bugatti Bolide, Chassis # VF9NX0V08RM795004, Estimate: �3,500,000 - �4,500,000, Sold for �4,336,250

Bonhams Goodwood Members' Meeting Auction, April 19, 2026

• 1930 Bugatti Type 40 Sports, Chassis no. 40667, Engine no. 574, Estimate: �80,000 - �120,000 / � 92.000 - � 140.000, Sold for �101,200 incl. premium

Bugatti's family silver cutlery set.

Each of the 73 pieces, forks and spoons, as well as a large serving spoon, is engraved "EB" on the rear. The set consists of 12 small spoons and 12 small forks, and 24 each of large forks and spoons.

The cutlery set was frequently used by Bugatti when welcoming his guests such as race drivers, clients, co-workers, agents and of course his friends.

Ettore Bugatti ordered this solid silver cutlery set in Paris in 1924. It was bought from the well-known firm Cardeilhac. The Maison Cardeilhac was a renowned French silversmith house that was established in 1804 by Antoine-Vital Cardeilhac. In 1904, Ernest Cardeilhac passed the reins of the company to his two sons, Jacques and Pierre. They continued the legacy of Maison Cardeilhac, upholding the reputation for exceptional craftsmanship and innovative designs.
In 1951, the Maison Cardeilhac brand was acquired by Christofle, a prominent name in the luxury silverware industry. The acquisition ensured the continuation of Maison Cardeilhac's legacy and its integration into a wider network of renowned silversmiths.

The set followed Ettore from Molsheim to Paris (Rue Boissi�re), then to Bordeaux shortly before World War II, and then to the Chateau d'Ermenonville. After Ettore passed away, the set went to Roland Bugatti in 1947 (again to the Rue Boissi�re), later to the south of France (Aix-en Provence) and remained in his possession until he passed away in 1977.

It was then privately bought by somebody from the same village.

An expertise was done by expert Christian Huet in 1993, the total Provenance is known from 1924 until now.

This is a once in a lifetime opportunity, to be able to purchase Ettore Bugatti's personal and historical piece of Patrimony.

Only serious offers will be considered, please contact Jaap Horst, at: J.J.Horst@BugattiPage.com.

From 1893 to the Present Day

This summer, the Grimaldi Forum Monaco hosts an exceptional exhibition tracing the unique relationship that has united the Principality and the automobile for more than a century.

Until September 6, a truly magnificent exhibition dedicated to motorsport is running at the Grimaldi Forum, bringing together more than 50 legendary cars. The fact that they are all original and participated in the races in Monaco is thanks to Rodolphe Rapetti, who traveled the world to convince their owners to lend them. We have known that Rapetti is a tenacious individual since the exhibition of Ralph Lauren's collection of black cars in Paris 15 years ago, with which he elevated cars to works of art. In short, the man is both a connoisseur and an aesthete.

The hall where the single-seaters are gathered looks like an educational history lesson, a feast for connoisseurs. Tires are getting wider, racing cars ever lower and wider, and the engine moved from in front of to behind the driver, thanks to John Cooper. Aerodynamics began to play a fundamental role, causing modern Formula 1 cars to be covered with tiny and not-so-small wind deflectors, while turbos and electric motors provided unprecedented power and performance.

The simple-looking Bugatti TYpe 35B that won the very first Grand Prix in 1929 now looks like an artisanal piece of brute force with elegant touches. Comfort is rudimentary, and the interior reveals some of the mechanical connections. A gem with oil stains, driven by the Briton William Grover, who engaged in an epic battle with Rudi Caracciola's Mercedes-Benz SSK, which, due to its size, was not really suitable for a winding city drive.

The rally selection also features a rugged yet elegant Bugatti Type 46 ("la petite Royale") with a full aluminium body and an inline eight-cylinder engine that participated in the rally in 1932 and finished fourth. Remarkable, considering it was a luxurious sedan. Powerful engines dominated the rally, but clever technicians also began to take an interest in the event. The biggest turning point came in the sixties when the tiny Morris Mini Cooper S outpaced the monsters of that era in 1964 and 1965 � the exciting years had arrived.

Further info

Above Image: Early Bugatti Type 30 outside the Paris Showroom 116 Avenue de Champs Elys�es. Photo Courtesy The Bugatti Trust Archive.

The Bugatti Trust Museum and Study Centre, Gloucestershire, is delighted to announce a new exhibition opening at the end of May, dedicated to exploring the importance of the Bugatti Type 30 in the development of the Bugatti marque and factory.

As Bugatti�s first production eight-cylinder model, introduced in 1922, the Type 30 marked a step change in performance, engineering sophistication and design, representing a vital link between the early four-cylinder models and the later Grand Prix legends such as the Type 35. Through carefully selected archive material including historic documents and photographs, original factory film footage and technical drawings from the Trust�s extensive collection, the exhibition will show how the Type 30�s advanced inline eight-engine, four-wheel braking and the modified chassis design helped shape Bugatti�s approach to both road and competition cars.

Visitors will discover how the Type 30 underpinned later developments at the Molsheim factory and how its engineering solutions influenced some of the most successful racing Bugattis of the 1920s.

The Bugatti Trust�s established STEM outreach work which already includes initiatives such as Formula Student, STEM Racing and VEX Robotics as well as collaborative design challenges, will be complemented by new learning resources developed specifically around the Type 30 exhibition.

Further info

From the Chiron Super Sport 300+, which was the first to break the 300 mph barrier, to the artistic Veyron Venet and the open-top versions Mistral and Vitesse.
Also noteworthy: the unique Lamborghini Diablo in which the iconic W16 engine was tested for the first time. A unique presentation full of speed, engineering, and design.

Further info

Participants will experience scenic rally routes through the Czech countryside, the historic Zbraslav-J�lovi�te hillclimb, and exclusive access to Prague Castle.

More info and to register

Antwerp Concours d�Elegance is a high-level classic car event, presenting rare and exotic sports- and luxurycars, prewarcars, racecars and one-offs from all European countries.

Launched in the summer of 2005 in the heart of Antwerp near the river Schelde, Antwerp Concours moved to more romantic settings such as Kasteel Byckhove (2007 and 2008) and Kasteel Cantecroy (2009).

In 2026, we celebrate 21 years and we are very much looking forward to welcome you for the 16th time already at Belv�d�re Castle for another great edition of Antwerp Concours d�Elegance!

More info

For additional information on routes, lodging and sights follow this link - American Bugatti Club - International Bugatti Meet 2026.

Before the IBM begins, you do not want to miss the 12th US Bugatti Grand Prix�.

12th US Bugatti Grand Prix September 4 - 6
The 12th US Bugatti Grand Prix will be held on Sunday, Sept. 6, as part of the 'Columbia River Classic�, managed by SOVREN, before the beginning of the IBM on Sept. 8. Portland International Raceway is only 30 miles from the start of the IBM at the Allison Inn and SPA in Newberg, OR. Three days of events will culminate in the Bugatti Grand Prix on Sunday where 20 � 25 Bugattis are anticipated. Those participating in the IBM are invited to attend as spectators with their Bugattis where they will be able to take tour laps of the track at lunchtime.

There are a limited number of entries available, so please react using the below Intent of Interest form as soon as possible.

The 2026 International Bugatti Meet Organizing Committee welcomes your participation in this special Bugatti tour. For questions or application forms, contact: Paul Simms, Registration Coordinator, abcpcsimms@gmail.com

• 1929 Bugatti Type 35C Grand Prix Two-Seater Chassis no. 4930, Estimate: �500,000 - �700,000 (� 590.000 - � 820.000), to be sold without reserve