The Flickr Twoseater Image Generatr

Greek two-seater F-16 029 heads even further down into Vouraikos Gorge on a low-flying sortie from its home base at Araxos.

Aircraft: Elliniko Polemiki Aeroporia (Hellenic Air Force) Lockheed Martin F-16D Block 52 Fighting Falcon 029.

Location: Vouraikos Gorge, Achaea, Greece.

Chassis n° 4755

Zoute Sale - Bonhams
Estimated : € 1.200.000 - 1.400.000
Unsold

Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024

Some of the most evocative Grand Prix cars in the world hail from the 1920s, crafted not exclusively for factory teams but primarily for private customers, equipping them with the means to venture into motor racing independently – often at the highest levels of competition.

Foremost among the manufacturers offering such opportunities was Bugatti, based in Molsheim, Alsace, renowned for its remarkable straight-8 engined Bugatti Type 35. This beloved model, celebrated for its compact, lightweight, and powerful design, made its debut at the 1924 Grand Prix de l'ACF and was subsequently produced in various iterations for private sale.
The Bugatti Type 35A, chassis #4755, presented here, is in exquisite condition, both in terms of appearance and operational condition. This remarkable vehicle has been in the possession of its current owners through inheritance for the past 60 years. Its history, continuously and meticulously documented since 1933, commenced in April 1926, when it was originally sold for export across the Channel, as recorded in the factory sales register.

From 1926, The British Bugatti market was represented by its London dealer, Colonel William Sorel, who succeeded Jarrotts & Letts, and whose showroom was located at 1 and 3 Brixton Road, London S.W.9. In that year alone, Sorel received over a hundred vehicles from the marque, including the first Type 38 and Type 40 models, as well as around twenty of the latest sixteen-valve versions. Among these, twenty Type 35A models were delivered to Great Britain between late 1925 and September 1927.

Chassis #4755 is the sixth of the twenty examples exported across the Channel. It is listed on the factory sales register dated 16 April 1926 in the name of Sorel in London and was invoiced to him on 15 April for the sum of 36,960 Francs (alongside three Type 37s, chassis numbers 37139 to 37141, each priced at 29,334 Francs).

The vehicle was registered in June 1926 with the London City Council under the registration YO 8532. It later came into the possession of Francis Keogh in the Cheltenham area, who acquired it in 1933. According to his son's reminiscences, the car was in a poor state at the time of purchase, having been involved in a fire during a race. The driver had to make an emergency escape from the car, which was travelling at 90 km/h. It appears that the rear suspension suffered a weakness, causing the rear axle to lift and puncture the fuel tank. This resulted in the fire damaging the tail and possibly the rear bulkhead.
It is reported that the body from the 2300 cc accident-damaged car of L. Eccles (chassis #51150) was used, with some modifications, to replace the destroyed body. F. Keogh raced the restored car until the outbreak of war. Although it covered no more than 5,000 km. From late 1938 to 1948, the vehicle was stored away as Keogh abandoned his Bugatti, which was subsequently revived by his son in 1949.

The car was then registered in the name of Francis Keogh Junior, who used it for two summers, covering nearly 5,000 additional kilometres and undertaking numerous repairs. Due to his professional commitments requiring him to stay abroad, the car was once again put into storage. Upon returning to Great Britain with two young children and other priorities beyond his Bugatti, the father sold it to Mr Chamberlain, who acquired it for the sum of £175.

Subsequently, F. Keogh Jr. learned that Mr Chamberlain did not hold a driving licence. It was also reported by Chamberlain's brother that he had planned to repaint the car black and recover the seats in leopard print, which fortunately never came to pass. The Bugatti, fitted with "L" plates for Learner, is said to have collided head-on with a telegraph pole, damaging the front axle. However, an inspection of the vehicle during its last restoration in 2002 revealed no evidence of frame damage from this accident.

In 1959, Michael Ward acquired the car. On this occasion, Francis Keogh's son sent him a detailed letter outlining the car's history from its purchase by his father around 1933 to its sale to Chamberlain in 1957, including the restoration work undertaken during the family's ownership. This letter was later published fifty years later by Mr Ward in Bugantics (2010 Vol 73 No 4). Among other details, it reveals that before the war, the vehicle was maintained for Keogh by his highly competent Bugatti mechanic. Additionally, after the 1949 recommissioning, it suffered a connecting rod failure at the end of its first summer, and was subsequently restored by Dudley of Speed Models. Having taken the plunge, Mike Ward became a fervent Bugatti enthusiast, acquiring a Type 43 and later, in 1999, chassis #40275. He resumed racing in 2004 after a 38-year hiatus, and the following year, he acquired a Type 13. At 90 years old, his passion remains as strong as ever.

Frank Gilbert of Derby recalls purchasing the car for £400 in early 1961 from a garage in Nottingham run by the Ward family. A Bugatti enthusiast, he had previously acquired a Type 38, chassis #38470, for £100, and later a Type 37 #37204, a Type 40, and a 3-litre saloon #44667. He did not keep the car for long without incurring much expense and sold it a few months later.
Dr Sam Bayliss acquired the Bugatti, likely from F. Gilbert, towards the end of 1961. A passionate enthusiast of the marque, he owned several examples in the 1950s and 1960s, including two Type 57s: a James Young coach (chassis #57142) and a Corsica cabriolet (chassis #57605), as well as several racing models such as a Type 39A (chassis #4896) around 1956 and a Type 40 (chassis #40577) purchased from J. Veldkamp in 1962. It is possible that there was a trade involving chassis #4755, with or without additional payment, as it is known that Veldkamp bought the car from Bayliss in London.

The Bugatti Register compiled by historian H.G. Conway in 1962 describes the vehicle as follows: "Bugatti Type 35A, chassis #4755. Engine #77A. Registered in June 1926. YO 8532. Owner: S.G. Bayliss, Claregate, Oakhill Drive, Welwyn, Herts."
This enthusiast joined the Bugatti Owner's Club in 1955. At that time, his address was 53 Holland Park Mews, London W11. The car was entered by S.G. Bayliss in the Bugatti International Rally at Diez on the Lahn in Germany, held on 23-24 June 1962.

Shortly thereafter, the car was exported to the Netherlands. On 13 August 1962, it was declared for the sum of 500 florins, with a customs duty of 284 florins paid. The new owner was Jan A. Veldkamp, residing at Beatrixlaan 7 in Haren. He undertook a complete restoration of the car before registering it on 22 May 1964 under the number JE-51-59. Veldkamp participated in the Bugatti International Rally at Kleve in 1964 driving the car.

In 1964, the father of the current owner acquired the Bugatti from Jan Veldkamp. First Dutch driver to compete in the Formula 1 World Championship at the 1952 Dutch Grand Prix, he had purchased his first Bugatti, a racing-prepared Type 30, at just 18 years old.
As the owner of Bugatti Type 35B chassis #4955, he enhanced chassis #4755 with its larger front and rear anchorplates, wheels, and its bonnet. In the seventies, the original 77A engine was overhauled with new pistons and bearings by Piet Blok, a renowned Bugatti engine specialist in the Netherlands.

In 1990, the owner passed away, and his son acquired the car. In 2002, following the advice of renowned specialist Bart Rosman, he decided to restore the car as closely as possible to its original specifications. This restoration was carried out by Ernand Jonker, a former employee of Simon Klopper, under the supervision of Bart Rosman, who personally restored the original engine.
It was decided to upgrade the engine for improved reliability by fitting a five-bearing crankshaft. New high-compression pistons, cylinder heads, valves, a new crankshaft, and a high-lift camshaft were installed with the aim of creating a powerful yet dependable engine, suitable not only for regular use but also with the potential for racing. The car also regained its original bonnet, which had been borrowed from chassis #4955.

Since the completion of its restoration in 2008, the car has covered approximately 2,000 kilometres and is now presented in perfect condition for both presentation and operation, equipped with five-bearing specification that is more efficient and reliable than the original crankshaft. It is accompanied by its Dutch registration title and the detailed report by Pierre-Yves Laugier, completed in September 2024, with the inspection and conclusions detailed in the pages that follow in English.

This 1926 Bugatti Type 35A is not only a mechanical gem embodying the bold mechanical innovations of Ettore Bugatti and the history of interwar automobile competition, but also a testament to a century of gentlemen drivers who have either experienced its brilliance, discovered the world of Bugatti through it, or even honed their skills behind its wheel. Today presents an opportunity to find a new driver to carry it into its second century.

Chassis n° 4755

Zoute Sale - Bonhams
Estimated : € 1.200.000 - 1.400.000
Unsold

Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024

Some of the most evocative Grand Prix cars in the world hail from the 1920s, crafted not exclusively for factory teams but primarily for private customers, equipping them with the means to venture into motor racing independently – often at the highest levels of competition.

Foremost among the manufacturers offering such opportunities was Bugatti, based in Molsheim, Alsace, renowned for its remarkable straight-8 engined Bugatti Type 35. This beloved model, celebrated for its compact, lightweight, and powerful design, made its debut at the 1924 Grand Prix de l'ACF and was subsequently produced in various iterations for private sale.
The Bugatti Type 35A, chassis #4755, presented here, is in exquisite condition, both in terms of appearance and operational condition. This remarkable vehicle has been in the possession of its current owners through inheritance for the past 60 years. Its history, continuously and meticulously documented since 1933, commenced in April 1926, when it was originally sold for export across the Channel, as recorded in the factory sales register.

From 1926, The British Bugatti market was represented by its London dealer, Colonel William Sorel, who succeeded Jarrotts & Letts, and whose showroom was located at 1 and 3 Brixton Road, London S.W.9. In that year alone, Sorel received over a hundred vehicles from the marque, including the first Type 38 and Type 40 models, as well as around twenty of the latest sixteen-valve versions. Among these, twenty Type 35A models were delivered to Great Britain between late 1925 and September 1927.

Chassis #4755 is the sixth of the twenty examples exported across the Channel. It is listed on the factory sales register dated 16 April 1926 in the name of Sorel in London and was invoiced to him on 15 April for the sum of 36,960 Francs (alongside three Type 37s, chassis numbers 37139 to 37141, each priced at 29,334 Francs).

The vehicle was registered in June 1926 with the London City Council under the registration YO 8532. It later came into the possession of Francis Keogh in the Cheltenham area, who acquired it in 1933. According to his son's reminiscences, the car was in a poor state at the time of purchase, having been involved in a fire during a race. The driver had to make an emergency escape from the car, which was travelling at 90 km/h. It appears that the rear suspension suffered a weakness, causing the rear axle to lift and puncture the fuel tank. This resulted in the fire damaging the tail and possibly the rear bulkhead.
It is reported that the body from the 2300 cc accident-damaged car of L. Eccles (chassis #51150) was used, with some modifications, to replace the destroyed body. F. Keogh raced the restored car until the outbreak of war. Although it covered no more than 5,000 km. From late 1938 to 1948, the vehicle was stored away as Keogh abandoned his Bugatti, which was subsequently revived by his son in 1949.

The car was then registered in the name of Francis Keogh Junior, who used it for two summers, covering nearly 5,000 additional kilometres and undertaking numerous repairs. Due to his professional commitments requiring him to stay abroad, the car was once again put into storage. Upon returning to Great Britain with two young children and other priorities beyond his Bugatti, the father sold it to Mr Chamberlain, who acquired it for the sum of £175.

Subsequently, F. Keogh Jr. learned that Mr Chamberlain did not hold a driving licence. It was also reported by Chamberlain's brother that he had planned to repaint the car black and recover the seats in leopard print, which fortunately never came to pass. The Bugatti, fitted with "L" plates for Learner, is said to have collided head-on with a telegraph pole, damaging the front axle. However, an inspection of the vehicle during its last restoration in 2002 revealed no evidence of frame damage from this accident.

In 1959, Michael Ward acquired the car. On this occasion, Francis Keogh's son sent him a detailed letter outlining the car's history from its purchase by his father around 1933 to its sale to Chamberlain in 1957, including the restoration work undertaken during the family's ownership. This letter was later published fifty years later by Mr Ward in Bugantics (2010 Vol 73 No 4). Among other details, it reveals that before the war, the vehicle was maintained for Keogh by his highly competent Bugatti mechanic. Additionally, after the 1949 recommissioning, it suffered a connecting rod failure at the end of its first summer, and was subsequently restored by Dudley of Speed Models. Having taken the plunge, Mike Ward became a fervent Bugatti enthusiast, acquiring a Type 43 and later, in 1999, chassis #40275. He resumed racing in 2004 after a 38-year hiatus, and the following year, he acquired a Type 13. At 90 years old, his passion remains as strong as ever.

Frank Gilbert of Derby recalls purchasing the car for £400 in early 1961 from a garage in Nottingham run by the Ward family. A Bugatti enthusiast, he had previously acquired a Type 38, chassis #38470, for £100, and later a Type 37 #37204, a Type 40, and a 3-litre saloon #44667. He did not keep the car for long without incurring much expense and sold it a few months later.
Dr Sam Bayliss acquired the Bugatti, likely from F. Gilbert, towards the end of 1961. A passionate enthusiast of the marque, he owned several examples in the 1950s and 1960s, including two Type 57s: a James Young coach (chassis #57142) and a Corsica cabriolet (chassis #57605), as well as several racing models such as a Type 39A (chassis #4896) around 1956 and a Type 40 (chassis #40577) purchased from J. Veldkamp in 1962. It is possible that there was a trade involving chassis #4755, with or without additional payment, as it is known that Veldkamp bought the car from Bayliss in London.

The Bugatti Register compiled by historian H.G. Conway in 1962 describes the vehicle as follows: "Bugatti Type 35A, chassis #4755. Engine #77A. Registered in June 1926. YO 8532. Owner: S.G. Bayliss, Claregate, Oakhill Drive, Welwyn, Herts."
This enthusiast joined the Bugatti Owner's Club in 1955. At that time, his address was 53 Holland Park Mews, London W11. The car was entered by S.G. Bayliss in the Bugatti International Rally at Diez on the Lahn in Germany, held on 23-24 June 1962.

Shortly thereafter, the car was exported to the Netherlands. On 13 August 1962, it was declared for the sum of 500 florins, with a customs duty of 284 florins paid. The new owner was Jan A. Veldkamp, residing at Beatrixlaan 7 in Haren. He undertook a complete restoration of the car before registering it on 22 May 1964 under the number JE-51-59. Veldkamp participated in the Bugatti International Rally at Kleve in 1964 driving the car.

In 1964, the father of the current owner acquired the Bugatti from Jan Veldkamp. First Dutch driver to compete in the Formula 1 World Championship at the 1952 Dutch Grand Prix, he had purchased his first Bugatti, a racing-prepared Type 30, at just 18 years old.
As the owner of Bugatti Type 35B chassis #4955, he enhanced chassis #4755 with its larger front and rear anchorplates, wheels, and its bonnet. In the seventies, the original 77A engine was overhauled with new pistons and bearings by Piet Blok, a renowned Bugatti engine specialist in the Netherlands.

In 1990, the owner passed away, and his son acquired the car. In 2002, following the advice of renowned specialist Bart Rosman, he decided to restore the car as closely as possible to its original specifications. This restoration was carried out by Ernand Jonker, a former employee of Simon Klopper, under the supervision of Bart Rosman, who personally restored the original engine.
It was decided to upgrade the engine for improved reliability by fitting a five-bearing crankshaft. New high-compression pistons, cylinder heads, valves, a new crankshaft, and a high-lift camshaft were installed with the aim of creating a powerful yet dependable engine, suitable not only for regular use but also with the potential for racing. The car also regained its original bonnet, which had been borrowed from chassis #4955.

Since the completion of its restoration in 2008, the car has covered approximately 2,000 kilometres and is now presented in perfect condition for both presentation and operation, equipped with five-bearing specification that is more efficient and reliable than the original crankshaft. It is accompanied by its Dutch registration title and the detailed report by Pierre-Yves Laugier, completed in September 2024, with the inspection and conclusions detailed in the pages that follow in English.

This 1926 Bugatti Type 35A is not only a mechanical gem embodying the bold mechanical innovations of Ettore Bugatti and the history of interwar automobile competition, but also a testament to a century of gentlemen drivers who have either experienced its brilliance, discovered the world of Bugatti through it, or even honed their skills behind its wheel. Today presents an opportunity to find a new driver to carry it into its second century.

Chassis n° 4755

Zoute Sale - Bonhams
Estimated : € 1.200.000 - 1.400.000
Unsold

Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024

Some of the most evocative Grand Prix cars in the world hail from the 1920s, crafted not exclusively for factory teams but primarily for private customers, equipping them with the means to venture into motor racing independently – often at the highest levels of competition.

Foremost among the manufacturers offering such opportunities was Bugatti, based in Molsheim, Alsace, renowned for its remarkable straight-8 engined Bugatti Type 35. This beloved model, celebrated for its compact, lightweight, and powerful design, made its debut at the 1924 Grand Prix de l'ACF and was subsequently produced in various iterations for private sale.
The Bugatti Type 35A, chassis #4755, presented here, is in exquisite condition, both in terms of appearance and operational condition. This remarkable vehicle has been in the possession of its current owners through inheritance for the past 60 years. Its history, continuously and meticulously documented since 1933, commenced in April 1926, when it was originally sold for export across the Channel, as recorded in the factory sales register.

From 1926, The British Bugatti market was represented by its London dealer, Colonel William Sorel, who succeeded Jarrotts & Letts, and whose showroom was located at 1 and 3 Brixton Road, London S.W.9. In that year alone, Sorel received over a hundred vehicles from the marque, including the first Type 38 and Type 40 models, as well as around twenty of the latest sixteen-valve versions. Among these, twenty Type 35A models were delivered to Great Britain between late 1925 and September 1927.

Chassis #4755 is the sixth of the twenty examples exported across the Channel. It is listed on the factory sales register dated 16 April 1926 in the name of Sorel in London and was invoiced to him on 15 April for the sum of 36,960 Francs (alongside three Type 37s, chassis numbers 37139 to 37141, each priced at 29,334 Francs).

The vehicle was registered in June 1926 with the London City Council under the registration YO 8532. It later came into the possession of Francis Keogh in the Cheltenham area, who acquired it in 1933. According to his son's reminiscences, the car was in a poor state at the time of purchase, having been involved in a fire during a race. The driver had to make an emergency escape from the car, which was travelling at 90 km/h. It appears that the rear suspension suffered a weakness, causing the rear axle to lift and puncture the fuel tank. This resulted in the fire damaging the tail and possibly the rear bulkhead.
It is reported that the body from the 2300 cc accident-damaged car of L. Eccles (chassis #51150) was used, with some modifications, to replace the destroyed body. F. Keogh raced the restored car until the outbreak of war. Although it covered no more than 5,000 km. From late 1938 to 1948, the vehicle was stored away as Keogh abandoned his Bugatti, which was subsequently revived by his son in 1949.

The car was then registered in the name of Francis Keogh Junior, who used it for two summers, covering nearly 5,000 additional kilometres and undertaking numerous repairs. Due to his professional commitments requiring him to stay abroad, the car was once again put into storage. Upon returning to Great Britain with two young children and other priorities beyond his Bugatti, the father sold it to Mr Chamberlain, who acquired it for the sum of £175.

Subsequently, F. Keogh Jr. learned that Mr Chamberlain did not hold a driving licence. It was also reported by Chamberlain's brother that he had planned to repaint the car black and recover the seats in leopard print, which fortunately never came to pass. The Bugatti, fitted with "L" plates for Learner, is said to have collided head-on with a telegraph pole, damaging the front axle. However, an inspection of the vehicle during its last restoration in 2002 revealed no evidence of frame damage from this accident.

In 1959, Michael Ward acquired the car. On this occasion, Francis Keogh's son sent him a detailed letter outlining the car's history from its purchase by his father around 1933 to its sale to Chamberlain in 1957, including the restoration work undertaken during the family's ownership. This letter was later published fifty years later by Mr Ward in Bugantics (2010 Vol 73 No 4). Among other details, it reveals that before the war, the vehicle was maintained for Keogh by his highly competent Bugatti mechanic. Additionally, after the 1949 recommissioning, it suffered a connecting rod failure at the end of its first summer, and was subsequently restored by Dudley of Speed Models. Having taken the plunge, Mike Ward became a fervent Bugatti enthusiast, acquiring a Type 43 and later, in 1999, chassis #40275. He resumed racing in 2004 after a 38-year hiatus, and the following year, he acquired a Type 13. At 90 years old, his passion remains as strong as ever.

Frank Gilbert of Derby recalls purchasing the car for £400 in early 1961 from a garage in Nottingham run by the Ward family. A Bugatti enthusiast, he had previously acquired a Type 38, chassis #38470, for £100, and later a Type 37 #37204, a Type 40, and a 3-litre saloon #44667. He did not keep the car for long without incurring much expense and sold it a few months later.
Dr Sam Bayliss acquired the Bugatti, likely from F. Gilbert, towards the end of 1961. A passionate enthusiast of the marque, he owned several examples in the 1950s and 1960s, including two Type 57s: a James Young coach (chassis #57142) and a Corsica cabriolet (chassis #57605), as well as several racing models such as a Type 39A (chassis #4896) around 1956 and a Type 40 (chassis #40577) purchased from J. Veldkamp in 1962. It is possible that there was a trade involving chassis #4755, with or without additional payment, as it is known that Veldkamp bought the car from Bayliss in London.

The Bugatti Register compiled by historian H.G. Conway in 1962 describes the vehicle as follows: "Bugatti Type 35A, chassis #4755. Engine #77A. Registered in June 1926. YO 8532. Owner: S.G. Bayliss, Claregate, Oakhill Drive, Welwyn, Herts."
This enthusiast joined the Bugatti Owner's Club in 1955. At that time, his address was 53 Holland Park Mews, London W11. The car was entered by S.G. Bayliss in the Bugatti International Rally at Diez on the Lahn in Germany, held on 23-24 June 1962.

Shortly thereafter, the car was exported to the Netherlands. On 13 August 1962, it was declared for the sum of 500 florins, with a customs duty of 284 florins paid. The new owner was Jan A. Veldkamp, residing at Beatrixlaan 7 in Haren. He undertook a complete restoration of the car before registering it on 22 May 1964 under the number JE-51-59. Veldkamp participated in the Bugatti International Rally at Kleve in 1964 driving the car.

In 1964, the father of the current owner acquired the Bugatti from Jan Veldkamp. First Dutch driver to compete in the Formula 1 World Championship at the 1952 Dutch Grand Prix, he had purchased his first Bugatti, a racing-prepared Type 30, at just 18 years old.
As the owner of Bugatti Type 35B chassis #4955, he enhanced chassis #4755 with its larger front and rear anchorplates, wheels, and its bonnet. In the seventies, the original 77A engine was overhauled with new pistons and bearings by Piet Blok, a renowned Bugatti engine specialist in the Netherlands.

In 1990, the owner passed away, and his son acquired the car. In 2002, following the advice of renowned specialist Bart Rosman, he decided to restore the car as closely as possible to its original specifications. This restoration was carried out by Ernand Jonker, a former employee of Simon Klopper, under the supervision of Bart Rosman, who personally restored the original engine.
It was decided to upgrade the engine for improved reliability by fitting a five-bearing crankshaft. New high-compression pistons, cylinder heads, valves, a new crankshaft, and a high-lift camshaft were installed with the aim of creating a powerful yet dependable engine, suitable not only for regular use but also with the potential for racing. The car also regained its original bonnet, which had been borrowed from chassis #4955.

Since the completion of its restoration in 2008, the car has covered approximately 2,000 kilometres and is now presented in perfect condition for both presentation and operation, equipped with five-bearing specification that is more efficient and reliable than the original crankshaft. It is accompanied by its Dutch registration title and the detailed report by Pierre-Yves Laugier, completed in September 2024, with the inspection and conclusions detailed in the pages that follow in English.

This 1926 Bugatti Type 35A is not only a mechanical gem embodying the bold mechanical innovations of Ettore Bugatti and the history of interwar automobile competition, but also a testament to a century of gentlemen drivers who have either experienced its brilliance, discovered the world of Bugatti through it, or even honed their skills behind its wheel. Today presents an opportunity to find a new driver to carry it into its second century.

Chassis n° 4755

Zoute Sale - Bonhams
Estimated : € 1.200.000 - 1.400.000
Unsold

Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024

Some of the most evocative Grand Prix cars in the world hail from the 1920s, crafted not exclusively for factory teams but primarily for private customers, equipping them with the means to venture into motor racing independently – often at the highest levels of competition.

Foremost among the manufacturers offering such opportunities was Bugatti, based in Molsheim, Alsace, renowned for its remarkable straight-8 engined Bugatti Type 35. This beloved model, celebrated for its compact, lightweight, and powerful design, made its debut at the 1924 Grand Prix de l'ACF and was subsequently produced in various iterations for private sale.
The Bugatti Type 35A, chassis #4755, presented here, is in exquisite condition, both in terms of appearance and operational condition. This remarkable vehicle has been in the possession of its current owners through inheritance for the past 60 years. Its history, continuously and meticulously documented since 1933, commenced in April 1926, when it was originally sold for export across the Channel, as recorded in the factory sales register.

From 1926, The British Bugatti market was represented by its London dealer, Colonel William Sorel, who succeeded Jarrotts & Letts, and whose showroom was located at 1 and 3 Brixton Road, London S.W.9. In that year alone, Sorel received over a hundred vehicles from the marque, including the first Type 38 and Type 40 models, as well as around twenty of the latest sixteen-valve versions. Among these, twenty Type 35A models were delivered to Great Britain between late 1925 and September 1927.

Chassis #4755 is the sixth of the twenty examples exported across the Channel. It is listed on the factory sales register dated 16 April 1926 in the name of Sorel in London and was invoiced to him on 15 April for the sum of 36,960 Francs (alongside three Type 37s, chassis numbers 37139 to 37141, each priced at 29,334 Francs).

The vehicle was registered in June 1926 with the London City Council under the registration YO 8532. It later came into the possession of Francis Keogh in the Cheltenham area, who acquired it in 1933. According to his son's reminiscences, the car was in a poor state at the time of purchase, having been involved in a fire during a race. The driver had to make an emergency escape from the car, which was travelling at 90 km/h. It appears that the rear suspension suffered a weakness, causing the rear axle to lift and puncture the fuel tank. This resulted in the fire damaging the tail and possibly the rear bulkhead.
It is reported that the body from the 2300 cc accident-damaged car of L. Eccles (chassis #51150) was used, with some modifications, to replace the destroyed body. F. Keogh raced the restored car until the outbreak of war. Although it covered no more than 5,000 km. From late 1938 to 1948, the vehicle was stored away as Keogh abandoned his Bugatti, which was subsequently revived by his son in 1949.

The car was then registered in the name of Francis Keogh Junior, who used it for two summers, covering nearly 5,000 additional kilometres and undertaking numerous repairs. Due to his professional commitments requiring him to stay abroad, the car was once again put into storage. Upon returning to Great Britain with two young children and other priorities beyond his Bugatti, the father sold it to Mr Chamberlain, who acquired it for the sum of £175.

Subsequently, F. Keogh Jr. learned that Mr Chamberlain did not hold a driving licence. It was also reported by Chamberlain's brother that he had planned to repaint the car black and recover the seats in leopard print, which fortunately never came to pass. The Bugatti, fitted with "L" plates for Learner, is said to have collided head-on with a telegraph pole, damaging the front axle. However, an inspection of the vehicle during its last restoration in 2002 revealed no evidence of frame damage from this accident.

In 1959, Michael Ward acquired the car. On this occasion, Francis Keogh's son sent him a detailed letter outlining the car's history from its purchase by his father around 1933 to its sale to Chamberlain in 1957, including the restoration work undertaken during the family's ownership. This letter was later published fifty years later by Mr Ward in Bugantics (2010 Vol 73 No 4). Among other details, it reveals that before the war, the vehicle was maintained for Keogh by his highly competent Bugatti mechanic. Additionally, after the 1949 recommissioning, it suffered a connecting rod failure at the end of its first summer, and was subsequently restored by Dudley of Speed Models. Having taken the plunge, Mike Ward became a fervent Bugatti enthusiast, acquiring a Type 43 and later, in 1999, chassis #40275. He resumed racing in 2004 after a 38-year hiatus, and the following year, he acquired a Type 13. At 90 years old, his passion remains as strong as ever.

Frank Gilbert of Derby recalls purchasing the car for £400 in early 1961 from a garage in Nottingham run by the Ward family. A Bugatti enthusiast, he had previously acquired a Type 38, chassis #38470, for £100, and later a Type 37 #37204, a Type 40, and a 3-litre saloon #44667. He did not keep the car for long without incurring much expense and sold it a few months later.
Dr Sam Bayliss acquired the Bugatti, likely from F. Gilbert, towards the end of 1961. A passionate enthusiast of the marque, he owned several examples in the 1950s and 1960s, including two Type 57s: a James Young coach (chassis #57142) and a Corsica cabriolet (chassis #57605), as well as several racing models such as a Type 39A (chassis #4896) around 1956 and a Type 40 (chassis #40577) purchased from J. Veldkamp in 1962. It is possible that there was a trade involving chassis #4755, with or without additional payment, as it is known that Veldkamp bought the car from Bayliss in London.

The Bugatti Register compiled by historian H.G. Conway in 1962 describes the vehicle as follows: "Bugatti Type 35A, chassis #4755. Engine #77A. Registered in June 1926. YO 8532. Owner: S.G. Bayliss, Claregate, Oakhill Drive, Welwyn, Herts."
This enthusiast joined the Bugatti Owner's Club in 1955. At that time, his address was 53 Holland Park Mews, London W11. The car was entered by S.G. Bayliss in the Bugatti International Rally at Diez on the Lahn in Germany, held on 23-24 June 1962.

Shortly thereafter, the car was exported to the Netherlands. On 13 August 1962, it was declared for the sum of 500 florins, with a customs duty of 284 florins paid. The new owner was Jan A. Veldkamp, residing at Beatrixlaan 7 in Haren. He undertook a complete restoration of the car before registering it on 22 May 1964 under the number JE-51-59. Veldkamp participated in the Bugatti International Rally at Kleve in 1964 driving the car.

In 1964, the father of the current owner acquired the Bugatti from Jan Veldkamp. First Dutch driver to compete in the Formula 1 World Championship at the 1952 Dutch Grand Prix, he had purchased his first Bugatti, a racing-prepared Type 30, at just 18 years old.
As the owner of Bugatti Type 35B chassis #4955, he enhanced chassis #4755 with its larger front and rear anchorplates, wheels, and its bonnet. In the seventies, the original 77A engine was overhauled with new pistons and bearings by Piet Blok, a renowned Bugatti engine specialist in the Netherlands.

In 1990, the owner passed away, and his son acquired the car. In 2002, following the advice of renowned specialist Bart Rosman, he decided to restore the car as closely as possible to its original specifications. This restoration was carried out by Ernand Jonker, a former employee of Simon Klopper, under the supervision of Bart Rosman, who personally restored the original engine.
It was decided to upgrade the engine for improved reliability by fitting a five-bearing crankshaft. New high-compression pistons, cylinder heads, valves, a new crankshaft, and a high-lift camshaft were installed with the aim of creating a powerful yet dependable engine, suitable not only for regular use but also with the potential for racing. The car also regained its original bonnet, which had been borrowed from chassis #4955.

Since the completion of its restoration in 2008, the car has covered approximately 2,000 kilometres and is now presented in perfect condition for both presentation and operation, equipped with five-bearing specification that is more efficient and reliable than the original crankshaft. It is accompanied by its Dutch registration title and the detailed report by Pierre-Yves Laugier, completed in September 2024, with the inspection and conclusions detailed in the pages that follow in English.

This 1926 Bugatti Type 35A is not only a mechanical gem embodying the bold mechanical innovations of Ettore Bugatti and the history of interwar automobile competition, but also a testament to a century of gentlemen drivers who have either experienced its brilliance, discovered the world of Bugatti through it, or even honed their skills behind its wheel. Today presents an opportunity to find a new driver to carry it into its second century.

Chassis n° 4755

Zoute Sale - Bonhams
Estimated : € 1.200.000 - 1.400.000
Unsold

Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024

Some of the most evocative Grand Prix cars in the world hail from the 1920s, crafted not exclusively for factory teams but primarily for private customers, equipping them with the means to venture into motor racing independently – often at the highest levels of competition.

Foremost among the manufacturers offering such opportunities was Bugatti, based in Molsheim, Alsace, renowned for its remarkable straight-8 engined Bugatti Type 35. This beloved model, celebrated for its compact, lightweight, and powerful design, made its debut at the 1924 Grand Prix de l'ACF and was subsequently produced in various iterations for private sale.
The Bugatti Type 35A, chassis #4755, presented here, is in exquisite condition, both in terms of appearance and operational condition. This remarkable vehicle has been in the possession of its current owners through inheritance for the past 60 years. Its history, continuously and meticulously documented since 1933, commenced in April 1926, when it was originally sold for export across the Channel, as recorded in the factory sales register.

From 1926, The British Bugatti market was represented by its London dealer, Colonel William Sorel, who succeeded Jarrotts & Letts, and whose showroom was located at 1 and 3 Brixton Road, London S.W.9. In that year alone, Sorel received over a hundred vehicles from the marque, including the first Type 38 and Type 40 models, as well as around twenty of the latest sixteen-valve versions. Among these, twenty Type 35A models were delivered to Great Britain between late 1925 and September 1927.

Chassis #4755 is the sixth of the twenty examples exported across the Channel. It is listed on the factory sales register dated 16 April 1926 in the name of Sorel in London and was invoiced to him on 15 April for the sum of 36,960 Francs (alongside three Type 37s, chassis numbers 37139 to 37141, each priced at 29,334 Francs).

The vehicle was registered in June 1926 with the London City Council under the registration YO 8532. It later came into the possession of Francis Keogh in the Cheltenham area, who acquired it in 1933. According to his son's reminiscences, the car was in a poor state at the time of purchase, having been involved in a fire during a race. The driver had to make an emergency escape from the car, which was travelling at 90 km/h. It appears that the rear suspension suffered a weakness, causing the rear axle to lift and puncture the fuel tank. This resulted in the fire damaging the tail and possibly the rear bulkhead.
It is reported that the body from the 2300 cc accident-damaged car of L. Eccles (chassis #51150) was used, with some modifications, to replace the destroyed body. F. Keogh raced the restored car until the outbreak of war. Although it covered no more than 5,000 km. From late 1938 to 1948, the vehicle was stored away as Keogh abandoned his Bugatti, which was subsequently revived by his son in 1949.

The car was then registered in the name of Francis Keogh Junior, who used it for two summers, covering nearly 5,000 additional kilometres and undertaking numerous repairs. Due to his professional commitments requiring him to stay abroad, the car was once again put into storage. Upon returning to Great Britain with two young children and other priorities beyond his Bugatti, the father sold it to Mr Chamberlain, who acquired it for the sum of £175.

Subsequently, F. Keogh Jr. learned that Mr Chamberlain did not hold a driving licence. It was also reported by Chamberlain's brother that he had planned to repaint the car black and recover the seats in leopard print, which fortunately never came to pass. The Bugatti, fitted with "L" plates for Learner, is said to have collided head-on with a telegraph pole, damaging the front axle. However, an inspection of the vehicle during its last restoration in 2002 revealed no evidence of frame damage from this accident.

In 1959, Michael Ward acquired the car. On this occasion, Francis Keogh's son sent him a detailed letter outlining the car's history from its purchase by his father around 1933 to its sale to Chamberlain in 1957, including the restoration work undertaken during the family's ownership. This letter was later published fifty years later by Mr Ward in Bugantics (2010 Vol 73 No 4). Among other details, it reveals that before the war, the vehicle was maintained for Keogh by his highly competent Bugatti mechanic. Additionally, after the 1949 recommissioning, it suffered a connecting rod failure at the end of its first summer, and was subsequently restored by Dudley of Speed Models. Having taken the plunge, Mike Ward became a fervent Bugatti enthusiast, acquiring a Type 43 and later, in 1999, chassis #40275. He resumed racing in 2004 after a 38-year hiatus, and the following year, he acquired a Type 13. At 90 years old, his passion remains as strong as ever.

Frank Gilbert of Derby recalls purchasing the car for £400 in early 1961 from a garage in Nottingham run by the Ward family. A Bugatti enthusiast, he had previously acquired a Type 38, chassis #38470, for £100, and later a Type 37 #37204, a Type 40, and a 3-litre saloon #44667. He did not keep the car for long without incurring much expense and sold it a few months later.
Dr Sam Bayliss acquired the Bugatti, likely from F. Gilbert, towards the end of 1961. A passionate enthusiast of the marque, he owned several examples in the 1950s and 1960s, including two Type 57s: a James Young coach (chassis #57142) and a Corsica cabriolet (chassis #57605), as well as several racing models such as a Type 39A (chassis #4896) around 1956 and a Type 40 (chassis #40577) purchased from J. Veldkamp in 1962. It is possible that there was a trade involving chassis #4755, with or without additional payment, as it is known that Veldkamp bought the car from Bayliss in London.

The Bugatti Register compiled by historian H.G. Conway in 1962 describes the vehicle as follows: "Bugatti Type 35A, chassis #4755. Engine #77A. Registered in June 1926. YO 8532. Owner: S.G. Bayliss, Claregate, Oakhill Drive, Welwyn, Herts."
This enthusiast joined the Bugatti Owner's Club in 1955. At that time, his address was 53 Holland Park Mews, London W11. The car was entered by S.G. Bayliss in the Bugatti International Rally at Diez on the Lahn in Germany, held on 23-24 June 1962.

Shortly thereafter, the car was exported to the Netherlands. On 13 August 1962, it was declared for the sum of 500 florins, with a customs duty of 284 florins paid. The new owner was Jan A. Veldkamp, residing at Beatrixlaan 7 in Haren. He undertook a complete restoration of the car before registering it on 22 May 1964 under the number JE-51-59. Veldkamp participated in the Bugatti International Rally at Kleve in 1964 driving the car.

In 1964, the father of the current owner acquired the Bugatti from Jan Veldkamp. First Dutch driver to compete in the Formula 1 World Championship at the 1952 Dutch Grand Prix, he had purchased his first Bugatti, a racing-prepared Type 30, at just 18 years old.
As the owner of Bugatti Type 35B chassis #4955, he enhanced chassis #4755 with its larger front and rear anchorplates, wheels, and its bonnet. In the seventies, the original 77A engine was overhauled with new pistons and bearings by Piet Blok, a renowned Bugatti engine specialist in the Netherlands.

In 1990, the owner passed away, and his son acquired the car. In 2002, following the advice of renowned specialist Bart Rosman, he decided to restore the car as closely as possible to its original specifications. This restoration was carried out by Ernand Jonker, a former employee of Simon Klopper, under the supervision of Bart Rosman, who personally restored the original engine.
It was decided to upgrade the engine for improved reliability by fitting a five-bearing crankshaft. New high-compression pistons, cylinder heads, valves, a new crankshaft, and a high-lift camshaft were installed with the aim of creating a powerful yet dependable engine, suitable not only for regular use but also with the potential for racing. The car also regained its original bonnet, which had been borrowed from chassis #4955.

Since the completion of its restoration in 2008, the car has covered approximately 2,000 kilometres and is now presented in perfect condition for both presentation and operation, equipped with five-bearing specification that is more efficient and reliable than the original crankshaft. It is accompanied by its Dutch registration title and the detailed report by Pierre-Yves Laugier, completed in September 2024, with the inspection and conclusions detailed in the pages that follow in English.

This 1926 Bugatti Type 35A is not only a mechanical gem embodying the bold mechanical innovations of Ettore Bugatti and the history of interwar automobile competition, but also a testament to a century of gentlemen drivers who have either experienced its brilliance, discovered the world of Bugatti through it, or even honed their skills behind its wheel. Today presents an opportunity to find a new driver to carry it into its second century.

RAF Supermarine Spitfire two-seater T.9 trainer version MkIX PV202 G-CCCA RW No 33 Squadron
5R:H was built as a single-seat Vickers Supermarine LFlX fighter in 1944
Photo taken at the Imperial War Museum Duxford Cambridgeshire 3rd April 2025
HAA_1075

Overveen, the Netherlands.

Overveen, the Netherlands.

Caterham Superlight.

Modell von Matchbox/Mattel

Caterham Superlight.

Modell von Matchbox/Mattel

Caterham Superlight.

Modell von Matchbox/Mattel

Caterham Superlight.

Modell von Matchbox/Mattel

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en.wikipedia.org/wiki/MG_T-type
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Tiger Boys' Aeroplane Works & Flying Museum Annual Air Day
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Olympus PEN Lite E-PL5 + Olympus M.14-42mm F3.5-5.6 II R
en.wikipedia.org/wiki/Olympus_PEN_E-PL5
www.photographyblog.com/reviews/olympus_epl5_review
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P9162264 Anx2 Q90 1400h f25 f50

1957 Ford Thunderbird.

Paradise, Nevada.
Friday, February 14, 2025.

HAF 117CW 338SQ Ares

Delahaye was a French automotive manufacturer founded in 1894 by Emile Delahaye. Initially, the company focused on building stationary engines and motorized vehicles, but soon shifted its focus to producing luxury cars, trucks, and fire engines. Delahaye's commitment to innovation was evident in its early adoption of belt-driven cars and its development of the V6 engine. The brand quickly gained a reputation for its craftsmanship and engineering prowess, attracting the attention of discerning customers and racing enthusiasts alike.

During the 1930s and 1940s, Delahaye's collaboration with talented coachbuilders like Figoni et Falaschi resulted in some of the most elegant and iconic automobiles of the era. These bespoke creations, often featuring flamboyant curves and luxurious interiors, were considered the epitome of automotive artistry. The company's success in motorsport further solidified its reputation, with notable victories in events such as the Monte Carlo Rally and the 24 Hours of Le Mans. However, despite its acclaim, Delahaye struggled to compete in the post-war market, leading to its acquisition by Hotchkiss in 1954 and eventual dissolution in 1955. [Source: Wikipedia]

Mazda MX-5 Miata in Rennausführung mit Heckspoiler. Ein Modellauto von Hot Wheels/Mattel.

Mazda MX-5 Miata in Rennausführung mit Heckspoiler. Ein Modellauto von Hot Wheels/Mattel.

Mazda MX-5 Miata in Rennausführung mit Heckspoiler. Ein Modellauto von Hot Wheels/Mattel.