Vintage & Classics

The Bugatti Type 41 Royale was a beast of massive proportions, even by today's standards

Bugatti Type 41 Royale Park Ward on display at Cité de l"Automobile national museum in Mullhouse.

Photo courtesy of Bugatti

With a price tag starting around $6 million (2020 USD) when it was new, the Bugatti Type 41 Royale was easily one of the most expensive vehicles ever made. In its heyday, it was also one of the largest and most luxurious.

For that price, buyers received a chassis with the drive and grille. The Type 41 Royale had a wheelbase of over 169 inches and an overall length of over 236 inches (that's 33 inches inches longer than a modern Honda Odyssey). The first prototype of the vehicle was built in 1926 and it was even longer than the first production measurements.

Bugatti Type 41 Royale Roadster\u200b

The Bugatti Type 41 Royale Roadster is shown off in a park.

Photo courtesy of Bugatti

Coachbuilding companies including Kellern & Cie, Weymann, Binder, Weinberger, and Park Ward then took possession of the components to complete construction.

The vehicle was wholly unique. Bugatti founder Ettore Bugatti designed an aircraft engine in 1927 on the behalf of the French government. It wasn't as strange an ask as it might seem on the surface. While he was displaced during World War One, Bugatti had spent his time designing aircrafts. After the war, he designed a railcar and continued his work on planes alongside automobiles.

Under the Type 41 Royale's hood was an engine befitting the car's size, a 12.8-liter inline eight-cylinder that achieved 300 horsepower. The initial design called for a 14.7-liter engine that was able to get the same horsepower. The 12.8-liter power plant moved the car, which could weigh as much as 3.5 tons, to about 200 km/h.

The engine was connected to a dry sump lubrications system that pumped 23 liters of oil to the required points. It required 43 liters of collar oil to keep the engine temperature just right. A vertical shaft connected the crankshaft and camshaft together, and the long crankshaft sat on nine plain bearings. To open the hood, it took two fitters to unlock it and fold it up.

\u200bBugatti Type 41 Weymann coach

This Royale model was owned by the Bugatti family and used as a daily driver.

Photo courtesy of Bugatti

The rear-wheel drive car's multi-plate dry clutch was shifted Bia a three-speed manual gearbox.

Bugatti's buyers required comfort. The company doubled the quarter elliptical suspension on the axles in order to achieve a better ride. Solid alloy wheels with slots ensured that the large brake drums did not overheat and a 200-liter gas tank ensure that the car could make it from Point A to Point B and beyond.

Though the first prototype was built in 1926, it wasn't until 1932 that Bugatti sold the first production model. Parisian industrialist Armand Esders. Esders was a unique fellow, an Antwerp native who had been sent to New York after college with a million gold francs (upwards of $2.2 million in 2020 USD) in his account with which to start a business.

Upon his return to France, Esders implemented a streamlined approach to mass manufacturing ready-to-wear clothing that was then sold at a variety of chain stores throughout Europe.

Jean Bugatti Royale

Jean Bugatti, the son of Bugatti owner Ettore, stands next to a Royale.

Photo courtesy of Bugatti

Esders had a passion for aviation and motoring. He hosted car manufacturer André Citroën and the aircraft manufacturer Henri Farman at his estate. And he owned several planes and 20 motor vehicles, including the Bugatti model that would become known as the Coupé Esders.

Ettore Bugatti's son Jean was put in charge of the coachbuilding of the Esders Royale. He gave the car large wings that ran the length of the body, a dickey seat, and eschewed headlamps. This style model became known as the Esters Roadster.

Three other vehicles with different bodies went into customer hands. Overall, a Cabriolet, a Pullman limousine, a travel limousine with a folding top and a two-door limousine were built in the few years to come. In the Coupé Napoleon, owned by Ettore and used as a personal car for a number of decades, the passenger communicated with the driver via an electrical intercom.

Photo courtesy of Bugatti

This 1932 Type 41 Royale, formerly owned by Esders, was shown at the 2013 Goodwood Festival of Speed.

The Royale is the only Bugatti vehicle to ever have a hood ornament. It features a dancing elephant, designed by Ettore's deceased brother Rembrandt Bugatti, a well-known artist and sculptor.

The global economic crisis of the 1930s prevented the Royale from becoming a success. Through 1933, only six models were built. Only four were sold.

Today, all six still exist. The prototype model was destroyed in an accident in 1932. The Bugatti family's Coupé Napoleon and the Limousine Park Ward, chassis 41100 and 41131 respectively, reside in the Musée National de l'Automobile de Mulhous.

The Royale Esders Roadster was renamed the Coupé de ville Binder and rebodied. It was slated to be sold to the King of Romania but World War II stopped those plans. Instead, it went to England for a few years then was brought to the U.S. and rotated among several owners. In 1999 it was purchased by Volkswagen AG, the parent company of Bugatti, and is currently used as a show vehicle.

Chassis 41121 was dubbed the Cabriolet Weinberger and lived a colorful life, traveling the world with owner Josef Fuchs, a German obstetrician. Collector Charles Chayne, who would later become vice-president of Corporate Engineering at General Motors, found the car in a scrap yard in New York in 1946 and purchased it for $75. Today, the car resides at the Henry Ford Museum in Dearborn, Michigan.

The two unsold Bugattis, chassis 41100 and 41150, were named the Kellner car and Berline de Voyage, respectively. They were bricked up during World War II to keep them from being procured by the Nazis. Following the war, the cars were sold together to American Le Mans racer Briggs Cunningham, in return for the equivalent of $571 USD and a pair of new General Electric refrigerators. Today, the models are under private ownership.

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Nuts & Bolts

 
 

Photo courtesy of Ferrari

The Ferrari Omologata comes from a strong family tree filled with performance and Italian beauty. It's a one-off model that takes its DNA from seven decades of Ferrari GT tradition. The model has been crafted by a European client.

It's taken two years to complete the model since the presentation of the initial sketches. It's a model that took its inspiration from a variety of sources: racing heritage, sci-fi, and modern architecture.

A Ferrari 812 Superfast is the underlying package of the car, but the designers kept just the windscreen and headlights from the body. They set forth to create a model with smooth volume and undulating reflections. The car's front end is tapered and faced by a flattened oval grille. At the back, the car takes a more muscular stance, has deeply set taillights, and is finished off with a prominent spoiler.

Ferrari Omologata

Photo courtesy of Ferrari

Dressed in a triple layer of Ferrari's Rosso Magma paint and a racing livery the car combines track day prowess with daily drivability.

Inside, the car sports electric blue seats finished in a combination of leather and Jeans Aunde fabric with four-point racing harnesses. The rest of the interior is finished in black.

Unlike modern vehicles, the Omologata does not have a screen in the center of the vehicle, giving the model. a historic tinge. Metal parts on the dashboard and steering wheel are finished with the crackled paint effect associated with the great GT racers of the 1950s and 1960s as well as with Ferrari's engine cam covers. A hammered paint effect so often used in cars such as the 250 LM and 250 GTO finds its way on details such as the inner door handles and on the Ferrari F1 bridge.

The mid-engine car has a 6.5-liter V12 engine, harvested from the 812 Superfast. In that car is generates 789 horsepower and 530 pound-feet of torque. The engine is paired with a seven-speed dual-clutch transmission.

Ferrari isn't divulging the price of the Omologata.

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GMC has a winner with its new Yukon Denali.

Photo courtesy of GMC

The 2021 GMC Yukon isn't just a new SUV. It's a maturation of the brand, continuing the growth ushered in by the Sierra truck redesign two years ago.

GMC, a division of General Motors, didn't just make the SUV more luxe than the Chevrolet Suburban and Tahoe, or a more rugged choice than the Cadillac Escalade. The Yukon is its own beast. And make no mistake, it is a beast in proportions though on the road it proves impressively maneuverable.

2021 GMC Yukon Denali Each Yukon Denali comes with the Denali trim level's new grl Photo courtesy of GMC

The three-row full-size SUV is solid and capable. It's also the most elegant model in the GMC lineup, especially as tested in the Denali trim level. From the unique grille with satin chrome surround to the dual exhaust system with dual steel tips, the Yukon Denali stands out.

Riding on 20-inch wheels and powered by GM's 6.2-liter V8 engine, the Yukon Denali makes a proficient 420 horsepower and 460 pound-feet of torque. The engine is connected to a GM's 10-speed automatic transmission, which cannot be smoother in its operation.

The four-corner air suspension ensures that the ride is stable whether on smooth pavement or dirt, rounding corners at speed, or turning into a parking lot. It also raises and lowers the vehicle to an optimal height depending on the vehicle's current driving or resting function.

Pulling into that parking lot and getting properly into the space is easy thanks to accurate steering and the Yukon Denali's class-leading nine camera views.

2021 GMC Yukon Denali The rear of the Yukon Denali is a new look for the model. Photo courtesy of GMC

Shifting of the Yukon Denali is done via a new lever and button configuration that is placed on the dashboard near the steering wheel. In a world of stick, column, push-button, and rotary shifters, this new take is easy to use and intuitive. It's certainly head and shoulders ahead of the push-button shifter featured in the current generation Traverse's center stack when it debuted a few years ago.

GMC has equipped the Yukon Denali with a four-wheel drive system that allows proper traction in a variety of weather conditions. Only sunshine graced the SUV during its 36-hour test drive so there was no opportunity to truly put the system through its paces.

The Yukon Denali's cabin is more premium than ever before. It truly feels luxurious, even despite its parts bin center console controls, which are shared with the Sierra. Leather and soft-touch surfaces abound. The cabin is appointed in authentic materials in the areas where your eyes traditionally rest while being a passenger.

2021 GMC Yukon Denali Fine materials are on display throughout the cabin. Photo courtesy of GMC

It has a unique moving center console that allows front row passengers to have more space while making the center console more accessible to second-row occupants.

Speaking of the second row, its captains chairs are made for comfort. In front of the passengers are twin 12.6-inch entertainment screens. The screen system no longer supports DVDs. The shift is in favor of USB- and Bluetooth-connected devices as well as streaming content. It can now accommodate Amazon Fire TV, Chromecast, Playstation, Apple TV, Roku, and Sling devices.

Access to the third row is easy through the center of the second row and adults can more comfortably sit back there thanks to the Yukon's elongated body style for the 2021 model year.

In front of the driver is a 15-inch head-up display that offers music information from the 14-speaker Bose sound system, navigation, and speedometer in an unobtrusive way.

2021 GMC Yukon Denali A new push button and lever shifting system is employed in the model. Photo courtesy of GMC

At the center of the dashboard is a sizable 10.2-inch infotainment screen that utilizes GM's standard operating system and graphics. Unlike what's in Genesis and Lincoln models, GMC's parent company hasn't refined the system with different styling for the premium model line. The Yukon Denali has up to eight USB ports, wireless charging, and wireless Apple CarPlay and Android Auto.

GMC has equipped the Yukon Denali with a host of standard safety features - most everything you'd expect. GM's Super Cruise hands-free driving technology hasn't yet made it over to the model, which is a shame.

2021 GMC Yukon Denali The Yukon Denali utilizes switchgear from the Sierra. Photo courtesy of GMC

Despite the complete redesign and impressive enhancements to the Yukon Denali for 2021, GMC has upped the price just $600 from the cost of the 2020 model. Including the destination charge the SUV comes in at just over $75,000. While $75,000 might sound steep to many buyers out there, compared to what you get from luxury automakers and truck sellers for that price, the Yukon Denali's cost is impressively low. That includes three rows of seating, high-end appointments, comfort, style, and a towing capacity of up to 7,900 pounds. The Yukon Denali could be priced at $90,000 and it would hardly elicit a second thought.

2021 GMC Yukon Denali Dual entertainment screens are available in the Yukon Denali. Photo courtesy of GMC

From the interior to the exterior it's easy to see that GMC has gotten this one right. Twenty-five percent of GMCs sold are Denali badged and it wouldn't be surprising to see that number creeping up with the freshly enhanced model.

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