One of only three Gangloff coupés, its coachwork is strictly two-seater and the roof is reminiscent of a cockpit, while the six tiny exhausts – eight would be too obvious for Bugatti – emerging from the rear allude to the sound of something special.

The beautiful house is to be found down a quiet, unassuming lane lined by lush beech, oak and horse chestnut trees. A short drive from the centre of Amsterdam has led to the quiet enclave of Wassenaar, where numerous large properties fly the flags of various countries, as this wealthy area is home to many embassy diplomats based at the nearby Hague.

I swing into a long driveway, where electric gates open to reveal a beautifully manicured garden. Ahead, parked in pride of place in front of the elegant house, is a magnificent Bugatti Type 57S. Constructed in 1937, chassis number 57532 was dispatched from the Bugatti works to Gangloff, where it received its beautiful flowing two-seater coachwork. Finished in original black with a mushroom brown leather interior, it is an incredible sight. Like most Bugatti sports cars it looks lean and taut – in spite of its ample coachwork, which is long but narrow and low.

The front wings curve tightly over the wheels then swell out to the doors. The rear wings, with the wheels encased in spats, continue this lovely, fluid line, giving the impression of speed and movement – as do the vents on each side of the bonnet and the clever swages that curve down to the base of the back fenders. One of only three Gangloff coupés, its coachwork is strictly two-seater and the roof is reminiscent of a cockpit, while the six tiny exhausts – eight would be too obvious for Bugatti – emerging from the rear allude to the sound of something special. Artistry.

The development of the Type 57 was conducted under the control of Ettore’s son, Jean. In the early 1930s Bugatti had suffered from the economic downturn, so it reduced its seven models to the Type 57
and continued with the 57C, 57S and 57SC variations thereof until the beginning of World War Two. Just 41 examples of the Type 57S were produced, plus two supercharged 57SCs.

The owner of the special automobile seen here emerges from his splendid house and is just as you imagine: low-key and well-dressed in flannels, bespoke tweed jacket, tobacco-brown suede shoes and a discreet gold wristwatch. Retiring to his capacious living room filled with superb art and sculptures, he produces a large file full of historical details on the Type 57S, its history known and continuous from when it was first delivered on March 26, 1937.

It was first ordered by an eminent surgeon in Sèvres, Dr Andre Chauvenet. There are various fairly fractious letters from the doctor to Bugatti, as the car took so long to complete. The correspondence continued as Chauvenet complained of unpleasant vibration at speed, thought to be caused by the fiendishly complicated De Ram shocks. The doctor had owned a Type 49 and two Type 57s previously, so his views were taken seriously enough for Bugatti to send works racing driver Robert Benoist to evaluate the problem.

Most aficionados agree that the Type 57S was really a successor to the thinly disguised racing car, the Supersport Type 55, so maybe the S was just a bit too firm for Chauvenet after his more road-orientated Type 57, a very different vehicle. He eventually sold the model to another doctor, and it then passed through a number of French owners. At some point the 57S returned to the factory, where it was fitted with an SC-type Roots supercharger. About half-a-dozen 57Ss were subjected to this expensive upgrade. Hydraulic brakes were also added, and these two improvements must have made a considerable difference to the model’s already impressive on-road performance.

In July 1953 the car was bought by American Robert Ford, who set about using it properly, driving it on extensive tours throughout Europe. It was refurbished in England in 1953 with a repaint and re-trim. Thereafter Ford took it to Venezuela and it was registered in America. He finally sold 57532 in 1979 after what must have been 27 enjoyable years of driving this effective Type 57S in blown SC trim.

The Bugatti passed on to renowned collector Michel Seydoux and was well restored by Lecoq – although the beige upholstery was not effected in suitable Bugatti style. After a while with Hans Tulin of Sweden, the Type 57S was purchased by its current owner in 1993.

A keen driver, the present custodian was determined to get to the bottom of the car’s pronounced vibration. He had the engine stripped by Holland’s Simon Klopper, who found that it had a lightweight racing crankshaft – hence the engine reverberating through the chassis. The crank and all reciprocating parts were accurately re-balanced and new pistons installed. In addition, the De Ram shock absorbers were rebuilt and the interior was correctly re-trimmed by Ray Banks.

Since then the owner has used his gorgeous Bugatti on various historic events, including the Louis Vuitton Budapest-Vienna-Prague Rally and the Mille Miglia. In addition, it won the prestigious Trofeo Girard-Perregaux at the Villa d’Este Concorso d’Eleganza last year.

Having pored over the history file on this fascinating car and enjoyed a light buffet of cheese and ham rolls washed down by a delectable Margaux 2001, it’s time for me to take the Type 57S out on the road. Entry via the teardrop doors is easy, and the seats are more comfortable than their spare framework suggests. The top of the flat screen is near the face and the huge, thin, wooden-rimmed wheel is mounted high and close. It is a tactile pleasure and, unlike most cars of the period, the steering displays no slack.

Visibility over the long bonnet is good and the minimal, light-coloured wooden dashboard is full of elegant Jaeger instruments. The complicated-looking clock with various split functions on the passenger’s side is especially attractive. This being a Bugatti, the substantial ignition key is also a work of art and the engine is started by pressing it into the slot. Sounding akin to a Ferrari’s, the starter motor emits a constant whine and the large, dry-sumped 3.3-litre straight-eight motor fires without the need for a prolonged churn. Instantly the cockpit is filled with the sound of mechanical action. It appears that there is a lot going on under the bonnet – and indeed there is, with the double overhead cams operating the 16 valves, overlaid by the constant-running supercharger adding its mechanical voice above the twin carburettors’.