The Bristol 400: genius or a motoring misfit?

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It is hardly unusual for marques to lend their mechanical expertise to the aircraft industry. Rolls-Royce’s Merlin engine proved highly successful in the Hawker Hurricane and Supermarine Spitfire during the Second World War. But the reverse was rarely the case. Bristol Aeroplane Company (BAC) chose to diversify in the post-war climate. Its first car off the production line was the Bristol 400—a bold attempt to break into the luxury market.

Fritz Fiedler, recruited by Bristol’s automotive division from BMW, contributed to the 400’s external styling. The emphasis on lightweight construction, with aluminium body panels, reflected Bristol’s wartime experience in aircraft manufacture. Tapering lines and curved front wings, penned by BAC aerodynamic specialist Dudley Hobbs, gave the 400 a modernist silhouette over its “Superleggera” frame. Admittedly, the design was hardly new, being partly derived from BMW’s pre-war 327.

After Fiedler’s departure, the Italian firm Carrozzeria Touring revised the bodywork of the 401 and 402. Refined in Bristol’s in-house wind tunnel, the 401’s headlamps were moved inwards towards the centreline and separated by a narrow grille. Ironically, this alteration shifted Bristol’s design language back towards its BMW-inspired origins.

The 400’s engine was advanced for its time. Much like its bodywork, the design was based on a BMW straight-six OHV unit from the 328. This was modified to produce 80 hp at 4,500 rpm, with a top speed of around 92 mph. The valves were positioned at an angle to the cylinder head, operated by a system of rods, bell-cranks, and followers driven from the camshaft. While innovative, it may have been a little too complex for late-1940s standards. Owners often found it difficult to set and maintain the numerous system clearances, making the procedure a necessary but unwelcome chore to preserve engine efficiency.

Inside, passenger space was surprisingly limited. Though trimmed in leather and walnut, the cabin was, rather optimistically, designed to accommodate four occupants. Later 400-series models addressed this issue by relocating the spare wheel to an aluminium cover on the boot lid. The later 404 went further, redesigning the coachwork with a front-wing flip-up panel housing the spare wheel and battery. This feature proved popular, and Bristol retained it as a distinctive design quirk for several decades.

With a price of £2,374 when new, Bristol’s ambitions were clearly not aimed at the affordability of the everyday runabout. The Jaguar XK120, launched the following year, was in fact cheaper at £1,263. With the British government increasing purchase tax on cars costing over £1,000 from 33 per cent to 60 per cent, the 400 occupied an exclusive bracket, out of reach for most buyers.

Bristol may have positioned itself firmly within the niche market for high-end grand tourers, but it did so with a distinct advantage: mechanical refinement, aviation-inspired styling, and a touch of BMW’s European engineering flair—more than most marques of the period could offer.

Words by: Alexander Simmons-Miller

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