Seldom does one see the prototype of a particular model from an important car manufacturer, partly because such rare beasts are often considered by the company to be too “non-standard” to sell or even donate to a member of the public. Rolls-Royce, for example, usually scrapped its prototypes for that reason, only Stanley Sedgwick being able persuade the company to let him have “Olga”, the prototype Bentley R-Type Continental.
Even rarer, therefore, is the prototype of an entire make of car — but here it is. On the eve of the SAHB’s 2025 Spring Seminar that was about to be held on Sunday, 11 May, members gathered at a hotel for dinner, and Michael Barton turned up in the prototype Bristol 400. He very kindly took your webmaster around the car, to point out the many fascinating differences between it and the production 400.
First, however, a bit of history. This, the first Bristol 400 prototype, was built by the Bristol Aeroplane Company in 1946. It was originally displayed at the 1947 Geneva Motor Show. The 400 was developed from BMW’s pre-war 326/327/328 models; the prototype chassis is from a BMW 326. It marked the beginning of a new era for the Bristol Aeroplane Company as it moved into the world of car manufacturing. And this is the car that started it all.
Under the guidance of George White, four pre-production prototypes were produced – two saloons and two drophead coupés. This one, chassis number 400/1/001, was the very first prototype of all.
After the 1947 Geneva Motor Show the car made several trips to Italy and featured in further motor shows. In 1949, it competed in the Coupe des Alpes rally, driven by renowned motoring husband-and-wife duo Tommy and Elsie ‘Bill’ Wisdom. Following a terrible crash during the event – in which both Mr and Mrs Wisdom were hospitalised – the wrecked Bristol was carefully rebuilt.
During the 1960s, Anthony Crook Motors repainted the Bristol in a contemporary Fiat colour closely resembling its 1946 hue. The original shade had been more normally used for RAF desert camouflage, and would have been readily available in an aircraft factory post-war. The car was repainted in its Fiat colour again in 2024.
Anthony Crook Motors retained the car until 1992, when it was bought privately by Tony Crook’s family. Crook was also, by then, the owner of the Bristol Cars company itself. The current owners acquired it directly from his family, making them the third owners. The car made its Club debut at the Midsummer Drive-In in 2014, and ten years later, at the same event, it won both the RM Sotheby’s Chairman’s Choice and Best in Show prizes.
Lovingly maintained, the car has covered an impressive 346,000 miles over the years. It retains many original features but is also remarkable for what it does without: no heater, no indicators, no remote gearchange, no overdrive, no disc brakes, and no servo-assistance. Not surprisingly, then, the driving experience is very true to the era.
Now for a tour around the car, to see what makes it different from the production Bristol 400 model.
The spare wheel is behind a vertical barrier inside the boot. Some early production cars had this arrangement, too, but most had a boot lid hinged at the base, and the spare wheel set within the lid.
The interior door panels are non-standard — and rather lovely. Note the little pull-out ashtray under the door handle.
Proof that this is the very first one.
A few early 400s had triple SUs like this — but most had triple Solexes. This engine is derived from that in the BMW 328, with the very clever arrangement of vertical and crossover pushrods to give a true “hemi” head. The original prototype engine was 1911cc, but this is an early standard engine with 1971cc.
A clear distinguishing feature of the prototype is the bumpers; here is the front one…
… and here is the rear bumper— and the beautiful sweeping rear bodywork with no spare wheel in sight.
Our thank to Michael Barton for his generosity in showing us his very beautiful car.
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