1948 Bristol 401

The Bristol 401 and 402 are five-seater coupes and convertibles produced from 1948 to 1953.

Unlike the 400, the Bristol 401's coachwork was all-aluminium with Carrozzeria Touring's 'Superleggera' lightweight tubular steel framework based on a steel chassis. The body, influenced by Touring, was now a five- as opposed to four-seater. The 2-litre S6 OHV engine, transmission, suspension - transverse leaf with double wishbones at the front and torsion- bars and a live axle at the rear, rack-and-pinion steering and hydraulic brakes, were all the same as on the earlier model while the chassis was extended.

Bristol formally announced the 401 at the 1948 London Motor Show and attracted a great deal of attention for their wind-tunnel shaped coachwork with a drag coefficient barely over 0.39. The doors now had winding windows, the bumpers were integral with the body and the fuel filler, and the bonnet and boot lid were controlled by buttons inside the cabin. The 401's aerodynamic properties, combined with a weight of just 2,700 lbs meant that it had a top speed of 100 mph (the 401 was the first 2-litre production car to hit 'The Ton') and a 0-60 figure of 15 seconds. Early versions were made for Bristol's export markets but at a home market price of £3.212 3s 4d, there were inevitably few motorists who could afford the 401.

Also on the Bristol stand at Earls Court was the company's first ever drophead, the 402 which was based on the 401 but had a slightly elongated chassis and a hood that could be folded either behind the front or rear seat. It was available to special order at a price of £3,500 and a mere 22 convertibles were made before production ceased in 1950. During its short lifespan, the 402 gained additional fame as the transport of Stewart Granger and Jean Simmons. 1950 also saw the 401 upgraded with better engine cooling and exhaust system and Brivadium dry liners in the cylinder block. The ridge along the body's lower edge was dropped and the leather upholstery was slightly modified. In the following year, Newton telescopic shock absorbers were fitted in place of hydraulic units and later 401s had a button release handbrake instead of the earlier 'fly-off' lever.

The 403 replaced the 401 in May 1953.

The engine for the 401 and the 402 is Bristol's Type 85C 1,971 S6 OHV unit fitted with triple Solex 32 B1 carburettors. The transmission is four-speed manual with synchromesh for the top three gears and a freewheel on first.

The Bristol 401 is not entirely flawless – in 1953 Motor Sport moaned that 'a lady would hardly enjoy such braking' - but the fact that nearly 70 years after its introduction, a well-preserved example will still feel primed to whisk you to the South of France is a testament to Bristol's ultimate goal – motoring perfection. And that is even before you consider the sublime coachwork.

Prospective buyers should check all parts of the body where steel and aluminium meet – this is a common precaution on many Bristol cars - especially the sills and front bumper. A stream of oil from the rear axle hub seals might mean that the one-shot chassis lubrication system has a blocked outlet.

The 400 is the Bristol that arguably established a distinct identity for the marque, one removed from pre-war BMWs. The 1948 Earls Court Motor Show is often remembered for the debuts for the XK120 and the Morris Minor but to automotive enthusiasts around the globe it was, and will always be, 'the 401's show'.

Competitors for the Bristol 401 and Bristol 402 included the Jaguar XK120, the Aston Martin 2-Litre Sports ‘DB1’ and the Lagonda 2.6-Litre.