Type 407

At a glance there is little to distinguish the first of the V8 engined Bnstols from its straight 6 cylinder engined predecessor, the type 406. As can be seen from the picture above, the 407 has no roof mounted indicator repeater lamps. It is also usually possible to spot the twin fan units behind the mesh grille. The radio aerial is located on the rear of the o/s/f wing. Other features to note are:

• Twin exhausts replaced the single pipe issuing from behind the offside rear wheel.
• The number plate was set flush to the back of the car, not recessed as on the 406.
• The indicator repeaters fitted on the roof of the 406 are not fitted on the 407.
• The chromium strips on the side of the car were extended beyond the rear wheel arches instead of stopping at the door handles.
• Nave plates are less deeply domed than those on the 406.
• Radiator Grille has additional chrome trim about the centrally mounted Pegasus emblem.
• Through the Grille can clearly be seen the two large ‘Kenlowe’ electric cooling fans.
• Bonnet line is slightly modified but it is a very subtle difference and difficult to detect at a glance.
• The bonnet lid is hinged at the rear whereas the 406 is hinged at the front.

Turning to the interior of the car:

• The fact that there are no corner headrests for the rear seat passengers as had been provided on the 406 is more obvious to the casual observer, but nor were the the novel ‘lift up’ versions provided on the front seats of the 406 included in the specification of the 407.
• The gear lever was not required, being replaced by a row of circular automatic transmission selection buttons situated on the dashboard to the right of the instrument nacelle.

These are the most easily observed distinguishing features between the 406 and the 407, outwardly very similar cars but vastly different under the skin. The ‘iron fist’ in the velvet glove being the Chrysler group 313 V-8 ‘Power Pack’ version engine, at that period being fitted into the Plymouth and Dodge ranges, stated of course to be suitably improved in detail by Bristol.

Sub-contracted bodywork

The body panels for the production series were manufactured on body bucks and mated to the chassis outwith the factory, by Park Royal Vehicles Ltd of Acton.

No recess for the rear number plate on the 407 but it is still flanked by the reversing lamps. Twin exhausts are a dead giveaway.

407 Prototypes

There were a number of experimental solutions to the search for a new engine and gearbox to replace the 2.2 litre unit, amongst which a number of cars were fitted with the Armstrong Siddeley Star Sapphire engine when the parent aircraft conglomeration had acquired the rights along with the Hawker Siddeley group. Not long after this acquisition, Armstrong Siddeley car production was terminated. It is thought that four cars were so fitted partly because four such engines are missing from the Armstrong Siddeley club register of engines produced, and one has turned up in the 5th3rd Prototype. This the only such car known to have survived was last reported coded 407-1-P5; it has also been previously reported as 407/1/P3 — more confusion! It still has the pre-selector gearbox and a window indicator in the dash to illustrate gear choice. It has also been stated that one was fitted for a period in the 240 project mule, and that with it the handling was rendered incredibly poor. It was simply too heavy. Another prototype reported and coded 407-1-P4 was reported fitted with the Chrysler engine. It is therefore assumed that chassis numbers 407-1-P1 to 407-1-P3 inclusive were fitted with the other three missing Armstrong Siddeley engines, and that one of these had also been in the 240 project mule. It is further assumed that Jaguar and probably Ford as well as other engines were also under evaluation. There is evidence that the technical division of the company were involved in modifying engines and cylinder heads for Raymond Mays. However, the engine finally adopted was courtesy of the Chrysler Corporation. It was an 8 cylinder cast iron unit (hence the ‘Iron Fist’) of ‘V’ configuration, sized at 313 cu.in. (or 5,130c.c.) capacity. Fitted with a Carter four barrel carburetter, it came complete with a ‘Torqueflite’ 3 speed automatic transmission. It is said the engine was tried and then adopted because an example was originally attached to a test sample gearbox requested by the company. Fact or fiction? Stranger things have happened!

407 Special or Non Standard Body cars

407 ZAGATO

The first is the aluminium bodied coupé constructed by Zagato, which was rushed to completion in time for the Earls Court Show of 1961 but seems to have received scant attention from the press at the time. The car is now in the USA as part of a collection of Zagato bodied cars of various marques.

The 407 Zagato coupé was a styling exercise displayed at the Motor Show but not developed as a production series. It entails good use of side and rear glazing, leaving a very slim rear ¾ pillar which permits excellent all round visibility.

407 Viotti

The second car is a drophead which was designed and built on a Bristol chassis by Viotti in Italy and not by Bristol at Filton as was previously reported in issue 1.10. Perhaps not so unusually therefore the body panels are fabricated in steel rather than aluminium. The stylist is thought to have been located in Milan or Turin. The ‘VIOTTI’, as it has come to be known, was allegedly prised from the company by film star Peter Sellers who used it as personal transport. It later underwent several modifications after he sold it back to the company. These alterations, mainly mechanical and electrical, consisted of transplanting a 410 series engine, gearbox, brakes and suspension, all of which the car retains to date. The performance is stated to have been substantially improved. The car provided personal transport for Carol Crook for some time before it was sold to its current owner. Contrary to some press reports, it was not owned by the actress Britt Eklund, though she has been pictured with the car.