The primary makes were (N.B. arranged in alphabetical order ) ;

1. AC - used in some Ace, Aceca, and Greyhound models
2. COOPER - used to great effect in their single seat racing cars
3. FRAZER NASH - used in Targa Florio, Le Mans and Mille Miglia models
4. KIEFT
5. LISTER
6. LOTUS - for whom in their early days, the Bristol Aeroplane Company (Plastics Division) Ltd., also provided plastic moulding and pressing technology.
7. TOJEIRO
8. WARRIOR

1. Brabham Bobtail,
2. BG (Bob Gerrard) Special,
3. Irish Racing Automobile,
4. Pile Special,
5. Willis Special.

BOC General Registrar

Another engine, hopefully beyond its useful condition as vehicle propulsion unit, now also underwater - serves as a sinker weight for a mooring buoy, at a Marina in the USA.

Much, much, closer to its original home at Filton, Bristol, the Engine Starter Unit for the Bristol Brabazon Airliner was created from a Bristol 2 Litre 6 mounted into a frame on the back of a flatbed lorry. It was geared up to drive an Alternator and Exciter Generator. It proved very reliable. The Bristol Brabazon's engines never failed to start due to the reliability of this mobile starter unit.

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In 1996 this ( at the time unfinished ) example of a Tojeiro chassis based Special fitted with a Bristol 2 Litre Engine and Gearbox turned up at The Borders Rally held annually at Mellerstain House. At which the Bristol Owners' Club - Scottish Section - with the assistance of many friends from South o' the Border - were celebrating the passing of Half a Century since the original production of the Type 400 - 2 Litre Saloon.

Many trophies were gained in road racing by the models of the AC and Frazer-Nash cars, and of course by Cooper, Lister and Lotus in the more specialized track events.

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Here is a nice example of an AC Ace taking part in the 1996 Centenary Rally sponsored by the Rover Group to celebrate 100 years of the Motor industry in the UK.. It is being driven from the World Heritage Site of the Village and Mills of New Lanark in Scotland, by a well known BOC member accompanied by his wife as trusted Timekeeper and Navigator. Four Bristol engined cars were allowed to take part, and all finished. The highest placed of these was a South African entry driven by Rudi De Groot and his wife. They finished well in their class and were placed in 4th.position overall. This from an entry of several hundred vehicles collected from all over the world.

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Another typical example of these categories is the 2 litre Frazer Nash.
In this particular instance an illustration of a Frazer Nash Mille Miglia style model which is powered by a Bristol engine and gearbox package.

To Bristol aficionados the most important of many development projects is the Type 450. The Company Team Racing cars were fabricated for the seasons of 1953 to 1955 inclusive, and contested top ranking endurance events in the 2 litre class, e.g. at the Le Mans (24 hours) race and at the Rheims (12 hours) race. Often achieving wins in their Class and also winning Team prizes.

In 1953 the first series was introduced - a rather ungainly twin finned fixed head Coupé style, with lights attached almost as an afterthought to the surface of the body. Many engineering and aerodynamic lessons were learned.

By 1954 the body shape had been refined, the twin tail fins toned down and a smoother look, lights fared into the body, though the design was still a closed saloon.

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Front view of the 450 Le Mans, Team Road Race car

1955 saw the final version take the track. The roof with its twin fins had been removed creating an open top car with a single fin projecting behind the drivers position and extending to the rear of the car not unlike the Jaguar D-type. The car has outboard disc brakes at the front, inboard rear disc brakes and gearbox at the rear, with wheel hubs designed to allow replacement of drive shafts without removing the wheels and brake assemblies. Speedy Wheel Rim and Tyre switches were made possible at the pits using a multi-barrelled powered spanner designed by the Bristol Engineering Workshops - which removed all of the wheel nuts at once, retained them whilst the rims plus tyres were switched, then ran up all of the nuts onto their threads simultaneously applying the correct amount of torque. The spanner was reported to be a bit heavy to handle but ran like a Swiss Watch. The engine was fitted with a six port cylinder head fully gas flow treated and the Carburetors were fitted with Kemish Straighteners to improve the entry air velocity as well. It was reported to have achieved a top speed, on the Mulsanne straight, of nearly 150 mph. or 240+ kph.

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Rear detail of 450 Le Mans Team car

After the horrendous Le Vegh crash at the 1955 Le Mans, despite not having been involved in the accident, and continuing on to win their Class finishing in line astern formation 1-2-3 as they took the chequered flag, the company decided not to continue racing their cars. Believing perhaps rightly, that it presented the wrong image to their customers. Only one of these cars survives. Its companions were deliberately dismantled at the factory so they would not fall into unscrupulous hands and dishonour the name. The sole survivor kept for many years, by the Owner (and Managing Director) of Bristol Cars Ltd., that well known and acclaimed Post WW2 Racing Driver Anthony Crook. In the early 90's, this unique piece of British motor racing heritage passed into the hands of a long time Bristol enthusiast, competitor and collector. It is kept well maintained, in good order, and is still occasionally displayed in Road and selected Track events. Naturally its very high gearing does not lend itself to effective use in competition in today's short track Historic Racing events.

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Cockpit of a "Filton Flyer" the last of the Type 450 Le Mans Team cars.