Miguel Sánchez
Before World War II, BMW was already one of the most reputable and recognized automobile companies in all of Europe. Thus, beyond the German market, their vehicles reached other countries despite the restrictive import taxes. In fact, until relations between the United Kingdom and the Third Reich became tense without two ways his sports models gained special fame among the “peopleman racer” English. Especially the advanced and successful 328, of which just over 460 units were built, being one of the most famous racing cars of its time. Winner of its class -two liters- at Le Mans 1938 as well as responsible for winning first position in the Mille Miglia in 1940.
However, after the contest the situation of BMW became extremely difficult. For one, the Eisenach factory fell into Soviet-controlled territory. As a result, control over it was lost. Ending time in the hands of the GDR, whose government would install in it a large part of the production chains of the state Wartburg. In addition, with regard to the central headquarters in Munich, it had fallen into the sector controlled by the US army. In principle, good news with a view to manufacturing sports cars and high-end models again with the bourgeoisie as clients, although in truth the bombings had left the facilities practically unusable.
At this point, BMW's survival after World War II was quite complex. Focused on the manufacture of motorcycles like the R35, although having to complement it with small engines for industrial machinery and even pots and other kitchen material. In fact, It was not until the launch of the twin-cylinder 1959 in 700 that BMW began to avert the danger of closing or be absorbed by Daimler. For all these reasons, after 1945 the Bavarian house was in no way in a position to continue with the production of its successful sports cars prior to the war. However, a model as outstanding as the 328 had to continue making its way somewhere else. And indeed, he did.
FROM AIRPLANES TO AUTOMOBILES
Founded in 1910, the Bristol Airplane Company made a name for itself during the interwar period in the field of military aviation with models such as the Bulldog. A fighter that did not excel at a technological level. Although yes it became at least for a time the most used by the Royal Air Force. As a result, the company grew to be one of the most prolific in production during World War II, secretly assembling hundreds of key bombers in the Allied offensive phase.
In addition, after the war it began both in the field of civil aviation and in motorsports. Made possible thanks to the figure of Harold John Aldington. Former racing driver and strongman of Frazer Nash since 1929, being also the importer of BMW for the United Kingdom during the thirties. What's more, he even came to assemble the models of the German house in his English factory. In order to sell them as a national product without the corresponding import taxes. A business adventure that received the name of Frazer-Nash BMW.
However, what caused this jump from one company to another? Well, actually everything was done quite naturally. Thanks to the acquisition of Frazer-Nash by the Bristol Airplane engine division in 1946. In this way, the historic sports brand found a safe financial context in which to survive. Meanwhile, the aeronautical company saved itself from starting from scratch in the field of motorsports. A marriage of convenience that gave rise to Bristol Cars thanks to the unsuspected but unhidden influence of the BMW 328.
FROM THE BMW 328 TO THE BRISTOL 400
As we said before, Aldington had so much experience with the BMW 328 that he even built them in the United Kingdom. In this way, after the Second World War he did not hesitate to resort to them in order to design his own models for Bristol Cars. It's more, He managed to bring a 328 Coupe Touring from Germany accompanied by original plans. Requisitioned by the British Army at the BMW facility. A spoils of war that was accompanied by the presence of Fritz Fiedler. One of the best engineers at BMW and at the time chief engineer of the 328. He was also responsible for the New Class after his return to Germany in the fifties.
Thus, the mechanics of the Bristol 400 launched in 1947 was an almost exact copy of that of the BMW 328. With its 1.971cc in-line six-cylinder block to render 80CV with three carburettors and hemispherical combustion chambers. It only differed from the prewar model in certain details related to the operation of the camshaft. In addition, in the visual section the Bristol 400 did not differ too much from the BMW 328 in general and from the creations of the Italian Touring in particular.
In fact, while from the German it even takes the double kidney shape of the grill, from Touring it copied some lines that are reminiscent of those of the Alfa Romeo 6C bodied by it. Something quite palpable in the first evolution of the Bristol 400. The 401. Presented in 1948 and with which we are illustrating this article thanks to a last-year unit of production auctioned in 2019 by RM Sotheby's. Moreover, regardless of appearance, de Touring also copied the Superleggera technique – lattice of steel turbos on which aluminum panels are installed –. Undoubtedly learned thanks to the analysis of the 328 Coupe Touring Mille Miglia confiscated in Germany.
In short, the beginnings of Bristol were either one of the greatest cases of industrial copy seen in XNUMXth century motoring, or a broadly understood spoils of war. Definitely a controversial case.
Photographs: RM Sotheby's
