Bristol Blenheim (automobile)

Bristol
Bristol Blenheim 3S
Blenheim
Production period:	1993-2008
Class :	Upper class
Body versions :	Coupe
Engines:	Petrol engines : 5.9 liters (165–294 kW)
Length:	4870-4910 mm
Width:	1765 mm
Height:	1440 mm
Wheelbase :	2900 mm
Empty weight :	1730 kg
Previous model	Bristol Britannia

The Bristol Blenheim is a four-seat luxury class - coupe of the British car manufacturer Bristol , which was produced from 1993 to 2008 in three series. Blenheim, which was often perceived as idiosyncratic, combined a BMW chassis developed before the Second World War with a Chrysler engine with up to 294 kW (400 hp) . Its equipment was of high quality and was individually adapted to the wishes of the customers. It was made by hand and was only used very rarely. Exact numbers are not known; According to various estimates, between 100 and 300 copies of the car were made in 15 years. A Speedster version of the same name used the technology of the coupé, but had its own body. In addition to the Fighter , the Blenheim was the last model of the brand, which was founded in 1946 and which gave up automobile production in spring 2011 due to bankruptcy .

Overview: company and model history

Automobile production with BMW designs

Evidences the BMW covers of earlier Bristol models: Bristol logo above the kidney-shaped radiator grille

Bristol Cars, based in Gloucestershire , had its roots in the Bristol Aircraft Company , which was founded in Bristol in 1910 as an aircraft manufacturer. After the end of the Second World War, orders for new aircraft fell significantly. In order to fully utilize its capacities, the company expanded - similar to Saab - into the automotive industry. Bristol took over the chassis of the BMW 326 almost unchanged and used it equally for all later models. Until 1961, Bristol also used a six-cylinder engine based on a BMW development, which was replaced by eight-cylinder engines from Chrysler with the introduction of the 407 model . After that, the brand's direction changed. The initially emphasized sportiness faded into the background in favor of comfort and external restraint.

Technical and stylistic basis of the Blenheim: the Bristol 603 from 1976

With the introduction of the Bristol 603 in 1976, a new era began for the company. The 603 was available with smaller engines and, for the first time in 18 years, had a completely redesigned body, which the plant manufactured entirely itself. The 603 became the technical and stylistic basis for all later Bristol Coupés. Introduced in 1982, the Britannia and its turbocharged twin Brigand were merely externally revised modifications of the 603 that were more attractive than the original model, which critics had found "not particularly beautiful", "cranky" or looking like they were homemade. The Britannia and Brigand remained in production for eleven years, but were recently out of date with their carburettor engines due to increasingly stringent emission regulations . At the beginning of the 1990s it was inevitable to reorganize the offer. Tony Crook , then the sole owner of Bristol Cars, initially considered replacing the closed four-seater with a shortened and technically updated version of the open Bristol Beaufighter designed by Zagato . After the death of development manager Dennis Sevier and in view of the company's financial difficulties, these plans were abandoned. Instead, Crook decided to first develop the existing saloon model further in order to be able to offer an updated vehicle at short notice. The result of this development was the Bristol Blenheim, which was presented to the public in September 1993. He used Chrysler engines again and had a body, the basic structure of which was reminiscent of the previous models. With its introduction, the production of the Britannia, the Brigand and the Cabriolet Beaufighter ended, of which only 30 had been made in 13 years.

15 years of Blenheim

The Bristol Blenheim was on sale for 18 years. In early 2011, just before Bristol Cars went bankrupt, the company's website had an entry for Blenheim that was described as still available. In fact, the last Blenheim was completed in the summer of 2008, so that the production time is 15 years.

The long production time of the Blenheim was largely due to Toby Silverton, who had owned the company since 1997. His predecessor Tony Crook had only seen the Blenheim as a transitional model that was to be offered until a newly developed successor called the Buccaneer was completed. Silverton, however, opted for the gradual modification of Blenheim and put his attention to the new wing door sports car Fighter, whose development tied much capital and is often regarded as a significant cause of the 2011 actual insolvency of the company.

Significance for the company

Bristol could not sell the Blenheim at break even. In view of complex production processes and very low numbers, the Bristol Cars model regularly brought losses, which were initially offset in the 1990s by profits made by the company from restoring older Bristol vehicles and selling used cars. From 2000, grants from the new owner Toby Silverton were also repeatedly required. Silverton confirmed the lack of profitability of the model and saw the Blenheim primarily as an investment in the future: With every new Blenheim a car is completed that can later be profitably maintained and restored by Bristol Services .

Model name

Namesake: the 1939 Bristol Blenheim bomber

Contrary to what some publications claim, the name Blenheim does not refer to the Blenheim Palace , but to the Bristol Aircraft Company 's fighter aircraft of the same name , of which only one airworthy specimen still exists. Bristol thus continued the tradition that began in 1980 with the Beaufighter of naming its own vehicles after historic aircraft from the former parent company. On the one hand, this practice should give the vehicles a special identity. On the other hand, Bristol avoided assigning a numerical model designation, which should have been called 603 S4 or 604 had it been consistently continued, and thus avoided a legal dispute with the French car manufacturer Peugeot , which had three-digit model names protected with a zero in the middle.

Technology and structure

The Bristol Blenheim was developed under the direction of Eric Ager. Ager was a longtime Bristol employee who retired in the 1980s and who was returning to work for the Blenheim Project. Sydney “Syd” Lovesy, who was 73 years old when the car was presented, did the detailed work.

Bristol had different goals in designing the Blenheim. One of them was the highest possible suitability for everyday use, with which the plant wanted to stand out from other small-series manufacturers such as Aston Martin , De Tomaso or Lamborghini , whose vehicles were often criticized by the press in this regard. In addition, the Blenheim was designed for a long period of use and was designed in such a way that it could be repaired as easily as possible and without special tools. The implementation of these specifications led in some places to unusual technical or stylistic results, which were sometimes criticized in the press. Regardless, Bristol stuck to its own line and rejected the criticism:

"The company has never been constrained either by custom or its customers."

"The company has never let itself be dictated, neither by habit nor by its customers."

Frame and chassis

Like its predecessors, the Bristol Blenheim was built on a separate box frame with longitudinal members and cross members. The shape of the chassis was essentially based on the design of the BMW 326. Bristol saw the separate chassis as a contribution to increasing passive safety.

Sticking to the more than 50-year-old chassis construction resulted in the Blenheim's structures and dimensions, which were unusual for the 1990s. As with the Bristol 400 of the immediate post-war period, the engine was positioned behind the front axle. Bristol therefore called the Blenheim a front mid-engined car and saw the position of the engine as a contribution to improving weight distribution. According to the specifications of the chassis, the Blenheim was also a very narrow car: It was almost 20 cm narrower than a Bentley Continental R and 5 cm narrower than a mid-range Ford Mondeo .

The suspension consisted of double triangular wishbones with coil springs at the front, and a rigid axle with Watts linkage and torsion bar springs at the rear , the carrying levers of which were connected to the axle via short connecting rods and thus guided it lengthways. The hardness of the dampers was individually adjustable in the factory at the customer's request. However, there was no electronically controlled chassis. The power steering moved into Bristol from ZF , the disc brakes of Girling . An anti-lock braking system was not available during the entire production period; The same was true for airbags .

Drive technology

The Blenheim, like its predecessors, had a 5.9 liter (360 cubic inch) eight-cylinder Chrysler engine, which was manufactured in Canada. It was a so-called small block from the LA engine family that Chrysler brought onto the market in 1964. The 5.9-liter version was available in some mid-range Chrysler models from 1971 to 1980; since the mid-1970s, they took over manufacturers such as Bristol, Monteverdi and Jensen for their small series vehicles. From 1992 to 2002 the engine was only used in larger SUVs such as the Jeep Grand Cherokee , after which it was produced exclusively for Bristol. The engines delivered to Bristol were assembled by hand in a department primarily responsible for warranty claims. They were of a higher quality than the identical SUV engines produced on the assembly line.

In contrast to the versions used in the 603 and Britannia, the engine in the Blenheim had electronic manifold injection . Over the years, Bristol offered different levels of performance. The work did not publish exact values; Estimates in the literature range from 166 kW (225 hp) for the Blenheim first series to 294 kW (400 hp) for the Blenheim 3S. Unlike the Brigand produced until 1993, turbocharging was no longer available. As a new feature compared to the previous model, there was an electronically controlled four-speed automatic from Chrysler and four catalytic converters as standard .

body

With taillights from the Vauxhall (Opel) Senator: Bristol Blenheim

Externally accessible compartment in the front fenders, left for the spare wheel, right for the battery (picture)

Bristol interior (here in the 412)

The body of the Blenheim consisted of a steel frame welded to the box frame, which was planked with aluminum ; the bumpers and trim such as the radiator grille were also made of aluminum.

The body shape is not classified uniformly. Bristol referred to the Blenheim as a saloon , i. H. as a limousine ; In German-language and French publications, on the other hand, the car is mainly classified as a coupé .

The shape of the body corresponded to that of the previous models 603 and Britannia, which Dudley Hobbs had designed. As in the field of technology, there were financial reasons for sticking to the 17-year-old basic design: At the beginning of the 1990s, the company lacked the necessary money for new press molds, so the existing substance had to be reused.

The Blenheim had a long bonnet with a passenger compartment set far back and a semi-hatchback with a flat rear window. The entire roof section including the rear side panels as well as the doors and the glass sections corresponded to those of the 603.

The unconventional shape of the roof was the result of different objectives. In Bristol's saloon , two adults should be able to comfortably fit in the back seats. In doing so, Bristol implemented its longstanding claim to enable four 1.80 meter tall passengers to "travel in dignity". This required a high roofline over the rear seats. Another requirement was to reduce the blind spot and optimize the clarity of the body. This purpose was served by very thin B and C pillars , the design of which Bristol had based on the Ford Escort II presented in 1975 . Test reports described the clarity of the Blenheim as extraordinarily good (“Outstanding visibility”).

Since the Sport Coupé 404 of 1953, the spare wheel of all Bristol models was housed in an externally accessible compartment between the front wheel and the A-pillar. The battery was in a similar compartment on the other side of the vehicle. The Blenheim also had this peculiarity. It caused an increase in the trunk volume and also contributed to centering the weight in the center of the vehicle.

While these design features were also found in the predecessors of the Blenheim, the design of its front end and the rear of the car was new. After the immediate predecessor models had been equipped with broadband headlights, the front section now carried four round headlights, the design of which varied in the three series. The rear was higher than on the previous models in order to increase the trunk volume - in accordance with customer requirements. For demonstration purposes, Tony Crook was photographed sitting in the trunk of a Blenheim 2 by representatives of the press in 1998. The rear lights of Blenheim came from Senator B Opel and Vauxhall . The style of the rear section was not changed during the entire production period.

The interior of the Blenheim also followed the style of the previous models. The paneling of the dashboard was made of real walnut wood. The most important instruments from the manufacturer's point of view were combined in an oval, leather-clad unit. The seats were made to measure according to customer requirements. They were covered with leather as standard, which Connolly supplied until 2000 .

The individual series

The three series of the Blenheim originated from 1993 to 1997, from 1998 to 1999 and from 1999 to 2011. They differed from each other in their motorization and in the design of the front section.

Blenheim

The first version of the Blenheim was produced from autumn 1993 to December 1997. The prototype, a silver vehicle with a red leather interior, was presented to the public in September 1993. It was based on a Britannia manufactured in 1983 and served Tony Crook as a personal vehicle for the first few years. This prototype is shown in several photographs in the first sales brochure from 1993. It was the only Blenheim of the first series that the factory made available to the press for driving reports and photo series.

The design of the first series was characterized by a large front panel into which four small xenon headlights were embedded. The barred grille was shaped like a coat of arms. The magazine Autocar him held for a copy of a Lancia barbecues; others saw it as a stylized replica of the Bristol 404's radiator opening. The interior remained almost unchanged; only the position of the radio changed: it was now in a separate housing on the dashboard (instead of - as before - underneath). When it was first launched, the Blenheim was priced at £ 110,000 plus tax.

Tony Crook saw the Blenheim in an alcove between the Bentley Continental R and the Aston Martin Virage . Both vehicles had more powerful engines and were more expensive. Compared to them, the Bristol was the slowest car. The maximum speed of the Blenheim was specified at the factory as only 225 km / h, for the acceleration from 0 to 60 miles per hour (= 96 km / h) the car took more than 8 seconds. However, Bristol emphasized the economics of Erstserienmodells and pointed out that at 100 km / only 1700 min ^-1 incurred. At a constant 110 km / h, the Blenheim consumed 12.5 liters per 100 kilometers.

Blenheim 2

In January 1998 the second series of the Blenheim was presented. Outwardly, the new model differed mainly in its revised front section, which now had significantly larger round headlights. In the larger radiator opening there was a chrome-plated crossbar as a decorative element. The track width has been increased and the turning circle has been reduced to 11.9 meters to improve handiness. Bristol also responded to customer criticism of the performance of the first-series model and revised the engine. The output rose to around 191 kW (260 hp). The top speed was 150 miles per hour, i.e. H. about 240 km / h, possible. The Blenheim 2 was only produced for a year and a half, so only a few copies of this specification were made.

Blenheim 3

Clear curves: the front section of the Blenheim in the 3rd and 4th series

Bristol Blenheim 3

In October 1999 Bristol presented a further evolutionary stage with the Blenheim 3. The main focus of the development was on increasing sportiness. The engine output was "significantly" increased compared to the first two series, with different levels being achieved over the years. From the outside, the third series could be recognized by another changed front section: the front fenders had a rounded profile and ended in a round headlight surround. The front line of the hood was wavy. Overall, the design of the lighting units was reminiscent of the contemporary Jaguar XJ . These stylistic changes reduced the overall length of the vehicle by 40 mm. In the interior, the upper edges of the doors were now clad in wood, as on the 411 and its predecessors, and there was also a new center console with a newly designed, leather-covered gear lever. The seats had been redesigned, and Bristol now offered a so-called "Town Coupé" version, in which the backrest of the front passenger seat could be fully folded forward to give the rear passenger "almost unlimited legroom".

Before production was discontinued, the Blenheim 3 was available in three different versions, which essentially differed in their motorization:

Basic model

The basic version of the Blenheim 3 had an increased engine power compared to the Blenheim 2. British publications spoke of about 265 kW (360 hp). These values ​​were achieved through increased compression, modified cylinder heads, a revised camshaft and modified electronic engine management. The speed level of the Blenheim 3 was higher than that of the first series model: at a speed of 100 miles per hour there were now 2450 revolutions per minute. The retail price of the Blenheim 3 was £ 139,825 when it was first launched

Blenheim 3S

A sportier version of the Blenheim was the 3S presented in summer 2002. The performance of the 3S has been increased to around 294 kW (400 hp) through modified intake pipes, larger valves and adapted control electronics. The 3S was visually recognizable by a 60 mm wider track on the rear axle and modified rims; the suspension was also tighter. The Blenheim 3S was £ 10,000 more expensive than the base model.

Blenheim 3G

In parallel to the conventional Blenheim 3, Bristol has been offering a version powered by liquefied petroleum gas (LPG) from the factory since 2002 . Here Bristol picked up on a 25-year-old tradition: Even the models 412 and 603 could be operated with gas if desired. According to the factory representation, gas operation allowed cleaner and cheaper operation. The Blenheim 3G was not subject to the London Congestion Charge .

Special versions

As a small series manufacturer, Bristol was able to take customer wishes into account when it comes to equipment details as well as certain design issues. This also applied to the external appearance. Over the years, several Blenheims were created, the design of which differed to varying degrees from the series models. The vehicle with the most extensive modifications is known as the Blenheim 4.

Blenheim 4

Bristol Blenheim 4

Rear of the Blenheim 4; to the left: A Bristol 412 restored in 2009 .

In the spring of 2009, at the request of a customer, Bristol manufactured a specially body vehicle, usually referred to as the Blenheim 4. The light blue painted car had the well-known semi-hatchback structure, but differed in numerous details from the standard Blenheim 3.The most striking feature were the large white and red rear lights that came from the Audi A4 Avant manufactured between 2000 and 2004 and only with extensive changes in the trunk area could be integrated into the body. In addition, the Blenheim had 4 rounded rear-view mirrors, new door handles that replaced the standard folding handles purchased from Vauxhall , and modified bumpers. The engine corresponded to the Blenheim 3S, but the engine was equipped for operation with liquid gas.

It is not clear whether the Blenheim 4 was originally intended as a prototype for a further developed production model. In fact, the car remained a one-off. It was shown repeatedly at exhibitions for several years and was for sale in April 2012.

More unique pieces

One of the first Blenheims that Bristol modified upon customer request was a black Series 1 vehicle that had a protruding, trapezoidal grille with a center divider. The car was built in 1995 and was for sale again at Bristol in 2011. Another Blenheim of the first series was given a new front section in 1996 on behalf of the collector Simon Draper: The car had larger round headlights, a front spoiler with integrated fog lights and a rectangular radiator grille that protruded from between the headlights. Bristol later adopted the larger headlights for the production version of the Blenheim 2.

Works upgrade

Even if the individual series of the Blenheim each have individually designed front sections, the external appearance of a car does not always allow conclusions to be drawn about the period of its creation. Blenheims are small series vehicles that often received intensive support from the factory even after delivery. Over the years, some older Blenheim models have been retrofitted with technical or stylistic specifications from younger series. This retrofit, known by Bristol as the Works Upgrade , was carried out either at the customer's request or at the factory on used vehicles that the company had previously traded in. Bristol Services continues to offer the upgrade regardless of the fact that no new cars are currently being produced.

An example of the upgrade is the demonstration vehicle of the first series, which was in Bristol's showroom from 1995 to 1997: it received the front section and the engine of series 2 in spring 1998 and, in its modified form, became the Blenheim 2 in two press reports in summer 1998 pictured. There are also reports that one or two Britannias were later fitted with Blenheim body panels.

The Blenheim in comparison

First series

Compared to other luxury-class coupés from the same production period, the Bristol was the least powerful, but also the lightest car. It had the largest usable space.

Bristol Blenheim (first series) compared to other luxury coupés of the 1994 model year
	Bristol Blenheim	Aston Martin Virage	Bentley Continental R.	BMW 850 CSi	Mercedes-Benz S 600 Coupé
Engine type	V8			V12
Displacement	5.9 liters	5.3 liters	6.8 liters	5.6 liters	6.0 liters
Max. Power kW (PS)	166 (225)	228 (310)	239 (325)	279 (380)	290 (394)
Top speed (km / h)	225	257	240	250 (1)
Acceleration, 0-100 km / h (s)	8.5	6.1	6.0	6.0	7.0
Empty weight kg)	1730	1950	2450	1955	2280
Trunk volume (liters)	540	310	325	380	394
Price 1994 (DM)	263,613	350,000	484,956	185,000	221,950

⁽¹⁾ electronically regulated

Blenheim 3

In the new millennium, the Blenheim 3 had to assert itself against upper-class vehicles that were technically highly developed, some had significantly more power and had electronic driving aids. During these years, Bristol emphasized traditional values ​​and the high level of suitability for everyday use of the Blenheim, which was still cheaper than its British competitors.

Bristol Blenheim 3 Comparison with other luxury coupés of the 2010 model year
	Bristol Blenheim	Bristol Blenheim 3S	Aston Martin DB9	Bentley Continental GT	BMW M6	Mercedes-Benz CL 600
Engine type	V8		V12	W12	V10	V12
Displacement	5.9 liters		6.0 liters		5.0 liters	5.5 liters
Power kW (PS)	265 (360)	294 (400)	350 (477)	412 (560)	373 (507)	380 (517)
Top speed (km / h)	250 (1)		306	318	250 (1)
Acceleration 0-100 km / h (s)		5.9	4.8	4.6
Empty weight kg)	1730		1835	2350	1725	2185
Trunk volume (liters)	540		155	370	450	490
Price 2010 (€)	156,513	167.773	163,400	181,678	116,200	159,698

⁽¹⁾ electronically regulated

Production and sales

Production facility

Some newspaper reports claim that Bristol manufactured the Blenheims in a hangar on the grounds of Bristol Airport . That's not correct. In the first decades of its existence, the company had production facilities at the airport in the western English city and also produced cars there. However, it had already left the airport premises in 1984 for cost reasons and instead rented a warehouse in the neighboring community of Patchway . All copies of the Bristol Blenheim were made there. The company had around 25 employees since the turn of the millennium.

Production process

The vehicles were built by hand. Bristol produced many parts itself, others such as door handles, switches and pitman arms, but also the lighting, were bought in from outside manufacturers. Bristol bought the components individually for a specific vehicle. In view of the uncertain order situation, the company had already refrained from ordering larger quantities since the 1980s.

Since the introduction of the Bristol 603, the company has also produced the body shells of its vehicles itself, after they had previously been supplied by the bus manufacturer Park Royal Vehicles . The aluminum press used for this was stolen in early July 2007 when the factory was broken into. Bristol was unable to find replacements financially. Toby Silverton said the theft had a medium-term impact on the production of the Blenheim. Although the factory still has a number of prefabricated roof sections in stock, they will be used up at some point. Some observers feared that Blenheim production would soon be phased out; Others saw it as a false report launched by the factory to publicly justify the discontinuation of the weakly widespread model in favor of the new fighter.

Two weeks after the tin press was stolen, Tony Crook was released from his management duties.

Scope of production

The Bristol Blenheim was exclusively made to order. Since the 1970s, Tony Crook has rejected production in stock, which is common to almost all automobile manufacturers to varying degrees. He saw this as a risk of failure and was of the opinion that an excessive inventory of stockpile vehicles had caused the bankruptcy of competitors such as Aston Martin and Jensen in the early 1970s .

Exact production figures were not published by the factory; they were and are the subject of speculation. Tony Crook first repeated the statement he had made since the 1970s that Bristol produces no more than three cars a week (“Not more than three a week”). The press has often derived an annual production of 150 vehicles from this. At the beginning of the new millennium, Crook specified that there was a global market for 25 Bristol per year, but that the company only produced 20 vehicles per year. The Bristol Owners Club believes even these numbers are too high and estimates that around five to ten vehicles are sold annually.

Toby Silverton indirectly stated in 2005 that the first two series of the Blenheim had not been a success: Only with the modifications that led to Series 3 was the Blenheim "now also accepted by customers"; the Blenheim 3 is the car that Bristol buyers wanted. The Blenheim experienced a renaissance after 1999, which also temporarily led to increased annual production, mainly because Bristol had become the only purely British luxury car manufacturer following the takeover of the Bentley and Rolls-Royce brands by Volkswagen and BMW. Bristol explicitly referred to this fact in its prospectuses and press releases.

distribution

Bristol Cars showroom on Kensington High Street, London (1995). Blenheim 1 on the right, which was converted into Blenheim 2 in the factory two years later.

Bristol had no dealer network since the 1970s. The sale was carried out exclusively by Bristol itself through a showroom in the London borough of Kensington . The showroom is still open. After discontinuing new car production, Bristol Sales is selling its own brand of used cars here.

Approval for road traffic

The Bristol Blenheim met all European homologation requirements. However, like all Bristol models, it had not had a general operating license since the 1970s , as Bristol, as a small-series manufacturer, did not allow the necessary test procedures to be carried out for financial reasons. The respective owner therefore had to obtain an individual operating permit for approval for road traffic .

reception

Competing automobile manufacturers such as Rolls-Royce , a long-established company that has been part of BMW since 1998, rated the Blenheim “with respect”. In 2001 a BMW spokesman saw it as a “high quality sports car”.

The Blenheim was described in the British motor press as an extraordinary car when it was launched in 1993. Observers found it remarkable that a company as small as Bristol was still able to construct a car that could compete with a BMW 850i. Bristol's concept was still found to be “in order” (“shipshape”), and the car was still said to have “charm and a unique image” in later years. The few press reports that still dealt with the Blenheim in the 21st century saw it as an automotive dinosaur which, like no other car in its class, exhibits independence and character, but is structurally and creatively outdated.

The performance of the late models was praised, as was the low noise level of the vehicle, even at high speeds. The British magazine autocar described the first series model in September 1993 as follows:

“For press-on, high mileage motorists, the Bristol Blenheim is probably exactly the wrong car. But as a gentleman's express, it performs pretty well, provided the gentleman knows what he's buying. "

“The Bristol Blenhein is probably exactly the wrong car for the frequent driver in a hurry. But as a gentleman's express, he does a pretty good job. Provided the gentleman knows what he is buying. "

It has been emphasized many times that the Blenheim is a car for individualists:

"The Blenheim is a consummate long-distance express for the wealthy enthusiast who wants to be a little bit different."

"The Blenheim is a perfect long-haul express for the wealthy enthusiast who wants to be a little different."

Criticism was primarily about the design. The British automobile journalist Martin Buckley saw in the Blenheim the craziest of all Bristol models ("the weirdest-looking Bristol"). Some observers found the design of "old Ford models" in the Blenheim. In the German press the Blenheim was described as bizarre or "strange looking". Nowhere else in the world would feudal equipment and top driving performance be packaged so inconspicuously as in the antiquated Blenheim. The magazine Auto Bild Klassik counted the Blenheim in 2013 among the "ten most backward vehicles". Others ranked the Benheim among the "ugliest cars ever built."

Another point of criticism was the poor workmanship of early Blenheim models. A Bristol owner disappointed with the quality of the car was quoted as saying:

“What are the two things that can be seen from outer space? The Great Wall of China and the panel gaps of a Bristol. "

"There are two things on earth that a person can see with the naked eye from space: the Great Wall of China and the gaps in a Bristol."

Well-known Blenheim drivers

Bristol driver: Liam Gallagher

Most of the Blenheims were sold in the UK ; some specimens also went to Hong Kong and the Middle East . In Britain in particular, according to Tony Crook, Bristol had a “loyal customer base” who, as soon as a new model appeared, would buy it automatically (“They will all upgrade”). Some of Bristol's clients were well-known entrepreneurs or show business people. They included:

• Bono , Irish singer
• Richard Branson , founder of the Virgin company
• Geoffrey Burgon , composer
• Liam Gallagher , member of the band Oasis
• Paul Smith , British designer
• William Waldegrave , British politician

Other use of the Blenheim technique

Bristol used the technology of the Blenheim 3 - in particular the chassis and the drive unit - from 2002 for some further developments.

The Blenheim Speedster

→ Main article : Bristol Blenheim Speedster

Bristol Blenheim Speedster

This initially applied to the Blenheim Speedster, an open two-seater sports car that was in the tradition of the Arnolt-Bristol . It was based on a prototype that Bristol had developed in 1955 under the name The Bullet and which was being discussed as the successor to the Arnolt-Bristol. The prototype was rediscovered in 1999 and extensively restored. After positive customer feedback, the plant decided to series production of a sports car based on The Bullet .

The Blenheim Speedster was equipped with the 400 hp engine of the Blenheim 3S. It had no windshield or hood. The body design was based on the Bristol 404, which, however, had not been offered as an open version at the factory, and, like this, cited elements of Bristol's Brabazon aircraft on the front and the Le Mans racing car 450 on the rear, which had small fins . The Speedster was 30 cm shorter and 300 kg lighter than the Blenheim 3S. Its top speed was 257 km / h. Up to the end of production, around 10 to 15 copies of the Speedster were made. At the request of the collector Simon Draper, a vehicle was equipped with a fixed windshield, a fabric top and a few other comfort details.

Series 6

With the mechanics and drive technology of the Bristol Blenheim: the Bristol 411 Series 6

In 2008, Bristol began restoring older models of the brand with the drive technology of the Blenheim 3 or 3S. This affected the engine, the suspension and the electrics. It started with a few vehicles from the 411 series, which had been factory-built in five series from 1969 to 1976. The revised cars were named Series 6 after the changes . They kept their original chassis number, but now complied with the current safety and emissions regulations. As of 2010, several other Chrysler-era models, including a 412, were also redesigned in this way. For them, Bristol kept the designation Series 6 .

successor

Already in the 1990s there were plans to replace the Blenheim with a newly designed car. They were given up after a change of ownership. Following the bankruptcy of Bristol Cars in March 2011, the automaker was again given a new owner who is currently working on a new Bristol model.

Bristol Buccaneer: A failed project

Already in the mid-1990s there were plans for a successor to the Blenheim. Several Bristol technicians began work on the Bristol Buccaneer, a similarly designed but technically advanced car. For the first time, the framework, which was almost 60 years old in its origins, was to be fundamentally revised. The side parts should be raised wide so that a lower seating position could be achieved. The hatchback body should be redesigned in large parts. An oval radiator opening was intended as a special design feature, reminiscent of the Bristol 404. On the left and right of the radiator there were three round headlights. The Bucaneer project was driven by Tony Crook but came to an end when Toby Silverton took over the company in 1997.

An electric Bristol?

In the course of 2011, Kamkorp Autokraft, part of the Frazer-Nash Group, took over the British car manufacturer. Kamkorp Autokraft announced that it would continue automobile production in Bristol in the medium term. Future Bristol will no longer have any relationship to the models produced so far (“The future for Bristol will be different”). Rather, they would be equipped with an electric or hybrid drive. A series vehicle from another manufacturer is to form the technical basis for the new Bristol models. A return to motorsport, such as participating in the Le Mans 24-hour race , is also possible. In November 2012, Bristol announced that a new "Gentleman's Express" with hybrid drive was under development. The car will have an electric motor on each wheel. The company actually failed to implement its announcements. The first new model after the bankruptcy, the open two-seater Bullet , presented in 2016 with a considerable delay , has a conventional eight-cylinder V-engine from BMW.

Technical specifications

Bristol Blenheim
	Bristol Blenheim	Blenheim 2	Blenheim 3	Blenheim 3S
Motor type	Gasoline engine
Engine type	Eight-cylinder V configuration
Displacement	5898 cc
Bore × stroke	101.6 mm x 90.93 mm
Max. power	166 kW (225 hp)	191 kW (260 hp)	265 kW (360 hp)	294 kW (400 hp)
Mixture preparation	electronic manifold injection
Valve control	underlying camshaft
Camshaft drive	Chain drive
cooling	Water cooling
transmission	Automatic four-speed transmission
Front suspension	Double wishbone coil springs
Rear suspension	Rigid axle Watt linkage, torsion springs
Brakes in front	Disc brakes
Rear brakes	Disc brakes
chassis	Box frame
body	Aluminum on a steel frame
wheelbase	2898 mm
Tires	215/70 R 15			225/60 R 16
Dimensions (length × width × height)	4910 mm × 1765 mm × 1440 mm		4825 mm × 1765 mm × 1440 mm
Empty weight	1730 kg
Top speed	225 km / h	240 km / h	250 km / h (1)

⁽¹⁾ regulated

literature

Books

• Christopher Balfour: Bristol Cars. A very British story. Haynes Publishing, 2009, ISBN 978-1-844254071 .
• RM Clarke: Bristol Cars: A Brooklands Portfolio: 132 Contemporary Articles Drawn from International Motoring Journals. UK 2001. (English)
• LJK Setright : A private car. 2 volumes, UK 1999. (English)

Articles in automotive magazines

• Keith Adams: Every Single One. Discussion of all 21 Bristol models in: Octane Classic & Performance Cars, issue 4/2012, p. 88 ff .; especially on Blenheim: p. 98 f.
• Wolfgang and Ulli Buchta: We can't afford anything cheaper. Presentation of the Bristol brand in: Austria Classic, issue 2/2012, p. 38 ff. (Brief note on Blenheim on p. 51).
• Martin Buckley: Souls of discretion. 50th anniversary of Bristol Cars. All significant models. in: Classic & Sports Car 5/1996.
• Martin Buckley: Bristol Fashion is still shipshape. In: Autocar dated August 7, 1996.
• Giles Chapman, Steve Cropley: New Bristol Shock! Presentation of the Bristol Blenheim in: Autocar from September 15, 1993.
• Steve Cropley: Introducing Bristol Blenheim 2. In: Autocar, June 10, 1998.
• Manfred Fischer: Ferrari? Rolls Royce? Bristol! Presentation of the Blenheim 3 in: Welt am Sonntag No. 28/2001 of July 15, 2001, p. 54.
• Peter Grunert: Blenheim Palace. Presentation of the Bristol Blenheim 2 in: BBC Top Gear, August 1998.
• Hauke ​​Schrieber: The wondrous world of Bristol . Presentation of the brand in: Autobild Klassik No. 1 of March 9, 2007, p. 126 ff.
• NN: Bristol unveils beefier Blenheim. Presentation Bristol Blenheim Mk. In: Autocar of October 20, 1999.

Web links

Commons : Bristol Blenheim  - Collection of images, videos and audio files

• The Bristol Blenheim on the Bristol Owners Club website (accessed January 29, 2013)
• Description of the Bristol Blenheim on the website www.supercars.net (accessed on January 29, 2013)
• Description of the Bristol Blenheim 3 on the website www.prova.de (accessed on January 29, 2013)
• The Truth about Cars: 2005 Bristol Blenheim Review (accessed January 29, 2013)
• Sales prospectus for a Blenheim from 1993 (accessed January 29, 2013)
• 1998 sales prospectus of a Bristol Blenheim 2 (accessed January 29, 2013)
• Sales prospectus of a Bristol Blenheim 3 from 2009 with an additional illustration of the Bristol 411 Mk. 6 (accessed on January 29, 2013)

Remarks

1. ↑ On the early history of the Car and Light Engineering Division of the Bristol Aircraft Company cf. Bristol Enterprise in: Autocar of January 9, 1948. The first vehicle of the new brand, the Bristol 400 , was based on technical components of the BMW models 326 , 327 and 328 developed before the war . The background to the takeover of BMW plans has not been fully clarified. Some authors assume that Bristol took over the BMW designs as reparations (this is the assumption made by D. Günther, Oldtimer Markt, Issue 9/1996, p. 230), others believe that BMW received financial compensation (cf. Balfour: Bristol Cars, p. 48 f.). See also the presentation in the article Bristol Cars for the details .
2. ↑ Classic and Sportscars, issue 8/2006, p. 133
3. ↑ The models 400, 401 and 404 were regularly used by private drivers in long distance and hill climbs and rallies until the 1950s; see. Balfour: Bristol Cars, pp. 163, 170.
4. ↑ The long-standing company motto was: “Nicely understated but never underrated” (roughly translated: “Inconspicuous, but not to be underestimated”).
5. ↑ From 1976 to 1978 the 603E received a 5.2 liter eight-cylinder engine that delivered 118 kW (160 hp) and was the weakest Bristol of the so-called Chrysler era. For the 603E cf. Long, narrow and British : Presentation of the Bristol 603 S1 in: Autosport, October 14, 1976.
6. ^ The Fighter gullwing sports car presented in 2004 was an exception.
7. ^ Balfour: Bristol Cars, p. 345.
8. ^ Engine from September 2, 1978.
9. ^ Balfour: Bristol Cars, p. 348.
10. ↑ “A blacksmith's special” (literally: “Self-made by a village blacksmith”). Assessment of a 603 owner; quoted in Balfour: Bristol Cars, p. 331.
11. ↑ Auto catalog No. 36 (1992/93), p. 98.
12. ^ ^{A b c} Balfour: Bristol Cars. P. 347.
13. ↑ Presentation of the last Bristol Blenheim on the Bristol Cars website ( memento of the original from April 10, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed April 21, 2013). 
14. ↑ On the whole: Balfour: Bristol Cars. Pp. 353, 354.
15. ↑ Octane Classic and Performance Cars, Issue 4/2012, p. 100.
16. ^ "It's not a big earner" (Toby Silverton). Quoted from Balfour: Bristol Cars, p. 356.
17. ^ Balfour: Bristol Cars. P. 356.
18. ↑ L'AutoJournal: Salon 2003. Tous les voitures du monde. August 2002. p. 356.
19. ↑ Express reference to the aircraft e.g. B. in the 1993 sales prospectus (accessed January 29, 2013). There the car is shown next to the aircraft.
20. ↑ ^{a b} J.LK Setright: Bristol Fashion. Presentation of the Bristol Fighter and history of the brand. In: Autocar from December 1, 1999.
21. ↑ The Britannia presented in 1982, which replaced the 603 produced in two series, is referred to in some publications as the Bristol 603 S3 ("Series 3"). See e.g. B. Martin Buckley, Chris Rees: Cars. An encyclopedia of the worls's most fabulous automobiles . Anness Publishing Limited, London 2002 (without ISBN), p. 285.
22. ↑ See Bristol Beaufighter: An English Gentleman's very high speed sporting carriage . In: Motor Sport, issue 10/1981.
23. ↑ On the Qvale Mangusta developed by De Tomaso, cf. z. B. Car picture from August 4, 2005.
24. ↑ For comparison with the Monteverdi High Speed ​​375 / L , a competitor from earlier years, cf. Alpentraum : Test of a 375 / L in: auto motor und sport, issue 12/1972.
25. ↑ The former sports car manufacturer Peter Monteverdi responded to the criticism of leaky windows and impractical operation with the words: “What do you want? The car is handmade and we are a small company ”. Quoted from Rob Scorah: The full Monte . Driving report on the Monteverdi High Speed ​​375 / L in: Thoroughbred & Classic Cars, issue 2/2013, p. 58 ff.
26. ↑ The details are presented in the following section.
27. ↑ See the section Bristol “Reception” .
28. ↑ ^{a b c} Autocar dated August 7, 1996.
29. ↑ ^{a b c d e} BBC Top Gear, issue 8/1998.
30. ↑ Information in the 1993 sales prospectus (accessed on January 29, 2013).
31. ↑ ^{a b c} Company press release dated November 10, 1999.
32. ↑ ^{a b c d e f g h} Autocar from September 15, 1993.
33. ↑ The dimensional comparisons relate to the pure body without taking the exterior mirrors into account.
34. ↑ ^{a b c d e} catalog of the Automobilrevue 2008, p. 146 f.
35. ↑ Information in the works prospectus from 1993 (accessed on January 29, 2013).
36. ↑ Model description of the Blenheim 3 on the website www.autoexpress.co.uk (accessed on January 29, 2013).
37. ↑ Between 1976 and 1982, Monteverdi fitted some copies of the Monteverdi Sierra sedan and the Safari off-road vehicle with the 5.9-liter LA engine.
38. ↑ From 1983 to 1992, the Jensen Parts and Service company produced a total of 15 replicas of the Jensen Interceptor , which used the comparatively small Chrysler engine instead of the 7.2 liter big block engine of the original vehicles.
39. ↑ Overview of Chrysler's LA Small Block Engine Usage on www.allpar.com (accessed January 29, 2013).
40. ^ Balfour: Bristol Cars, p. 355.
41. ↑ This and the following performance data are taken from different press publications: Autocar from September 15, 1993; BBC Top Gear dated Aug. 7, 1998; Catalog of the Automobilrevue 2008, p. 146 f.
42. ^ Sales prospectus from September 1993
43. ↑ ^{a b c d} Balfour: Bristol Cars, p. 348.
44. ↑ S. z. B. Sales prospectus dated September 1993 .
45. ^ Translation to www.leo.org (accessed on January 29, 2013).
46. ↑ E.g. L'Automobile Magazine: Toutes les voitures du monde 1996/97, p. 326.
47. ^ Balfour: Bristol Cars, p. 328.
48. ^ On the whole, see Balfour: Bristol Cars. Pp. 328, 355.
49. ↑ The company has been describing its design concept since the 1960s with the catchphrase “Dignified travel for four six-feet passengers”. See e.g. B. Motor dated October 23, 1965 (for the Bristol 409) and Autocar dated October 16, 1982 (for the Brigand).
50. ↑ Detailed description in: Bristol 603 S2 Roadtest . Car Magazine, issue 6/1977.
51. ↑ See Mike McCarthy: Bespoke Express. Test report on the Bristol 603 in: Motor from November 27, 1977.
52. ^ Balfour: Bristol Cars, p. 338.
53. ↑ The first series was only called Blenheim without additional numbers, i.e. that is, it was not named “Series 1” or “Mark 1” at the factory. A numbering of the series only began with the Blenheim 2.
54. ^ The driving reports in Autocar from September 15, 1993 and August 7, 1996 each show this prototype. Further reviews of Blenheim in the press use company photographs for illustration, which were also created with this vehicle.
55. ↑ Information in the 1993 sales prospectus (accessed on January 29, 2013).
56. ^ Balfour: Bristol Cars, p. 354.
57. ↑ Information in the works prospectus from 1998 (accessed on January 29, 2013).
58. ↑ “Power is up significantly”: Tony Crook in Autocar from October 20, 1999.
59. ↑ Autocar of October 20, 1999.
60. ^ Press release from March 2006, reproduced on the website www.carpages.co.uk (accessed on January 29, 2013).
61. ↑ Description of the tuning measures on the website www.prova.de (accessed on January 29, 2013).
62. ^ Balfour: Bristol Cars, p. 359.
63. ↑ Auto Catalog No. 22 (1978/79).
64. ^ Balfour: Bristol Cars, pp. 333, 360.
65. ↑ The Bristol Owners Club assumed a later series production of the Blenheim 4 in 2009; see. Presentation of the model on the Bristol Owners Club website (accessed January 24, 2013).
66. ↑ Octane Classic and Performance Cars, Issue 4/2012, p. 198.
67. ↑ Presentation of the Blenheim 4 on the Bristol Owners Club website (accessed December 20, 2012).
68. ↑ Illustration of the Blenheim 4 with the bonnet open (accessed on January 29, 2013).
69. ↑ Brief description on the website www.performance-car-guide.co.uk (accessed on January 29, 2013).
70. ↑ Description of the range of services on the website www.bristolcars.co.uk ( Memento of the original from January 29, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed January 29, 2013).  
71. ↑ Octane Classic and Performance Cars, Issue 4/2012, p. 202.
72. ↑ The following data are taken from car catalog no. 37 (1993/94).
73. ↑ The prices refer to the German market. The conversion from British pounds to DM was based on an exchange rate of 1: 2.39245.
74. ↑ The following data are taken from car catalog No. 53 (2009/10).
75. ↑ The prices refer to the German market. The conversion from British pounds to euros was based on an exchange rate of 1: 1.126 (as of January 1, 2010).
76. ↑ e.g. car catalog No. 41 (1997/98), p. 263.
77. ^ Balfour: Bristol Cars, p. 312.
78. ↑ ^{a b c d} Autobild Klassik, issue 1/2007, p. 126 ff.
79. ^ Balfour: Bristol Cars, p. 354.
80. ^ Balfour: Bristol Cars, p. 328.
81. ^ Message in the online edition of the Daily Mail from July 5, 2007 (accessed January 29, 2013).
82. ^ Balfour: Bristol Cars, p. 361 f.
83. ↑ In the summer of 1972, Aston Martin had a stockpile of over 24 unsold vehicles (“more than two dozens”). The resulting burdens led to the end of the David Brown era and the takeover of the insolvent company by Company Developments. On the whole cf. Andrew Noakes: Aston Martin fascination . Parragon Publishing, London, 2006, ISBN 978-1405479004 , there in particular p. 92 f.
84. ↑ British as Boiled Beef . In: Wheels, issue 2/1973.
85. ↑ ^{a b} John Lamm: Ye Olde English Turbocharged Exotic Car . Presentation of the company in: Road & Track Special 1985, p. 43.
86. ↑ ^{a b car} catalog No. 52 (2008/2009), p. 254
87. ↑ ^{a b c d e} Welt am Sonntag of July 15, 2001, p. 54.
88. ^ Bristol Fashion . In: Classiccars 9/2001, p. 104 ff.
89. ^ Balfour: Bristol Cars. Pp. 355, 357.
90. ↑ Press release of November 15, 1999: “The last remaining British luxury car”.
91. ↑ Until the company was taken over by Tony Crook in 1973, his Surrey-based company Anthony Crook Motors was an independent Bristol dealer; there were also several other dealers well into the 1960s, and in some European countries such as Switzerland there were factory representatives in the 1950s.
92. ↑ Auto catalog No. 53 (2009/10), p. 260.
93. ↑ www.bristolcars.co.uk ( Memento of the original from January 29, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed February 1, 2013).  
94. ↑ Autocar of June 10, 1998.
95. ↑ Octane Classic & Performance Cars, Issue 4/2012, p. 98.
96. ↑ Autocar of September 15, 1993.
97. ↑ Martin Buckley, Chris Rees: Cars. An encyclopedia of the world's most fabulous automobiles . Anness Publishing Limited, London 2002 (without ISBN), p. 285.
98. ↑ See Buckley: Backfire. Obituary for Bristol Cars in Classic & Sports Car, issue 5/2011, p. 39.
99. ↑ Auto catalog No. 45 (2001/02), p. 304.
100. ↑ Auto catalog No. 38 (1994/95), p. 41.
101. ↑ Auto Bild Klassik No. 9/2013, p. 171.
102. ^ John Pearly Huffman: 100 ugliest cars of all time. www.edmunds.com, April 8, 2013, accessed April 6, 2017 . 
103. ^ Robert Fargo: Bristol Blenheim Review. In: The Truth about Cars. AutoGuide.com, January 5, 2005, accessed July 5, 2012 . 
104. ↑ Classic & Sports Car, issue 5/1996.
105. ^ Adam Lusher: Bristol Cars, the British motoring institution, goes into administration , The Telegraph on March 6, 2011.
106. ↑ Martin Buckley, Chris Rees: Cars. An encyclopedia of the worls's most fabulous automobiles . Anness Publishing Limited, London 2002 (without ISBN), p. 285.
107. ↑ For the history of The Bullet and the Blenheim Speedster, cf. Balfour: Bristol Cars, pp. 233 ff. And 361.
108. ↑ The independent bodybuilder Abbott of Farnham produced an open 404 as an exhibit; however, the car did not go into series production. See Classic Cars - Special: English Oldtimer. P. 12 with illustration on p. 13.
109. ↑ Brief description of the Bristol 404 on the website www.bristolcars.co.uk ( Memento of the original from March 10, 2013 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed January 29, 2013).  
110. ↑ Illustration of the Draper-Speedster on the website www.autoviva.com (accessed on January 29, 2013).
111. ↑ Illustration of a 411 Series 6 in the sales prospectus from 2009 () accessed on January 29, 2013.
112. ↑ Brief description of the Series 6 models with illustrations on the website www.autoevolution.com (accessed on January 29, 2013). It is incorrectly assumed there that the Series 6 models were already available from the year 2000.
113. ↑ New Bristol 411 - Ultimate upgrade: modern mechanicals, original body . Presentation of the Bristol 411 S6 in: Octane Magazine, issue 10/2008, p. 116 ff.
114. ↑ On the history of the Bucaneer cf. Balfour: Bristol. A very British story. P. 350 ff.
115. ↑ New owners spells out Bristol's future ; Classic and Performance Car online; Retrieved February 9, 2012
116. ↑ Classic Cars, Issue 10/2011, p. 27: “Bristol's past meets its future”.
117. ↑ Brief description of the new Bristol on the website www.bristolcars.co.uk ( Memento of the original from December 15, 2012 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed January 29, 2013). 
118. ↑ The technical data was taken from the factory brochures (series 1 and 2) and the information in the catalog of the Automobilrevue 2008 (p. 146 f.).

This article was added to the list of excellent articles on February 18, 2013 in this version .