[406Special]

Given that a highly desirable and market driven demand for classics
will determine their value in original condition, it is apparent that
Bristols, as of this date, are not in the same category as say
Ferraris and other classics. I agree with everyone's sentiments so
far, but must also say that due to the cannibalising of Bristol
sixes, notably from the 406 model in favour of AC Ace, or Frazer Nash
cars due to their higher market value, is it not better that some of
these cars (Bristols) at least live longer and provide joy and
satisfaction to their owners irrespective of whether they are Bristol
powered or not. Further, until recently, although still largely
true, you could not buy a new motor, or in the earlier cars case, a
new gearbox. Take the Fiennes engineering company next door to
Alpine Eagle as an example. They build everything new for your
Bentley/Rolls if you need it - expensive but it's available.
Similarly the cost of the new Bristol six blocks and heads implies
that one would want to see market values increase dramatically to
justify the investment - or take a long term hope that they will
improve.

I do agree not just any motor should be planted inside a Bristol.
Indeed, rather than simply state it should be BMW just because of the
historical provenance of the original chassis and mechanics, one
should consider the fit, the cost, the weight, the performance, the
character and the general availability of spares for the
replacement. Being someone who has undertaken a long and hard review
of engines pre-2000 and post say 1985, their are a range of small to
medium V6's, big inline 4's and a handful of smallish lightweight
V8's that could be employed. Further to make the job easier to fit
into the criteria I've just mentioned, you must also look at
electrical matters as well as whether the donor car was RWD or FWD.
Sticking to RWD for a donor car severely limits the choices and yes
BMW remains top of the list. I even bought a 2003 2.5 litre six from
an early E46 model car and with the gearbox it was too long without
fouling the front cross member and steering rack, or needing a major
set of work to rebuild the entire bulkhead and even then the gearbox
would have been too far back for ease of use. I had to abandon that
idea pretty quickly and sell it on (at a small loss).

My final decision, although not a purist one, in as much it is not
BMW, is a relatively common, reliable, strong, easily fitted, perfect
weight, easily tuneable, Volvo red block motor. Using Penta marine
crank, Mahle pistons, forged H-beam rods, Garrett turbo and a host of
other improvements, mated to its original Getrag 5 speed box, it is
ideal for maintaining the same weight distribution, providing more
than adequate power and torque, whilst being pretty inexpensive to
maintain and support if things go wrong - almost anywhere given the
availability of Volvo bits. For me it will be my car and thus a
special, complete with improved brakes, seating, climate control and
other stuff. It will cost much more than it is probably worth, as
does every Bristol full restoration, regardless of who does it. It
boils down to personal choice. My car will be an Alpine Bristol,
thus differentiating it as a special - a Bristol modified and
improved by Alpine (Eagle) - although to my specs. Pity I've been
waiting several months for my motor to be built!!!

As to whether or not a 2.8 litre (long) Nissan motor is a good choice
I am not sure. Certainly it is an iron block motor and thus probably
a lot heavier than the original 2 litre six. Unless it has had
brakes improved and a few other items it may even be unpleasant to
drive, however the description is not complete enough for a full review.

Clyde