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| 8 & 10 cyl Bristol cars Type 407 onwards - restoration, repair, maintenance etc |
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22-05-15, 03:16 PM
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They are heavy..... an extra 5 pounds or so!! And certainly SS ones are a viable option to consider. They aren't original though, and even with the old ones you have a 130 mph car, how fast do you want to go!?
The seldom-mentioned disadvantage of the nice, thin walled, smooth headers is that they do not dissipate heat evenly over their surface in the same way as cast iron does, and vapour lock is more likely with them, especially if your petrol has that nasty eco-fraud ethanol added to it. Last edited by Bryn Tirion; 22-05-15 at 03:22 PM. 
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22-05-15, 06:35 PM
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410 manifold
I'm not sure if the engines change from time to time, but here are a couple of eBay ads for Chrysler 318 manifolds that may be what you need:
1967 72 Dart Duster Barracuda 273 318 340 Exhaust Manifold Pair Plymouth A | eBay Dodge 318 Left Exhaust Manifold 1956 1957 1958 Casting 1634445 Hollander 253 | eBay
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23-05-15, 12:12 AM
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All this ignorance is due to the secretiveness of the Crook... bunch, who were fitting outdated engines that they bought (no doubt very cheaply) from Chrysler/Plymouth/Dodge, who were at the time changing from the cast-iron Poly A engines to the new LA style. They were doubtless very happy to find someone who wanted to take a bunch off their hands. As it happened, the Poly engine was an excellent unit, with very high power to weight ratio and easy breathing, and American engines were streets ahead of British engines in output.... it was after all one of the grand periods of engine design, in the early 50's to late 60's, where all the developments were coming from the States. That situation changed dramatically in the 70's.
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23-05-15, 01:53 AM
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The rear exit manifold configuration was used by Bristol because the Bristol has a narrow engine bay compared to the Plodges that the engine came from.
As for the 313 and 318 engine, I thought there were identical other than the bore. I recall reading an Automobile Quarterly article called "Maple Leaf Mutants", which explained that Chrysler had a bias to it's US market in favor of Canada. So the Chrysler cars offered by Canadian dealers were in effect last year's US model, or sometimes older. I believe the 313 engine enabled Chrysler to offer what was essentially the same V8 engine in both markets, with the Canadian 313 being perceived as inferior to the American 318. There may have been some difference in carburation options also, such as the "Power Pack". Edited: "313 and 313" to "313 and 318" ! Last edited by Kevin H; 23-05-15 at 01:54 AM. Reason: fixed typo
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23-05-15, 03:05 AM
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Forgive me dear Mod, but I think you are not entirely accurate. I have made something of a study of this over the last 15 years, and have (I believe) every Chrysler, Dodge and Plymouth, including Canadian editions, of the workshop manuals for all car (not truck or motor home or combine harvester though) variants that took the specific wide body poly engines featured in the 407 to 410 models. At the bottom I attach a page from the excellent Bristol 408 parts book, which reproduces Plymouth manual pages in its engine and transmission sections, not surprisingly. The centre-outlet exhaust manifold pictured there was from the 1960 Plymouth (Canadian market) 313 c.i. engine. No changes. Bristol used this specific engine in the 407 and 408 cars, then an identical (I believe) 318 poly for the 409, but by the 410 had to use a different engine. This may well be what Bob has in his 410, and I have often speculated that this must be the Dodge Dart variant. This did have an exhaust manifold with the outlet at the rear (in the Dart.... nothing to do with Bristol!) which is why I'd like to see a picture of Bob's, but one must be cautious because the later LA engine also had a rear outlet, and that is an entirely different engine, although it would have been a very easy retrofit into a Bristol.
============= On a related topic, I believe that all models from 407 to 410 used the Carter AFB 3131S carburettor, and I would be very interested to hear if there are other apparently original carburettors in these cars. In North America, the 3131S was only fitted to one series of cars, namely the 1960 to 1962 Dodge Dart with US built 318 V8. It has been claimed many times in the past that the Bristol engine had a Plymouth Power Pak option (note the quirky spelling), but this appears to be not strictly true, since that option (which for 1960 was called Super Pak) came with a series of other AFB carburettors, closely related, but with quite different jetting. If you look at the performance specs given for the 313 by Bristol, they are effectively identical to a stock 1960 Plymouth Belvedere sedan with the AFB carburettor option, although a quite different carburettor was used. Frankly I think Bristol just copied all the numbers out of the Plymouth manual. At the bottom I have added pictures of the 1960 Plymouth Torqueflite buttons: note that they are round and without a Park button. These buttons changed completely every model year, and were unique to the particular range of cars they occurred in. If you own a 407 or 408 Mk.1 you will find that picture very familiar. They are specifically Plymouth and one year, 1960. I have also attached an extract from a 1960 Plymouth brochure discussing some of the engine options. As you will see, there is a Super-Pak option which closely matches 407 and 408 performance figures. And these were family sedans..... no nod, nod, wink wink, Bristol did some clever things to make those American engines perform better, as Mr. Crook was telling the motoring correspondents back in 1963 or so. Just standard American engineering. Last edited by Bryn Tirion; 23-05-15 at 03:42 AM.
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23-05-15, 03:12 AM
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313 Canadian market vs. 318 US market: In the 1960s Canada still had a road taxation system based on the egregious RAC horsepower system. This caused a rise in road taxes to come with an increase in bore, rather than stroke. To fit the Canadian variant of the 318 poly engine into a slightly cheaper taxation class, bore was reduced. Nothing to do with making poor old Canadians think they had an inferior car!
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23-05-15, 10:39 PM
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Nevertheless, there does appear to have been some favouritism shown to the US market. Some of Chrysler's cars available in the US were never offered in Canada and Canadian cars were still given the older poly engines after the US market had moved on to the B series engines. Not a bad thing for earlier V8 Bristol owners looking for parts! As for the "Crook bunch", I don't think we should be too harsh on them. After all they had a private car company to run which needed to be profitable. Maybe their use of cheaper engines was one of the reasons why they outlasted all other prestige marques that bought in a Chrysler power train, and many other companies who developed their own. In fact if it wasn't for the cost of developing the Fighter, Bristol still might never had gone bust. Of course we now know the "Bristolisation" of Chrysler engines was BS, but in those days, in the UK market at least, most car manufacturers marketing departments were full of it 
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23-05-15, 04:46 AM
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Bit embarrassing really given it was I who scanned and uploaded the parts manual!
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23-05-15, 04:26 PM
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Do you have an exploded head diagram for the 410 by any chance? I would very much like to see that manifold.
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