AC

Established in 1908, AC is the oldest British car manufacturer that is still making vehicles today. The AC name came from the name of their first commercial 3-wheeler; The Autocarrier; that was designed and manufactured by John Weller. He previously had his own business in South London (UK) in 1903 making the Weller car but this was not a great success.

The Autocarrier was built as a small delivery van and became very succesful. It was also very fashionable the time for companies to have at least one Autocarrier as a delivery van. lIn 1908 a new a passenger version that was called the AC Sociable was introduced. The name came from the fact that the passenger and driver's seat were side by side and not in a tandem design as with many other 3-wheelers at the time and it was also the first time that the initials AC were used. The British Army also used AC Sociables due to their reliabilty and they were fitted with customized bodywork that acted as machine gun carriers.

During the First World War AC continued to produce vehicles as well as shells and fuses. By 1919 they were back in full car production again. The new Models were now produced with 10 and 12 hp engines and were later replaced by a six-cylinder 16hp model. For the next few years AC turned to producing 4-wheeled vehicles and did not produce another 3-wheeler until 1953 with the AC Petite. The Petite was powered by a 346cc single cylinder two-stroke Villiers engine and had an aluminium body fastened to a light steel frame. The cars however were not a great success. Despite their price of £400 the car looked like the government-sponsored invalid cars that AC also made and so the Petite were not widely accepted. Production continued until 1958, though AC continued to make invalid cars until the early 1970's when AC then concentrated on just 4-wheelers again.

A special chapter in the Cobra's history is it's racing career. Racing driver Carroll Shelby conceived the Cobra with the intention to win races with it to generate good publicity for the car and kindling sales. These days the popular myth is that the Cobra dominated GT racing in its days, but this is, like all myths, not completely true.

In the US the Cobra roadsters did particularly well in local races for practically a decade. There it took full advantage of its favorable power to weight ratio and its sprinting capacities on the relatively short tracks. In international production car races however it was less than successful. During the 1960s the time that open roadsters were competitive in top level racing had passed and high maximum speeds and therefore aerodynamics became more important. The cars to beat were all coupes with much better shapes to slice trough the air.

This became very clear during Shelby's first attempt at the Le Mans race with the Cobra in 1963. Two Mk II Cobras were entered, one prepared by Ed Hugus and one by AC Cars, both fitted with hardtops to reduce drag on the long Mulsanne straight. Only the right hand drive AC entry (resembling the car you see here) survived at the end and finished 7th, beaten by 6 Ferraris. The conclusion was that the roadster lacked top speed to win races on the longer international circuits.

After the disappointing finish at Le Mans Ford and Shelby decided to concentrate their international racing efforts on the Lola based GT40 project. The GT40 still needed a lot of development and to fill the gap until the GT40 could be entered competitively Shelby agreed to a proposal by young designer Peter Brock to create an aerodynamic coupe body on the chassis of the Cobra 289. This option had occurred as a result of a recent change in FIA homologation rules for GT racing cars.

Now it had become possible to either change the body or the chassis of the car without making another 100 examples of it to qualify it as a GT car. The intention of this was to make slight enhancements possible for small manufacturers taking part in the series, like fitting wider tires or extra air intakes, but there were no exact boundaries defined. This made fitting the sleek GTO body on the 250 GT berlinetta chassis possible for Ferrari and Brock envisioned something similar for the Cobra 289.

A small development team was formed by Brock, racing driver and engineer Ken Miles and mechanic John Olsen and in September 1963 work on the Cobra coupe started. The objective was to wrap an aluminium body as tightly as possible around the Cobra's underpinnings to reduce frontal area, to make it cut through the air and yet to meet FIA regulations regarding windows, windshield, spare tire and so on.

Then a winning spree of almost 2 years started with a successful 1964 Le Mans race. Two Daytona coupes were entered and they were so quick that they left all competition behind and ran with the cars in the faster prototype class. Drivers Dan Gurney and Bob Bondurant took 4th overall and 1st in the GT class, defeating the magnificent Ferraris 250 GTO. More victories followed but after cancellation of the Italian Monza race the Cobra Daytona coupe just nearly missed the GT World Championship crown which was snapped up by Ferrari's 250 GTO.

Ferrari didn't compete in the 1965 GT World Championship, lacking a car to beat the mighty Cobra Daytonas. The Daytona coupes, entered by Alan Mann racing from Britain as Shelby was busy with the GT40 programme, then dominated on the international circuits, scoring victories in 8 of the 10 championship races. The 1965 Manufacturers Championship was easily won.

After the 1965 season Ford and Shelby lost all interest in the Cobra Daytona coupe, since they were moving on with the GT40 effort and didn't want in-house competition from the Daytona coupe. The coupes were left in England with Alan Mann but under a threat of a large tax fine (the cars never being officially imported) they were flown back to Shelby in the US who had a hard time selling them. It took a few years to get rid of them at prices of around 5000 US Dollars.

That last bit is hard to believe nowadays. The Daytona coupes are the most valuable of all original Cobras, each of them worth over a million US dollars, at least ten times as much as a Cobra roadster. And rightfully so, it's a beautiful beast looking like it is all coiled for a huge jump forward and it's packing an enormous punch. The Daytona coupes are largely responsible, certainly outside the US, for the Cobra's fabled racing heritage in which the "regular" Cobra roadsters played a minor part. In that respect it's a pity that there wasn't a street version developed of the Daytona coupe, sort of like a reinvented AC Aceca, at the right time it might have rendered the Cobra an image similar to that of Ferrari instead of being a specialty car.

Never the less, the Cobra became an icon. It may have its flaws, like being impractical, difficult to control (especially the 427) and lacking chassis rigidity, its uncompromising nature, appealing looks and unsurpassed dynamic sensations more than make up for that. There are far more enthusiasts than original Cobras, so expect a substantial price if you want to obtain one.

The new AC Ace model received rave reviews from the motoring press in 1995 but never entered full production. Its design is now being revised to meet safety and environmental regulations and offer even greater driving enjoyment.

The latest AC Ace has been designed and developed not only to meet the rigorous and exacting safety and emission requirements of the EEC and North America, but also to provide an aerodynamically stable, long-lasting vehicle that is both practical and remarkably easy to drive. Yet, at the same time, it has the exciting performance and handling characteristics of the almost forgotten golden age of powerful front-engined British sports cars. The massive construction of the stainless steel alloy monocoque-type chassis, together with the aluminium outer body panels, provide an immensely rigid and corrosion-resistant platform to mount the race-inspired suspension, ABS controlled ventilated power disc brakes and variable-ratio power-assisted steering. Sacrificial crash structures and hydraulic rams are incorporated into the front and rear of the monocoque, capable of progressively absorbing substantial impact without damage to the main chassis and cockpit areas whilst extensive door beams protect driver and passenger from side impact.

Wide-based unequal-length wishbones, gas-filled dampers (twin at the rear) and concentric coil springs impart the traditional firm feel of a powerful sports car without impairing ride quality or transmitting vibration and harshness into the cabin. Though front engined, a 50/50 front/rear weight distribution has been achieved to provide precise and balanced handling that both reassures and rewards the driver. The ACE's 5.0 litre EFI catalytic V8 engine, coupled either to the 5-speed manual or the optional 4-speed automatic transmission, allows effortless acceleration up to a top speed in excess of 140mph. At the same time, 28 Tclean' miles per imperial gallon can be achieved on unleaded fuel. British craftsmanship is evident the moment you sit behind the wheel.

Trimmed extensively in the finest Connolly hide, wool carpets and burr elm veneers, the interior imparts a feeling of luxury and natural warmth. Fully adjustable seats, adjustable steering column and air conditioning provide driver comfort whilst the fully retractable power hood provides an all-weather sports car for all climates. The joy of experiencing comfortable open-top motoring regardless of the season is, of course, the true purpose of the Ace. The Ace's unique and distinctive shape is the result of extensive wind tunnel testing resulting in excellent aerodynamics providing high speed stability. Of equal concern was the desire to reduce cockpit turbulence during Ttop-down' motoring. The Ace features a remarkable absence of the wearying and undesirable wind buffeting normally associated with open-top vehicles. In every sense, the AC ACE and the AC COBRA are both traditional British sports cars from Britain's oldest manufacturer designed predominantly for the American market to invigorate and satisfy those who take personal pride and derive pleasure from their open top motoring.

1901	John Weller, an engineer backed by John Portwine, a wealthy tradesman, set up a small engineering workshop in South London to build motor cars.
1903	A two-cylinder 10 hp model and a four-cylinder 20 hp model were displayed at the British Motor Show. Autocar June 6th reported, RWe foresee a brilliant future for the Weller car and its talented designerS.
1904	The firm, then known as Autocar & Accessories Limited, produced a commercial vehicle known as the Autocarrier. This was a 5.6 hp air cooled single cylinder tricycle built as a delivery vehicle P which proved successful.
1905	The Autocarrier found an immediate market and became a familiar sight. It was fashionable for firms such as Maple & Co, Dickens & Jones and Goodyear Tyre Co to have at least one as a delivery van. One concern ran a fleet of over 70.
1907	A passenger-carrying version of the Autocarrier was made, known as the Sociable. Its simple and practical design ensured its production until 1915. The abbreviation AC was used for the first time and in November a new company was formed, Autocarriers Limited, taking over Autocar & Accessories but with Weller and Portwine still as Directors.
1910	TMotor Cycling' August shows the Autocarrier adapted for military needs. The 25th London Cyclist Regiment was equipped with these vehicles. Maxim guns were mounted on special bodywork and other Autocarriers were adapted as ammunition transporters. The Autocarrier was chosen by the military authorities because of its reliability, lusty performance and special manOuvrability.
1911	Autocarriers Limited moved to larger premises at Thames Ditton in Surrey, at which time Weller designed AC's first production four-wheel car.
1914	During the First World War, AC's efforts were concerned with the manufacture of shells and fuses.
1918	Full production commenced with the two-seater, four-cylinder car which sold at #255. The cars were immediately successful in competition, particularly in hillclimbs and early trials such as the Land's End.
1921	Showrooms and offices in London's Regent Street were opened, and racing driver S. F. Edge joined the board of Directors. Weller and Portwine resigned. Edge became Chairman and AC Cars Limited was formed. The cars were sporting in character, possessed an amazing performance and were equipped with stylish bodies offered in a range of colours. Success in both competitive and ordinary motoring proved the AC slogan at the time: TThe First Light Six - and still the best'.
1922	Of all AC's competition achievements, they were especially proud of having covered one hundred miles in the hour, with a special AC record-breaker powered by their four-cylinder, four valve per cylinder engine. Mr J. A. Joyce drove the car at Brooklands in November and completely shattered all the light car records, the fastest lap being the last one at 104.85 mph.
1928	Seven models were now on offer, ranging from the Aceca two-seater coupe to a long wheelbase coachbuilt saloon. The output of the AC six-cylinder engine increased from 40 to 56 bhp. The AC Car Company was at this time one of Britain's largest automobile manufacturers.
1929	The World economic recession - AC Cars Limited, together with many others of the period, went into voluntary liquidation.
1930	William A. E. Hurlock and his brother, Charles F. Hurlock, purchased the AC Car Company. No new cars were produced but servicing facilities were maintained. Pressure from satisfied AC customers persuaded the new Directors that there was a future for limited production of hand-made cars for a specialist market. Throughout the Tthirties', the AC six-cylinder engine served faithfully in achieving tremendous results in events such as the RAC and Monte Carlo Rallies. With showrooms in Park Lane, London, the Company was prosperous and stable.
1931	The name Ace was used for the first time.
1933	Four new cars were entered in the RAC Rally, and all of them took prizes. A four-seater sports driven by Miss Kitty Brunel scored an outright win, Charles Hurlock took fourth place, William Hurlock sixth and Mrs G Daniel finished seventh and took first prize in the concours dTelegance.
1937	AC found export sales in North America.
1939	The outbreak of World War 2. All production facilities were turned over to the war effort for the manufacture of fire-fighting equipment, aircraft parts, radar vans, flame throwers, guns and sights.
1945	When war activities ceased, thoughts turned again to motor cars. Slowly, following much development and improvement, production grew.
1950	Five cars per week were produced of the Two Litre model, which was available in several body styles.
1953	The AC Ace, an open top two-seater sports car was produced and quickly gained a big following amongst sporting motorists. It was highly successful in British TClub' racing, being the type of fast, tough car that a private owner could race and rally and still use for everyday motoring. The AC Cobra evolved from the AC Ace .
1954	The Aceca Coupe was introduced at the London Motor Show and went into production the following year.
1957	Le Mans - Ace Bristol finished tenth overall. Efforts never concentrated solely on cars and the familiar blue invalid carriages were turned out by the hundreds at Thames Ditton, alongside the high powered sports cars.
1958	Le Mans - Special-bodied Ace Bristol finished eighth, a standard version ninth.
1961	Carroll Shelby, a Texan ex-race driver, entered negotiations with AC Cars and with the backing of The Ford Motor Company, proposed the installation of a large Ford vee eight engine in the current lightweight AC Ace. Built by AC Cars, the combination resulted in the AC Cobra, one of the fastest and most brutal sports cars ever produced.
1962	AC Cars production concentrated on manufacturing the AC Cobra. Each one was hand built at the factory in Thames Ditton.
1963	The AC Cobra caused a sensation by racing along the M1 motorway at 196 mph, leading to questions being raised in Parliament. Production of the AC Cobra was now 15 cars per week. The AC plant at Taggs Island, situated half a mile from the main AC Works, was fully occupied with the manufacture of motorised invalid carriages for the Ministry of Health. 1,200 invalid carriages were produced.
1964	Following the motorway sprint, a 70 mph legal speed limit was introduced. Two AC Cobras were entered in the Le Mans 24 Hour Race, the AC entry was the first British car to finish. By now, the 427 AC Cobra had the distinction of being listed in the Guinness Book of Records as the fastest production car in the world, a title which it held for several years.
1965	The AC Cobra wins The Sports Car World Championship.
1967	AC Cars produced the 428, a seven-litre sporting model with a body design by Frua of Turin. 29 Convertible and 51 Fastback vehicles were produced up to 1973, when production ceased.
1970	During the 1970s and early 1980s AC developed and produced the ME3000, a totally new mid-engined two-seater sports car.
1985	The updated 5.0 litre AC Cobra is re-introduced into North America, using the original tooling and meeting 50 State EPA and DOT Federal Regulations.
1986	After some 56 years of ownership, the Hurlock family sold their controlling interest in AC Cars to the joint ownership of Autokraft Limited and the Ford Motor Company. William Hurlock's son Derek retired as Chairman. The AC Ace prototype is displayed at the Birmingham Motor Show.
1988	AC Cars moved into a new purpose-built factory of some 90,000 square feet sited within the historic Brooklands race track, scene of so many achievements by AC Cars during the 1920s. The AC Ace is redesigned for the 1990's sports car market.
1990	The RlightweightS version of the AC Cobra is introduced.
1991	The AC Ace pre-production vehicle is constructed by Autokraft. The body styling is by International Automotive Design (IAD) of Worthing. IAD continue to assist AC Cars in design engineering to meet full International Certification regulations.
1992	Brian Angliss personally acquires Ford's interest in AC Cars Limited. The AC Ace is developed into its final production form for 1993 launch. The AC Cobra Lightweight is re-engineered to meet 1993 EEC and 49 State North American Certification Standards. AC Cars returns to London Showrooms after an absence of 50 years.
1993	The AC Ace receives full EEC type approval and is launched at The London Motorshow.
1994	The AC Ace enters production.
1995	The AC Ace unveiled to North America at the Detroit Motorshow.
1996	One of the world's best known classic sports cars - the AC Cobra - has been saved. A new company - AC Car Group Ltd - has acquired the assets and business of the former AC Cars company, Britain's car maker with the longest record of continuous production.

This well known classic sports car company has now been acquired by a new company. The AC Car Group Ltd - has acquired the assets and business of the former AC Cars company, to continue producing cars from Britain's longest established vehicle maker. AC Car Group is based in Weybridge, Surrey close to the historic Brooklands race track.

AC Cars Group
Martin Hayes, Communications Advisor
(phone) 44 171 437 7955 and (fax) 44 171 437 7966 (UK).

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