History
The Company ('Auto-Carriers Ltd.' since 1907) was founded in West London in 1904 and manufactured vehicles with two wheels in front and one rear for load transportation in the city in the first years. From 1907, they
were also suitable for the transport of people, for two people side by side from 1909. The company moved to Thames Ditton, Surrey in 1911. The engineer John Weller and his financier, a butcher named John
Portwine, decided to build four-wheeled vehicles in 1913. The result was a car with a 1.1 four-cylinder. But the tricycle was also developed further, for example, received the still largely unknown mechanically actuated
disc brakes in 1914.
After five years, shortly after the end of World War I, the first four-cylinder was extended to 1.5 liters and fitted with wet liners in an aluminum block. A year later there was this as a six-cylinder in unmodified aluminum
construction and the same dimensions for bore and stroke. However, the took with its overhead camshaft immediately two levels in quality at once. This engine formed the basis of its further development for many
years. Compression and rotational speed level increased and the carburetor has been modified also. A greater step concerning performance, the engine made in 1935 inter alia by installing of three instead of one
carburetor.
As usual at this time, the bodywork came from various body designer. The open carriages have developed further significantly from the very first four-cylinder with simple spoke wheels. They were regarded, despite
their sporting characteristics as solid and reliable. So the lightweight six-cylinder survived with relatively minor modifications a very long time until it is replaced by the Bristol engine in 1959, but with lower camshaft.
But we are not there yet. Because the company does not make it completely without problems into the modern age. After 1920 S. F. Edge from Napier comes as new director to the company AC and brings the
company on the road to success in short time. He has won on Napier the Gordon Bennett race already in 1905. After all, it is not easy to sell premium, modern but also expensive cars in the postwar period. Edge
managed it by enthusing for racing the company and also their customers.
Incidentally, not until Edge as director the company received the Name 'AC', formed from the initial letters of the previous company name. Meanwhile the original founders were got out. Also international race wins
were possible under Edge, eg the class victory in Monte Carlo in 1926. Not only the famous six-cylinder, also the sideguided four-cylinder earn their racing spores. As if that were not enough, Edge also organized nor
particularly reliability rides over long distances.
Say nobody, a good reputation does not help. With the global economic crisis namely came the end for the company in 1930, Edge quitted. Blessing in disguise: The brothers Charles and William Hurlock, the latter
himself in amateur racing driver status, decided to take over the company and henceforth to equip with sufficient capital. The engine now received the already mentioned increase in power and still unusual four-speed
transmission for the time, all built into the model Ace in 1935.
Here for the first time was mentioned the possibility of a compressor installation. On the continent this celebrated one success after another, especially in German racing cars. In 1939 the Second World War began, in
which the company produced parts for aircraft. In 1947 there was the engine in a sedan. The factory had grown during the war and now looking for orders.
For the development of the company much more important was the Ace of 1954. With this car the company was technically again far ahead, because it was by its double-wishbone rear axle Englands first series
vehicle with independent suspension all around. For the first time an engine designated with 'Bristol' appeared in an AC. It took a step back with its motor control, and was therefore less suitable for racing. In return it
was easier to maintain, and was referred to as 'more road-suited'. The bodies have significantly borrowed at Ferrari and later Aston Martin, not a bad choice, as long as the copied company has accepted this.
If the cars already looked like supercars, then actually only the second step lacked, namely the corresponding performance. Carroll Shelby's attention was drawn to the company AC. He had excelled as a racer, eg by
winning the 24 Hours of Le Mans in an Aston Martin and it was said to be a perfectionist. Can it be that he has found in the AC Cobra, the most appropriate basis for the installation of a large engine?
Anyway, Shelby had a good rapport with Ford, the by the way was clearly through its alteration of the Ford Mustang since 1965. Anyway in the case of AC, it came to an agreement that the finished Cobras should be
shipped to USA and obtain the drive there. Which increased more and more, reached at the end more than seven liters of displacement. Sure, it was still an American series V8, but hardly thought possible in such a
small and lightweight car.
Following the displacements in cubic inches, the number in the Cobra type designation moved steadily upward, from 289 (4.2 liters) to 428 (7.1 liter). With performances of nearly 368 kW (500 HP), one of the most
powerful engines met the lightest vehicle with aluminum body. Now the car got addition to stronger brakes wider tyres suitable for the modern chassis. Despite the awkward production, the car was for the category a
sales success and AC stopped all other models.
Caution is advisable in regard to replicas of the legendary Cobra. We have still indicated the motor data of the AC 3000, the after the expiry of the company should revive this once more with Ford technology and plastic
body, but that has not made it. 10/13
| Above, a Cobra designed by the Italian designer Frua from 1972. |
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