1957 AC Ace Bristol Roadster

Originally built with an Ace engine, this car was further developed by AC and Ken Rudd with a Bristol engine, low ratio differential, and disc brakes, specifically to race in the 1957 LeMans. It was redesignated BE205. The body with a low drag nose, hood scoop, and side vents was fabricated by AC. The car was driven by Ken Rudd and Peter Bolton. It covered 3780.473 km averaging 97.9 miles per hour. It finished second in the 2-liter class (10th overall) 55 miles behind a Ferrari Testa Rosa 500 TRC 2-litre race car. It was the only production car in the race. The car was shipped to the United States in 1958 and raced by Richard Milo of Pennsylvania and John Snyder of Maryland. The current owner purchased the car in 1963.

Le Mans Preperation
This 1957 AC Ace Bristol Le Mans Roadster began life as an AC Ace Works demonstrator and was equipped with an AC engine. It was later sent to Ken Rudd, who prepared it as an AC Bristol factory entry for the 1957 Le Mans 24 Hours race. Nearly every component was improved or modified for the race, including the engine. The Ace engine, Moss gearbox, and differential were replaced with a race-prepared Bristol 100D2 engine (number 768D) paired with a Bristol gearbox and a low-ratio differential. The engine had 9.5:1 compression and a high-performance camshaft, and the gearbox had close ratios on the upper three gears. The carburetor jetting was tuned for the high-speed Le Mans track, the acceleration enricheners were removed from the Solex carburetors, air straighteners (air chutes) were added on the carburetor inlets, and a semicircular intake baffle was added in front of the air straighteners. The fuel tank, located in the trunk, was enlarged to 24 imperial gallons. A 3.5-inch Aston Martin filler cap was added to the top of the tank. To reduce drag, the original AC fuel filler pipe opening in the rear wing was covered up with a contoured cap.

The upgraded electrical system was given two high voltage coils with one acting as a spare and a dual point distributor. An additional fuse box was added on the firewall for separate fusing of lighting.

To prevent oil surge, the engine sump had oil slosh baffles. The exhaust manifold was a 6-to-2-to-1 configuration and fed a large diameter exhaust pipe with an outlet just ahead of the rear wheel.

The front drum brakes were replaced with Girling discs with calipers from Triumph TR3s and custom-made discs. Dual hydraulic fluid reservoirs, one for brakes and one for clutch, were added, and larger 16-inch wire wheels replaced the original 15-inch wire rims.

Along with the mechanical updates, the car received extensive body modifications by AC Works in Thames Ditton. It was given a smaller low-drag nose and an undertray (belypan) to reduce aerodynamic drag and airflow. The undertray had an opening on the right side for the exhaust manifold and exhaust pipe assembly. Vents were added to the sides of the body, ahead of the doors, to promote cooling of the engine compartment. An additional intake air duct was added in the bonnet to funnel air to the carburetors. The original windscreen was removed and replaced by a low-profile Plexiglas unit and side curtains were installed as well (per Le Mans rules that required full-width windscreens). The hood received quick-release latches. To comply with the minimum body width for LeMans, four non-functional lateral strakes were added on the after edges of the wing/fender openings. The AC Works Green color scheme was similar to Aston Martin's Racing Green, and when Aston Martin showed their frustration with the similar color, Ken Rudd added the distinguishing 'AC' marking on the nose.

Fog lights were added at the sides of the grille and the headlight bulbs were replaced with LeMans-qualified units with yellow bulbs. Caps were placed on the front marker lights and the AC rear license light was replaced with a Lucas Combined brake light/license light on the rear of the trunk lid. To illuminate the numbers on the right-side door and on the boot lid, small marker lights were added.

The fascia of the interior was aluminum painted in the body color with an open glove box. Slight adjustments were made to the instrument panel layout, an oil temperature gauge was added and the fuel gauge was moved to be directly in view of the driver. The instrument bezels were painted flat black and on the right side of the panel, a stalk was added for actuating a headlight high beam flasher for passing on track. A Halda Speed Pilot was added to the glove box to facilitate race management, and a dipping rear-view mirror was installed to help reduce headlight glare. The horn button and turn signal lever were removed and replaced with an aluminum insert.

A cooling air duct was added to the driver's foot box area, bringing cool air in from the nose air intake area. The foot pedal area received foot guides to the left of the clutch and to the right of the accelerator as well as a footrest on the left side. Since a heater was not needed at LeMans, the unit was removed, but heat was still generated from the exhaust pipe located below the driver's seat area.

A cable rod on the dash controlled the air-metering flapper valve, and a control cable on the left transmission tunnel operated the emergency oil supply tank.

In this guise, the nameplates on the firewall and body were changed to 'BE205' with a riveted plate to the factory stamp.

The 1957 24 Hours of Le Mans (Circuit de la Sarthe)
Ken Rudd drove FS 50, a prototype Ace Bristol, to France to be used as a practice car. Derek Hurlock drove BE205 to France but Rudd and Peter Bolton drove it during the race. Completing 2,348 miles with an average speed of 97.9 mph, the duo finished the race in 10th place overall and 2nd in the 2-Liter Class.

Post Le Mans
Near the close of 1957, the AC was sold to Dr. Richard A. Milo of Pennsylvania who painted the exterior white with blue stripes, and added a large full-width roll-over bar. The full-width windscreen was replaced with a small Brooklands-style racing windscreen.

Dr. Milo intended to race the car in the SCCA E-Production class, but scrutineers classed it as an E-Modified. It raced at Watkins Glen and Road America, coming second in class at the 1958 Watkins Glen Grand Prix and first in class at the 1959 Watkins Glen Classic.

Its next owner, John Snyder III, continued to race it in SCCA competition for several years with moderate success.

The car's current caretaker purchased the Ac Ace in April 1963 and drove it on the street for several years as a daily driver commuting from Washington, D.C. to Baltimore. It was even put to use as a rowing shell carrier (a 34-foot, pair-oared racing shell).

In 1972, the car was retired to the owner's basement, and over the subsequent years, the engine and all mechanical and electrical components were rebuilt. A full restoration of the body and equipment was performed from 2019 to 2021 by Mike Gassman of Gassman Automotive in Waynesboro, Virginia. The goal was to restore the vehicle to as close to its 1957 race status as possible.

Since the restoration was completed, the car has been displayed at East Coast Concours d'Elegance events at the Greenbrier in White Sulphur Springs, West Virginia, St Michaels in Easton, Maryland, and Hilton Head in South Carolina. Awards included best in the AC class at Hilton Head and Historically Significant Sports Car at Greenbriar.

By Daniel Vaughan | Nov 2023