The first car built by John Weller was presented at the Crystal Palace Motor Show in 1903. It was displayed under the Weller name and was powered by a 20-horsepower engine. This led to the 'Auto-Carrier', and a new company was founded and named Autocars and Accessories. Production began in 1904 and it was an immediate success, being a quicker and more efficient means of transporting goods around towns and cities than either horses or bicycles. It used a timber frame and was powered by a single-cylinder, 636cc air-cooled (by fans) engine mounted below the driver's seat and driving the rear wheel, via a two-speed epicyclic gearbox, by chain. Steering was by means of a tiller. Storage space was courtesy of a box located between the front wheels. Weller's versatile little commercial vehicle was bought by individual retailers as well as many major chains and department stores, some of which operated fleets of them.
A passenger version called the A.C. Sociable arrived in 1907 and provided a second set located where the goods box used to reside. It was at this time that the name was abbreviated to 'AC' using the Art Nouveau-style lettering forever associated with the marque. A three-seater version soon followed and was later joined by a side-by-side seating version. The Sociable was popular and exported widely throughout the British Empire and beyond, and several privateers entered their Sociables in reliability trials of the day, and one was even timed at 47mph at Brooklands.
The company became Auto Carriers Ltd. in 1911 and moved to Ferry Works, Thames Ditton, Surrey. Around this time they began using the 'AC' roundel logo. Following World War I, John Weller designed a new overhead-camshaft six-cylinder engine, the first version of this design was operating by 1919 and would remain in production through 1963.
As the 1920s came into view, the company soon became associated with an individual named Selwyn Francis Edge. Mr. Edge was born in 1868 and was a successful bicycle racer who worked for Rudge and Dunlop before taking on the De Dion Bouton agency, joined by Charles Jarrott and Herbert Duncan. He later collaborated with Montague Napier and raced repeatedly in the first decade of the 20th century, often with success. In 1900, C.S. Rolls joined Edge as a riding mechanic in a Napier for the Paris-Toulouse race, but unfortunately, they failed to finish. After selling out to Napier in 1912 he left the auto industry to fulfill a seven-year non-compete agreement. He became a successful pig breeder in Sussex and Controller of the Agricultural Machinery Division of the Ministry of Munitions in 1917, acquiring an AC for his commute to and from London. When his 'non-compete' expired in 1919, he began to buy into AC, joining the board in 1921, and becoming chairman in 1922.
Unfortunately, Mr. Edge did not get along with Weller or John Portwine, who did not agree with Edge's dictation and soon sold out. In 1922, the name changed again to AC Cars Ltd. The cars that followed were not exceptional, but all of them were designed to set various class records, usually over extended distances and periods. They were lightweight and sporting, with many advanced features and powered by John Weller's immutable single overhead camshaft inline-six, backed by a four-speed transmission built in unit with the live rear axle - a similar configuration to the Harry Stutz-built vehicles in the United States. They became renowned for their sound performance and affordable quality.
By 1926, most AC produces were equipped with the two-liter, six-cylinder, overhead-cam engine that Weller had designed in 1919. The 12/24 was an exception, as it was powered by a 1,496-cubic centimeter, side-valve, four-cylinder engine that was supplied by well-known British motorcycle manufacturer Anzani. 1926 was the final year that a four-cylinder model was offered by the AC company.
Despite their success and popularity, the prevailing economic recession of the 1920s sent AC Cars into liquidation. They were rescued by the Hurlock brothers (Charles F. and William A.E.) who acquired AC Cars in 1929 with the intent of discontinuing automobile production and using the factory as a warehouse. William Hurlock, however, was impressed by an automobile that the employees built for him a year later, and limited production soon resumed. The cars that followed continued to employ overhead-camshaft, six-cylinder engines that AC had been producing since the early 1920s. These engines were installed in chassis that were supplied by Standard, and equipped with a new, modern four-speed gearbox, which was built in a single unit with the engine. The styling was streamlined and modern, with graceful flowing lines and elegant curves. The names represented their taxable and actual horsepower, respectively.
In 1932, a new chassis was designed. Weller's transaxle, beloved by S.F. Edge during his ownership of the marque, had been replaced by a more conventional gearbox attached to the engine and clutch. Increases in power from the Weller-designed engine were often resolved by adding carburetors, a measure that many of AC's competitors overlooked. With three SU carburetors feeding directly into the cylinder head's ports, the standard AC made 60 reliable and responsive horsepower. Later increases in compression ratio and camshaft improvements would bring this same design to 70 and even 80 horsepower.
An under-slung chassis with a wheelbase size of 115 inches was adopted for AC's 1934 model range, which was first displayed at the London Motor Show in October 1933. A flat radiator with a mesh grille replaced the previous rounded type by 1935, only to be superseded for the following season by the classic slatted version. By this time, a synchromesh gearbox was standard, along with automatic chassis lubrication, built-in jacks, and Telecontrol shock absorbers, all of which were incorporated in the 16/60hp and 16/70hp models launched in 1936. The styling was attractive, the interior was comfortable, and the generous wheelbase and low-slung chassis made it possible for the six-cylinder AC to accommodate sports-touring coachwork.
Derek Hurlock joined William and Charles after World War II, and the family-run firm remained in the Hurlock family's control until the company was sold to a new owner in 1986.
AC 16/90
The AC 16/90 (referencing its taxable and actual horsepower, respectively) was introduced in 1938 at the London Motor Show and produced through 1939 with a total of 42 (possibly 44) examples built during that time. The six-cylinder OHC, 1991cc, engine was equipped with an Arnott supercharger and three SU carburetors helping to produce 90 horsepower. The sophisticated vane-type compressor was capable of providing some 15 psi (1 atmosphere) peak positive pressure although it was constrained (by some reports) to 3.5 psi boost on the 16/90. The naturally aspirated 16/80 used a 7.5:1 compression while the 16/90 used a lower ratio of 5.25:1. In this guise, the AC 16/90 had a top speed of nearly 100 mph.
Of the 42 (or 44) examples built, five were supercharged 16/90 short-chassis Competition Sports.
by Daniel Vaughan | Nov 2021
A passenger version called the A.C. Sociable arrived in 1907 and provided a second set located where the goods box used to reside. It was at this time that the name was abbreviated to 'AC' using the Art Nouveau-style lettering forever associated with the marque. A three-seater version soon followed and was later joined by a side-by-side seating version. The Sociable was popular and exported widely throughout the British Empire and beyond, and several privateers entered their Sociables in reliability trials of the day, and one was even timed at 47mph at Brooklands.
The company became Auto Carriers Ltd. in 1911 and moved to Ferry Works, Thames Ditton, Surrey. Around this time they began using the 'AC' roundel logo. Following World War I, John Weller designed a new overhead-camshaft six-cylinder engine, the first version of this design was operating by 1919 and would remain in production through 1963.
As the 1920s came into view, the company soon became associated with an individual named Selwyn Francis Edge. Mr. Edge was born in 1868 and was a successful bicycle racer who worked for Rudge and Dunlop before taking on the De Dion Bouton agency, joined by Charles Jarrott and Herbert Duncan. He later collaborated with Montague Napier and raced repeatedly in the first decade of the 20th century, often with success. In 1900, C.S. Rolls joined Edge as a riding mechanic in a Napier for the Paris-Toulouse race, but unfortunately, they failed to finish. After selling out to Napier in 1912 he left the auto industry to fulfill a seven-year non-compete agreement. He became a successful pig breeder in Sussex and Controller of the Agricultural Machinery Division of the Ministry of Munitions in 1917, acquiring an AC for his commute to and from London. When his 'non-compete' expired in 1919, he began to buy into AC, joining the board in 1921, and becoming chairman in 1922.
Unfortunately, Mr. Edge did not get along with Weller or John Portwine, who did not agree with Edge's dictation and soon sold out. In 1922, the name changed again to AC Cars Ltd. The cars that followed were not exceptional, but all of them were designed to set various class records, usually over extended distances and periods. They were lightweight and sporting, with many advanced features and powered by John Weller's immutable single overhead camshaft inline-six, backed by a four-speed transmission built in unit with the live rear axle - a similar configuration to the Harry Stutz-built vehicles in the United States. They became renowned for their sound performance and affordable quality.
By 1926, most AC produces were equipped with the two-liter, six-cylinder, overhead-cam engine that Weller had designed in 1919. The 12/24 was an exception, as it was powered by a 1,496-cubic centimeter, side-valve, four-cylinder engine that was supplied by well-known British motorcycle manufacturer Anzani. 1926 was the final year that a four-cylinder model was offered by the AC company.
Despite their success and popularity, the prevailing economic recession of the 1920s sent AC Cars into liquidation. They were rescued by the Hurlock brothers (Charles F. and William A.E.) who acquired AC Cars in 1929 with the intent of discontinuing automobile production and using the factory as a warehouse. William Hurlock, however, was impressed by an automobile that the employees built for him a year later, and limited production soon resumed. The cars that followed continued to employ overhead-camshaft, six-cylinder engines that AC had been producing since the early 1920s. These engines were installed in chassis that were supplied by Standard, and equipped with a new, modern four-speed gearbox, which was built in a single unit with the engine. The styling was streamlined and modern, with graceful flowing lines and elegant curves. The names represented their taxable and actual horsepower, respectively.
In 1932, a new chassis was designed. Weller's transaxle, beloved by S.F. Edge during his ownership of the marque, had been replaced by a more conventional gearbox attached to the engine and clutch. Increases in power from the Weller-designed engine were often resolved by adding carburetors, a measure that many of AC's competitors overlooked. With three SU carburetors feeding directly into the cylinder head's ports, the standard AC made 60 reliable and responsive horsepower. Later increases in compression ratio and camshaft improvements would bring this same design to 70 and even 80 horsepower.
An under-slung chassis with a wheelbase size of 115 inches was adopted for AC's 1934 model range, which was first displayed at the London Motor Show in October 1933. A flat radiator with a mesh grille replaced the previous rounded type by 1935, only to be superseded for the following season by the classic slatted version. By this time, a synchromesh gearbox was standard, along with automatic chassis lubrication, built-in jacks, and Telecontrol shock absorbers, all of which were incorporated in the 16/60hp and 16/70hp models launched in 1936. The styling was attractive, the interior was comfortable, and the generous wheelbase and low-slung chassis made it possible for the six-cylinder AC to accommodate sports-touring coachwork.
Derek Hurlock joined William and Charles after World War II, and the family-run firm remained in the Hurlock family's control until the company was sold to a new owner in 1986.
AC 16/90
The AC 16/90 (referencing its taxable and actual horsepower, respectively) was introduced in 1938 at the London Motor Show and produced through 1939 with a total of 42 (possibly 44) examples built during that time. The six-cylinder OHC, 1991cc, engine was equipped with an Arnott supercharger and three SU carburetors helping to produce 90 horsepower. The sophisticated vane-type compressor was capable of providing some 15 psi (1 atmosphere) peak positive pressure although it was constrained (by some reports) to 3.5 psi boost on the 16/90. The naturally aspirated 16/80 used a 7.5:1 compression while the 16/90 used a lower ratio of 5.25:1. In this guise, the AC 16/90 had a top speed of nearly 100 mph.
Of the 42 (or 44) examples built, five were supercharged 16/90 short-chassis Competition Sports.
by Daniel Vaughan | Nov 2021
1938 AC 16/90 Vehicle Profiles
Recent Vehicle Additions
Performance and Specification Comparison
16/90 Specification Comparison by Year
Year
Production
Wheelbase
Engine
Prices
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