A.C. 

GB, 1908 to date

(1) Autocars and Accessories Ltd, West Norwood, London S.E. 1908-1911

(2) Autocarriers (1911) Ltd, Thames Ditton, Surrey 1911-1922

(3) A.C. Cars Ltd, Thames Ditton, Surrey 1922 to date

This make succeeded the Weller and was a John Weller design developed from a commercial 3-wheeler, the AutoCarrier (hence the initials) with a single-cylinder rear-mounted moiv engine, 2-speed epicyclic gear and tiller steering. These side-by-side two-seater A.C. Sociables were made up to World War 1 and sold for less than £100, but in 1913 the company brought out a 10hp 4-cylinder light car with a 3-speed gearbox in the rear axle; the engine was a 1.100cc Fivet. A modernized version with electrics and a disc transmission brake appeared with the 1½-litre side valve Anzani engine in 1919, the giving way to A.C.’s own power unit in 1925 – the fours were dropped at the end of 1928. Also at the 1919 London show was Weller’s famous 1.991cc single ohc wet-liner six, an advanced power unit for its day. It did not get into production unitl 1922, but it remained in the catalogue until 1963, by which time output had gone up from around 35bhp to 103bhp. Under the aegis of S.F. Edge, the company’s director from 1921 to 1929, A.C.’s were raced, through their main interest was long-distance record work. A 4-cylinder car took 57 records at Brooklands Track in 1921; J.A. Joyce’s 16-valve ohc 1500cc single-seater covered 100 miles in the hour from a standing start in 1922; and Gillet broke the World’s 24-hour Record at Monthlhéry in 1925 on a 2-litre six. The 6-cylinder car of the Hon. Victore Bruce and W.J. Brunell became the first British entry to win the Monte Carlo Rally in 1926. In 1925 4-cylinder cars sold from £300, the cheapest six being £90 dearer, 4-wheel brakes were an optional extra, being standard on the 2-litre by 1927. All these cars retained the rear-axle gearbox, though the disc transmission brake did not last long.

Financial difficulties supervened in 1929, and virtually no cars were made for a couple of seasons, though the 1930 Magna series boasted hydraulic brakes. Th Hurlock brothers bought the company in 1930, and the 2-litre emerges in 1933 as a sporting machine with mechanical brakes and a conventionally-mounted 4-speed gearbox, in 56bhp and 66bhp versions. These cars were made on a bespoke basis, prices starting at around £435. Pre-selector boxes were available from 1934 and standard 1935 versions had synchromesh, while cars sold in 1936 had engines of 60 and 70bhp with an 80bhp sports engine available in a special short-chassis two-seater model. A 90bhp super-charged engine was listed in 1939.

A.C. resumed car production in 1947 with a saloon in the modern idiom. This had a 74bhp engine, and hydro-mechanical (full hydraulic from 1950) brakes, but retained its semi-elliptical springing up to the end of production in 1957. Some 3-wheeled monocars for invalids were made with 250cc B.S.A. motor cycle engines, and in 1953 came the Petite, a 3-wheeler roll-top convertible with rear-mounted 350cc Villiers power unit; despite a price of under £400, this never really became popular and was dropped in 1958. 1954 saw the advent of the Ace sports two-seater, a tubular-framed machine with all-independent suspension designed by John Tojeiro. With an 85bhp A.C. engine it could top the 199mph mark, and was later made also with 2-litre and 2.2-litre Bristol and 2.6-litre Dagenham Ford engines. Front disc brakes were standardized in 1960. In 1963 this car was developed into the Cobra (inspired by the American Carroll Shelby) with disc brakes all round and a 4.7-litre oversquare American Ford V8 engine developing 330bhp.

A Cobra finished 4th at Le Mans in 1964, but between 1965 and 1968 Shelby American Inc were responsible for the marketing of the 7-litre type, all Cobra production being abandoned in the latter year. From 1966, however, A.C. offered a luxury convertible or hardtop with Frua bodywork and a 7-litre Ford V8 engine, available with a 4-speed manual or an automatic gearbox. This 428 series was continued into 1973 at a price of £7.010. A.C. also made a special single-seater 3-wheeler for invalids with single-gear automatic transmission, wheel or handlebar steering, and fiberglass coupé body, powered by a 500cc 4-stroke twin engine.

Source: Georgano, encyclopedia of motorcars. MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Crossley

GB, 1904 – 1937

(1) Crossley Brothers Ltd, Gorton, Manchester, 1904 – 1910

(2) Crossley Motors Ltd, Gorton, Manchester, 1910 – 1937

The name of Crossley was famous on engines before it was famous on cars; in fact the Crossley company was the first in Britain to make 4-stroke internal combustion engines on the Otto principle. Later, Daimler engines were made under licence. The first Crossley car for sale, a chain-driven 22hp 4-cylinder, appeared for the 1904 season. A Crossley 28hp and Crossley 40hp followed, all three cars being of normal design and foreign inspiration. Their designer was J.S. Critchley, formerly of Daimler. Shaft drive appeared in 1906, and late in 1909, some were fitted with Allen-Liveredge front-wheel brakes, but Crossley cars, though excellent machines, made little impression until after 1910. The 4-litre 20hp Crossley which then made its bow was a well-constructed, durable and very popular car. Designed by A.W. Reeves, it lived on in modified form until 1925. Crossley’s finest hour came in World War 1, when, as the Crossley 20/25hp it achieved fame as a staff car in the Royal Flying Corps, and as an ambulance and light truck. The Crossley model was extremely popular with the British Royal Family after the war in its 25/30hp version. In its early years, however, it was rivalled by the 15hp. The efficiency of the latter’s  otherwise conventional engine, a side-valve four like the rest, gave this Crossley a better performance than most cars in its class and encouraged the makers to offer a special sporting variant, the Crossley Shelsley.

The Crossley Fifteen was discontinued after 1914, but a new Crossley arrived for 1921. This Crossley 19.6hp was a rather more modern design, having a detachable cylinder head, and it was cheaper and lighter on fuel than its 25/30hp companion. The performance was about the same. It was also made in sporting form as the Crossley 20/70hp, but this model was heavy, like the ’Crossley 19.6’ itself, and the brakes were not good enough for the 75mph that was available. Crossley did not make a serious attempt to invade the middle-class market until 1923, when the Crossley 12/14hp, later called the Crossley Fourteen, was introduced. Like its brothers, this was a simple side-valve four, in this case of 2.4 litres, but was more modern, with its unit construction of engine and gearbox and central gear-change. The Crossley Fourteen was a very successful model, being flexile and, thanks to its light weight, both roomy and economical. It survived until 1927. By this time the two bigger Crossley cars were giving way to a much more up-to-date car; the Crossley company’s first six and its first overhead-valve machine. This Crossley 18/50hp model was a spacious, heavy 2.6-litre car with good brakes but somewhat lacking in power. Its engine was enlarged to 3.2-litres and 20.9hp for 1928. At the same time a new small Crossley of similar design, the 2-litre Crossley 15.7hp was introduced, to which a sporting alternative reviving the Shelsley name was  added in 1929. Lagonda’s 16/80 model used this engine later. The 6-cylinder Crossley 15.7hp continued until 1934 and the Crossley 20.9hp until 1937. Wilson pre-selector gearboxes were fitted from 1934.

In 1932, the Crossley company had introduced a light car, the Crossley Ten. This was an assembled vehicle powered by an 1100cc Coventry-Climax engine with overhead inlet valves. It was too heavy (a drawback compounded by the pre-selector gearbox), it was very low-geared and its brakes were mediocre. Another mistake was Crossley’s attempt to market the Burney rear-engined car with all-independent suspension. It was given a 15.7hp Crossley engine and a Wilson box, but it was too unconventional in appearance and handling. Very few were made. In 1935, Crossley introduced its new Regis range of small cars with handsome bodies styled by C.F. Beauvais. They consisted of the Crossley Ten and a new Crossley 1½-litre six of the same design also powered by Coventry-Climax, both with a new lowered frame. Both cars, together with the last Crossley 20.9s, disappeared after 1937.

Crossley assembled other people’s cars as well as making their own, beginning with the Willys-Overland Model 4 in 1920. The Gorton-produced Willys came to include more and more British-made parts, such as a Morris Oxford engine. A less likely diversion was an attempt of Crossley in 1921 to make the Type 22 Bugatti in England, but only a handful of these Crossley-Bugattis appeared. In 1922-1933 the Crossley factory made the AJS as well.

Source: Georgano, encyclopedia of motorcar; TRN

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com