AC
AC Brooklands Record Car
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Years |
1922 |
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Class |
Race Car |
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Body |
Single Seat |
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Engine |
427 cu in (7.0 L) V8 |
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Wheelbase |
90 in (2,286 mm) |
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Transmission |
three-speed manual gearbox |
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Suspension |
quarter-elliptic springs, front and rear. |
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wheelbase |
106.3 in (270 cm) |
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Track |
front and rear, 46 in (117 cm). |
The AC Brooklands record car ,was famed for being the first light car to cove more than 100 miles in the hour, and several other records at Brooklands.
History
The little AC company Of Thames Ditton in Surrey their factory was at Thames Ditton, only a few miles away from the famous Brooklands Track. S.F. Edge, the famous pre-war Napier salesman, joined the firm in 1921. He went about building a more racing image for the company, first starting with a team of six cars in the 200 Mile Race at Brooklands.
Making a name at Brooklands .Although all had racing bodies, three of the 1921 team cars used fairly standard side valve Anzani engines, while the Other three had single-ohc units derived from the company's six-cylinder engine. With 16-valve heads they gave 42 bhp, but all three retired. AC's best place was Stead's 8th in aside valve car. In June, 1921, at Brooklands, Hawker covered the flying half-mile at 105.14 m.p.h. and same distance from a standing start at 61.43 m.p.h., both of which were world-class records. In 1922 the Ohc cars failed again, but this was compensated by successes in record breaking.
An aircraft maker's body One of the AC drivers was the famous pilot and aircraft manufacturer Harry Hawker, and most of the racing cars of the early 1920s carried bodies made by his company at nearby Kingston-on- Thames. A.C. put polished aluminium airship-tail sports bodies designed by Weller that were highly streamlined, they had aluminium panelling on wood frames in 1992 a particularly low-slung car was made with cowled radiator and a 16-valve engine tuned to give 55 bhp. With this car J.A. Joyce drove 101 miles 696 yards (163.04 km) in one hour. This was the first car under 1.5 litres to cover more than 100 miles in one hour. The car returned to the works, where power output was pushed up to 64 b.h.p. and Kaye Don then covered just over 94 miles in the hour. A team was formed by the works to have a crack at the Double-12 and 200 miles Brooklands races, but although they won their class in the 1922 Double-12 race at a record average of 71.23 m.p.h., in general, the team cars suffered from lack of adequate preparation for the longer events.
AC Cobra Mark III
| Production | 1965 to 1967 |
|---|---|
| Class | Sports car |
| Body | Roadster /fastback |
| Engine | 427 cu in (7.0 L) V8 and 4.7 L (289 cu in) |
| Power | 345 b.h.p. at 4,600 r.p.m. |
| Wheelbase | 8 ft. (96 in.) |
| Length | 14 ft. 6 in. (174 in.) |
| Width | 5 ft. 7 in. (67 in.) |
| Height | 4 ft. 3 in. (51 in.) |
| Weight | 3,143 lb. |
| Top Speed | 150 m.p.h. |
The AC Cobra Mark III was built in Britain from 1965 to 1967 with 4.7 L (289 cu in) V8 engine also some with 427 cu in (7.0 L) V8 .
History
By 1965 and Shelby began to drop the 7-litre Ford engine into an even thrther revised chassis. The basic min tube frame remained but the tubes grew bigger; still more important was the introduction of twin wishbone and coil-spring suspension at each corner replacing the transverse leaf springs. With Ford brain power behind Shelby, the installation
successful. but few were sold in Europe. With the termination of the A.C.Shelby contract and the sale of the name Cobra to Ford, A.C. were left a more than adequate chassis for the 4.7-litre engine: the same chassis, lengthened. provides the basis for the Frua bodied 42S convertible, a superb car in the luxury tradition of A.C.
The AC Cobra Mark III was built until 1967 The engine a V.8 high performance unit manufactured by Ford Motor Co. of America. The front suspension comprises twin wishbones by highly specialised thin wall casting techniques developed by Ford America to reduce weight. Identical to 428 Convertible, but wheelbase 6 in shorter. The new car also had wide wings and a larger radiator opening for cooling.
Traditional British sports body constructed in 16- and 18-gauge aluminium; leather trim, with carpets to choose. Demountable hood and tonneau; large luggage boot; fuel tank 15 Imp. gal.; spare wheel under luggage locker; maximum speed 150 m.p.h. Dimensions: weight 2,282 lb.; length 13 ft., width 5 ft. 8 in, height'4 ft. 1 in, with soft top erected; wheelbase 7 ft. 6 in., track, front 4 ft. 7 in., rear 4 ft. 6 in.
Inside Carpets are fitted to the floor and transmission tunnel and the seats are upholstered in leather; the door locks at the rear of the panel are operated by a simple leather pull-strap and you have to open the sidescreen and pull the strap to undo the door from the outside. There is a number of instruments on display, The wheel spokes obscure the lower edges of the speedometer and rev-counter the horn operation,a bar in the back of the indicator stalk. There is no padding on the painted metal facia top and its flat surface reflects on to the screen. There is a glove locker on the facia but the rest of the luggage has to go in the boot on top of the spare wheel with 3.9 cu.ft. of luggage space.
The soft hood is held on top of the screen by two pins in the centre which slide into a channel, and at the edges by over-centre clips. Press studs hold it down round the base of the hood, and there is a rubber sealing strip inside; tensioning is provided by a hoop hinged to the main arch. The fabric and the side screens fit into a bag.and takes around two minutes to put back up.Visibility is good with the soft top; the screen pillars are thin and there is plenty of clear sheet in the fabric. With the hood up there are few draughts until you move the sliding sidescreen forward, which is necessary in traffic. On the move you can get cold air in by ram effect at foot level; this is controlled by knobs at either end of the facia. For hot air you have to use the two-speed fan since the system is a recirculatory one; there are flaps at foot level and the screen outlets demist the screen quite quickly.
From 1953, the two-seater body has basically similar with a revised nose coming with the Zephyr engine option and ever wider wing flares along with an ever wider track. With 271 bhp in 21cwt of car, the 289 is extremely fast The unit is extremely tractable and it has an excellent gearbox. Although the cornering attitude of the car is largely dictated by the throttle at road speeds, the way the power is put through to the road, particularly on wet surfaces, is quite remarkable. it is not too impractical but a 15 mpg thirst and frequent servicing might put one off using it as a every day car. You are unlikely ever to get better than about 17 mpg which gives a usable range on the 15-gallon tank of about 220 miles.l
Engine: V.8 built by the Ford Motor Co. of America, 7,016 c.c. along with a high-performance engine also available, providing 400 bhp with single 4-barrel 780 CFM Holley carburettor. at 5,750 r.p.m. at extra cost.
Capacity 4,727 c.c. (289 cu. in.) with bore and stroke (4.00 x 2.87 (101.6 x 72.9 mm.) ,crankshaft carried on 4 main bearings, lead bronze bearing shells to mains and big ends, compression ratio 11:1, 4-choke Holley carburettor, 270 b.h.p. at 5,850 r.p.m. with 6,500 as recommended maximum; lubrication by pressure pump to bearings; aluminium pistons; Salisbury limited slip differential 3.54 ratio, Borg Warner 4-speed all synchromesh gearbox, ratios 2.20, 1.66, 1.31, 1.00; chassis, suspension, steering and brakes, identical to 428 Convertible, but wheelbase 6 in. shorter.
The gearbox has such excellent ratios and the short stubby gear lever. The pedals are well placed for heel-and-toeing and there is room for the left foot beside the clutch. resting on a piece of floor.The heavy clutch with a long travel itself grips smoothly and well but its long travel more final
drives are Salisbury 4HU with limited-slip differential.
PERFORMANCE: 289 cu in
- Fuel consumption: 19 ml imp gal, 15.8 ml us gal
- Max speed: 150 mph, 241.5 kmlh
- Max power (SAE): 270 hp at 5,750 rpm
- Max torque (SAE): 312 1b ft, 43.1 kg m at 3,400 rpm
- Max engine rpm: 7,000
- Specific power: 57 hp/l
- Power weight ratio: 7.9 lb/hp, 3.6 kg/hp
- Acceleration standing 1/4-mile 14 sec, 0—50 mph (O—80 km/h) 4 sec
AC 2-Litre From 1947 to 1956
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Manufacturer |
AC |
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Production |
1947 to 1956 |
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Built |
1,284 produced |
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Class |
Sports Car |
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Body style |
2 -door / 4-door saloon, drophead coupé, tourer |
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Layout |
FR layout |
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Engine |
1991 cc I6 ohc 74 bhp (55.2 kW)/76 bhp (56.7 kW) |
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Transmission |
4-speed manual |
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Wheelbase |
117 in (2,972 mm) |
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Length |
184 in (4,674 mm) |
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Width |
67 in (1,702 mm) |
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Height |
61 in (1,549 mm) |
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Curb weight |
2,912 lb (1,321 kg) |
The AC 2-Litre was a luxury car built by AC of Thames Ditton in Surrey, England. between 1947 and 1956.
History
AC produced a modern style to hide the traditional engineering.Much of the detail was new. The X-braced chassis frame, with beam front and rear axles, was fresh. The 17in wheels hid a Girling hydro-mechanical braking layout, and for the first time on an AC there were hydraulic dampers.The alloy block/iron head overhead-cam engine, almost into its fourth decade, used triple SU carbs and was mated to a Moss gearbox. The 2-litre's two-door saloon body was framed in wood with aluminium panels.
The AC 2-Litre is an exclusive and stylish saloon offered by AC of Thames Ditton in Surrey, England. A car made-to-measure at the Thames Ditton factory that produced, a hand-made and finely finished product. With true British craftsmanship. The 2-Litre A.C. Differences from previous model with new windscreen frame and now the absence of rear wheel spats (covers). As from 1953, four-door saloons were sold. In addition, as from 1949, a small number of drophead coupés and "Buckland" tourers were produced.
The car changed very little during its ten-year production run, The 2-door, 4-light sports saloon with an aerodynamic look is off a close full 5-seater design. Incorporating a luggage boot in the tail, this body, which is built in the A.C. works, has a framework of seasoned wood and is built with a body of paneled in aluminum’s bonnet, hinged down the center, is lockable, and allows easy access to the engine for adjustments. Quality Interior with leather upholstery and walnut dash for instrument panel and window capping, with driving comfort and excellent all-round vision are good. The wheel size did increase slightly to 16 in (406 mm) in 1951.
The aluminum paneled body on a wood frame was fitted to a conventional steel chassis with rigid axles front and rear with semi-elliptic leaf springs with, for the first time on an AC, hydraulic dampers. Until 1951 the car had a hydro-mechanical hybrid braking system, hydraulic at the front and cable at the rear with 12 in (305 mm) drums.
1947 2-litre engine which has been modernized with a view to a higher power-output. The A.C. has never been a cheap car, but one hand-
built and Possessing a quality and charm of appeal to a specialized clientele.The light rigid chassis frame of the new 2-litre, underslung at the rear, is of cruciform construction incorporating box-section for strength. Sound and orthodox suspension has been decided upon in the shape of half-elliptic springs all round. A.C.'s haveproved in this new car, that without recourse to intricate suspension systems and adventurous chassis designs, it is possible to produce a thoroughly stable and roadworthy vehicle, possessing a sparkling performance and just that quality which assures long life and pride of ownership. At the front are found Wood- head Monroe piston-type dampers, whilst Girling hydraulic shock absorbers restrain the rear springs. The brakes, which operate in 12 in. diameter drums, are of the Girling hydro-mechanical design providing a powerful braking performance for only light pedal pressure. A Hardy Spicer needle-type propeller shaft powers the rear axle of hypoid spiral bevel pattern.
A smart drophead coupé followed in 1949, a four-door saloon in 1953. Over time there were improvements such as a power boost to 85bhp, all- round telescopic dampers, a full
hydraulic braking system, and 16in wheels in 1951, The most startling innovation was the launch of the Buckland Tourer in 1949, an open-top five-seater with cutaway dpory, This was lighter and more but still no sports car.
The 2-Litre always struggled to gain an image. Once the Ace sports car appeared, it faded into the background. From 1954, only 42 cars were produced, the last in 1958. In spite of the rust- resistant bodywork there seem to be surprisingly few survivors, mainly as they are a source of replacement engines for more valuable Aces and pre-war cars.
The engine, as has been said, is of the well-tried and well- known design basically, but has undergone considerable development to produce 74 b.h.p. The light alloy cylinder block has been retained in conjunction with wet cast iron cylinders liners
The light rigid chassis frame of cruciform construction incorporating box-section for strength. sound and orthodox suspension with half elliptic springs all round with front Wood-head Monroe piston-type dampers, whilst Girling, hydraulic shock absorbers at the rear springs. A Borg and Beck dry single-plate clutch transmits the power to a 4-speed gear box
with synchromesh engagement for the upper three ratios. To Power the rear wheels, all fitted with Chromium hub discs are fitted. with A Hardy Spicer needle-type propeller shaft powers the rear axle of typical hypoid spiral bevel type.
The AC 2-litre engine, which continued to be offered in other AC models until 1963. The engine, of the well-tried previous design, but has undergone more development to now produce 74 b.h.p with the triple S.U. carburetors light wet liner, aluminum cylinder block, six-cylinder 1991 cc engine has been retained in conjunction with wet cast iron cylinder liners, as also has the chain driven overhead camshaft system for valve operation, this unit first offered by the company in the AC 16, way back prewar in 1922. However, post war in 1947 the engine was increased again in 1951 to 85 bhp (63.4 kW) which was more than twice the 35 bhp (26.1 kW) claimed for engine's original application.
The AC 2-litre had a top speed of 80 mph (130 km/h) and could accelerate from 0-60 mph (97 km/h) in 19.9 seconds. A fuel consumption of 23 miles per imperial gallon.
Performance:
- Max. b.h.p., 74 at 4.500 r.p.m
- b.h.p. per sq. in. piston area, 2.41
- Top gear, m.p.h. per 1,000 r.p.m., 17.24
- Top gear, m.p.h. at 2.500 ft./min
- Piston speed, 65.5 litres per ton mile, dry, 2,680.
AC Frua 428
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| Manufacturer | AC Cars |
|---|---|
| Production | 1965 to 1973 |
| Class | GT Sports Car |
| Body | Coupé, Convertible |
| Engine | 6.9-7 litre V8 |
| Transmission | 4-speed manual 3 speed automatic |
| Wheelbase | 96 in, 2,438 mm |
| Length | 174 in, 4,420 mm |
| Width | 67 in, 1,702 mm |
| Height | 51 in, 1,295 mm |
| Dry weight | 3,025 1b, 1,372 kg |
| Designer | Pietro Frua |
The AC Frua or AC 428 is a British sports GT built by AC Cars from 1965 to 1973.
History
The first version was presented at the London Motor Show in 1965 a prototype, two-seater convertible which was followed by the presentation of the 428 coupes with a fastback body at the Geneva show in 1966.Main production began between the end of 1966 and the beginning of 1967, continuing until 1973.With an Italian body, British chassis, and American big block V8 it is a true hybrid. Production was 81 cars built in total: 49 coupés (known as fastbacks), 29 roadsters convertibles, and 3 prototypes special bodied. The company, which was managed by Charles and Derek Hurlock at the time, wanted to continue the tradition of the previous Cobra. The idea was to provide the well-known and proven chassis of the AC Cobra.
The Frua is built on an AC Cobra 427 Mark III chassis tube frame extended by 6 inches (150 mm) Chassis were built at the AC plant in England then shipped to Frua's workshop in Italy where the body was fitted and then sent back to England to have the power train and trim added Chassis construction was similar to most Italian supercars of that era, with square and rectangular tubing connecting the steel body to the frame The AC Frua may be confused with the very similar looking Pietro Frua designed Maserati Mistral. However, only the front quarter windows and door handles are shared.
The chassis with new steel coupé or spider body designed by Frua in Turin. Produced exclusively by AC between 1966 and 1973 with no influence from Shelby.Cobra Mark III production began on 1 January 1965; two prototypes had been sent to the United States in October 1964. Cars were sent to the US as unpainted rolling chassis, and they were finished in Shelby's workshop. Although an impressive automobile, the car was a financial failure and did not sell well. In fact to save cost, most AC Cobra 427s were actually fitted with Ford's 428 cubic inches (7.01 L) engine, a long stroke, smaller bore, lower cost engine, intended for road use rather than racing.
A new chassis was required developed and designated Mark III. CSX2196 was revised for the show down at Nassau which allowed a more relaxed class division of racing. This allowed the GT cobras to run with prototype Ford GT, GM Grand Sport Corvett
The new car was designed in cooperation with Ford in Detroit. A new chassis was built using 4 in (102 mm) main chassis tubes (up from 3 in (76 mm)) and coil spring suspension all around. The new car also had wide fenders and a larger radiator opening. It was powered by the "side oiler" Ford 427 engine (7.0 L) rated at 425 bhp (317 kW), which provided a top speed of 164 mph (262 km/h) in the standard model and 485 bhp (362 kW) with a top speed of 185 mph (298 km/h) in the competition model.
Engine: V.8 built by the Ford Motor Co. of America, 7,016 c.c. along with a high performance engine also available, providing 400 b.h.p. at 5,750 r.p.m.at extra cost. optional automatic gearbox also ratios, available at extra chargepower to rear via propeller shaft with Hardy Spicer needle type universal joints transmits drive to rear wheels by short halfshafts using similar joints with Salisbury limited slip differential with a 2.88 ratio is located on 3-point rubber
mountings.
Luxury touring body styled by Frua. The main chassis frame comprises 4 in. steel tubing running from front to rear cross-braced as necessary with sub-frames to support panel work fixed direct to tubes; rack and pinion steering; polished wood and aluminium steering wheel; disc brakes to all wheels, swept area 580 sq. in., front 113/4 in. diameter, rear 10 1/2 in. diameter, double master cylinder system with twin servo actuation; 15 in. road wheels with 6 in. rims, triple laced.Leather trim, with carpets, all to colour choice
from available samples; soft top retracts fully below deck cover; deep windshield with curved frameless electrically operated door windows; large 10 sq. ft. capacity luggage boot and 18 gal. tank.
The front suspension comprises twin wishbones fabricated from circular section tube and have rubber bushed chassis pivots and sealed ball joints for attachment to the vertical links, co-axial coil springs and telescopic dampers operate on the lower wishbones front and rear, the whole suspension system is mounted on rubber bushes, sealed rose ball joints and precision made hemispheres, very little service attention is required, anti-dive and anti-squat geometry contribute to the excellent road holding.The rear suspension is of twin tubular wishbone type, radius rods, for longitudinal location are used in conjunction with the lower wishbones which are of the inverted type and afford directional control of the rear wheels; cast brackets between the upper and lower wishbones carry the housings for the hub bearings, the coil spring and damper units which are behind the suspension links operate on the lower wishbones; the suspension system allows provision for independent adjustment of camber and wheel alignment.
Though the 4-inch (100 mm) tubular chassis allowed both coupé and convertible versions to be rigid, the design was intricate and prone to rust. The bonnets and boot lids were fabricated from aluminium. The cost was high and the cars could not be sold at a competitive price. Unlike similar cars such as the Iso Grifo, Iso Rivolta, Monteverdi, and De Tomaso models of the period, the AC Frua features Front engine, rear drive fully independent racing-based coil spring suspension. Fully adjustable independent suspension with double triangular wishbones, coil spring hydraulic telescopic shock absorbers at the front, at the rear adjustable independent suspension with double triangular wishbones, coil spring hydraulic telescopic shock absorbers.
First, the 6997 cc eight-cylinder Ford engine was installed, which was from the AC Cobra 427, with 385 hp (287 kW) at 5600 rpm. In March 1968 the engine was switched to Ford's larger "428" engine with 7016 cc displacement, which made 345 hp (257 kW) at 4600 rpm.
The AC Frua was never fully developed because AC Cars lacked the financial means. The car's main drawback is a tendency of the V8s heat to bleed into the cabin. with a Fully synchronized 4-speed Ford Toploader transmission (close-ratio) or 3 speed automatic Ford C6 transmission with rear differential Salisbury, limited slip with Ratios: Automatic 2.88, Manual 3.08.Brakes Four discs power assisted "Girling" 3 pistons, dual remote servo assistance. The distribution of weight was 47.4% front axle, and 52.6% at rear axle
PERFORMANCE
- engine capacity: 428.12 cu in, 7,016 cu cm
- fuel consumption: 17 m/imp gal, 14.2 m/US gal, 16.6 1 x 100 km
- max speed: 150 mph, 241.5 km/h
- power-weight ratio: 8.8 lb/hp, 4 kg/hp
- max power (SAE): 345 hp at 4,600 rpm
- max torque (SAE): 462 1b ft, 63.8 kg m at 2,800 rpm
- max engine rpm: 5,250
- specific power: 49.2 hp/l
- max speeds: 67 mph, 107.9 km/h in 1st gear; 93 mph, 149.7 km/h in 2nd gear; 121 mph, 194.8 km/h in 3rd gear; 150 mph, 241.5 km/h in 4th gear
The AC Frua competed with Ferrari, Lamborghini, and Maserati models. Built over a stretched AC Cobra 427 chassis, the car had immense performance; the big-block Ford FE engine had larger capacity, more torque and more power than similar Italian cars, but in a car of similar weight.
This one AC that joined that select company of very fast, very luxurious touring automobiles from the 1960s. The AC 428 coupé sported a recommended UK retail price of £5,573 (including automatic transmission), to the manual transmission Aston Martin DB6's £4,460 - itself roughly twice that of a 4.2 litre Jaguar E-Type roadster at £2,225.
Towards the end of the production run a couple of prototypes for an extended range were produced. There was a four-door version of the coupe and a more streamlined version of the convertible that included electrically operated "pop-up" headlamps. Neither were developed due to the precarious state of the company finances. Production of the AC 428 ended in the summer of 1973. There were many reasons for this. The AC was very expensive but on the other hand, the market for large and fast sports cars increasingly collapsed in view of the looming oil crisis.
Number of cars built 49 coupes, 29 convertibles and 3 special bodied cars.
AC Cobra Mk1
| Production | 1962 to 1963 |
|---|---|
| Class | Sports car |
| Engine | 260 cu in (4.3 L) 289 cu in (4.7 L) V8 427 cu in (7.0 L) |
| Wheelbase | 90 in (2,286 mm) |
| Length | 151.5 in (3,848 mm) |
| Width | 61 in (1,549 mm) |
| Height | 49 in (1,245 mm) |
| ground clearance | 7.00 in, 178 mm |
| Curb weight | 2,315 lb (1,050 kg) |
The AC Cobra, sold as the Shelby Cobra, is an American-engined British sports car produced from 1962 to 1963.
History
The original Mk1 AC Cobra first came with a 260 cu in in the original 1962 version with Ford 4.3 liter V8 engine.Later with the Same structure as the first version but fitted with Ford's 4.7 liter V8 engine and became the best selling model in Europe.
1961 Texan Carroll Shelby, a former US racing driver, begins negotiations with AC Cars, with the support of Ford Motor Company, to install
a large V8 engine in an AC Ace. The vehicle is built by AC Cars.The result is the AC Cobra, due to its extremely low power to-weight ratio one of the fastest and most powerful sports cars ever built.By 1962 AC Cars production focuses entirely on making the Cobra. Each vehicle was built by hand.
And by 1963 the production reaches 15 Cobras per week. 1964 The AC Cobra sets a new world speed record of 183 mph on the M1 motorway and is entered in the Guinness Book of Records as the world's fastest road car a title it held for many years.
The first 75 Cobra Mark I (including the prototype) were fitted with the 260 cu in (4.3 L).
PERFORMANCE: 260 cu in (4.3 L)
- FUEL CONSUMPTION: 19.2 m/imp gal, 16 m US gal, 14.7 1 x 100 km;
- MAX SPEED: 153 mph, 246.3 km h;
- max speed in 1st gear: 67.0 mph, 107.9 km/h
- max speed in 2nd gear: 89.0 mph, 143.3 km/h
- max speed in 3rd gear: 112.0 mph, 180.3 km/h
- max speed in 4th gear: 153.0 mph, 246.3 km/h
- power-weight ratio: 7.7 lb/hp, 3.5 kg/hp
- useful load: 353 1b, 160 kg
- acceleration: standing 1/4 mile 13.8 sec, 0-50 mph 0—80 km/h) 3.3 sec
- max speed in direct drive at 1000 rpm: 21.8 mph, 35.1 km/h.
The remaining 51 Mark I model were fitted with a larger version of the Windsor Ford engine, the 289 cu in (4.7 L) V8. In late 1962 Alan Turner, AC's chief engineer completed a major design change of the car's front end and was able to fit it with rack and pinion steering while still using transverse leaf spring suspension.
PERFORMANCE: 289 cu in (4.7 L)
- Engine Capacity 289 cu in, 4,735.84 cu cm
- Fuel Consumption 18 m/imp gal, 15 ml US gal, 15.7 1 X 100 km
- Max Speed 153 mph, 246.3 km/h
- max number of engine rpm: 6,500
- standing 1/4 mile 13.8 sec, 0-50 mph (0-80 km/h) 3.3 sec
In September 1961, Shelby airmailed AC a letter asking them if they would build him a car modified to accept a V8 engine. AC agreed, provided a suitable engine could be found. He first went to Chevrolet to see if they would provide him with engines, Ford, however, wanted a car that could compete with the Corvette and they happened to have a brand new thin-wall small-block engine which could be used in this endeavor. It was Ford's 260 in HiPo (4.2 L) engine – a new lightweight, thin-wall cast small-block V8 tuned for high performance. Ford provided Shelby with two engines. In January 1962 mechanics at AC Cars in Thames Ditton, Surrey fitted the prototype chassis CSX0001 with a 260 ci Ford V8 borrowed from Ford in the UK; the 221 ci was never sent. However, early engineering drawings were titled "AC Ace 3.6". After testing and modification, the engine and transmission were removed and the chassis was air-freighted to Shelby in Los Angeles on 2 February 1962.His team fitted it with an engine and transmission in less than eight hours at Dean Moon's shop in Santa Fe Springs, California, and began road-testing.
Production proved to be easy, since AC had already made most of the modifications needed for the small-block V8 when they installed the 2.6 L Ford Zephyr engine, including the extensive rework of the AC Ace's front end. The most important modification was the fitting of a stronger rear differential to handle the increased engine power. A Salisbury 4HU unit with inboard disk brakes to reduce unsprung weight was chosen instead of the old ENV unit. It was the same unit used on the Jaguar E-Type. On the production version, the inboard brakes were moved outboard to reduce cost. The only modification of the front end of the first Cobra from that of the AC Ace 2.6 was the steering box, which had to be moved outward to clear the wider V8 motor.
AC Cobra (competition model)
Since late 1962 the 289 cu in (4.7 L) leaf-spring Cobra dominated the US domestic race series (USRRC), with only one race lost in three years. The results in the FIA GT class were different. This was mainly due to the number of circuits that had much higher sustained speeds. Aerodynamics were more important and put the roadster at a disadvantage. As a result, coupe versions were built.
A stroker 289 (325),and the larger 390/427 up to the "cammer" 427 was considered. Shelby was told at the eleventh hour to use the iron 427 cu in (7.0 L). There was little time to fully develop a competition vehicle. The coil spring Cobra production was slow and an insufficient number made to meet FIA's GT homologation. Therefore the S/C (street / competition) was produced by making available to the general production the full race options for the street.
427 cu in (7.0 L) (competition model)
- max power 325 hp
- max speed 161.5 mph, 260 km/h.
- capacity 426.96 cu in, 6,997 cu cm
- bore and stroke 4.02 x 3.08 in, 102.2 x 78.2 mm
Transmission 4-speed mechanical gearbox with ratios 1st 2.320, 2nd 1.540, 3rd 1.190, 4th 1 or option 1st 2.310, 2nd 1.690, 3rd 1.290, 4th 1
Dimensions and weight Weight 2,359 1b, 1,070 kg; Modified suspensions and frame. with Rear track 57.09 in, 1,450 mm an overall length 150.98 in, 3,835 mm; overall width 66.14 in, 1,680 mm; overall height 49.21 in, 1,250 mm; ground clearance 4.72 in, 120 mm; dry weight
Tyres fitted 7.75 x 15 with fuel tank capacity 35.2 imp gal, 42.2 US gal. Options axle ratio 2.92 : 1,tyres 6.70-15,competition engine (USA only), 4 Weber twin-barrel carburettors, and oil cooler.
