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Hello Musician,

I didn't know of those differences between earlier and later engines. It does occur to me though that the triple carb set up was intended to be used on the later engines, so if my cam is set up for earlier inlet opening it still doesn't really explain it. From memory I did check the valves opening and closing on the starting handle and there is no overlap to speak of. The car is temporary in storage, and the first thing I'll need to attend to is the nearside rear brake, which was a bit grabby on the last run.

Old Crock - your detailed knowledge of the history and development of old ACs never ceases to amaze me. While I'm running the engine in I'll put up with the haze of petrol vapour from the SUs but I'm definitely interested in the possibility of an updraught future.

Incidentally, I have the invoice form the purchase of the SUs on my car, back in the 50s. Various bits have come down to me with the car, but no the original manifold and carb.

On a different but related matter (the other side of the coin you might say). I've got a bit of a lash-up for an exhaust at the moment, with flexi pipes going into a Skoda silencer under the floor. It's pretty loud! Did the vintage cars have full length systems? I know from old photos that this car had a pipe coming out the back near the fuel tank back in the 50s, but was that the original arrangement?

Ps I'd be interested to know what needles those running SUs are using. Mine are just marked L.

Thanks!

G

Thanks Old Crock - message sent.

I'd also be interested if anyone has experience of the different setups and their relative performance.  Rumour has it that the updraught arrangement gives better bottom end torque, but less power at the top end.  I'm more into touring on the road than racing on the track, so the former might even suit me better.  Fuel consumption is another thing that I would take into consideration.  If the updraught arrangement was more frugal that would be another significant factor for me.

Further thanks for all advice.

Geoffrey

Evening all,

I can report that GC8609 is back on the road and making (mostly) all the right noises.  I'm being gentle with the newly-rebuilt engine till it's properly run in, and finding a Vintage AC6 a fun thing to drive.

This car was fitted with triple SUs in the 1950s.  The carbs are quite worn, and I'm getting a fair amount of fuel standoff from the air intakes.  In the long-term (and given the cost of a new set of SUs) I'm thinking about changing it back to the original Stromberg set-up.

Does anyone have any views on that, and does anyone have an old stromberg/manifold on the shelf?

Many thanks,

Geoffrey

Hello Big Col,
On an unrelated matter...are you keeping your manual distributor? I need one for my car. If you would be up for selling it, please let me know.

Hello all,

Just getting my car (1929 Aceca) ready for the road, finally.  The dynamo that came with it (Lucas E418) appears to be correct, but does not fit; the shaft is too long and fouls the mating flange inside the engine.  On dismantling, it has a nasty crack in the engine side flange, and still has a three brush set-up.  The car has a voltage regulator on it.  So clearly this is not the right dynamo for my car - possibly came off an Austin or something.  Given the work necessary to repair it and make it fit, I'm wondering whether better to look for another dynamo, off an AC.  Does anyone have such on their shelf?  Would also consider parts - the correct armature shaft would be a good start.

Many thanks for your helps.

Geoffrey
07980 695 385
galfredus@hotmail.com

That's really kind. We all know that AC made good use of its parts bin in the 1930s, so I wouldn't be surprised if your 1935 stuff suits my earlier car.

G

Another question from galfredus I'm afraid...
I know from my Austin Seven experience that there are many answers to this question. My ac comes with a 3 brush dynamo and a Lucas r106 regulator (or postwar replacement for an old cutout). I'm pondering three options. Either revert to a prewar single bobbin cutout for max authenticity. Or do a proper two brush conversion, either with a better mechanical regulator With compensated voltage control. Or put some electronics in. I am undecided which way to jump and would appreciate any experience.

G

Here are a couple of photos of what I've got, to clarify.

I'm further reviving this topic (do tell me to be quiet, but now rather excited with a car in my garage!).  I procured a greyhound mascot from Lejeune and, being based nearby, went to pick it up from the proprietor.  Very interesting chap and story of the firm, and he had an old ledger, which shows that AC bought their first mascots from Lejeune in June and July 1929 (see photo attached).  He couldn't say for sure that it was the greyhound, but I've bought one anyway.  It looks like a sample may have been purchased in June and a bigger order in July.  Doesn't sound like much money though, even taking inflation into account.  I thought interesting nonetheless.

Another one from me, different subject so I thought another post - if that's annoying, let me know...

My car is fitted with a distributor rather than a magneto.  I understand this is probably correct for a 1929 car, but the distributor is a later auto-advance type, whereas my car has a manual control lever.  I wonder whether anyone can tell me what is the correct model of distributor for this car?

The Dynamo fabric coupling is very worn and needs to be replaced.  I reckon I should be able to make one easily enough, but what material should I use?  I've found a phenolic cotton laminate, but this will only stand temperatures up to 130C.  I know that should be enough, but it doesn't feel like a huge margin of safety when the engine and dynamo are working hard.  What about Nylon?  That stands higher temperatures and is probably stronger.  Again, any advice gratefully received.

Many thanks,

Geoffrey

Hello all,

I now have my 1929 6 back, duly mechanically fettled, and I'm turning my attention to the little jobs left before I can get it back on the road.  I'm missing some control linkages.  The hand throttle lever terminates at the end of the steering column with a lever with a ball on the end.  There is a yoke attached to the cross shaft on the bulkhead, to which I'm guessing this needs to be attached, but I don't know how its done.  Can anyone send me a photo of theirs?  Similarly, I have the bulkhead bit of the ignition control mechanism, but not the linkage from this to the steering column, or the other end where it attaches to the magneto/distributor.

All assistance gratefully received!

Geoffrey

Here's a grainy photo of my car back in the day.  It was published in a book about ACs.  Would love to get my hands on a better copy if anyone knows the whereabouts of the original.

Many thanks Old Crock, that's exactly what I needed.

Thanks!

Galf