Messages

I believe there were at least 3 lower ball joints used on the MkIV.
   
   Early ones were MK III type and would have been used up to perhaps 1986?. At this point new sealed ball joints with a two cross bolt fixing were introduced, accompanied by new two part wishbones made of rectangular box section to suit. At a time I do not remember, a further new ball joint was introduced with slightly different mounting hole spacings, perhaps by 5mm? I think all these later ball joints came in QH boxes.
   
   Peter

quote:Originally posted by AKL 1333
   
You can see it in this way, but this is only the half of the truth, the MKIV is made on the original toolings, sometimes by the the same men with the original technics of the 60th Cobras, it is powered by Ford and its also Made in England, the only difference is that its made in Brooklands, just ten miles from Thames Ditton and that the Owner of the company was not Mr. Hurlock, it was Brian Angliss. In my opinion that is not comparible with the MKVI or the MKV. They are completly different from the CSX or COB cars.
   

   There were no ex-AC panel men at Autokraft, to the best of my knowledge. Only one ex-Thames Ditton man was employed, Gene Carter, who did tube bending and welding. Many of the body bucks were indeed ex-AC, but some were new. Two AC employees came to Autokraft when ACs (20th Century) were packing up, one to finish wheelchairs, one to run the 'AC' stores. A nice chap called Brian. Many Autokraft men were ex-Panther.
   It should be remembered of course that Autokraft used the AC name legally for a while, after which they were for a time joint owners of that company with Ford (who I believe had a majority shareholding) and the Hurlocks, so continuity was maintained. The Hurlocks sold up soon after.
   Peter

Hmm, all these places where all these AC's have been made.
   
   No-one has yet mentioned the MEs made in the old Cooper works at Byfleet.
   
   Peter

Nick, sorry to be a bore, but I'll tell you what is under your dash roll, or to be exact, how the roll is held on, front and rear.
   A strip of leather of sufficient width has a narrow strip of 16 gauge aluminium glued along one edge, as is a strip of I think, 1/4" foam. This ally strip is drilled every few inches, as is the front/rear cockpit perimeter tube. The ally/leather is then rivitted to the car with 1/8" csk rivits.
   The leather at the ends will be pared back to allow these ends to be finished without any excessive ridges. The leather will then be pulled around and glued to the undersides of the scuttle and tonneau panel.
   
   If you want to do away with these rolls, the most serious work which you might have to carry out is a spot of filling and repainting.
   
   Peter

I always feel grateful to those who exhume such articles, so, thank you Classicus. Reading the article got the memory going. Some 20 years ago I knew a chap named John Gibson who did indeed campaign a Chevrolet engined Ace, I think in the late '50s. I don't think he had much success. Also, just on an historical point, a question. I am sure Shelby approached another manufacturer prior to AC. Can anyone give details?
   Peter

The chassis 'plate' is probably non original. At the time this car was built I believe it would have had an Autokraft chassis plate, not an AC chassis plate.
   On occasion, chassis numbers stamped on cars were in fact ground off and new numbers then stamped.
   
   Peter

I would suggest that since Mr Shelby referred to his Cooper Monaco cars with Ford engines as 'King Cobras' that the Cobra name does not stand for the body shape, though most folk, on hearing the name, will indeed visualise an AC body and chassis with a big American engine.
   Peter

Jay, looking at the 2nd picture down the footboxes do seem to be fibreglass. I would suggest the bottom picture shows heatshielding/sound insulation with a aluminium foil covering.
   Perhaps.
   
   Peter

Hello John.
   
   Two options.
   
   A list of build events.
   An account of the build.
   
   If there are specific details you want, fire away, I may know the answer. Please note that the sparkies at Autokraft were a closed shop and thus my knowledge of MK IV electrics is vague.
   
   Peter

Gentlemen, pardon the intrusion, but it seemed such fun, and educational as a bonus. Trevor and Nik I know through another forum, to the others in this thread, I am a stranger.
   Having had a long interest in ACs, including 11 yrs with Autokraft, it would be nice to know the events since 1996.
   Is anyone aware of exactly what is going on, and thus, could they explain? I knew of the move to Frimley, then learned about computers and found out about 'Malta'. I know the name Lubinsky, and all that is reported about him. Now I read of AC Heritage, associated with British Heritage, manufacturing Cobras!
   This is a polite request by someone who is not in the know, asking someone who is in the know, of a concise definative history of AC since 1996. I accept for legal reasons (!) the word 'alleged' may be used.
   Thanks, Peter

Hi Keith, what do you mean by build sheets? When was your car built?
   Until perhaps 1992/3 there was very little in the way of paperwork which went with a car as it worked its way through the factory, with the exception of time cards.
   At some time in the early 90's a build schedule was put together, this included 'tick-off' boxes to indicate completion of jobs. There was also a build manual which was put together, indication assembly order, but I don't know if this was ever finished. I can give a rough sequence of an average build if you wish, or if you simply want to know how something was put together, please ask.
   Peter

Many thanks Trevor and Nik. The link to AC Heritage was a portal to so much information.
   Alas, I am not scratch building as such, more what is termed 'kit bashing'. The basis is a Revell model from I think 1964. This is being considerably modified and then cast in urethane resin. The wheels will be turned from aluminium with resin inserts cast from a machined master, whilst the nuts will be machined from nails....
   I'll keep an eye on the thread for new info, and yes, I will post a few images on the thread once work has progressed a little .
   Thanks again, Peter

Yes , i knew Paul. He was there when I started, and remained there when I was made redundant. He had, and I hope still has,a remarkable sense of humour which would make many 'comedians' seem like amateurs.
   If he reads this, 'Hello Fatty'. I enjoyed working with you and trust you are well.
   
   Brian Burford was the wrong man for the job, though the right man for the 'old fashioned' company. He had no engineering know how and unfortunately showed this on several occasions. He fitted in well with the company with regard to his understanding of the way smaller companies operate. BA's choice of replacement general managers was not too good. Only one, Simon Hough, made any impact. Alas, he saw the writing on the wall and left after perhaps 18 months.
   
   Details regarding 'business' came through the grapevine, thus my hopeful suggestion that such information was 'suggested'. I was not party to management decisions other than those regarding actual manufacture.
   
   It is rather upsetting to read of all the recent details of AC in recent years. Feedback from old colleagues suggested the rationalisation of the business (was it in Duncan Hamiltons old workshops?) was working, though the proposed move to Malta was not good news.
   
   A Russian owner next?
   
   Peter

There seem to be a few questions requiring answers.
   
   In the late 1980's virtually all of the original AC factory records were destroyed. One of my few regrets in life has been that I was instructed to burn these documents by the then General Manager of Autokraft. (he killed himself about 5 years later).I think this was in about 1987 after the 20th century factory at Hampton Court had been emptied. Equally sad was the quantity of spares which went in the skip.
   
   The original log giving details of all chassis which left the factory was retained. As with so many smaller manufacturers, AC omitted to use some numbers. Some of these numbers were reputedly later used in the manufacture of MK 111 Cobras by Autokraft.
   
   The demise of Autokraft was due to a number of reasons, though without doubt the biggest problem was the unwarranted investment in the 'new Ace'. There is little point in going into the cars failings, but suffice to say that it was not properly developed and there was no market for such a car. Investment was about 8 million I believe. Autokraft needed the sales of this car to survive.
   
   There is little doubt that without the Ace, Brian Angliss would still have been running Autokraft long after 1996.
   
   For the record, Angliss was a good employer, running the company with more enthusiasm than business ability. Consider Martin and Bertelli of Aston Martin and Kimber of MG and you know the situation.
   I was told by one informed party that the bank originally was reluctant to call in the receivers,and it was with great reluctance that they eventually did so, I think in early '96.
   The company might yet have survived, but (in my opinion) the inexperience of the receivers in dealing with such a unique company combined with the incompetance and vindictiveness of the then General Manager sealed the fate of AC and Autokraft.
   
   Lastly, does the car BPF 753 still exist? OK, I was a bad boy and didn't quite burn everything. I have an International Fiscal Permit for this car issued in Jan '35. If the car exists, the owner is welcome to it, otherwise, would the club like it?
   
   Should further information be required please mail. I was with Autokraft for their last 12 years and was involved with most departments.

I found these photo's tucked away and thought I should share them. The first lot is obviously comprised of chassis shots. Apologies for the quality of the pictures, this is what they look like.
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   As some of the other phot's show both Bristol and Ford Engines, this must narrow the date down a bit, though the pictures may of course have been taken at different times.
   
   Peter