Gregor Wenner
Specialist Consultant
LOT 124 *
1939 AC 16/90hp Supercharged Tourer Chassis no. L662 Engine no. UBS7.613
Sold for €155,250 inc. premiumLot to be sold without reserve
Lot 124*
Believed one of three remaining; single family ownership 1963-2013
1939 AC 16/90hp Supercharged Tourer
1939 AC 16/90hp Supercharged Tourer
1939 AC 16/90hp Supercharged Tourer
Chassis no. L662
Engine no. UBS7.613
Chassis no. L662
Engine no. UBS7.613
• The ultimate 1930s AC sports car
• Invited to the inaugural Windsor Castle Concours d'Élégance
• Registered in the UK as 'HPJ 878'
• Professionally restored between 1997 and 2005
• Present ownership since 2013
• Extensive history files
• English registration document
Having abandoned plans to produce a 20hp touring car, John Weller turned his not inconsiderable design talents to something more mundane - a three-wheeled commercial delivery vehicle. Introduced in 1904, the Auto-Carrier was an immediate success and a passenger version - the Sociable - followed in 1907, at which time the company name was abbreviated to 'AC'. The firm's first four-cylinder car arrived in 1913 and fours would be catalogued until 1928, thereafter the company offered sixes only.
AC's famous Weller-designed, overhead-camshaft six entered production in 1922, by which time Weller and his financial backer John Portwine had been ousted by new owner S F Edge. A prominent racing driver of the Edwardian era, Edge believed fervently in the publicity value of competition successes and pursued this policy enthusiastically during his stewardship of AC. In 1922 an AC became the first 1,500cc car to cover the mile at over 100mph and in 1926 the marque's place in motoring history was assured when a 2.0-litre model became the first British car to win the Monte Carlo Rally.
Financial difficulties saw AC taken over by the Hurlock brothers in 1930 and from then on the firm concentrated on sporting cars aimed at the discerning enthusiast. Successful motor dealers, the Hurlocks had bought AC as a means of expanding their existing business and only restarted the manufacturing side in response to customer demand. Existing stocks of spares were used at first but when these began to run out the brothers had no option but to make a fresh start. This they did using a bought-in chassis from Standard, into which went Weller's six and a conventional ENV gearbox, replacing AC's traditional three-speed transaxle. The marque's reputation for producing well engineered and equally well finished cars continued under the Hurlocks' ownership, enabling AC to prosper despite the higher asking prices that these exemplary standards necessitated.
An improved, under-slung chassis of 9' 7" wheelbase was adopted for AC's 1934 range, which was first displayed at the London Motor Show in October 1933. By 1935 a flat radiator with mesh grille had replaced the previous rounded type, only to be superseded for the following season by the classic slatted version. A synchromesh gearbox was standard by this time, while other noteworthy features included 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.
Also in the range at this time was the 16/80hp Competition model, an entirely new sports two-seater that had first appeared publicly at the 1935 London Motor Show. Weller's 2.0-litre six was installed in a short-wheelbase chassis, under-slung at the rear and equipped with Moss remote-change synchromesh gearbox and Bendix self-energising mechanical brakes. Topped off by a supremely handsome roadster body, the 16/80 combined gorgeous looks with excellent handling and a 90mph maximum speed. Only 28 were constructed before a mildly restyled version arrived for 1937. At the 1938 Motor Show an example was exhibited fitted with an Arnott supercharger, which added £35 to the price, and this 16/90hp model remained available until AC ceased car production in 1939.
One of only a tiny handful of its type made, of which it is believed only three survive, chassis number 'L662' carried the Surrey, UK registration 'HPJ 878' and was sold new in April 1939 to a Michael B Thomson of Birmingham. It was subsequently sold to Miss Betty Haigh of Bury Gate, Sussex, who is perhaps best remembered for her 2-Litre Class win in the 1946 Alpine Trial driving an AC 16/80, 'EPJ 101'. The accompanying continuation logbook (issued 1952) records the owner at that time as one Alexander Bruce Ritchie of Dundee, who had acquired the AC in September 1949, followed by musician David Tarbet Phin from 1957. Mr Phin is said to have used the car to transport his double base to and from engagements, and the logbook records no fewer than five different addresses for him over the succeeding five years, the last entry being stamped in June 1962.
In August 1963 'HPJ 878' was purchased from Eversfield Garage of St Leonards-on-Sea, East Sussex by Dr Arthur Holmes Pickering, who paid a mere £15 for it (purchase receipt on file). The cylinder block had corroded and water had contaminated the engine oil leading to bearing failure. Replacement engines being unobtainable, the car was sold for its scrap value. Although the blower had been removed, the fact that the AC had been a supercharged model was confirmed by the boost gauge on the dashboard.
'HPJ 878' remained in storage until some cylinder blocks were re-manufactured by Werner Oswald, and its restoration commenced in the late 1990s. In the intervening period the owner had accumulated numerous parts, including some bought directly from the AC factory in Thames Ditton. The restoration was carried out by Bruce and Jim Young between 1997 and 2005, the engine being rebuilt by Tim Abbott who advised that a new crankshaft and rods be made and fitted, given the age of the originals and the risk to the new block if anything failed.
Most of the body frame was kept but new wheelarches had to be made from epoxy-bonded laminated ash. The aluminium body panelling was badly corroded wherever it was nailed to the frame, and it was considered more efficacious to re-skin the body rather than make repairs, while the hood cover was missing and had to be remade. Although rusty in places, the original steel wings were otherwise sound and were repaired successfully, as were the splash deflectors. A complete interior re-trim was undertaken by Graham Williams, who also made and fitted a new hood, hood bag and side screens. All invoices relating to the restoration are on file.
Shortly after completion, the AC received the ultimate accolade when it was invited to attend the inaugural 'Concours of Elegance' at Windsor Castle in the presence of HM The Queen, joining approximately 60 of the world's finest cars in the Castle's quadrangle (letter of invitation on file). Our vendor purchased the AC at Bonhams' Goodwood Festival of Speed sale in July 2013 (Lot 317), at which time fewer than 1,000 miles had been covered post-restoration.
Eminently suitable for historic road rallies such as the popular 'Flying Scotsman', this extremely rare and beautiful 'Post-Vintage Thoroughbred' is offered with two box files of history (inspection recommended).
Please note that if this vehicle is sold to a French private buyer or an EU private individual the reduced rate of Import VAT at 5.5% will be charged on the hammer price. The Import VAT will be invoiced to you by our custom broker who will also charge a clearance fee. If you buy as a Trader or Company however, the Finances Publiques will charge you directly (based on our customs broker clearance) and the French VAT Import Charges will not appear on your Bonhams invoice. Please note that if you purchase as an EU Company, you are required to pay the VAT in your registered country at the relevant rate. Import rates to other EU Countries may vary and an administration fee will be charged to prepare the necessary customs clearance. If you have any questions regarding customs clearance, please contact the Bonhams Motorcar Department or our recommended shippers.
• Invited to the inaugural Windsor Castle Concours d'Élégance
• Registered in the UK as 'HPJ 878'
• Professionally restored between 1997 and 2005
• Present ownership since 2013
• Extensive history files
• English registration document
Having abandoned plans to produce a 20hp touring car, John Weller turned his not inconsiderable design talents to something more mundane - a three-wheeled commercial delivery vehicle. Introduced in 1904, the Auto-Carrier was an immediate success and a passenger version - the Sociable - followed in 1907, at which time the company name was abbreviated to 'AC'. The firm's first four-cylinder car arrived in 1913 and fours would be catalogued until 1928, thereafter the company offered sixes only.
AC's famous Weller-designed, overhead-camshaft six entered production in 1922, by which time Weller and his financial backer John Portwine had been ousted by new owner S F Edge. A prominent racing driver of the Edwardian era, Edge believed fervently in the publicity value of competition successes and pursued this policy enthusiastically during his stewardship of AC. In 1922 an AC became the first 1,500cc car to cover the mile at over 100mph and in 1926 the marque's place in motoring history was assured when a 2.0-litre model became the first British car to win the Monte Carlo Rally.
Financial difficulties saw AC taken over by the Hurlock brothers in 1930 and from then on the firm concentrated on sporting cars aimed at the discerning enthusiast. Successful motor dealers, the Hurlocks had bought AC as a means of expanding their existing business and only restarted the manufacturing side in response to customer demand. Existing stocks of spares were used at first but when these began to run out the brothers had no option but to make a fresh start. This they did using a bought-in chassis from Standard, into which went Weller's six and a conventional ENV gearbox, replacing AC's traditional three-speed transaxle. The marque's reputation for producing well engineered and equally well finished cars continued under the Hurlocks' ownership, enabling AC to prosper despite the higher asking prices that these exemplary standards necessitated.
An improved, under-slung chassis of 9' 7" wheelbase was adopted for AC's 1934 range, which was first displayed at the London Motor Show in October 1933. By 1935 a flat radiator with mesh grille had replaced the previous rounded type, only to be superseded for the following season by the classic slatted version. A synchromesh gearbox was standard by this time, while other noteworthy features included 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.
Also in the range at this time was the 16/80hp Competition model, an entirely new sports two-seater that had first appeared publicly at the 1935 London Motor Show. Weller's 2.0-litre six was installed in a short-wheelbase chassis, under-slung at the rear and equipped with Moss remote-change synchromesh gearbox and Bendix self-energising mechanical brakes. Topped off by a supremely handsome roadster body, the 16/80 combined gorgeous looks with excellent handling and a 90mph maximum speed. Only 28 were constructed before a mildly restyled version arrived for 1937. At the 1938 Motor Show an example was exhibited fitted with an Arnott supercharger, which added £35 to the price, and this 16/90hp model remained available until AC ceased car production in 1939.
One of only a tiny handful of its type made, of which it is believed only three survive, chassis number 'L662' carried the Surrey, UK registration 'HPJ 878' and was sold new in April 1939 to a Michael B Thomson of Birmingham. It was subsequently sold to Miss Betty Haigh of Bury Gate, Sussex, who is perhaps best remembered for her 2-Litre Class win in the 1946 Alpine Trial driving an AC 16/80, 'EPJ 101'. The accompanying continuation logbook (issued 1952) records the owner at that time as one Alexander Bruce Ritchie of Dundee, who had acquired the AC in September 1949, followed by musician David Tarbet Phin from 1957. Mr Phin is said to have used the car to transport his double base to and from engagements, and the logbook records no fewer than five different addresses for him over the succeeding five years, the last entry being stamped in June 1962.
In August 1963 'HPJ 878' was purchased from Eversfield Garage of St Leonards-on-Sea, East Sussex by Dr Arthur Holmes Pickering, who paid a mere £15 for it (purchase receipt on file). The cylinder block had corroded and water had contaminated the engine oil leading to bearing failure. Replacement engines being unobtainable, the car was sold for its scrap value. Although the blower had been removed, the fact that the AC had been a supercharged model was confirmed by the boost gauge on the dashboard.
'HPJ 878' remained in storage until some cylinder blocks were re-manufactured by Werner Oswald, and its restoration commenced in the late 1990s. In the intervening period the owner had accumulated numerous parts, including some bought directly from the AC factory in Thames Ditton. The restoration was carried out by Bruce and Jim Young between 1997 and 2005, the engine being rebuilt by Tim Abbott who advised that a new crankshaft and rods be made and fitted, given the age of the originals and the risk to the new block if anything failed.
Most of the body frame was kept but new wheelarches had to be made from epoxy-bonded laminated ash. The aluminium body panelling was badly corroded wherever it was nailed to the frame, and it was considered more efficacious to re-skin the body rather than make repairs, while the hood cover was missing and had to be remade. Although rusty in places, the original steel wings were otherwise sound and were repaired successfully, as were the splash deflectors. A complete interior re-trim was undertaken by Graham Williams, who also made and fitted a new hood, hood bag and side screens. All invoices relating to the restoration are on file.
Shortly after completion, the AC received the ultimate accolade when it was invited to attend the inaugural 'Concours of Elegance' at Windsor Castle in the presence of HM The Queen, joining approximately 60 of the world's finest cars in the Castle's quadrangle (letter of invitation on file). Our vendor purchased the AC at Bonhams' Goodwood Festival of Speed sale in July 2013 (Lot 317), at which time fewer than 1,000 miles had been covered post-restoration.
Eminently suitable for historic road rallies such as the popular 'Flying Scotsman', this extremely rare and beautiful 'Post-Vintage Thoroughbred' is offered with two box files of history (inspection recommended).
Please note that if this vehicle is sold to a French private buyer or an EU private individual the reduced rate of Import VAT at 5.5% will be charged on the hammer price. The Import VAT will be invoiced to you by our custom broker who will also charge a clearance fee. If you buy as a Trader or Company however, the Finances Publiques will charge you directly (based on our customs broker clearance) and the French VAT Import Charges will not appear on your Bonhams invoice. Please note that if you purchase as an EU Company, you are required to pay the VAT in your registered country at the relevant rate. Import rates to other EU Countries may vary and an administration fee will be charged to prepare the necessary customs clearance. If you have any questions regarding customs clearance, please contact the Bonhams Motorcar Department or our recommended shippers.
Footnotes
Probablement l'une des trois seules survivantes, dans la même famille de 1963 à 2013
1939 AC 16/90 HP à compresseur tourer
Châssis n° L662
Moteur n° UBS7.613
• Le summum des AC sportives des années 1930
• Invitée au concours d'élégance inaugural du château de Windsor
• Immatriculée HPJ 878 au Royaume-Uni
• Restaurée professionnellement entre 1997 et 2005
• Aux mains de l'actuel propriétaire depuis 2013
• Dossier historique complet
• Document d'immatriculation anglais
Après avoir abandonné son projet de modèle tourisme 20 HP, John Weller tourna ses modestes talents de créateur vers un projet plus banal – un modèle commercial de livraison à trois roues. Dévoilé en 1904, l'Auto-Carrier fut un succès immédiat et une version « passagers » - la Sociable – suivit en 1907, époque à laquelle le nom de la société fut abrégée en AC. Le premier modèle quatre cylindres arriva en 1913 et quatre allaient figurer au catalogue jusqu'en 1928, après quoi la marque ne proposa plus que des six cylindres.
Le fameux modèle AC conçu par Weller, la six cylindres à arbre à cames en tête, entra en production en 1922, époque à laquelle, Weller et son soutien financier John Portwine avaient été remplacés par le nouveau propriétaire S. F. Edge. Éminent pilote de l'ère Édouardienne, Edge était convaincu de l'efficacité publicitaire apportée par les succès en compétition et poursuivit cette politique avec enthousiasme tout au long de sa gestion d'AC. En 1922, une AC fut la première voiture de 1 500 cm3 à couvrir le mile à plus de 100 mph (160 km/h) et en 1926 la position de la marque dans l'histoire automobile fut définitivement lorsqu'un modèle 2 litres devint la première voiture britannique à remporter le rallye de Monte-Carlo.
Des difficultés financières amenèrent à la reprise d'AC par les frères Hurlock en 1930 et à partir de cette date la marque se concentra sur les modèles sportifs destinés aux connaisseurs passionnés. Concessionnaires automobile renommés, les Hurlock avaient acheté AC pour étendre leur affaire et ne poursuivirent la fabrication que pour répondre à la demande de la clientèle. Dans un premier temps, on utilisa le stock de pièces détachées, mais quand celles-ci vinrent à manquer, les frères n'eurent d'autre solution que de repartir à zéro. Ils le firent en achetant un châssis à Standard dans lequel ils installèrent le six cylindres de Weller et une boîte de vitesses conventionnelle ENV à la place de l'habituelle boîte transaxle à trois rapports d'AC. La réputation de la marque pour produire des voitures bien conçues et bien finies se prolongea sous la houlette des Hurlock, permettant à AC de prospérer en dépit du prix exorbitant qu'entrainaient les exigences de qualité de ses modèles.
Un châssis surbaissé de 2,76 m fut adopté pour la gamme AC de 1934, dévoilée au salon de Londres en octobre 1933. En 1935, un radiateur plat à calandre grillagée fut adopté à la place de l'ancien type bombé qui fut à son tour remplacé la saison suivante par la version classique à lattes. Une boîte synchronisée était montée en série à l'époque et les autres caractéristiques remarquables étaient la lubrification automatique du châssis, les crics intégrés et les amortisseurs Telecontrol, tous installés sur les modèles 16/60 HP et 16/70 HP lancés en 1936.
Figurait également dans la gamme à l'époque le modèle compétition 16/80 HP, une sportive deux places entièrement nouvelle qui avait fait sa première apparition publique au salon de Londres en 1935. La six cylindres 2 litres de Weller était montée sur un châssis à empattement court surbaissé à l'arrière et équipée d'une boîte synchronisée Moss à télécommande et de freins mécaniques Bendix auto-amplifiés. Habillé d'une magnifique carrosserie roadster, la 16/80 combinait une apparence flatteuse avec une excellente tenue de route et une vitesse maximale de 150 km/h. Il en fut construit seulement 28 avant qu'une version légèrement restylée n'arrive en 1937. Au salon de 1938 un exemplaire était exposé, équipé d'un compresseur Arnott qui ajoutait 35 £ à son prix, et cette 16/90 HP resta disponible jusqu'à la fin de la production des automobiles AC en 1939.
Survivant de la petite poignée de ce type fabriquée, dont il ne reste croit-on que trois exemplaires, le châssis numéro L662 portait l'immatriculation britannique du Surrey HPJ 878 et fut vendu neuf en avril 1939 à un certain Michael B. Thomson de Birmingham. Elle passa ensuite aux mains de miss Betty Haigh de Bury Gate, dans le Sussex, dont on se souvient notamment en raison de sa victoire de classe en 2 Litres à l'Alpine Trial de 1946 au volant d'une AC 16/80, EPJ 101. Le journal de bord qui l'accompagne (qui débute en 1952) indique le propriétaire de l'époque comme étant un certain Alexander Bruce Ritchie de Dundee, qui avait acquis l'AC en septembre 1949, suivi du musicien David Tarbet Phin à partir de 1957. On raconte que M. Phin aurait utilisé la voiture pour transporter sa contrebasse d'un engagement à l'autre et le journal de bord lui attribue pas moins de cinq adresses différentes au cours des cinq années suivantes, la dernière datant de juin 1962.
En août 1963, HPJ 878 a été achetée au garage Eversfield de Saint Leonards-on-Sea, dans l'East Sussex par le Dr Arthur Holmes Pickering, qui l'a payée seulement 15 £ (facture d'achat au dossier). Le bloc cylindre fut corrodé et l'eau se mélangea à l'huile moteur, entrainant une défaillance des roulements. L'échange standard du moteur n'étant pas possible, la voiture fut vendue au poids de la ferraille. Bien que le compresseur ait été démonté, le fait que cette AC en possédait un est attesté par la présence d'un témoin de pression au tableau de bord.
HPJ 878 est restée remisée jusqu'à ce qu'un bloc cylindre soit refabriqué par Werner Oswald et sa restauration a commencé à la fin des années 1990. Au cours de cette période le propriétaire avait accumulé de nombreuses pièces, dont certaines achetées directement à l'usine AC de Thames Ditton. La restauration a été effectuée par Bruce et Jim Young entre 1997 et 2005, le moteur étant refait par Tim Abbott qui conseilla de faire refabriquer un nouveau vilebrequin et des bielles, étant donné l'âge des pièces originales et les risque que cela représentait pour le nouveau bloc en cas d'ennui.
La majeure partie de la structure de carrosserie fut conservée mais de nouveaux passages de roue durent être refaits en frêne laminé traité epoxy. Les panneaux d'aluminium de la carrosserie étaient si profondément corrodés à tous les points d'ancrage à la structure qu'on jugea plus efficace de refaire la carrosserie plutôt que de la réparer, alors que la capote absente dut être refaite. Bien que rouillées par endroit, les ailes originales en acier étaient par ailleurs saines et furent réparées avec succès, de même que les bavettes garde-boue. L'intérieur fut complètement regarni par Graham Williams à qui fut également confié la fabrication et l'installation de la nouvelle capote, de la housse de capote et des side screens. Toutes les factures relatives à la restauration figurent au dossier.
Peu après son achèvement, l'AC reçut la consécration suprême en étant invitée à figurer au concours d'élégance inaugural du château de Windsor en présence de Sa Majesté la Reine, au milieu d'environ 60 des plus prestigieuses voitures dans la cour du château (lettre d'invitation au dossier). Le vendeur a acheté l'AC à la vente Bonhams du Goodwood Festival of Speed en juillet 2013 (lot 317), époque à laquelle elle avait parcouru moins de 1 000 miles depuis sa restauration.
Parfaitement adaptée aux rallyes historiques sur routes comme le très populaire Flying Scotsman, cette magnifique et extrêmement rare « Post-Vintage Thoroughbred » est vendue avec deux dossiers historiques en boîtes (lecture recommandée).
Veuillez noter que, si ce véhicule est vendu à un acheteur français privé ou à un particulier membre d'un pays de l'UE, le taux réduit de TVA d'importation de 5,5% sera appliqué au prix d'adjudication. La TVA d'importation vous sera facturée par notre courtier en douane qui vous facturera aussi des frais de dédouanement. Toutefois, si vous achetez en tant que marchand ou que société, les Finances Publiques vous factureront directement (sur la base du dédouanement effectué par notre courtier en douane) et la TVA française d'importation n'apparaîtra pas sur la facture que Bonhams vous délivrera. Veuillez noter que, si vous achetez en tant que société de l'UE, vous devez payer la TVA dans votre pays d'immatriculation, au taux en vigueur. Les taux pour importation dans les autres pays de l'UE peuvent varier, et il vous sera facturé des frais administratifs relatifs à la préparation des opérations de dédouanement. Pour toute question relative au dédouanement, veuillez contacter le département Motorcar de Bonhams ou les sociétés de transport que nous recommandons.
Saleroom notices
Please note that this car was not owned by Betty Haigh and is one of five examples understood to survive. Veuillez noter que cette voiture n'a pas appartenu à Betty Haigh et qu'elle fait partie des cinq exemplaires qui semblent avoir survécu.
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| * | Import low rate |
| VAT on imported items at a reduced rate of 5.5% on the hammer price and the prevailing rate on buyer's premium if the item remains in EU. TVA sur les objets importés à un taux réduit de 5.5% sur le prix d'adjudication et un taux en vigueur sur la prime d'achat dans le cas où l'objet reste dans l'Union Européenne. |
