AC 3000ME

AC 3000ME air inlets and outlets, in the Thames Ditton version with black

The AC 3000ME was a mid-engined coupe with 3.0 -liter Ford V6 engine and plastic body.

It was developed and manufactured mainly by the English traditional company AC Cars Ltd.. Whose beginnings date back to the year 1901 go back (beginning of work on a Four Seat Tourer, presented at the London Motor Show in 1903 ) and its greatest success with the AC Cobra had in the 1960s, together with Carroll Shelby and Ford.

General

Originated between 1979 and 1985 total (excluding prototypes) only 104 copies in a small scale and largely crafted by the model 3000ME. As one of the first British car manufacturers who relied on the modern mid-engine concept, AC wanted with this developed from 1973 compact model and compared to the previous expensive models 289 sports and 428 ( Frua ) more affordable selling price open up a wider range of customers to increasingly against the to insist on releasing mass production competition. Ultimately, it is not the company succeeded, however, to prevent the 3000ME the downfall of one of the oldest independent car manufacturer in the world.

The 3000ME was the last model, the AC in Thames Ditton, Surrey produced, which was already since 1911 the company headquarters, at the same time it was the last model, led by the Hurlock family who had acquired the company in 1930. 74 units were built from 1979 to 1984 at the headquarters west of London, close to the legendary Brooklands race track; additional 30 optically and technically almost unchanged vehicles the company produced AC ( Scotland ) plc newly established. 1984 and 1985 to insolvency license, in Scotland.

Cause of economic failure were the unusually long six years development period of the model to be very high, but necessary due to the small numbers of sales price to be - the production start - obsolete, relatively less powerful Ford engine with high fuel consumption, and the arisen competition and Others Lotus, TVR and Porsche.

Today, the few AC 3000ME are mostly going steady; the lovers of the car looking at it, regardless of the Cobra replicas or later attempts to revive the brand which is still available, as the last "real" AC. Traded, while older AC models such as the AC Ace, AC Cobra or AC 428 currently displayed significantly higher prices in :; (August 2009 exchange rate as of about 7100-11800 € ) Chance to be Used Cars in England for about 6,000 bis £ 10,000 achieve case of Cobra partly over 100,000 €.

The model number refers 3000ME with the letters "ME " on the vehicle concept ( mid-engine/Mittelmotor ) and ³ with their number to the displacement of about 3000 cm. AC Previously used repeatedly model designations with respect to the displacement of motors used, so

The model 2- Litre ( 1947-1958, 6 - cylinder engine with 1991 cc of own production ),
The open sports car Cobra 260, Cobra 289 and Cobra 427 ( 1962-1968; V8 Ford Motor Company with 260, 289 and 427 cubic inches ( cu. in.), corresponding to 4261, 4736 and 6997 cm ³) or
The luxury model 428 ( Frua ) ( 1965-1973; . V8 Ford Motor Company with 428 cu in., corresponding to 7014 cc ).

Genesis

End of the 1960s, the uncompromising concept of open, partially brute AC Cobra had overtaken; after the departure of Carroll Shelby individual specimens could only be sold at a few lovers. With the model AC 428 ( Convertible from 1965 up to 1973 and fastback coupe built from 1967 to 1973 ) had gone AC Cars in the athletic -luxury segment. There it was, despite elegant bodies of the Italian designer Pietro Frua and large-volume Ford V8 engine with 345 bhp mostly (350 PS/257 kW) due to the high production costs ( manual labor, transfer from England to Italy and back ) and the dominated by the Cobra brand image is difficult to compete against its competitors, such as Aston Martin, Bristol, the Jensen Interceptor or competitors from continental Europe, such as the luxury coupes and convertibles from Ferrari, Lamborghini, Maserati or exotics such as the Iso Grifo and the Monteverdi high Speed 375 Added to this was the looming first oil crisis, the collapse was the sale of large-volume luxury cars. Beginning of the 1970s sought therefore AC for new vehicle concepts and models.

1972 met the AC - makers at the Racing Car Show in London the two young engineers and designers Peter Bohanna and Robin Stables that there their mid-engine study Diablo (Spanish for: 'devil' ) with transversely mounted 1.5-liter power unit presented from the Austin Maxi. Both had previously worked in the design office of the British sports and racing car manufacturer Lola, in particular on the famous Model T70 Mk.III, and experience with the relatively new, dating from the Racing mid-engine concept and with plastic bodies and lightweight space frame there. Together they had at first in their spare time, then from 1972 as a freelance design studio Bohanna Stables Ltd.. different models for the road designed based in High Wycombe, Buckinghamshire.

AC was convinced by the concept of a small sporty mid-engine coupe so that they acquired the rights to the show after the Diablo Bohanna and Stables and agreed a small series production of 20 vehicles a week. This was reminiscent of the approach adopted by AC Cars beginning of the 1950s: Back AC acquired the rights to the Tojeiro prototype of John Tojeiro and developed it using the company's own 2-liter 6- cylinder in-line engine for model AC Ace continues, the later became the basis of the successful AC Cobra.

The mid-engine concept was for AC from two points of interest: On the one had even worked the early 1960s on a successor for the AC Ace, which provided for a self- designed six - cylinder boxer engine in mid-mounted engine in a variant - a planning, however, was not pursued because the development of the AC Cobra, together with Carroll Shelby enjoyed precedence and was athletic as commercially successful. Secondly, the prototype of Bohanna Stables and offered the prospect of an affordable price a mid-engine sports car between the cheap Fiat X1 / 9 and the expensive exotics like the Ferrari Dino 246 Lamborghini Urraco or to place.

However, the production of the Diablo did not materialize, as British Leyland refused the delivery of Austin engines and gearboxes. Replacement AC was thanks to the previous good contacts with Ford in their V6 engines from the Ford Essex engine family. Meanwhile Bohanna and Stables were in the AC design office changed as advisors limited to fit together with the AC chief engineer Alan D. Turner the complex prototype concept to the needs of mass production and develop the design. At the Earls Court Motor Show 1973 AC could first two (but not roadworthy ) prototype under the name AC 3000 show (name So even without the abbreviation ME). The plans saw a transversely mounted behind the seats Ford -3 0.0 - liter V6 engine from a separate underlying, self-designed transmission, which - very unusual in modern vehicle - a triple roller chain with the motor or the coupling was connected. As the start of production called AC the following year as well as a prize " 3000 and 4000 pounds ," which was met with great interest and led to over 2,500 pre-orders.

In 1974 the body design of the now AC 3000 ME vessel referred to was largely completed: the outlines of the Diablo were retained in the nucleus, the front of the vehicle, however, been revised (bumpers, vehicle lights, front radiator ); the vehicle roof has been slightly raised to improve headroom and added additional vents for forced air cooling. Nevertheless passed to the start of series production by five more years:

Although AC pointed at the annual big motor shows in London and Birmingham regularly more prototypes, had to its customers, however, repeatedly put off concerning the series production. The reasons were varied:

Necessary changes to the construction plans by switching to the Ford engine with own design separate gearbox (also Lamborghini had with quergestelltem mid-engine search when model Miura longer time for solutions that make sense to connect the separately to be assembled because of the limited width of the vehicle transmission to the crankshaft and a need to develop additional intermediate gear )
Problems with the unusual primary drive via roller chain (wear, durability)
Change from a steel trellis frame to a welded steel sheets monocoque platform frame, which appeared more suitable for mass production
Insufficient financial resources to implement plans quickly
New stricter regulations on type approval from the mid- 1970s, such as elaborate crash tests
The desire of the tradition-conscious company owner Derek Hurlock, to bring the vehicle mature on the market to be the reputation of the brand justice, but at the same time to produce as many parts itself rather than import them from third-party entities (as, for example, Reliant the model Scimitar or TVR in the models of the M- series or the Tasmin for time and cost savings in front pay )

So the first attempt to obtain type approval, the mid- 1970s failed because that which now mandatory crash test at a speed of 30 miles per hour the steering wheel five and a half instead of the allowable five inches ( about 14 cm instead of 12.7 cm ) suspended in the interior. AC Cars was then forced to revise parts of the chassis. Thereafter, the steering column moved in the second test by only one and a half inches (3.8 cm ), an exceptionally good value, occupying the ultimately high passive safety of the model. For comparison, even the major manufacturer Vauxhall took several attempts before the contemporary Chevette passed the type test.

1975 AC began with the construction of a new dealer network. 1976 were AC to around 1,200 customers requests for the AC ME 3000, but were put off by pointing to a later end to the income series production and now to " around 6000 pounds " rise in retail price.

Sales begin and series production

In October 1978 officially began selling the now finally AC 3000ME mentioned model at the NEC Motor Show in Birmingham. 50 contracts were recorded during the exhibition. In early 1979 ran in Thames Ditton to the production of the first motor-driven medium series model in the hitherto 78- year history ACs.

The sale price was now proud to £ 11,302 (then converted to 43 940 DM), which is why many former buyers refrained from buying. In March 1980, the selling price was increased to £ 13,300 for the standard version and £ 13,600 with leather seats and cassette radio (then converted 56,220 or 57 490 DM). For comparison: On the domestic UK market, a Lotus Esprit S2 cost at the same time £ 14,981, a Porsche 924 Turbo £ 13,998 and a TVR Tasmin £ 12,800. Due to the low demand has led to AC to the dealer network in 1981 and took over the vehicle sale directly from the factory. ACs expectations, per year 250 vehicles for sale, could be achieved not nearly, not reduce costs because of the extensive manual labor. So in 1978 three pre -made production vehicles emerged (exhibition and demonstration ), in the following year 23, in the following year due to the recession, only about seven; 1981 and 1982 production figures remained at about eleven and nine, before they again increased slightly in 1983 and 1984 to twelve.

Therefore, the production figures were particularly short of original expectations, because the 3000ME was almost exclusively marketed in the United Kingdom; a scheduled export to North America - formerly a key market for the models AC Ace, AC Cobra and AC 428 - ultimately did not materialize. Although AC had developed parallel to the right-hand drive version for the domestic market is also a left-hand drive version for the North American market and continental Europe, however, the U.S. had, after the production of the AC 3000ME was delayed for years, significantly intensified safety and emission regulations. This could with the AC 3000ME not meet or had re- time-and cost -consuming adjustment work and approval formalities requires the AC to the previous development costs - more than a million pounds - could not afford or wanted. In addition, the then Chairman Derek Hurlock afraid now the American market due to the former, covered in his view product liability law with exorbitant compensation sums and amounts in dispute that had prompted the beginning of the 1980s have other smaller producers to withdraw from this market. So the factory emerged only five left-hand drive versions, all in Thames Ditton.

For AC Cars Ltd.. the production was no longer profitable, even after conversion to a plc. ( public limited company ) and moving into smaller workshops within Thames Ditton. Against the background of a general recession of the now well physically ailing owner Derek Hurlock left the production in Thames Ditton in the late summer of 1984, after only 74 vehicles set.

In the same year he forgave the license for production of the model and to use the name AC to a new, under the name AC ( Scotland) plc. firmierende society. The line was incumbent David McDonald, who had built a new plant in Hillington near Glasgow, and even in 1984 the production of the AC 3000ME resumed. Chrysler (UK) had in the region of his work Linwood closed so that many experienced workers were available. In the hope of state support McDonald planned a production of 400 vehicles per year with 62 employees, which would have been a success for the then untapped region. His longer-term consideration was to provide the torsion and especially type-tested chassis of the AC 3000ME with newly designed, the current prevailing taste corresponding GRP bodies, but to revise the vehicle technically.

In fact, in Scotland emerged in the years 1984 and 1985 with a 18- strong workforce, only 30 AC 3000ME, which should have last but not least located at the continued high retail price of £ 13,881 (then converted to 52 620 DM). Externally they were hardly distinguishable from the vehicles from Thames Ditton. Only certain grilles, which were mostly black with the English original version, were now (but not all), painted in body color with most Scottish vehicles. Furthermore, the exhaust system has been slightly modified. The build quality remained contemporary test reportedly on artistic usual high level.

In October 1985, left the last of 30 vehicles, the Scottish production halls before AC ( Scotland) plc. was placed under receivership. The funding for the new company had proved to be insufficient, the sales figures had remained too low and the cost of an in prototype stage revised version of the 3000ME become too high.

Details of the vehicle model

Body and equipment

The compact and beefy body is made of fiberglass reinforced plastic ( GRP). The design of the two-door two-seater comes from the English Bohanna Peter and Robin Stables, founder and owner of the design studio Bohanna Stables Ltd, as well as the AC lead developer Alan D. Turner.; The latter beginning of the 1960s instrumental in the development of the AC Cobra was involved (starting from the AC Ace ) and had among other things, the AC Cobra Coupe ( Fahrgestell-Nr. A-98 ) designed in 1964 for the plant use the 24- hour race at Le Mans this year, took to the AC Shelby Daytona Cobra Coupe against the set of Carroll Shelby.

The body of the 3000ME has a gently sloping wedge shape, characteristic flared wheel arches similar to contemporary rally or race track race cars and striking side vents to supply the agent engine. The body shows similarities to contemporary design by Bertone, notably made by it models Fiat X1 / 9, Ferrari Dino 308 GT and 4 Lancia Stratos HF. The hood has a characteristic scoop to create additional space for the engine, especially the carburetor and air filter as the Ford V6 built higher than the originally planned engine of the Austin Maxi. Other features include pop-up headlights, the wide C-pillar trim to the roll bar as well as a standard removable roof section that gives a targa -like driving experience with open side windows.

Juxtaposition of different contemporary mid-engined sports car:

Fiat X1 / 9 - Presentation 1972 at the same time the start of series

Lancia Stratos HF - Presentation 1971 series from 1973 ( street version )

Ferrari Dino 308 GT 4 - Presentation 1973 series from 1974

Under the front hood of the AC 3000ME are out of the battery, the fuse box and Nachfüllvorrichtungen a full-size spare and a small trunk, in which the dismantled roof center section can be stowed in a special bag. Unlocking the front bonnet is carried out as well as the bonnet of the vehicle interior. The AC 3000ME has two filler neck that close to the almost vertical rear window between the foothills of the C -pillar on the right and left are the hood. Behind the central engine is the openable from the outside main trunk, which is fully lined with carpet and has a great one for the category of vehicle capacity of 340 liters.

The bodies turned AC Cars forth itself.

Standard equipment included, inter alia, electric windows, tinted front and side windows, an award- adjustable leather steering wheel and a radio. Available from the factory was the vehicle in 16 colors; equipped as standard with fabric upholstery and carpets in black or beige, and leather seats were available at extra cost.

Contemporary reviews praised the good for a small volume manufacturers processing, high-quality materials and ergonomics in the interior, the scope of standard equipment and the - at least in view of the compact size - good space, also good for a mid-engine sports car clarity. During the mid-engine concept and the design of the press and the public were not well received in the prototype phase, the interest had subsided significantly in production Recording: The mid-engine concept was now established, cheaper competition models on the market and the body had a beginning the 1980s after several years of development time and the fashion trend in favor of an edgier, flächigeren designs such as the Lotus Esprit or TVR Tasmin backward.

Engine and transmission

Serial execution

Both the prototype AC ME 3000 and the series models AC 3000ME had a standard 3.0-liter V6 twin carburettor engine from the Essex engine series from Ford, as they built from 1967 in different engine capacity variants in the UK in Dagenham Engine Plant, Essex been. The 3.0-liter version was mainly used in the Ford Capri 3000 GT ( in Germany Mk.1 in 1972, in the UK from the end of 1969), later also in the top version of the Ford Granada. It was also used as a built-in motor at various British small -scale manufacturers use, except for AC even when Gilbern (models genius and Invader ), at various Marcos coupe, the Reliant Scimitar and in the manufacturer TVR in the coupe 3000M, the Convertible 3000S and the combi coupe Taimar. Unlike the foregoing, the motor in the AC 3000ME but was rotated 90 degrees and mounted transversely behind the driver's cab as a mid-engine. Basically he needs leaded premium gasoline or corresponding accessories, but can be converted to run on unleaded petrol. A catalytic version was not due to lack of export to the U.S.; retrofitting options are not known and would be difficult to implement because of the narrow engine compartment.

After Ford UK and Ford Germany the 3.0-liter V6 after 1981 no further began during the Capri or other models and instead replaced it with the 2.8-liter V6 engine from the Ford Cologne engine family, the imported AC 3 0.0 - liter engine from Ford South Africa.

The AC 3000ME has a transverse mounted, fully synchronized and splinted with the rear axle differential gearbox with five forward gears and reverse gear, which is located laterally adjacent to and slightly behind the engine. There is an AC - house development; which was assembled by AC itself. For this AC made the gear housing of light metal itself, while the innards ( gears and shafts ) were supplied by Hewland gearbox specialist. Ferrari at the shift lever is out on the center console through an open, chrome shift gate Similar to traditional. The transitions of the AC 3000ME are as follows stocky (for comparison behind the values for the equipped with the same engine Ford Capri 3000 GT Mk 1 and 2 (from 1972) ):

The AC 3000ME was one of the first road vehicles, in which a Ford engine was combined as standard with a five-speed gearbox.

The power from the engine / clutch is transmitted via triple gears and a high-strength Renold triple chain with a special chain tensioner on the gear, surrounded by a new, separate, made of light metal oil pan, as developed by AC Cars themselves and built like the clutch housing.

Standard equipment also included an elaborate and completely made of stainless steel exhaust system. An oil radiator and double thermostatically controlled cooling fans helped to prevent overheating of the engine ( a common problem of middle motors) even at low speeds or in city traffic.

Contemporary reviews complained that the engine performance and the performance would not do justice to the purchase price as well as the appearance of a super sports car; AC 3000ME was hardly a worthy successor to the legendary AC Cobra. There were also problems with the throttle response and the ability to switch the five-speed transmission, which could be overcome in the further course, however, in the first test copies. Were positively emphasized the pulling power of the three- liter engine, the cheap compared to other mid-engine sports car maintenance costs and excellent availability of spare parts for the production power unit.

Turbo version

Based in Silverstone company Rooster Turbo Tuner Robin Rew has equipped 17 of the built in Thames Ditton vehicles with turbo engines, with the turbocharger manufacturer IHI were used. The power is in the literature sporadically with 200 bhp (equivalent to 203 PS/149 kW) specified. Thus, the turbo version was significantly stronger than the standard carburetor version, but weaker than the rare, the TVR factory developed jointly with Broadspeed Engineering Turbo versions of the TVR 3000M Coupe, Convertible or Taimar 3000S equipped with a turbocharged 3.0 - liter Ford V6 engine ( 230 bhp power (233 PS/172 kW) at 5500 rpm, torque of 370 Nm at 3500 rpm ). The acceleration from 0 to 100 km / h should the 3000ME Turbo accordingly to have reached about 6.0 seconds and the top speed at 225 km / hr. Visible are the turbo versions of the AC 3000ME the fact that they have ever held a tailpipe right and left only one tailpipe on the left. Since it is precisely in these versions vehicle fires occurred, and also a turbo- typical high fuel consumption, many of the original Turbo versions were later - are still intact - downgraded again.

A German review of this rare turbo version can be found in the journal sports rider - The Motor magazine, issue September 1984 indicated there with PS/169 230 kW.

Chassis and Suspension

Chassis and running gear of the AC 3000ME were designed very advanced for their time. It has a steel monocoque chassis in the form of a trough-shaped platform frame ( six copies made of stainless steel, painted and otherwise with underbody protection provided steel sheets ). Were bolted thereto a front and rear subframe (for individual vehicles of galvanized steel, otherwise from coated steel tubing ), who received the suspension components. The series design more so on the Diablo prototypes of Bohanna and Stables, which still had a steel tube frame. The revised concept comes mainly from the long-time AC employees Vin Davison (who had been involved at the beginning of the 1950s the development of the AC Ace starting from Tojero prototypes ) and the AC - chief developer Alan D. Turner, composed of Bohanna and Stables.

The vehicle is equipped according to modern sports and racing cars on an independent suspension front and rear, with double wishbones, coil springs and shock absorbers. The 3000ME delayed via a hydraulic dual-circuit brake system with brake controller and brake discs front and rear (initially 254 mm diameter front and 239 mm rear).

According to the tradition AC Cars produced the most vehicle components themselves, rather than relying on parts of large-volume producers, starting with the chassis on the sub-frame, chassis parts to the brake discs. Reached only when the brake calipers AC back to such the brake specialist Girling; also springs and dampers were from established suppliers.

The chassis with the bolt-on sub-frame is very rigid and offered for his time, a high degree of occupant protection. The safety concept belonged doors with integrated steely side impact protection, safety door locks and high-strength hinges, stable chassis cross walls, a more integrated roll-over bars behind the seats and in the instrument panel and an adjustable length and inclination safety steering column to the steering rack. The 64 -liter fuel tank is located - in the event of a rollover and side foreclosed up - between the cab and engine compartment.

As standard, the 3000ME was equipped with five-hole Wolf Race Leichtmetallädern size 7 × 14 inches and Radial wide tires in size 205/60 VR 14.

The track gauge is 1397 mm front and rear 1422 mm, ground clearance is 133 mm, the turning circle at 9.5 m at 3 turns lock to lock. Unladen weight of the vehicle loads 40 % on the front, 60 % on the rear axle.

During the production time single chassis improvements were incorporated, so in terms of voting and in the form of enlarged disc brakes ( last: 277 mm front, 257 mm rear); among other things, thus the empty weight increased during the period of production at the later models by 20 kg last 1105 kg with a gross vehicle weight of 1300 kg.

Contemporary reviews praised the modern conception of the chassis, the truck's maneuverability, the sufficient despite the small wheelbase good tracking as well as the unexpectedly high level of ride comfort. Criticized the relatively high, however, caused by the high safety standards of weight and especially a critical driving behavior at the limit on wet roads or when the load changes ( a common problem of mid-engined cars, here amplified by a relatively short wheelbase, a relatively comfortable suspension tuning and a weight distribution of 60 % to the rear axle).

Sports bets

Factory found with the AC 3000ME - unlike in the 1960s with the AC Cobra or in the 1950s with the AC Ace - no racing applications instead. On the one AC were missing after the long development time, the necessary funds for this purpose. On the other hand, the 3.0 -liter Ford Essex V6 engine was already at start of production as obsolete; because of the complex primary drive and the special housing for transmission and oil pan also no short-term change to a different type of engine was possible. Chance of 3000ME has been modified and used (sometimes with more powerful Weber carburettors, turbo or even bi-turbo engines with up to 300 bhp (304 PS/224 kW) ) of private drivers for circuit racing, slalom and hill climb.

Attention gained AC Cars beginning of the 1980s again when Ford hired considerations for a medium- motorized racing and rally car and this would fall back on the chassis of the AC 3000ME. In this context, the AC Ghia originated ( see below). Ford, however, did not pursue the plans as prospects of success of the all-wheel drive front-engine coupe Audi quattro. However Lancia showed the Lancia Rally 037 in the rally seasons from 1981 to 1984, that rear-wheel drive mid-engine vehicles very well compete were ( winning the Constructors' World Championship 1983). Ford UK then developed since 1983 an independent mid-engine rally car with similar dimensions as those of the AC 3000ME, but with a turbocharged 1.8 -liter four-cylinder Cosworth engine and all-wheel drive, the Ford RS200.

Individual items and special versions

Diablo prototype from 1972 by Peter Bohanna and Robin Stables with 1500 cc engine of the Austin Maxi; the brown painted prototype with dark brown contrasting roof is today (like the 3000ME Lightweight single piece Ecosse Signature single piece from 1988, a normal 3000ME and a left steered 3000ME Turbo) in the possession of an English brand enthusiast and collector, the original Art Model in the possession of another member of the AC Owners Club

Nine prototypes: AC 3000, 2 of 1973 ( not ready to drive, chassis no. 101 and 102)
AC ME 3000, 3 of 1974 (, chassis 100 to 102 ( new count ) ), 3 of 1975 (, chassis 103, 104 and 106), 1 of 1977 ( 108, chassis ); get are # 104 and 106 ( privately owned ) and No. 108 ( now in the collection of AC Heritage, Brooklands (the car shown in the first sales brochure ) ); all other prototypes were dismantled, scrapped or destroyed in crash tests and driving tests

Chassis no. 119 of 1979: Tuner Robin Rew for mountain, sprint and slalom races converted vehicle, often referred to as 3000ME Lightweight or Lightweight Twin Turbo (including wider wheels and tires, the factory single -crafted fiberglass body with strongly widened fenders, front spoiler, Bi - turbo engine (up to 300 bhp ), weight reduction ), after conversion back part with street legal

Chassis no. 129 of 1982: Demonstration of Hurlock Andrew, the manager of his time AC Cars; later with the change of local production to Scotland for the testbed for a proposed Mk.2 version of the 3000ME rebuilt (see below)

Chassis no. 156 from the year 1981: originally a rebuilt version with turbocharger, in Australia for close- rally class

Chassis no. 159 of 1980: Coupe Design Study by Ghia called AC Ghia; roadworthy, but not for road approved single piece, unveiled at the Geneva Motor Show in 1981; Design of the then 40 -year-old Filippo Sapino ( since 1976 head of the design studio Ghia ) for a planned Ford rally and circuit racing cars; shortened by short overhangs in length by another 203 mm; Tires: Pirelli P7 in the format 225/50 VR 15 on two-piece aluminum wheels; Interior of the 3000ME series vehicle; Body originally silver, later painted black (with dark gray contrasting plastic parts ); auctioned on June 16, 2002 by Ford in Dearborn ( USA) Christie's for £ 23,500

Chassis no. 161 from the year 1981: Single piece AC 3000ME Shelby Special with 2.2 -liter four- cylinder turbo engine and 109 kW/148 hp from the Dodge Shelby Charger by Chrysler USA and two-tone paint in Shelby Blue and silver; on the initiative of the California businessmen Steve hitter and Barry Gale ( imported using their company Panter America already De Tomaso Panteras about a Belgian intermediary in the USA) and in due course with the help of Carroll Shelby ( then newly occurred at Chrysler to the Group with sportier models to create that modern image ); was based on the idea that the AC 3000ME in the U.S. in larger numbers with a substance meeting the local emission standards engine for sale, including Gale hitter and the company AC Cars of North America, based in Santa Monica, California founded; technical adjustments by Kas Kastner in Torrance, California ( continued in the USA for many years British triumph in sports car racing, a ); with new, optically polished body parts, designed and manufactured by Bob Marianich and Steve Hitter; voraufgegangene contact attempts to other engine suppliers were unsuccessful ( Ford USA had at that time no sufficiently strong four or V6 engines, General Motors showed little interest, apparently because one pursued by the Pontiac Fiero even a comparable vehicle concept whose presentation was imminent ); Series production was eliminated because ultimately the lack of support by the Chrysler Group, as the Group CEO Lee Iacocca wanted to put the front wheel drive models consistently; the vehicle is now part of the Petersen Automotive Museum stock

Chassis no. 163 of 1981: four-door, four-seat mid-engine design study of Ghia Ford called Quicksilver extended chassis of the AC 3000ME with a new stand-alone interior; roadworthy, but not for road approved single piece, unveiled at the Geneva Motor Show in 1982; also a draft Ghia bosses Filippo Sapino as was the AC Ghia from the previous year; originally silver, later painted red (each with contrasting dark gray plastic parts ); Ford in Dearborn ( USA) Christie's for £ 45,825 at auction on June 16, 2002.

A racing car in the Supersport series with replicated plastic body of the AC 3000ME, 1990 started the race in Knockhill; only superficial similarities; Technology: tubular space frame of a racing car manufacturer with Ford BDA Cosworth engine and Hewland gearbox

Further career of the model and the manufacturer

After the production was moved to Scotland in 1984, the company AC (Scotland ) plc announced. the development of a first 3000ME Mk.2 called successor to that - should, in collaboration with Alfa Romeo arise - as his term rumors. Responsible engineer was Aubrey Woods, who is already successful in the 1960s for the Formula 1 racing car manufacturer BRM worked. The aim was to address weaknesses in the 3000ME particularly in the chassis by the use of high-volume parts, thus at the same time to reduce costs and open up new sales channels, among others, to continental Europe and North America about Alfa Romeo. Based on the earlier work demonstrator with the chassis number ... ME 129, which was mostly used by the Superintendent Andrew Hurlock, Woods and his team designed a completely new suspension using Alfa- components and wheels, were added KONI shock absorbers and dashboard, pedals, steering, drive shafts and ventilated disc brakes Alfa Romeo, especially the models GTV 6 (1st generation) and 164 Hewland developed a revised gear including chain case with the possibility, as in a racing transmission by changing the transmission gears translation the individual gears to be able to quickly adapt to the respective needs. To test a tuned by John Dooley 2.5 -liter Alfa V6 racing engine was first built in, even if the vehicle never took part in the race; later, a 2.5 - liter V6 engine series from the Alfa Romeo 164 was used. Chance was in this context of the future model name AC 2500ME (because of decreased from 3.0 to 2.5 liters displacement ) of the question.

1985 announced AC ( Scotland ) to a successor named AC Ecosse; addition to the aforementioned technical changes had this a completely new, targeted to the English taste of the early 1980s, Body made of glass reinforced plastic. The striking wedge-shaped, angular body is based on a design by English designer Peter Stevens, who was subsequently from 1985-1989 chief designer at Lotus and then super sports cars such as the Jaguar XJR- 15, the McLaren F1 (together with Gordon Murray ) and the MG XPower SV designed. The announced top speed of 233 km / h and the prospect of a modern design ensured the press and customers attention and interest. At the official presentation of the prototype, which should take place at the Motor Fair auto show of the year in 1985, but did not come due to the insolvency of the Scottish company.

Also Advised partners Alfa Romeo could not afford further financial support because the state enterprise was itself financially so struck that he was in 1986 sold to Fiat. With the cessation of production of the AC 3000ME in October 1985 had David McDonald and his young Scottish company also set the development work on the planned successor AC Ecosse.

In March 1986, the trustee sold the rights to the AC 3000ME a newly formed company called AC Ecosse Ltd. .. Later renamed as Ecosse Car Company Ltd.. presented them Ecosse Signature with a body made of plastic -carbon composite material and turbocharged 2.0 -liter twin cam engine from the Fiat Group as successor to the AC 3000ME at the Motor Show of 1988 in Birmingham. Due to insufficient funding had 1989, the further development after only a prototype and a ( pre-) production car to be completed before the actual series production could be included.

AC Cars in Thames Ditton had sold in the meantime its historic factory premises to an investor and was moved - in a smaller building adjacent warehouses - now purely as a repair and maintenance facility for older AC vehicles. The Hurlock family sold their shares in the company in 1986, which were eventually split into a property management company and the rights to the brand name "AC". The latter acquired Brian Angliss with his company car power, which is already successfully through the nearby former Brooklands race track made over the years replicas of the AC Cobra in its halls and had already acquired this from Ford the rights to the name "Cobra"; crafted the slightly revised and modernized Model AC Cobra was Mk.IV. His attempt at a modern sports car for the 1990s with the historical model designations AC Ace (convertible ) and AC Aceca (Coupe ) to build - temporarily majority owned by Ford (1987-1992) - but hit a few vehicles fail.

Current situation

Of the 104 vehicles built still exist today more than 90 percent. Many of today's owners are members of the British AC Owners Club, the regular brand and model meeting organized ( for example, in Silverstone and Goodwood ) in the supply of spare parts as well as occasional reproductions are coordinated and.

Today, the AC 3000ME is considered rare in acquisition and maintenance comparatively cheap classic cars sports car that is appealing from the historical connection to the AC Cobra, its rarity and its mid-engine concept. Even among many AC - owners, however, is the reputation of the AC 3000ME limited: According to many he lacks the charisma of the legendary front-engine sports car AC Ace, AC Aceca and AC Cobra or the elegance and style of the pre-war models and the AC 428

Used car prices are in 2010 between £ 6000 for a restoration project and about £ 14,000 for first-class vehicles. Availability is limited. Most vehicles are have long been in collectors hands.

The first fully made in Scotland AC 3000ME with chassis no. ME ... 185 ( the numbers 183 and 184 were still delivered as a "rolling chassis" to Scotland ) was since 1995 in the Scottish Motoring Heritage Centre in Alexandria, West Dunbartonshire, near the Loch Lomond issued. This museum north-west of Glasgow devoted himself to its temporary closure in July 2007, particularly the vehicles produced in Scotland as well as vehicles from the early days of the engine; housed it was in a part of the representative, listed building for years Art Nouveau building, the former automobile manufacturer Argyll served at the beginning of the 20th century as a production unit.

Comparable vehicle models

More contemporary Mittelmotor-/Heckmotor-Coupés with four or six cylinders and similar power (80 kW -125 kW):

Lancia Beta Monte Carlo from Italy ( 2.0 l R4 with 88 kW)
Lotus Esprit S2 / S3 from the United Kingdom ( 2.0 l R4 with 110 kW / 2,2 l R4 to 118 kW)
Maserati Merak 2000 from Italy (2.0 -liter V6 with 118 kW)
Pontiac Fiero V6 from the USA ( 2.8 -liter V6 engine with 99 kW )
Renault Alpine A310 V6 from France ( 2.7 -liter V6 with 110 kW)
Talbot Matra Murena / Murena S from France ( 2.2 l R4 with 87 kW/104 kW)

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