That is what I was after! Here all the details on the car, partially also due to some answers from Brock05.
Captain George Eyston, decided that he would show how fast and effective a compressionignition engine could be. Eyston was a director of the Associated Equipment Company of Walthamstow, and used one of their diesel engines, of the kind found in London 'buses, which was installed in a Chrysler chassis at C T Delaney's works in Maida Vale. AEC introduced the CI engine for heavy-duty vehicles from about 1920, and were no doubt pleased for Eyston to publicise their power units in this way. The engine used was an 8850cc fourcylinder weighing 14141bs.
Eyston had business associations with Chrysler Corporation in this country, hence the choice of chassis. The engine gave 130bhp and the Chrysler's final-drive ratio was changed to 1.94:1. Eyston realized that a smart, practical-looking vehicle was necessary and he got Vanden Plas to make an impressive, streamlined, narrow saloon body for the AEC Safety 6 Special. It was roadequipped with modest mudguarding and lamp's, and weighed 2.1/2 tons; with its louvred tail strapped down like the long bonnet, the appearance suggested a racing special. At this time, late in 1933, dieselclass records were not recognized by the FIA. But in the LIS, C L Cummings was claiming 100.75mph for a diesel car.
Eyston arranged for a run at Brooklands on October 27 1933. It was a pouring wet day, people watching under a sea of umbrellas. The AEC was timed officially over the two-way flying-start km and mile after the racing tyres had been changed for ribbed ones. GET was drier than we were inside the car, the spray from it rising higher than its roof, as the back mudguards were not fitted. Though he had difficulties when one wiper blade blew off and the other lifted, he averaged 104.86mph for the km, 101.98mph for the mile.
