here - DRC Europe

BRINGING A DREAM TO REALITY
Progress at ‘’Work-In’ days and
the appearance at Dragstalgia
Picture:Tog – Eurodragster.com
;
Picture: Matt Woods
WE’RE GOING TO
BUILD ONE OF THESE
The racing history of Europe’s first
dragster – Part 5
1
Editor – Brian Taylor.
Thanks to Drag Racing Confidential for on-line turn-page version
2
IT’S THE FINAL COUNTDOWN
Turning a dream into reality
The last report saw us enter the month of May when the restoration work
speeded up considerably as the Allard Chrysler Action Group (ACAG) team saw a
realistic chance to fire up the car at the Dragstalgia meeting held at Santa Pod
the following month. Until this point it had been an aim; Now we could almost
touch it.
The workshop at Andy Robinson Race Cars saw many ACAG ‘Work-in’ days
during June and, along with Chris Eames, Andy’s own team also joined the
charge during the working week to get it finished. The transmission received
much attention with the flywheel being marked for timing once the team had
worked out how to tune the engine using a practical sighting point.
Instrumentation, wiring, hydraulics, fuel system and control cabling were
completed. Problems with the blower/Potvin adapter were rectified and we
entered July on a high.
(source; Bob Roberts)
The July 1st ‘Work-In’ started out well and finished well. But in between we hit a
shed load of problems. Lube was added and we were progressing famously until
a pre-fire-up oil flow test brought things to a halt. We could not get oil through
to the rocker gallery. We figured that the cam position after the timing marks
had been applied was unfortunately such that it did not let the oil through
without rotating the engine. Using the starter we tried to move it slightly but
nothing happened. Power reached the starter but it was unable to turn the
engine.
3
We discovered that the problem was with the clutch levers fouling the cover. The
spacing carried out at an earlier session had not solved our problem. To fully
check this out the clutch was dismantled after partially removing the engine,
gearbox and rear axle from the chassis and we identified the fault as not being
an easy fix.
We decided to proceed towards the fire-up with the transmission disconnected
from the clutch. We could always push the car into position at the drag strip.
With the spacers removed the arms cleared the cover and we were back in
business. Before putting things back together, and after some trial and error
moving the cam on the starter button, we got oil into the rocker galleries.
The assembly was put back together again and a full starter button check
confirmed everything was turning. The mag was backed off to a methanol
setting. The firing order was confirmed, plugs installed and methanol poured into
the tank. A remote small fuel canister (squirty plastic bottle) was connected to
assist the starting until the fuel was pumped round.
The engine fired but for some reason the fuel was not being pumped round so it
stopped as soon as the remote fuel canister was empty. After much scratching of
heads it was thought that the fuel pump was turning the wrong way. A test
confirmed this to be the case. A quick check via the internet confirmed that the
flow could be reversed by taking the pump apart. All this took a lot of time and it
was now 2030 hrs. The team went for another fire-up and Eureka!!! For the first
time since 1964 Europe’s first dragster burst into life and continued running.
Andy Robinson lights the fuse (source; Bob Roberts)
It ran for about one minute (the water cooling system had not been installed so
we could not run for too long). Oil pressure reached 90 psi at 2000 rpm. With
flames leaping from the rear headers we had brought history back to life. It was
all recorded by Bob Roberts on video www.youtube.com/watch?v=zosoe5-b9yo.
The next few days saw the Andy Robinson Race Car crew plus Bob, Martin, Chris
and Syd complete the brake hydraulics and carry out further fire-ups to improve
4
the tuning. Not easy with a cackle cam – the only one in the UK. A lot of on-thejob learning required using the ‘suck it and see’ approach. But we were now
ready to demonstrate the dragster at Dragstalgia on July 14/15.
The wet weather on the 14th at Santa Pod Raceway gave us plenty of pit time to
further improve the tuning and fire-up technique; this time with all the body
panels in place apart from the engine cowl. Emily Hakansson of the IMI got close
up and personal with the car for one of the test fire-ups and she liked it; a lot.
We decided to stick with methanol for the evening ‘cacklefest’ first public fire-up
of the car since 1964. The team period uniform of white overalls, shirt and IMI
tie went down well with the other teams and the fans as we pushed the car in
position. The dragster started on the third time of asking and we ran for about
one minute on our own. When we shut down the fans went wild. We had some
special photos taken in the night at Santa Pod and one of them is on the front
cover of this issue
(sources; Coloured photos by Eurodragster.com, Dave Rudd, Mark Skinner and
Ingrid Chesworth
5
On Sunday 15th we continued
developing the start-up procedure
and decided to try it on a 40 per
cent nitro/methanol mix. Doug Hill
of the National Motor Museum,
Beaulieu joined the team to
witness it and IMI Magazine editor
Gareth Price was there to take in
the atmosphere as well as a few
pics. After a few changes to the
timing and start-up procedure she
fired up and the nitro flames were
coming from the headers. She
obviously liked nitro more than
methanol and another crucial stage
in the development of the project
was achieved.
(source; Matt Woods)
So it’s back to the workshop for some final tuning and work on the clutch and
cooling system. We hope to get the wheels finished and some chrome work done
before its next appearance at Chelsea.
When Doug returned to the museum he sent this e-mail.
Brian and the team
Well just WOW,
I think it is well worth reflecting a while what you have achieved.
 Probably the Most important Drag car in UK history has be brought
back to life
 A car that’s only prospect was to be preserved in an incomplete
state never to be see operating again has been “Resurrected”
 The car is in one piece complete as Mr Allard last saw it
 The wishes of Brian Golder have been realised, unfortunately not
in his life time but in his memory.
Guys this is getting a masterpiece out of the Museum cellar and bringing
it back to the nation.
Never underestimate your achievement. Thank you all.
Doug Hill
Museum Manager and Lord Montagu’s Chief Engineer
National Motor Museum, Beaulieu
Further congratulations were received after the first fire-up was announced and
these are shown on the next three pages along with the names of others who
have helped make this happen
6
MAKING IT HAPPEN
Many people and companies have helped us with the project. The ACAG Role of honour
listing those who have donated cash (and more in some cases) is below.
Peter Crane
Alan Currans
Tony Beadle (deceased)
Stuart Bradbury
Colin Gill
Martin Gleadow
David Hooper
John Hunt
Mark Ison
John Long
Ian Marshall
Syd McDonald
Alan Gower
Ken Cooper
Nick Davies
Mark Roper
Victor Perkins
Nick Pettitt
Simon Phillips
Bob Roberts
Andy Rogers (Tog)
Clive Skilton
Brian Sparrow
Jon Spoard
Maurice Takoor
Brian Taylor
Dan Welberry
The Wild Bunch
Alan Allard
Alan Hawkins
Keith Potter
Ian Turburville
Some other individuals have also contributed in other notable ways. They include Paul
Whitehouse, Tommy Vågen, Stuart Taylor, Phil Brown, Karen Parker, Matt Woods,
Clayton Round, Roy Wilding, Chris Eames, Pete Walters, Jayne McWatt, Martin Dunks,
Dave Gibbons, Lloyd Allard, Clive Pappadakis, Liz Rowland, Dave Davies, Ron McNeil,
Paul Stubbings, Ed Wimble, Kev Slyfield and Ked Dieter. We mustn’t forget Brian Golder
and his original part-restoration work and the crew at the National Motor Museum,
Beaulieu for maintaining it since the late 1980s. Associate supporters are the National
Motor Museum, Beaulieu, Santa Pod Raceway, Project 1320, The Pod Shop, Institute of
the Motor Industry, the Allard Register and the Allard Owners Club.
Sponsors are Eurodragster, US Automotive, the Acceleration Archive, Time Travel DVDs,
UKDRN, Andy Robinson Race Cars, Chicane Marketing, DS Racewear, Performance
Direct, Booth-Arons, Manley Performance, Race Tec Pistons, Crower, RCS, Littlefield
Blowers, 3 T Creative, Trend Performance, Hilborn Fuel Injection, RBS Insurance, British
Drag Racing Hall of Fame, CMW Oil Company, F&A Racing, Kalitta Motorsports, Aurora
Bearings, Hogs Back Brewery, Drag Racing Confidential, Southco Manufacturing (Dzus),
Exact, Hot Heads, Jack Hammer, R&R Hot Rod Imports, M&D Tooling, Lucas Oil Products,
Old Ford Autos, Alexandra Workwear, Powerlite, Nimbus, NGK Spark Plugs, Ringspann
Mooneyes and SDS Worldwide.
The uniqueness of this project and its ever-lasting historical importance make it an
attractive opportunity because the interest is worldwide. If you want to become involved
why not contact Brian at brian@allardchrysler.org or telephone him on 01395 579733.
7
CONGRATULATIONS
‘That is awesome. The beast once again was breathing fire’ (Sam Eidy)
‘Wow!!! That’s fantastic news. Congratulations to all the team. Loved the fire out
of the pipes’ (Backdraft Slingshot)
‘Well done guys. Great to hear it has all come together’ (Keith Lee)
I’m so pleased Sydney’s dragster is coming back to life. If it wasn’t for Sydney
drag racing would have been a lot later coming to England’ (Bob Keith)
‘Sydney would be proud. I liked the old man’ (Don Garlits)
‘The project has been one of the most rewarding things I have ever done’
(Stuart Bradbury)
‘It was great to see the video of the dragster finally coming to life again after all
these years. If there is anything Nimbus can help with please give me a call’
(Steve Clark)
‘Just to let you know that your progress reports are being enjoyed and your
labour appreciated. Marvellous. I greatly admire what you guys do’ (David
Kipling)
‘Brian and the team – my heartiest congratulations. God bless you’ (Diane
Golder)
‘I saw the fire-up on YouTube the day it went up. Sounds absolutely cracking!
And epic achievement’ (Ivor Hawkins)
‘Congratulations, fine looking flame’ (Rex Sluggett)
‘Just looked at the video. Good for you all. I am pleased’ (Antony Billinton)
‘Just wanted to say well done to you and your team and what a fantastic job you
have done to bring such a historic and important dragster back to life’ (Phil
Evans)
‘Congratulations’ (Dean Butler)
‘This is awesome! Got to love seeing the flames shoot from the pipes! She’s
alive’ (Traci Hrudka)
8
CONGRATULATIONS
‘Fantastic news. Well done to you and all the team!!!’ (Matthew Collett)
‘Cannot wait till we can do a side-by-side fire-up’ (Chris Andrews)
‘Video is cool. Love the long pipes for popping and flames. Really looking forward
to seeing it live’ (John McCrory)
‘Great to see the video of the fire-up. A great achievement by you and all the
team’ (John Long)
‘Very cool Brian. Congratulations and a giant leap forward with the project’ (Carl
Olson)
‘Congratulations on the milestone for everyone involved with the ACAG project.
This is what happens when folks share a dream. A red letter day for British and
European drag racing. So pleased that the Quarter Mile Foundation has been
able to play our part’ (Steve Cole)
‘Just watched the footage on YouTube. Bloody fantastic. Well done guys’ (Paul
Whitehouse)
‘Incredible. Well done guys. A massive achievement there’ (Emily Hakansson)
‘Well done all those involved. Fantastic’ (Peter Crane)
‘That is wonderful news! Well done to the team for a fantastic achievement’
(message on ukdrn)
‘Nice to see the flames out the weed burners. Well done everybody’ (Nick Pettitt)
‘Great news Brian. Well done everybody involved with the project. Fantastic
achievement’ (Jon Spoard)
‘Congratulations to all involved’ (Piston Heads quote)
‘Woo-hoo. Good job everyone’ (Piston Heads quote)
‘Absolutely awesome. Highlight of the year for sure’ (Mick Gleadow)
‘UK history being valued’ (Piston Heads quote)
‘Well done all involved’ (Piston Heads quote)
9
HOW YOU CAN HELP FINISH THE JOB
You can donate money to the restoration fund that will be used for
purchasing the parts and procedures that we have been unable to
acquire on a sponsorship basis.
You can offer money, parts and procedures on a full or part
sponsorship basis.
You can donate your time and join the restoration team carrying
out the work.
For financial contributions contact Brian Taylor via brian@allardchrysler.org
For parts and labour contact Bob Roberts via roberrl-1@robinson-race-cars.co.uk
You can buy ACAG
products. All
profits go towards
the restoration
project
Visit www.allardchrysler.org - merchandise
You can buy your insurance
from Performance Direct. Every
policy bought can generate
funds for the restoration and
you get a discount
GET ALL THE DETAILS FROM
www.allardchrysler.org – insurance offer
10
WE’RE GOING TO BUILD ONE OF THESE
The racing history of Europe’s first dragster – Part 5
The last issue of ACAG Update took the Allard Chrysler dragster story through
the successful 1963 International Drag Racing Challenge that featured Sydney
Allard, Dante Duce, Mickey Thompson, Tony Densham and George Brown.
Organised by Sydney, it fired the enthusiasm of many budding UK drag racing
fans to get building cars and bikes for the standing start quarter mile.
Duce and Dean Moon also returned to the USA very enthusiastic about the UK
trip. Moon offered to be a spokesman for the idea of getting a team of American
racers across the following year and within a month Sydney Allard and Wally
Parks of the NHRA were in contact about a tour for 1964. The project was again
typical of Sydney. He simply decided to do it and then thought about the
practicalities and financing later. Nothing daunted him.
Let’s set the year into context. Chicago Blues music had developed a cult
following in the UK but it was the year that saw the first broadcast of the UK
iconic TV pop music programme Top of the Pops. The Beatles made their first
tour of the USA and the first Ford Mustang was launched. The Kinks and Roy
Orbison joined the Beatles at the top of the UK music charts.
In international drag racing terms it was a ground breaking year. In the USA,
even today it is looked upon as one of the most important ever as far as
promoting the sport to the rest of the world. Sponsorship for a UK tour was
secured from the People newspaper. Goodyear, Mobil, Valvoline, Wynns, Ford,
Peps-Cola, Autosport, Allard Motor Company and STP were amongst the other
sponsors – many secured by Duce working with the NHRA in America. Drag
Racing Festivals Limited (a new company created by Sydney Allard) underwrote
the transportation and accommodation costs.
11
The resulting 1964 International Drag Festival series of six meetings was held
over three consecutive weekends in different parts of the country. Sydney, his
son Alan, Len Cole, Tony Bayley and Gerry Belton also formed the British Drag
Racing Association (BDRA) to organise these events. It was forged out of
conversations between the Allard Owners Club and the NSA, who had become
very interested in supporting the growth of drag racing. The relationship
between Len Cole of the NSA and Sydney Allard was a key factor.
Sydney became President of the BDRA and Vice Presidents were motorcycle
sprinter George Brown, the Chairman of the RAF Motor Sports Association,
Group Captain Coulson (useful when you want to organise meets on RAF
stations) and the President of the NHRA, Wally Parks. Competitions Manager was
Len Cole, Treasurer was Peter Moon. The other committee members were Brian
Sparrow, Alan Allard, Les Brooks and Dick Jones (two years’ experience with the
Ramchargers team in the USA). The secretary was Gerry Belton. It was an
appointed committee rather than an elected one.
The Americans raced each other in a series of match races whereas the British
contingent raced in a full elimination structure. There was also organised match
races between selected American and British cars and bikes.
The Allard Chrysler dragster lined up with other British competitors at the 1964
International Drag Festival at Blackbushe. (source; Ian Bunker)
The fact that the American cars were ‘racing’ on this trip rather than putting
down ‘demonstration runs’ nearly caused the events to be cancelled because
they all arrived covered with a selection of sponsorship decals affixed to their
cars (advertising on cars was still not allowed by the RAC in the UK). It was in
line with the view of the traditionalists,
„We don‟t want luggage labels on our cars‟.
12
Sydney put his foot down and the meetings went ahead with a crest-fallen RAC
Steward bowing to common sense. Many believe that this series of meetings was
instrumental in changing the RAC’s regulations regarding advertising on cars.
The all-star American team, coordinated by Duce, was selected in match-race
pairs of the most popular drag racing classes at that time. They really were from
the top drawer of American drag racing stars – something probably not truly
appreciated by most of those about to see them race at the time because drag
racing was rarely covered in UK motorsport magazines.
 Don Garlits (Dodge powered fuel dragster, Swamp Rat IV the Wynns
Jammer). By this time Don had become the first racer to get in to the sevens
and the first to put down 200 mph earlier in 1964. He also won the US Nationals
at Indianapolis just before he left for the UK.
 TV Tommy Ivo (Chrysler powered fuel dragster, Valvoline Special
Barnstormer) crewed by Tom McCourry. This car had been painted Candy Apple
red by none other than top customiser George Barris.
 Bob Keith (Dos Palmos blown 396 cubic inch Chevrolet gas dragster). His
partners were Gary Goodnight and Maurice Williamson. They were not fully
professional but had built up a relationship with Sydney Allard during the
previous two years.
 Tony Nancy (blown gas rear-engined Plymouth Wedge dragster and his 22
Junior Motor Books Special small-block Plymouth front-engined rail). Motor
Books of London was a sponsor of the event. Rear-engined dragsters were a
rarity then but Nancy was a keen supporter in terms of better vision and safety
in the case of engine failure. His crew consisted of Steve Swaga, Roger Sturgiss
and Mike Glennon.
 George Montgomery (blown Chevrolet Willys Coupe known as the ‘World’s
Wildest Willys’). The crew included Jack Walker, Bob Brand and John Goode.
 Keith Pittman (blown Chrysler Willys Coupe). Sponsored by the S&S Parts
Company, his crew member and sponsor was Chuck Stolze.
 Ronnie Sox and Buddy Martin (Mercury hemi engined Comet Factory
Experimental – the forerunners of funny cars)
 Dave Strickler and Grumpy Jenkins the Dodge Boys (Dodge hemi engined
Factory Experimental)
 Dante Duce (blown small-block Chevy powered Moonbeam Sports Car owned
by Dean Moon. It’s worth recalling that Moonbeam’s blown engine was identical
to that fitted to the Mooneyes dragster used during the previous year. He also
brought a 4.7 litre Shelby America AC Cobra). As well as these two cars he
drove Tony Nancy’s 22 Junior Motor Books Special in the UK, and in Italy just
before the UK festival commenced.
 Doug Church Modern Specialists Porsche (rear-engined un-blown two litre
Porsche dragster. European engined dragsters were a rarity in the USA. Rearengined dragsters even rarer) His wife and Phil Tenwick crewed.


 Bill Woods (Harley Davidson drag bike)
 Don Hyland (twin Triumph drag bike)
13
But Alan Allard was in for a big surprise. He was down to drive his father’s Allard
Chrysler dragster. He recalls,
“I remember it was quite an awe inspiring moment when the „Guv‟nor‟ first said,
„You drive the Allard Chrysler now, I‟m going to be busy organising the Drag
Racing Festival‟.
Apart from my father no one outside American had driven, or even seen such a
vehicle in the UK. And although it seems tame in today‟s terms, at that time a
750 bhp plus racing car with such a high power to weight ratio did not exist in
England.
Jumping into the machine for the first time is something I‟ll never forget. Driving
a dragster is not like driving a racing or rally car. It was quite difficult to just sit
there and push the throttle to get enough instant revs to spin the tyres and
gradually release the power to the ground. These were new and strange
techniques and very un-natural. Learning about the slicks, the effects of tyre
pressures and wheel diameters, the gear ratios, starting in top gear – we didn‟t
know anything about them. You can‟t be gentle. It‟s all or nothing. But on the
other hand we didn‟t want to break anything.
With no rear suspension, crude
steering, ineffective brakes supported
by a parachute that often failed to
open, a massively heavy clutch, it
made for a wild and rough ride,
accelerating from 0-170 mph in
around 10 seconds. In addition, as
you sat astride the diff, there were
eight exhaust pipes creating a massive
blast of noise and exhaust gases. The
bumpy tracks didn‟t help, and I swear
I spent more time in the air than on
the ground”.
(source; Brian Sparrow)
The first event of the UK Drag Festival took place at Blackbushe on Saturday,
September 19th. It drew a crowd of 20,000. From the UK side the organisers had
invited who they considered to be the leading UK drag racing exponents of the
day. The list of out-and-out drag racers wasn’t long. Alan Allard only managed
17.46 in his father’s Chrysler dragster before he shattered the rear axle. Next
day, Sunday, the festival moved on to RAF Chelveston near Northampton. Alan
had even worse luck when driving the Allard Chrysler. It blew up this time.
14
After a week’s respite, Round 3 was at RAF Woodvale on the Saturday. Things
improved with the Allard Chrysler when Alan Allard took the over 3000 cc class
with a 12.15 second run at 141 mph. Still some way off the American times of
course and nowhere near its best. On to RAF Church Fenton for Round 4 the
next day but still not much joy for the Allard Chrysler.
British circuit racer Stirling Moss discusses drag racing technology with American
Tommy Ivo. (source; Fred Babcock)
On
to
the
final
weekend.
Saturday and it was RAF
Kemble near Cheltenham and
the Allard Chrysler was still off
form. But the final round at
Blackbushe was different. Alan
Allard took the Allard Chrysler to
a 10.28 second/150 mph win
over Duce in the Moonbeam
Chevrolet powered sports car.
(source; Gavin Allard collection)
15
And so ended the most important event to date in British drag racing’s history.
Some would argue the most important event in its entire history. Recalling the
dramatic impression caused by the American dragsters Alan Allard says,
“The whole place just went silent after a run. That‟s what I remember. The
ground shook as they took off and made the run and everything was obliterated
by tyre smoke. At the end of the run the drivers shut their engines off and there
was a moment‟s silence before the awe-struck spectators filled it with applause.
It was just unbelievable. It was something that had never happened in the UK
before and it completely changed British motor sport for ever. Many of the
spectators had not even been to a sprint meeting before and they just thought
Wow!!!”
The energy created in UK competitors and spectators was a key driver of
developments in the future. It certainly cemented the American drag racing
culture as the foundation of the sport’s development in the UK – much to the
disappointment of many British traditionalists who still hung on to the idea of
‘sprint racing’.
But it had become clear that the 1961 version of the Allard Chrysler dragster
was now well past it’s sell-by date. It had become obsolete with no chance of
development to modern standards. So they commenced building a new dragster,
this time one designed solely for drag racing rather than a highbred for sprinting
because by then the RAC had approved separate drag racing regulations.
The slingshot chassis was built out of
stainless steel tube, but it was still
far from sophisticated by American
standards. However, it was light
years ahead of the 1961 car. The
engine from the original Allard
Chrysler was used, with the same
front-mounted GMC blower and
Potvin adapter rather than a top
mounted blower that would have
improved things by moving the
weight further back on to the rear
wheels. And in the interests of
protecting the engine it was set to
run on 100 percent methanol.
(source; Gavin Allard collection)
The photo shows Alan Allard sitting in the Mark II Allard Chrysler that used the
same engine. Tennis star Roger Taylor is on the right and Adlard’s Reg Canham
on the left.
16
The 1964 American drag racing teams left quite a selection of speed equipment
with Allards after the event. Alan Allard decided to include it, and others
purchased from Dean Moon, in the Allard catalogue. But they didn’t persevere
with it. Alan still looks back on this as a missed opportunity. He feels he should
have stuck with it and developed it further for hot rodders, drag racers and rally
enthusiasts.
In particular Allards were un-aware of the growing street-rodder potential at that
time, being focussed on sprinting and drag racing in straight line terms rather
than what was happening on the street. Had the street rods shown up at a race
meeting to race, things might have been different. This ‘black hole’ in their
thinking was shown in an article published in Autosport in 1965 just before the
Second International Drag Festival. It was an interview with Sydney Allard by
Peter Rickett. Also clearly shown is how much the sport lost when Sydney died in
1966. Although he may not have been up to speed regarding what was starting
to take place on the streets, his vision about drag racing’s future was clear and
his drive and enthusiasm legendry.
“To achieve 200 mph plus in 440 yards needs a lot of nerve and concentration”,
says Sydney Allard, Britain‟s foremost sprinter and the man who really started
drag racing in this country.
“There is a great opening for this sport, both in England and elsewhere in Europe
where it is, at the moment, unknown. I think it may develop in to a great sport
with a large following, because it is easy to get cars built and the regulations are
fairly free. It is probably the least complicated of all forms of motoring sport and
it can be very cheap. I think, that particularly in this country we may well
concentrate on smaller dragsters such as the Allard Dragon (a blown and
injected 1500 cc Ford introduced in 1965), but I doubt whether dragging‟s twin
occupation of hot rodding will really catch on over here, although perhaps it
already exists, only in the form of boy-racers with their Minis.
The British Drag Racing Association does envisage a complete range of
machines, both cars and motorcycles, competing at British meetings. I do not
think that the construction of an all-British dragster is much of a problem but we
have to obtain a suitable engine capable of producing 1000 bhp. I know of
nobody building such an all-British machine capable of even competing with the
Americans at the moment”.
The report went on saying that Sydney Allard does not plan to spend so much
time competing in motor sport in the future – leaving that to his son Alan. He is
turning his sights on to the organisation of sprinting, and more especially, drag
racing. His prime target is the promotion of regular drag racing meetings, both
here and elsewhere in Europe, and the acquisition of a suitable permanent venue
in this country.
Illness prevented Sydney achieving his ambition and ironically, his death in 1966
was on the same weekend as Europe’s first permanent drag strip, Santa Pod
Raceway, opened in Bedfordshire.
17
The old 1961 Allard Chrysler rolling chassis had reputably remained at the
Adlard’s Clapham workshop since its retirement in 1964. After Sydney died the
business was split up and it is said to have gone to a garage in Bolney along with
the Mark II Allard Chrysler dragster and the two blown 1500 cc Ford works
Allard Dragon dragsters. The Dragons were later sold, along with the Mark II
Allard Chrysler, but the 1961 rolling chassis was taken to Alan Allard’s barn in
Monmouthshire to join a collection of Allard sports cars.
It remained there for many years until 1979 when another important
development in the car’s history took place. It was the year Terry Wogan fronted
the Children in Need TV programme for the first time, the Antiques Road Show
had its first airing on British TV, as did the Dukes of Hazzard. Cool for Cats from
Squeeze was a hit and the Specials gave us the first taste of their mixture of
urban pop humour.
18
Alan Allard became unwell and his wife asked if other Allard enthusiasts could
take over the responsibility of looking after the cars and in 1979 Brian Golder
bought the rolling chassis of the 1961 Allard Chrysler dragster.
Brian carried out restoration work on the rolling
chassis and a letter from him was published in
the Allard Owners Club news bulletin asking for
views about restoring the engine. It is a topic
that later restorers would also have to address.
When does returning the car to original status
become over-restoring.
„……This classic Allard was in a shocking state when I bought it but it has now
been restored to its former glory, and is a credit to the marque Allard. Due to
the rush to have it ready for exhibition the restoration was restricted to a rolling
chassis and bodywork job only, although it is my intention to eventually fit a
rebuilt engine, blower and drive train, then in the future, give a few exhibition
runs on the track again. Obviously with the original engine/blower set-up, and
running an elapsed time of 10 seconds for the quarter mile, the current
dragsters would make the Allard look sick. I think I, personally would prefer it in
as near original trim as possible, but what do you think of the idea of tuning with
all the latest in engines and blowers, etc, to give the best possible performance,
which due to the heavy weight of the Allard still would not compete realistically
against current machines. Perhaps you would be so kind as to open up a forum
of discussion in the Bulletin‟.
He received a few replies that were published in a later issue of the Bulletin.
 „It is often a problem in old car clubs. I am also a member of the Dutch
Historical Auto Club. When adding accessories to the car – a spot light, heater or
radio, my strong opinion is to try to get one used in the car‟s building year or as
near as possible. When Mr Golder‟s dragster is original with its engine and
blower set up I should prefer to keep the car in this outfit. A second point in the
case of Mr Golder‟s dragster is: a modern engine and blower cannot give the
older car a performance quite equal to newer cars (road holding). When a nice
elderly lady tries to look much younger with all kinds of gimmicks it shows and
she is no longer a nice lady. So keep the car original and non-competitive‟.
 „When vehicles like the Allard dragster are not old enough to be regarded as
antiques, there is a great temptation to modify them. This was done with many
racing cars over the years ranging from Bugattis with a Buick engine and J2s
with Chevrolet V8s. I think the temptation to do this sort of thing should be
avoided. Eventually the car will be old enough to be non-competitive (with
modern machinery) no matter what. At that point one has a non-original car
with a relatively low value. In the case of, say, a Bugatti, it seems quite clear
that such modification is undesirable. Someday the Allard dragster will be as old
as a Bugatti is today, and the owner will wish the car had never been modified.
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It seems especially important to leave a historic one-off like the Allard dragster
as original as possible. It is an irreplaceable piece of history and should remain
just that‟
 „The Allard dragster is an historic one-off and the first of its kind to be made in
the UK. The late Sydney Allard was keen to introduce drag racing to this country
and produced this one at his small south London factory in 1961. Because there
was no class for dragsters in those days in the General Competition Rules of the
RAC that controlled the sport in the UK within the framework of the FIA and FIM,
the car had to be designed to a racing car formula, with the result that it had
some unusual features, such as front wheel brakes. The wheels are similar to
those used on racing cars of the period, and the front end was built with
strength in mind not lightness of weight. In these circumstances, I feel it is
imperative that the car be restored to its original specification‟.
After Brian’s restoration the car was loaned to the National Motor Museum,
Beaulieu for garaging and display purposes while he was away in the Navy.
Following his death in 1992 it was bequeathed to the National Motor Museum
Trust, Beaulieu by his widow Diane.
By this time Bill Clinton was President of the USA, Britain’s economy was in
trouble caused by its relationship with the newly formed European Union and
Black Wednesday became a historic day as the £ Sterling had problems
adjusting. Who can forget Norman Lamont coming out of the Treasury, brushing
his hair aside and saying that it had been a tough day. Right there Norman; for
all of us. But the Allard Chrysler dragster had found its new home – arguably its
best guarantee of preservation for future drag racing fans to admire.
There it remained on display
(minus engine) for many
years, and as time went by
and
memories
faded,
increasingly very few who
saw the car realised its true
importance. My memory was
jogged when I was using the
museum for research whilst
writing my book Crazy Horses
– the history of British drag
racing. That started the next
stage in the car’s history –
completion of its restoration.
(source; National Motor Museum, Beaulieu)
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The British Drag Racing Hall of Fame has great plans for the future but
needs help in the areas of press and sponsorship communications plus
event planning and management. This support will be on a voluntary
basis but your work record can help you when seeking full time
employment or promotion. Working with some of the most well-known
and respected people in drag racing you will be able to prove to
prospective or existing employers self-reliance, creativity, computer skills,
writing, planning, organising and event management capability in a
working environment – skills you might not be able to deploy in your
current job.
If you are interested in developing these skills within the most exciting
motorsport on the planet then contact Stuart Bradbury on
BritishDRHoF@aol.com. Show him how you would raise the profile of the
British Drag Racing Hall of Fame by keeping the press and sponsors
informed, organising events at drag race meets and shows to raise funds,
plus the Annual Awards Event.
21
22
NEWS EXTRA
F&A and other sponsorship news
Our major sponsor, F&A Racing saw Chris Andrews’ going quite well at his first
meeting; the Main Event at Santa Pod. They had previously fired up the engine
on methanol back in the team’s new workshop in Shefford near Bedford. At the
track, after overcoming some fuel problems, they carried out two more methanol
fire-ups before the first nitro fire up. On the track they put in a 60 foot launch to
gather data with the car and team looking and sounding fantastic. He put down
a 5.26 second run with an early shut-off. Not bad for your first meet – and he
scored FIA first round loser points. At the rain affected second round in Sweden
saw him lay down an early shut-off 4.4153 at 329.07 kph. Alastaro saw the
team put down a very late 4.718 at 344.3 kph run and then a 4.665 at a very
fast 417.28 kph. They are currently 6th in the FIA European Top Fuel
Championship and preparing for Hockenheim as we were going to press. Keep
digging Vince and Neil. (in joke).
photos; Roger Gorringe, Brian Taylor, Ian King)
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While we are congratulating our
major project supporters, Nick Davies
drove the Chaos Fuel Altered to a win
at Santa Pod in June taking the NFAA
final with a 6.6401 at 207.21 mph.
He also took the win at Dragstalgia.
(source; Mark Skinner)
New sponsors
Nimbus Motorsport has joined our list of supporters. Steve Clark has a long
relationship with drag racing and has run a Top Fuel team in his time. The
request went in for some ZEP fluid and Steve got it to Andy Robinson Race Cars
within 2 days. Steve’s experience in Top Fuel will be useful to tap into.
NGK Spark Plugs have now officially joined our list of sponsorship partners.
Brian Childs and Tim Howes have been on standby for a couple of years after my
first request. As soon as I said we were ready some B7ES NGK plugs were in the
post.
RCS Ringspann covered our throttle and shut-off cabling needs. Thanks to
Gordon Riseley for this.
Old Ford Autos came up trumps with some brake piping.
M&D Tooling has been involved with trying to get our clutch to work properly.
Kev Slyfield has been very patient with us – particularly as he has plenty of work
preparing his fantastic Pro Mod car.
Lucas Oil has been supplying lube. Les Downey has been helping us in many
ways and the link with his company’s excellent product continues this
association and it is in line with his sponsorship of our major sponsor’s Top Fuel
car campaigned by Chris Andrews and F&A Racing..
Mooneyes has just joined our list of supporters by supplying a Mooneyes fuel
tank for our mobile starter trolley. This will hold methanol used for starting the
car before switching to the nitro mix in the car’s fuel tank. Thanks to Chico
Kodama for this. It’s good to keep the link between the dragster and Mooneyes
because Dean Moon was a key supplier to Sydney Allard and instrumental in
arranging the 1964 International Drag Festivals.
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Special IMI Youth Day at Santa Pod
Friday June 1st at the FIA Main Event drag race meeting was the first Institute of
the Motor Industry (IMI) automotive industry Youth Day at Santa Pod Raceway.
Thanks to Caroline Day of Santa Pod in association with Emily Hakansson,
Careers Development Manager at the IMI, invites were sent to schools and
colleges on IMI programmes and around 700 students attended with their
teachers/lecturers. The pit-side VIP car park was full of coaches and the IMI
team comprised of Emily Hakansson – Careers Development Manager, Joanna
Hollingdale – Careers Development Co-ordinator, Simon White – Professional
Development, Richard Hicks – Business Development Manager and Ash Hill –
Business Development Executive.
(source; Brian Taylor, Emily Hakansson)
The concept of the day was a spin off from the IMI’s involvement and support of
the Allard Chrysler Action Group. Regular reports about the work are published
in the IMI Magazine and the young VIPs were given exclusive tours round the
pits, with many drivers spending time with the groups which were led by Stuart
Bradbury and Syd McDonald. One of the high points was visiting the pit of the
UK’s new Top Fuel Dragster star and major sponsor of the Allard Chrysler
dragster restoration project, the Lucas Oil backed F&A Racing’s Chris Andrews.
(source; Brian Taylor)
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A similar day is scheduled for Thursday 6th September leading up to the FIA
European Finals and already over 300 students have put their names on the list.
The link between the IMI and the Allard Chrysler Action Group is to enliven the
interest of those young people thinking about joining or just starting a career in
the motor industry. It is to make apprenticeships sexy and show that you don’t
necessarily need a degree to be part of a fantastic industry. So many young
people have never heard about drag racing and this is a fantastic way of
exposing them to a sport that takes automotive engineering to extreme levels.
The young are not only the future of the automotive industry – they are also the
future of our sport.
IMI Careers Development Manager Emily Hakansson said,
„I want to thank Caroline and Brian for developing these two days. The feed-back
has been very positive and we can build on this for our second day in
September. I particularly want to thank Syd McDonald and Stuart Bradbury for
accompanying the groups. Their knowledge added much to the enjoyment of
those in their company. And a very special thanks to all those racers who took
time out of a very busy day to engage with the groups and answer their
questions. All of you are stars‟.
ACAG Supporters at play
The sartorial elegance of ACAG supporter Keith Potter was on display at the Main
Event in June. Keith was always known for his outrageous fashion sense (nearly
as bad as mine). But he provided great racing driving the various developments
of his Chevy Pro Comp Devil altered back in the late 1970s and early 1980s. He
was – and still is – a great character and one of the largest benefactors of the
Allard Chrysler restoration project. Much of this was during the Allard
Celebration Ale period and we love you Keith. Thanks for your great support.
Whatever next? You thought that Syd McDonald could just fix aircraft and was a
great Race Director at Santa Pod in the 1970s. He is also a fantastic supporter of
the Allard Chrysler Action Group and fashion Icon with stripy trousers his trade
mark. His cooking skills are now legendary around the world but there is more.
He has shown that he now has a cure for a pain in the neck. Here he is working
on Nitro Nige in the Nitro FM studios at Santa Pod. That's the lovely Kaz's finger
pointing at the pain. If you have a pain in the neck contact Syd. He's your man
photo Brian Taylor
photo Andy Willshire
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Allard Chrysler dragster joins Chelsea set
The Allard Chrysler has been invited to appear at the Chelsea AutoLegends show
on September 2nd. It is set in the beautiful grounds of The Royal Hospital – home
of the Chelsea Pensioners and the Chelsea Flower Show. Promoted as London’s
leading celebration of Britain’s unique passion for all things automotive and
motor sport, this is the show’s third year and it is supporting the ‘Walking with
the Wounded’ charity.
We had hoped to attend last year but events conspired against us. It will
interrupt our restoration work schedule but I have been keen to get us in front
of a slightly different audience and this gives us a great opportunity.
Reading the website copy I realised it was the place we needed to be. Cars and
cool, fashion and food. I mean; that describes us doesn’t it? There is a gala
dinner on Saturday evening and the Allard team will be available to talk about
the project as guests assemble for the prestigious evening. More website copy;
A glass of champagne in the Chelsea AutoLegends VIP area, stroll through the
sixty or so best cars in the show – Le Mans cars, F1 cars, sports racers, classics
and motorcycles‟ (they didn’t know about us being there when the copy was
written). A great place to rub shoulders with the motorsport elite, world
champions, celebrities, models and soldiers. Wow! Sounds a reet posh do.
One of the show Patrons is Sir Stirling Moss MBE. He knew Sydney Allard and
attended the 1964 International Drag Festival at Blackbushe so it will be nice to
re-unite him with the car. I wonder whether he will remember it? Another show
Patron is Phil Read MBE who I persuaded to sponsor John Hobbs in the 1970s
and it will be good to see him again.
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On the Sunday they expect more than 15,000 people will visit the show that will
include over 500 collectors’ vehicles. Thanks to Same Eidy and Ked Dieter I bet
the Allard is the only exhibit with its own recorded theme tune – Ally Blue;
unless, of course, Chitty Chitty Bang Bang is there. In fact the organisers have
asked if they can play Ally Blue during the pre-dinner drinks on Saturday
evening. We will not be firing up the dragster due to noise restrictions but I hope
the spin-off will be good for Andy Robinson Race Cars (many of their existing
and potential customers will be there), the National Motor Museum and Santa
Pod who will be hosting the FIA European Drag Racing Finals the following
weekend. Maybe we can also meet a few new supporters for our project.
More details about the show on www.chelseaautolegends.com.
Tog – Eurodragster.com
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The Allard Chrysler dragster at Santa Pod
Raceway after its first public fire-up since 1964.
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