Tailwagger 08 : June 2010

Allard Owners Club - Monthly Bulletin - No 8, June, 2010
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Please Note that the views expressed in this publication are not necessarily those of the Committee or the Members and that
products and services advertised in these pages are not necessarily endorsed by the Allard Owners Club or the Members.
Announcements
The Annual General Meeting of the Allard Owners Club will take place on Tuesday, 6 July, 2010 at
The Marquis of Granby, Portsmouth Road, Esher commencing at 8.30 pm. Motions and Nominations for committee positions to David Moseley. Please let David know if you will be attending.
19 Braham Gardens, London SW5 0JE
New Members
The President, Vice-Presidents and members of the Council welcome the following new member:
Chris Pinnock, Honiton, Devon , Ford Allard Special
Editorial
This edition of The Tailwagger is not the “ Souvenir Centennial Edition” standard as heralded
last month. Due to circumstance beyond editorial control its germination was nipped in the bud
and for the same reason the Northern and Midland Lunch and Memorabilia event in October will
revert to the standard menu.. See Forthcoming Events Update. Nevetheless, undaunted, we continue to put shoulder to boulder and to mark the Centenary of our founder’s Sydney’s birth on
19th June 1910 , the focus of this issue is on him. Through selection of his own writings and those
of others and the recollections of people who worked for The Guvn’or as he was universally and
affectionately known it is hoped the reader will gain some insight into the man who clearly impressed and inspired so many.
First and foremost he was what we might now term a true and dedicated “ petrol head”. From his
teenage years until he died, his life was centred on the motor car and how it could slake his unquenchable thirst for competition . A very much “ Just go do it” personality. Once his successes
with CLK 65 brought him into the public gaze, the orders for Specials began to arrive and the
roller coaster began to roll. Building the Specials added a new dimension to the bread and butter
servicing trade of Adlards Motors Ltd , Putney. When the war years came along he changed up another gear and with his loyal management team, took on the operation of a 250 man-sized Motor
Transport Vehicle Repair and Service Workshop . Despite the undoubted pressures to meet dead-
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lines and keep the repair lines moving, thoughts of what to do next were not totally excluded. In
1946 Goff Imhof was reluctant to sell the car he had just taken delivery of as he had been waiting
for it since 1942! Before the hostilities were finally over a prototype chassis was being tested in the
workshop yard. Once hostilities had totally ceased it was up into top gear and the launch of a full
blown low volume car production for the public at large. A venture not to be undertaken lightly.
Just consider the detailed planning and preparation involved, drawings, jigs, patterns, parts schedules etc. . And not in the most favourable of circumstances. Even the big boys , Austin, Morris,
Ford etc were all struggling to get back into their production strides.
.A new and totally unfamiliar overlay was added. “ Export or Die”. How could a small manufacturer tucked away in a South London suburb gain access to world markets? All credit to the marketing department of new-born The Allard Motor Company but they did it. How the telexes and
cable lines must have buzzed. Piggy-backing on the Ford world-wide fraternity of dealerships
Allard cars were eventually exported to no less than 42 countries, 10 in the first year..
By the early 1950’s the writing on the wall, the big battalions were beginning to take over the massproduced sports car market. New more practical designs, smaller more economic engines, lower
prices. The company struggled. Sydney viewed the world with his Nelsonian eye. Not for him
wish-bone suspensions , power brakes and tiddly high stressed high reving engines. He liked his
cars they way they were and that is the way they were going to stay. Big lazy V8 engines with carburettors as big as saucepans ( and so say all of us!)
It was not much longer before the buying public turned their backs on Allard Motor Co. Undaunted Sydney carried , entering all the big European rallies almost literally to his dying day.
There are thirteen bars on his 1948 Monte Carlo medal. .
Sydney was not a man who craved celebrity status for its own sake. As Dave Hooper has commented Sydney although comfortable competing in international events and holding his own
amongst his peers was first and foremost a Clubmans’ man and at his happiest in the club atmosphere. He was involved in several clubs at various levels , donated cups and prizes and would even
turn out to marshal, He took to the sport of drag racing like a duck to water and with others established up the British Drag Racing and Hot Rod Association. Drag racing did not really solve the
company’s financial problems. Most racers being more attracted to big capacity engines and to
fabricating their own rails than buy the entry-level Allard Dragon.
The Allard Owners Club was not Sydney’s first venture into the organisation of a motor club.
That privilege fells to the Ford Enthusiasts Club that came into being in 1937 ( a particularly vintage year), subs £1 . Events were held at venues such as Knatt’s Valley in Kent and The Croydon
Autodrome. A couple of years later the club had its own enclosures at Donnington for the TT and
GP. The first joint Chairmen were Sydney and Ken Hutchinson but In 1938 they stood down and a
W. Boddy took their places.
After the years of international conflict there was no shortage of opportunities for trials and sprints
and the question arises as to why the Allard Owners Club was not founded until 1951. The Allard
Motor Company did recognise the benefits of encouraging club level activities and from time to
time published a“ Enthusiast’s Letter” (If any one has one I would love to have a copy of it) .The
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answer probably is that Sydney and his enthusiastic fellow competitors were already getting all the
thrills and spills they craved as members of other clubs such as The North West London Enthusiast, The London Motor Club and The London Car Club. The name Allard would get you into any
event. I suspect it was not until a bit of a rocky situation developed in the London Car Club with
writs flying around that a dozen of so of the Allard owners banded together with Sydney to found
their own Allard Owners Club.
Sydney was a Member of the Institute of Marketing and would lecture on the impact on sales that
successes in the world of motor sport could bring. He was a “ clubman's “ clubman because he enjoyed it but I suspect he also recognised that clubmen were the sort of people were to buy his cars.
Clubmen types were the people who “ expect something more from their car than just transportation.”. And that expectation was what he set out to satisfy.
One sentence from Autocar’s Sportrait by Dennis May reprinted here says it all. Sydney’s attitude
was that, as hillclimbers did not get much time on the track for their money, hill climbing was best
done with vigour. Whether or not whatever it was put him in hospital for a spell in 1948 came back
to claim him in 1966, life for Sydney was best lived without doubt “with vigour” all the way to the
finish.
Sisyphus.
Forthcoming Event Update
Pickering. Last calls for Pickering weekend with optional Dale meanderings. 9th, 10th and 11th
July. Contact Peter Wright Tel o116 239 2152
Silverstone Classic and AOC Concours 23rd, 24th 25th See following pages
Military Heroes Day, August 21st., Thruxton Circuit, Hampshire. Volunteers required to display
their Allards. Full programme of events from 10.00 am to 7,00 pm . This should particularly appeal
to our Southern and West Country membership. Details from James Smith Tel 0208 874 1306. See
also www.barc.net.
Northern & Midland Lunch, 30th October, venue. The Falcon Hotel, Uppingham, Leicestershire.
Details will be circulated by Peter Wright. Tel 0116 239 2152
The MSA Classic
The 2010 MSA Classic will take place on Saturday 3rd October . There are 6 different starting points
and the finish will be at the Rockingham Motor Racing circuit. The starting points are Andover,
Castle Coombe, Dorking, Norwich, Nottingham and Rockingham. From each starting point there
will be a road run of about 170 miles on a set route using a clearly set out tulip style route book. A
popular event, 1500 cars last time. Book early Entry form can be downloaded from
www.msaclassic.co.uk .
Let James Smith know if you are entering and he will let you know of any other club members
participating. Tel 0208 874 1306 or email him at james@keswick events.com
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The Autocar, December 31, 1948
Sportrait No.3
Sydney Allard
Hill-climber, Trials Expert and Manufacturer
WITH the advent in 1936 of the first Allard Special, built in twenty days and nights from the
aftermath of an accident to a Ford V8, the cult
of the prehensile automobile took a bound forward, and the constructor, Sydney Herbert
Allard, added much to his renown as a conqueror of slithy toves. Since that time, all the
vehicles bearing the name of this diffident, horn
-rimmed Londoner with the broad-gauge physique have had two things in common—Ford
foundations and an almost funiculoid disdain
of gradient.
Among Allard's personal distinctions, two are
singular: his company's product graduated to
series-manufacture on the sheer merit of a score
or so of specials, no two quite alike, which constituted the total pre-war yield. Secondly, driving an unsupercharged car of less than half the
power of the two that beat him, he ranked third
in the Hill-climb Championship last year and
Allard bought all three and, during the winter
this.
of 1946-47, constructed the sprinter. Before the
This Steyr-engined sprint machine of his, with
installation of De Dion suspensionits 3 1/2-litre V8 engine, air cooling and eight
transmission arrangements in mid-'48 it was
carburettors, deserves a paragraph or two to
simply a normal Allard with its frame members
closer together.
itself. A batch of engines destined, or so the
"Fascist beasts" hoped, for Steyr-Puch staff cars, The combination of the De Dion back-end and
a set of close ratios— 6-5, 5-5 and 4.1 to i, in
were part of the cargo of a German freighter
place of standard Ford spacings—improved the
which the Royal Navy detained en route for
car so markedly that it lopped over 3 sec off its
North Africa during the war. Robert Baird, the
previous best Shelsley time at this year's SepBelfast racing driver, who acquired one of the
tember meeting, making the unblown record
engines from the Admiralty and who knew the
39.56 sec. This car has only two actual fastest
whereabouts of two more, got in touch with
times to its credit, the May meeting at Prescott
Sydney and indicated the Way to the Steyrs.
last season—positively its first appearance—
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and Craigantlet the same year, when Mays spun
on wet tar; but repeatedly it crops up in the first
three. . As in trials, so in sprint work, Allard
loves a wet day, for it is then, when 300 b.h.p.
rivals are rueing a surfeit of palfreys, that the
wieldy Steyr Allard, with its heavy tail and
steam-turbine power delivery comes into its
own. In original form the Steyr gave 85 b.h.p. at
3,500, but now 140 horse is realized at 4,000
r.p.m. and 80 at 2,000. This winter it is hoped
to increase the capacity to 5 litres and fashion
new cylinder heads with improved porting.
You don't get a lot of motoring for your
money in hill-climbs, wherefore Sydney
takes the view that it might as well be vigorous motoring, even if such tactics do occasionally involve enlargement of the cartilages.
And certainly his worst enemy couldn't call him
helium-footed. On the other hand, the accuracy
of his placing is such that you could scarcely
guess (if one didn't tell you) that his left eye
hardly works at all; in the course of youthful
gunplay with his two brothers, Denis and Leslie,
who are twins, Sydney's eye stopped a slug from
Denis' air rifle. Later in life, "while acting as
passenger in the sidecar of Denis' racing
Brough Superior—the ultimate test of manhood—S. H was the co-victim of a We'll-gatherLilacs episode at Donington. They went to overtake another outfit on a corner ... . and what a
roly-poly that was.
Almost from when he was floating boats in his
bath, Allard's thoughts and energies have been
nine-tenths occupied with cars and motoring.
His earliest practical experience, at a wage reckoned in shillings, was gained as a fitter's boy in
a London garage.
After a few years of Hey-you anonymity he became a partner in a small motor business at
Putney. In 1929 he drove in his first race, a
three-lap novices' handicap on the Brooklands
outer circuit, and won it, repeating the process
the following year in the same machine, a super
sports Morgan, which afterwards, to the detri-
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ment of its performance, was converted to a
crab-track four-wheeler.
His trials novitiate, served on a 14.9 Ford with a
24-horse engine installed, paid off no premiers,
but the tide turned when in 1935 Sydney acquired his first V8, one of those highly potent
T.T. cars with rather gossamer bodywork and a
35-gallon tank. In both trials and a sprint or
two this Ford proved its worth, making fastest
unblown sports car time at Brighton— 61.64
m.p.h. for standing half-mile.
V8 Inspiration
It was the T.T. Ford which convinced S. H. that
the V8, appropriately reworked, had the makings of the competition all-rounder par excellence, and led up to the event chronicled in the
opening paragraph. Incidentally, the first Allard
Special of them all, old CLK 5, derived its steering gear and body from a G.P. Bugatti, ex-Earl
Howe. The only modifications made subsequent to the twenty-day construction job mentioned earlier were a radiator enlargement and
the incorporation of divided axle i.f.s. of the
type thereafter featured on all Allard products
Sydney, whose Ulster V8 had been teamed
"with the Fords of Hutchison and Chappell in
competitions, formed an Allard-HutchisonWarburton trials partnership on Allard Specials, known collectively as the Tail Waggers.
For sheer monotony a recital of this triumvirate's successes over the period 1936 -39 would
beat oakum-picking. At one stage Sydney won
nine trials outright in a row, while between
1935 and the present day he won an award in 71
trials out of 75 essayed. Pre-war, certain exponents of the less successful marques even got a
little pouty at being so rarely Uber Allard, and,
when it came, the ban on special tyres merely accentuated the advantages of the Allards' sternward weight concentration. In between times,
just to ring the changes, S. H. took a crack at
hill-climbs; it was on Hutchison's twelve-
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cylinder that he first broke the Prescott sports
car record.
The formation of the Allard Motor Company,
of which Denis is a co-director, and the " legitimization " of the marque, did not come until
after the war. During the war itself the firm of
Adlards, with the brothers Sydney and Leslie
on the bridge, kept some 250 pairs of hands
busy repairing military vehicles.
A marked clan sense characterizes the Allards
as a body and S. H. in particular. In addition to
his highly personable wife, Eleanor, who has
driven in sprints a few times and who was formerly her husband's regular trials cargo, and
also their three children, Alan, Marion and
Sally, aged eight, five and going-on-two respectively, he is usually attended on automobilious
occasions by a sort of household cavalry of relatives. . He has an exceptional gift for figures
and a habit of covering scruffy little scraps of
paper with abstruse mathematical equations
which, when they reach his aide's desk for tidying up, are seen to be archipelagoed with likenesses of cows and suchlike animals—request
items to amuse the children.
Allard is just out of hospital after a lay-up to
rectify an internal disorder, and well content to
be back with his kith and his cat and his tropical fish at Esher, in the county of Surrey.
DENNIS MAY.
The Classic Motor Show
National Exhibition Centre, Birmingham. U.K.
12 to 14th November 2011.
Your Club will need YOU!
Details to be announced
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The Amelia Island Concours d’Elegance
Florida, U.S.A. March 12th to 14th. 2011.
Featured marques
Allards Duesenbergs Kurtis
Allard Co-ordinator : Andy Picariello
Northern & Midland Lunch 2010
The Northern and Midland Lunch will now take place on Saturday 30 October,. The venue is as
for last year, The Falcon Hotel, Uppingham,
Full details will be published later
Universal Laws
Law of Mechanical Repair After your hands become coated with grease, your nose will begin to itch and you'll have to pee.
Law of Gravity Any tool, nut, bolt, screw, when dropped, will roll to the least accessible corner.
Law of Probability The probability of being watched is directly proportional to the stupidity of your act
Law of Logical Argument Anything is possible if you don't know what you are talking about
Thanks to Sheila Tiller for sending these in.
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Allards in the Market Place.
K2, chassis 2108 did not sell at Monaco despite a high bid of EUR 60,00 and was re-offered at
Coy’s Spirit of Motoring sale held at Ascot on 23 May. No details of bidding available as yet.. It is
unfortunate that the car does not have a correct windscreen. By all accounts now avaiulkable to
viw by prospective purchasers in Coy’s Chelsea showrooms.
L Type , UMC 486 ( 71L 822) sold by H&H last autumn is back on sale but this time at Brightwells, Leominster on 23 June. Est £24.00 to £26,00. Said to be fully restored.
J2X. The late and much lamented Bob Lytle’s Nailhead Buick powered No 65 is up for auction
in RM’s sale at Monterey, 13-14 August. 2010
Allards in the Press.
Autotraders USA’s June 2010 Issue of “Classic Cars & Parts” devotes its cover and no less than
six full prime pages to the Allard K2. . Can any of our members in the USA identify whose car
this green example is?.
The Kop. Princes Risborough. 25 and 26 September.
The £25 entry fee mentioned last month is for those wishing to ascend the hill, as many times as
time and opportunity permit. The £15.entry is for pre-booked spectator parking.
Encouraging news , unlikeley to affect this years running of the event but possibly next years, is
that the Motor Sports Association is intending to seek agreement from the new Coalition Government to repeal that Section of the Road Traffics Act which forbids the use of public roads for
motor sport events. Whether the Government will have the resources to add this to its already
full and crucial programme remains to be seen, but nevertheless an encouraging sign for those
who would enjoy the return of classic events to their original and historic venues.
Those who would like to support the MSA in its endeavour can add their names to a petition by
going on-line to
http://www.petition.co.uk/MSA.
In Comments state whether it is sprints, hillclimbs, rallies or races that you support. It will be
necessary to give an email address to which a request to confirm your entry on the petition will
be sent and needs to be acknowledged. Do please support this petition.
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On the Apex ……………………….Competition Secretay’s report .
During the May Day weekend the Club’s competition season began to gather pace with the Berwick
Rally and Shelsley Walsh hill climb events taking place.
This year Shelsley saw the first exclusive “ Flat –Eight” Class being run, although over the years
many flathead V8’s, frequently powering Allards, have roared up the hill. The new Class was for
any side-valved engine of eight cylinders, V , straight or any other configuration. Eleven cars entered including a rare Railton Terraplane Coupe.
Three of our members took part in what were quite chilly conditions. It would have been four but
Captain Dave Loveys was other-wise engaged several hundred miles North on the Berwick Trial,
This Midland Automobile’ Club’s Spring meeting was a two day affair with practice on the Saturday and timed runs on Sunday. A close contest developed between Paul Harvey ( J1) and Mark Brett
( Ballamy Special), Mark finally clocking a best of 40.21 seconds to take third position in class with
Paul scoring 41.39 sec.. Tim Bakers best time( J2 Replica) was 53.46 sec for his second timed run
showing a useful 3 second improvement over his first. When the dust settled Class honours went
to Alex Brown with his Fairley Mercury Special, a car specifically designed with hillclimbing in
mind, and having a very long history of competition both South and North of the Scottish/English
border. Alex established flathead eight supremacy with a cracking 36.94 with hard charging Neil
Bennett ( Batten Special) 38.79. second.
It is hoped that M. A. C. will have been convinced by the interest in their new Class to make it an
annual feature of their Spring Meeting programme, and that more Allard Owners will be minded
to join in the fun. If the street rod fraternity are prepared to give it ago, why not Allard folk. For a
full report by Neil Bennett , with pictures visit www.flatheadmeltdown
Tim Baker’s reflections on The Flat-Eight class at Shelsley
Despite the weather the event was a resounding success. Saturday practice was dry but it rained
most of the following night much to the discomfort of the few campers in tents. Sunday morning
saw a fairly greasy hill and some interesting manoeuvres at the Esses, but it got drier as the day
progressed.
Our new class had a terrific mix of cars, and I like to think was probably the most entertaining for
the punters, there were always plenty round our pits. Peter Speakman was absent due to ill health,
but we still had 11 entries. Jeremy Turnbull with his formidable blown and injected 5.7 Model "B",
and Mike Pickup with his 4.5 Model "A" took to the Hill like ducks to water, snaking away from the
start in clouds of smoke and doing really good times, I think we'll be seeing them again for sure.
Mark Brett's Ballamy has benefited from new exhausts and some paint ( or a good polish), and after
a bit of a misfire was sorted put in his usual vigorous performance. Geoff Moore showed considerable "bottle" in my humble opinion in storming the hill in his Railton Terraplane, a big beast for
that sort of event.
The rest of the field which consisted of Alex Brown, Fairley Special (one of those who came up with
Flat 8 idea with Neil Bennett) I gather, Nick Leston Gregory V8, George Laycock Grenfell Special l,
Neil Bennett with Boz the Batten who broke his 40 second target and did'nt make much sense for
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the rest of the day. Me ( Captain Slow,) I could not make up my mind what gear to use and got
slower each run. It looks as if this new class could be very popular, in fact a senior undercover
agent from Prescott was spotted and seemed very impressed (watch this space). The only down side
was the cold. I tried to smuggle my jacket up the hill in the passenger footwell, but a marshal arrested it at the start A marvelous day's sport..
Tim. Baker
The Berwick Trial
No longer the multi-venue autotest it began its life as but now a tough two day rally involving
navigational and regularity skills with fifteen special tests to stretch the diver’s abilities to the full ,
the 2010 Berwick Trial attracted an entry of 50 starters. Essentially for classic cars entries this year
included TR2, MK1 Cortina, Porsche 911, Ford RS2000, Avenger, MGBT, Fiat 127 and the Allard K1
of Dave Loveys..
For those overseas readers who may not know, the town of Berwick on Tweed is situated at the
eastern end and on the English side of the border ‘tween England and Scotland and the Trial takes
place largely in the hill county of the Scottish Uplands ( Badlands). Many of the special tests take
place in the confines of farmyards ( steddings) and require tight manoeuvring against the clock.
The first car away crossed the start line at 4.00 pm and was due back into Berwick for the night
halt at 7.30 pm. The remainder of the field following at 1 minute intervals. The first days amusement comprised two regularlty sections ( at set average speeds over set distances , inaccuracies at
time controls penalised by the second, ) each of 30 miles with five special tests.
Sunday’s leg began at 9.30 am and was a series of Special Tests linked by road sections. Lunch was
taken at Athelstaneford where the ladies of the B&MC provided appetising tray bakes . According
to one report large helpings of chocolate were also consumed.
AOC member and local man Quentin Gray was sidelined from the Trial this year by matrimonial
obligations but did manage to take his flying K1 along to the lunch halt to give moral support to
Dave and Roger. Might it have been something to do with the chocolate ? ( Ed. We look forward
to seeing Quentin and his K1 at Silverstone Classic in July).
The post lunch session was more road miles and more hotly contested special tests. The leaderboard changing frequently on the basis of a second up here or a second down there. Venue for the
finish was at White Kirk Golf & Country Club where crews enjoyed a well earned rest and a meal
whilst the final results were worked out. The overall winner of the Trial, the MG Midget of Archie
and Richards Simmonds, 1,361 penalty points..
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Dave Lovey’s tale was not a happy one. On regularities average speeds may need to be maintained
to tenths of a decimal place. The Navigator has the responsibility for calculating distance travelled
and time taken against distance and time remaining whilst instructing the driver to increase or decrease speed. The temptation is to go Harry Flatters. A speedometer of indeterminate accuracy
and sans odometer let alone one with 10ths of a mile is not the best of instruments for this type of
event. Apparently some modern gadgets that give true road speeds via GPS may now be permitted
and Dave is likely to be seeking one before next years Berwick Trial.
Dave Lovey’s personal account
The Berwick Classic is my favourite event of the year. Last year, due to ignition and gear problems, I
was unable to complete it. This year, with a new ignition system and one of Alan Brock's reconditioned gearboxes in situ, the car was brilliant. With my brother, Roger, in charge of navigation, we
set off for the first test with our fingers crossed. Having completed the first test, we commenced the
first of three regularities. Once again, these proved difficult for us in the Allard due to a lack of any
aids, not even tenths of a mile on the speedo. Every second off the correct time is a point, the fewer
points you get the better. We got lots!
Sunday saw us under way again, travelling between the various off road tests. These tests are enormous fun to do, and although the Allard is a big car, it is capable of doing well on all but the tightest of tests.
Quentin bought his K1 to join us at the lunch-stop. We finished the rally with the car still going
well, and an excellent meal at the White Kirk Golf Club, where the prizes were distributed. None
for us this year, but once again, we made many friends and are looking forward to next year.
P.S. If you want to see the K1 in action, I am told that we are on You Tube - search for "Berwick
Classic Rally 2010 Part Three .
Dave Loveys
THE ALLARD OWNER’S CLUB
CLUB RUN TO WALES SEPTEMBER 2010
The Club will be organising a Club Run to Wales between the 15th and 19th of September this
year. We will stay in a suitable centrally located hotel near Brecon and will be doing daily
jaunts from there.
The plan is to meet up at central location and we will travel to Wales together on a scenic
route hopefully traffic free and where possible avoiding motorways. The daily jaunts will include visits to places of motoring and topical interest on good demanding country roads.
So far we have four interested Club members and hope to get a few more.
Please call or E Mail me to register your interest and get further details as soon as you can so I
can make the necessary arrangements.
James Smith , Social Secretary.
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020 8874 1306 or james@keswickevents.com
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THE 2010 BENTLEY DRIVER’S CLUB SPRINT AT MIRA
The Sprint was held on the MIRA test facility near Hinckley on a wet and miserably cold May
day.
Tim Baker in his J2 and I braved the conditions and set of before 6 AM to reach MIRA before 8
AM as stipulated in the reg’s. Jim Tiller wisely stayed the night in a local B & B and Dave Loveys
travelled up in style in his Discovery with his recently repainted K1 on a trailer. Poor Tim and I
did not thaw out until we got home.
The Sprint is held on a ¾ mile course in the middle of the speed bowl. The course is level with a
series of fast bends and longish straights where the faster cars can demonstrate their pace.
In dry conditions the first long 180 degree left hand curve can be taken flat out, according to
Dave Loveys, with a flathead but certainly not in the wet. The infield centre section is laid out
with fast curves on smooth roads clearly marked out by cones. The penultimate 90 degree left
hand turn takes the course parallel to the high speed bowl and is bordered by a strong Armco
barrier protected by tyre wall. Not a corner to miss.
A group of the other competitor made their way to the start to see how Jim and the Old Fella
took the first corner and were rewarded by seeing a magnificent J2 pirouette on to the grass infield. We all took note and took this corner carefully. Jim made the wise decision to change his
slicks for wets.
The second practice run and first timed run were driven without incident and annoyingly Dave
in his K1 beat my Rellard by at least three seconds on each run. Eight cylinders are always better
than six. Tim drove his J2 consistently getting a better time on each run.
On the final timed run proceeding were bought to a halt as we heard from the Marshalls that
the orange Allard had hit the tire wall. From the other side of the course we were all very relieved to see Jim walking around his car. The Old Fella was eventually towed back to the paddock in a sad state with the back and front badly dented and the front wheel pointing where it
should not be. We helped Jim load up and were very pleased to hear that he had a safe journey
home.
For the record Jim’s first timed run was completed in 68.73 secs and Dave’s was 72.12 and I could
not better 76.41 in the Rellard. It was an enjoyable day despite the weather and Jim’s mishap.
James Smith
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Over the Whitsun Weekend Allards competed at Prescott Hill Climb and Crystal Palace
Sprint. Reports in next5 issue.
They will be back at Prescott on 2nd of October with the Flat-Eight brigade, your support from the other side of the Armco will be welcome.
Le Mans Classic , 9 & 10 July. Two Allards entered. Grid 2, 1949—1955. No 23, J2, Cousseau/ Contreau. No 45, J2, Bardinon/Rouet. If you are spectating keep an eye peeled for
regular Le Mans Classic campers John Patterson and Pelham Reilly
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A tribute to Sydney by Jack Jackman.– Chargehand, Forman and ultimately a Director of the Allard Motor Co.
“ The enthusiasm that Sydney instilled in all employees made the whole
company—to quote an old adage- “ One big happy family”. Reg Canham
also had the same bug and some of the happiest days were spent with him.”
Tom Lush, Vintage MotorSport , 4/1990
“To understand the company, one must have known Sydney H.Allard. He was a
big, bluff and generous man whose main business objective was to generate sufficient income to support his interest in motorsport.”
Letter to Motor Sport magazine January 1938. “On the influence of Slime Storming”.
Sir
The writer of the article month’s Motor Sport must I am sure be the owner of a Bugatti or some such similar car.
The springing, looks and performance of which follow his ideal, that is, racing-car practice. Actually this type of
car feels like one with solid tyres, looks and sounds like a racing car but a Ford V8 saloon is usually a lot quicker.
A very successful trials car, the type the writer deplores, is the Special I have just sold Guy Warburton. This has
a Bugatti racing body and tank, high-geared steering, 10 to 1 first gear, 3.5 to 1 top, 0 to 50 time of 8 seconds and
0- 60 mph of 11 seconds, 90 to 95 mph ( top speed) in trials trim and 105 mph stripped. Recently I covered the
J.C.C. ( Junior Car Club) Ilfracombe trials course and Knott Trophy trial, both in the Minehead district, a total
distance of about 450 miles at an average petrol consumption of 19.6 mpg; would the writer call this a good
sports car? A very successful racing car. the BMW, is also a very successful trials car. It has the features all
sports-cars should have but are usually lacking, high power-to-weight ratio, high gears and high-geared steering.
The writer states that M.G. and Austin use special cars for trials, but I contend that everything that is done to
these cars to improve them for this job also makes them a better sports-car. The fact that a trials car cannot be
driven, say at Donnington without some adjustments is no different from a standard sports-car trying to race.
Trials cars are usually fitted with special large tyres which effect the road holding at speed but this is easily
remedied. Incidentally both Austin and M.G. ran cars at Donnington in the Twelve Hour Race, that
are similar, if not the same as the trials motors.
ideal.
.
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There are a few special points that I do not agree with:
General Equipment. Small wings are put on to prevent the touring wings being damaged, in the same way as the
writer would take off his wings for racing when possible. The fold flat screen did not come from trials. I have
found that a trials motor can blank off its radiator but overheat when taken to Brooklands. Re exhaust pipes,
the owners usually do any alterations themselves but the so-called sensible outside pipes are chiefly an ornament on which to burn yourself.
Low gear ratios: Everybody appears to have the idea that low gear ratios are necessary for trials. This is quite a
fallacy as nearly all the small trials cars use second gear, first gear being too low. Whilst larger cars have a low
gear ratio that gives 40 to 45 mph. In every car I have used for trials I have geared up the steering; I think most
other people find it necessary. The present-day racing cars have a very low-geared steering, e.g. the Mercedes
and Auto-Union. Gone is the day of the 1 ½ litre Bugatti that the writer apparently finds ideal.
The writer mentions such things as locked axles etc. but no sports-car can ever compete at Donnington or elsewhere without similar alterations, if he wishes to compete successfully.
The writer’s plea that “ today’s racing car is to-morrow’s touring car” usually means that we get a sports car
weighing 12 cwt with a 750 cc engine. All small sports-cars that I have driven that are supposed to be a copy of
the racing job have been nothing more than a buzz box. If instead a detuned 1 ½ litre engine was installed ( after trials practice) the car would be more reliable, probably have faster touring speed and I am sure, better petrol
consumption. The writer would of course deplore having a 1, 1/2 litre car only as fast as a 750 cc job because it
would not compete satisfactorily at Donnington, but then how many different people compete at Donnington, or
elsewhere, annually.
I am, Yours etc. S,H. Allard , Putney SW.
Burma Shave —Safety Consciousness
In the U.S.A back in the 1930's and '40's before there were interstates, when everyone drove the old 2 lane roads, Burma Shave signs would be posted all over
the countryside in farmers' fields. They were small red signs with white letters. Five
signs, about 100 feet apart, each containing 1 line of a 4 line couplet......and the
obligatory 5th sign advertising Burma Shave, a popular shaving cream.
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DON'T LOSE YOUR HEAD
SPEED WAS HIGH
TO GAIN A MINUTE
WEATHER WAS NOT
YOU NEED YOUR HEAD
TIRES WERE THIN
YOUR BRAINS ARE IN IT
X MARKS THE SPOT
Burma Shave
Burma Shave
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Sydney Allard The clubman
Reprinted from The London Motor Club’s Journal “ Norwester” dated February 1957.
London Motor Club Officials, Portraits in Print No 1. SYDNEY ALLARD, PRESIDENT
Sydney Herbert Allard, born 19 June 1910, is a professional engineer ( AMI Mech. E), Managing
Director of the Allard Motor Company., manufacturer of Allard cars & general engineers, also of
Adlards Motors Ltd., main Ford dealer. A member of many motor clubs, being president or vicepresident of six. Joined the London Motor Club in 1934. Learned to drive on elder brother’s 1924
two-speed Douglas, commenced driving 1926, first competitive event Maidstone Motor Cycle
Club’s Dartmoor Trial 1928 ( all night event starting at Hindhead and finishing at Minehead with
many sections on Dartmoor). Between 1928 and 1936 competed at Brooklands and Syston Park
with Morgans and in trials with Morgans and Fords. Built first Allard Special in 1936. Only cars
ever used in competition have been Morgan, Ford, or Allard. Personal transport; Allard P2 Monte
carlo Saloon and Ford Zephyr. Particularly enjoys driving Allard JR and Allard P1 Saloon.
Has competed in Hill Climbs in England, Scotland, N. Ireland, Italy and Switzerland. Raced in
U.K. And Europe including The Tourist Trophy, Le Mans, Mille Miglia and Targa Florio. Major
competition successes: RAC Hill Climb Championship 1949; 3rd place at Le Mans 1950; won
Monte Carlo Rally 1952. Pre-war many trials successes, e.g. February 1939 won premier awards in
succession in KBCC Stafford Clark Trial, Maidstone Bossom Trial, NWLMC Coventry Cup, SUNBAC Colmore Cup and Southsea Club’s President Trial. Between 1936 and 1939 competed in 60
events ( all in Allards) and won 20 premier awards, 14 Class cups, 33 team awards, 17 1st. Class 11
2nd Class & two 3rd Class awards. Only failed to win once—through inverting car during event.
Favourite events: Le Mans and Prescott. Most frightening event: probably Le Mans. Most memorable event: Mille Miglia with Cadillac Allard—started in dark, heavy rain, dirty conditions,
Overtook a Ferrari that had started several minutes earlier, then after 125 miles clipped kilometre
stone and forced to retire ( the Ferrari finished 3rd!). Proudest moment: winning the Monte
Carlo Rally. Most embarrassing t moment: having to explain the reason for driving through a
hedge when the rest of the entry kept on the road. Likes most types of competitive events,
though “ driving test” events the least interesting. Dislikes. In racing, those types whose driving
tactics make the sport dangerous—has been driven off the road at least twice by slower cars disobeying blue flag ( give way), and pulling across without warning. Example in T.T. When lying in
2nd or 3rd position, travelling at about 100 mph was suddenly blocked by an MG doing 60 mph.
Had to brake violently, struck the rear of the MG, tuned sideways, narrowly missed a brick wall of
a bridge and leaped a bank into a field, finished the race last but disqualified for receiving outside
assistance.
Plans for the future; no set programme but would like to do more competitive motoring, but
finds business and family requires more time. Has a boy of 16 1/2, and two girsl 12 1/2 and 9 1/2
years. Will probably do a few more rallies and hill climbs but cannot take them seriously .
Ed. I bet the writer thought “ Pull the other leg, it has got bells on!”
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Allard on the Mille Miglia 2010.
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Entered in this years running of the Mille Miglia (“ The Best”) as No 191 was LXR 949 ( J 1971) the
very J2 that Sydney drove in the 1951 Mille Miglia and Targa Florio.. Most recent UK owner Don
Shead. Now owned by Canadians Robert and Pam Francis and fettled by CKL Developments in
East Sussex. .
First and third places were taken by BMW 328’s with an Alfa Romeo 6C 1500 the meat in the sandwich in 2nd place. All was not plain sailing for 191 and after about a third of the route it had fallen
back to 369 in the pecking order. Apparently the last third went much better as by the finish the
Francis’s had pulled themselves up to 274th. Scoring is a trifle tricky as it involves an Index of performance. No 191’s Index being 1.55.
We look forward to seeing it entered in the 2011 event to celebrate its the 50th anniversary of Sydney’s attempt. It is understood no further competitive events are planned for LXR 949 this year
but it should be on track at Goodwood on 23 June during CKL Developments trackday. Entrance
to Goodwood is unfettered so if anyone would like to see the car in full song should be able to..
THE ALLARD OWNER’S CLUB 2010 ANNUAL GET-TOGETHER AND CONCOURS D’ ELEGANCE TO BE HELD AT THE SILVERSTONE CLASSIC MEETING ON SATURDAY 24 TH
JULY
The 2010 Concours will be held on Saturday 24 th July and as on previous years we will have an Allard pitch
on the infield. (The exact location to be found on the day)
This year we will be strictly limited to 25 cars on our display area and due to this restriction we can only
allow Allard’s or Allard based Specials or Replicas ( Ed. Consytructed from Allard parts) on the stand. To
obtain tickets which you will need to do to show your Allard on the stand, please firstly call Peter Wright
on (Tel 0116 239 2152) to get the special car club code, and then call the Silverstone Classic ticket office
(tel. 0871 231 0849) or by going on line to:- www.silverstoneclassic.com to obtain your tickets.
As before when you get to the stand please get an entry form which should be filled in and returned as soon
as possible and the appropriate colour coded card for your windscreen. One voting form will be given for
the driver and each passenger and other AOC members visiting the stand on the day.
All display hhcars will need to be on the stand by 10.00 AM and to ensure that all cars have a equal chance
of winning please do not start judging the cars and filling in your voting form before this time.
All voting forms to be returned by 2.30 PM and the prize giving will be carried out by 4.00 PM . The exact
time to be advised when you arrive.
The three day Silverstone Classic has been a wonderful event in previous years and we hope that this year
will be even better. We expect to be manning the stand on all three days.
James Smith,
james@keswickevents.com
Ed. Please be aware that as a celebration of Sydney’s Centennary we have requested the organisers to include our cars in the lunchtime parade laps around the track . There may be a period when the stand is
empty.
Also do start you journey to Silverstone especially early as last year there were long queues at the en16
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mula 1 race and there is even a ―Thin Wall Special‖ a type of Ferrari—and a Vanwall ― Green Comet‖.
The BRM, possibly the one of the fastest cars in existence, is at Ibsley to enter the Formula Libre Race,
competing against Jaguars, ERA’s, and Maseratis,
etc.
OS 7525 at Ibsley 1952 . Driver Orlando ( Ted )
Simpson, a member of Ron Searles racing equippe.
Ron Searles was Works Manager of Cooper Cars.
The Thrill of the Race
This year Ron Flockhart is at the helm of the BRM
and will win comfortably, I expect. In many ways,
though, it is the supporting events, which make the
day what it is. The American Midget cars, the huge
Racing Bentleys, with ice-cooled rear axles, take
your breath away.
In some races the cars look virtually home-made and
probably are, but fun to watch nonetheless. The great
advantage of this venue is that the pits are on the outside of the track and therefore accessible to the public. Especially us.
The best drivers and cars of their days used to
roar around Ibsley Airfield and for reader of
the Bournemouth Daily Echo, James Clover
and his friends, watching their idols was a great The driver many of us first aim for is Sydney
day out.
Allard. This is because, not only does he make a
point of attending this event every year and is theret is a sunny, though cool evening in May of
1954. Another quiet Friday in the small Avon fore familiar to us, he is also one of the most friendly
and accommodating of people. Winner of the 1952
Valley town of Fordingbridge. Then out of
Monte Carlo Rally, in his Allard P1 and with his
the blue, rolling through the valley, comes a
somewhat quirky cars famous on both sides of the
cacophony, like a wailing banshee. The power of
the 16 cylinder BRM has sent its message – tomor- Atlantic, he nevertheless seems to be a modest man.
So, to many of us , he is the hero of Ibsley, even
row is Race Day at Ibsley Airfield.
though more famous faces can be seen in the pits.
Tomorrow morning we will be on our bikes, comWith the racing not starting until 2pm, the proplete with‖ tomato doorsteps‖ for lunch, to marvel
gramme is packed. There are no long intervals beat the skills of some of the top race drivers of the
tween races at Ibsley , that is for sure.
day.
I
In previous years we have seen the great Mike Hawthorn as well as the even greater Stirling Moss, both
as I recall, driving Cooper Bristols at different
times.
By the time the light has started to fade we’ll be on
our bikes and heading home, happy and in awe with
what we have seen. With our margarine and tomato
― doorsteps‖ a distant memory, we will be tired and
hungry, our face and hands covered in a fine film of
petrol fumed dust, yet we do not care.
In the sports car events Colin Chapman is driving
his winged Lotus and Sydney Allard is piloting one
of his own – an Allard that is. Sydney will probably We will just know how lucky we are to have such
excitement in our own backyard once again.
win, he usually does.
Today on show is the black and rather sleek Connaught Special, the first British Car to win a For-
17
Postscript: The following year, 1955, was the last
year that racing ( organised by the West Hants and
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Dorset M.C) took place at Ibsley. The site was
eventually ( like Boreham in Essex) sold off for
gravel extraction and is now just a huge lake
stretching over the whole area. The only sign
that is was not always a watery wasteland is the
forlorne existence of the old airfield control
tower, denoting more interesting times. Now of
course , all motor racing has been transferred to
the other side of the fence, where you can witness
hair-raising overtaking and excessive speed on a
daily basis. We call it the A 338!.
AROUND THE CURVE
LICKETY-SPLIT
BEAUTIFUL CAR
WASN'T IT?
Burma Shave
Ed. Our thanks go to Fordingbridge member Vic
Savage for sending in this article and to James Clover for his permission to reprint it here.
One of the drivers thrashing around Ibsley in a ―
home-built‖ machine was soon to be an AOC member Brian Croot. The car was the ex-Wally Cuff ―
Hells Hammer 5‖. Brian later drove The Sphinx to
great effect and for a long time owned KLD 5.
NO MATTER THE PRICE
NO MATTER HOW NEW
THE BEST SAFETY DEVICE
IN THE CAR IS YOU
Burma Shave
A GUY WHO DRIVES
A CAR WIDE OPEN
IS NOT THINKIN'
HE'S JUST HOPIN'
Burma Shave
DON'T STICK YOUR ELBOW
OUT SO FAR
IT MAY GO HOME
Rupert de Larrinaga in his J2 (But not at Ibsley)
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IN ANOTHER CAR.
BURMA SHAVE
19
Some Notes on the Monte Carlo Rally, by Sydney Allard.
For the 1963 Monte Alan and I decided to use Supercharged Anglias, homolgated as Allardettes,
in spite of the handicap. Alan and I had used the 997 supercharged Allardettes successfully on the
R.A.C. rally and we enjoyed the characteristics of these cars. We were joined in a team by Doug.
Ray, on a 1540 cc Allardette starting from Lisbon.
Before Xmas, Alan and I went to France for a week to test out the route and it was soon apparent
that with the snow around we should have little time to waste anywhere, and so it turned out in
the event. We equipped our car with Michelin X tyres fitted with Valiant Studs, extra lamps and
the various tools and spares that we normally carry.
We started from Glasgow at 8 a.m. on Saturday and motored continuously until Tuesday 2 p.m.
when we arrived at Monte, so it is truly a Marathon event. The weather was bad all the time with
plenty of falling snow, but on the earlier stages the controls were four hours or so apart and it was
not difficult to keep on schedule, although this year we were not able to get to a control in time to
sit down to a proper meal. One of the main principles for a competitor in the Monte is to get
enough rest during Saturday, Sunday and Monday to be able to keep going for the last twenty four
hours without any rest and to be able to drive at full efficiency. Many crews had to give up because of the time limit of one hour lateness as they were so tired towards the end that they were
unable to drive fast enough.
As far as we were concerned the rally was fairly uneventful up to St. Claude, although we had seen
several abandoned car, some due to accident. This does not mean that anyone had an easy time,
but providing one had studded tyres it was not too much of a problem to be on time. The aspect
changed after St. Claude as from now on for the next eighteen hours we were continuously on
snow, plus a variety of other conditions to chose from, fog, falling snow, rain that turned into ice
as it touched the car and made the route extremely slippery.
Although I had been over the route before Xmas, I had been unable to do certain sections as some
of the roads had been blocked and so after St. Claude on one such section, we took the wrong
route, but fortunately we got back again without much loss of time. I think many others were not
so fortunate. The route was now almost entirely on D roads and high speeds were out of the question as we were continuously turning and weaving between the snow banks. To keep on time one
had to press on immediately one left a control and keep on checking ones time with great regularity. The organiser had provided a basic time for every point marked on the Michelin ( maps) and
so one was able to take a check every few kilometres. In this way Tom Fisk was able to tell me, at
least every ten kilos how much I was ahead or behind time. I drove continuously from Dole, the
control before St. Claude to the finish and Tom watched the clock, with just as much attention as I
watched the road. We certainly would not have managed to keep on time if either of us had
slacked off, it was the first Monte for a long time that both Navigator and driver were fully occupied for so long. At Chambery, time now about 2o.00 hours Monday, we had a compulsory thirty
minute stop, where we changed tyres and had a sandwich and except for another cup of coffee at a
Total Station this was the last food we had until the following night. We were too tired at the finish to eat, this came after we had a sleep.
From Chambery to the finish we had to pass through seven controls, roughly two hours driving
apart and also do six special stages. We now regularly come across cars in odd places, in ditches,
up the banks down the banks and of course many alongside the route. On the 1st Special Stage out
19
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of Chambery, a Rapier ran up the bank and rolled over on its side just as I was passing. As I have
said previously the conditions during Monday night were very bad, and we were very thankful'
when daylight came.
The starters from Oslo had two to three hours more daylight than Glasgow starters and this
partly accounts for their better performances. By now we had reached Pont Charles Albert with
five or six minutes in hand with a further four hours driving and now on dry roads. Even so, with
only a little snow on Turini we only just made the control at L’Escarene and had only a few minutes in hand at the control at the border of Monaco.
At this stage we had little information as to other competitors, although we had worked our way
through the Glasgow starters. Fifty six of the fifty nine Glasgow starters had left Glasgow in front
of us and at Monte only three remained in front, Logan Morrison on a Works Cooper, Alan Allard
on his Allardette and I do not know who else. We had the only clean sheet from Glasgow and the
10th up to that time out of 180 competitors. Subsequently a further seventeen were unpenalised
and some others only a minute or so late. Doug. Ray got to Chambery on time, the only one to do
so from Lisbon but a few hours later during the night he had a short in his wiring which delayed
him beyond the time limit.
I won the Glasgow Cup and Alan was 3rd best from Glasgow. We were 1st and 2 nd. in our class,
32nd and 49th in General Classification and respectively 2 nd and 5th sports car.
We think the Factory support is getting out of hand. It was reckoned that one factory supported
entrant (and probably many others) used fourteen tyres between Chambery and the finish.
Sydney Allard
Gadgets and Gizmos
D.I.Y. Enthusiasts need to be reminded on a regular basis the that hands were not designed as tools. Working on an Allard ( aka The Blackmith’s Revenge) is usually pretty
straightforward compared to some modern cars when just to replace a sidelight bulb it
needs to be partially dismantled .
But for work in those really tight corners Hexhold Ltd , Romford, offer their range of “
Finger Spanners”. These spanners are manufactured from durable hard steel and come
in a set of 5, either Metric or Imperial sizes . They are generally worn on the index finger , a nut or bolt is inserted/captured allowing for access in restricted or limited space.
To see pictures of them visit www.hexhold.com. To take of advantage of a special discounted price of £15.00 ( normal price £19.00 ), valid until end of Agugust 2010 , telephone
01708 735500 or order on line and quote “ Classic Car Club Offer”. Packing & postage is
£2.50. I This postage cost can cover upto 20 sets if all ordered at the same time and to one
address.
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Members For Sale and Wants.
FOR SALE : J2X Replica. One of the rare three, possibly
four examples produced by Geoffrey Eke in 1990’s. Chassis
designed by Dennis Adams of Marcos and Probe renown.
Based on Jaguar XJ6 running gear mounted on a strong custom designed ladder frame chassis. 4.2 litre engine. Moss
type Jaguar four speed gearbox with overdrive. I.f.s and i.r.s.
Disc brakes. J2X styled GRP bodywork.
The first owner of this car was Sir Michael Leighton of Loton
Park, Shropshire and it was built and delivered to him in 1994. The mileage still under 10,000. Current MoT and all previous ones. Registration number is that of the 1974 donor car. Replacement
body panels still available. Spare parts in plentiful supply.
Reliable, easy to maintain, rapid and fun to drive. Asking price £45,000
Contact : Pelham Reilly 01598 753632
************************
For Sale: P1 Saloon for ground up restoration. Chassis seems all OK. This car first registered 1952.
V5CRegistration document . The car is located in Surrey. Viewing by appointment. Asking price
£10,000. If this is achieved I will donate £1,000 to Prostate Charity. See picture of
me at www.hiddencancer.org.uk .Contact : Pelham Reilly 01598 753632
*************************************
Wanted: to complete a restoration, a Steering Column switch assembly ( Lucas T.L.C.—
Trafficator and Lighting Control unit) ) for K1 - also used on M, and L Types , P1 and K2 models.
Contact. Edward Janz
Mobile 07732707093 email Raefeljanz@hotmail.com
**************************************
Wanted: Allard Owners Club Newsletters 1950’s, and 1970 to 1983
Any condition. Will pay postage
Contact: Mike Knapman Tel 0208 680 3445
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Crash repairs, Commercial & General Metal
Work
Mudguards, Petrol tanks
Bodies Etc made to Pattern
contact Ian
Pitney
Danleebar Farm,
Crouch Lane, Winkfield, Windsor
Berkshire SL4 4RZ
Tel / Fax 01344884222 or Mob 759826784
Manufacturers and Suppliers of Hubs, Knock on Spinners, Half Shafts, Brake Drums
and Discs for a wide variety of Classic cars including ALLARD LOGO HUBCAPS.
All parts are of British manufacture with worldwide delivery.
Unit 8, Peartree Industrial Estate
1384 240403
Crackle Way, Dudley DY2 0UW
22
Tel: 0044(0)1384 241717 / Fax: 0044 (0)
sales@orson-equipment.co.uk /
23
We have buyers for quality collectpr
Cars of all types
One car or complete collections
Please call me for a current market
Valuation
Mark Hyman (001() 314-524-6000
CLASSIC CARS
Www.HYMANLTD.COM
Flathead Ford Gearbox Restoration
High quality work using genuine Ford parts
New/Old stock. I do not use repro gears
or
A weekly publication
(Thursdays) - Up to 148
pages covering Auctions,
Buying and Owning,
Advice plus Technical
Tips. Private Advertising Free.
23
synchronisers. Original factory tolerances
achieved. Club members can have their unit
stripped down and checked free of charge.
Exchange boxes - Ratio changes - Bevel gear
conversions on early boxes.
Contact Alan Brock 01582 872929.
Email hot_jazz_al@yahoo.co.uk