A Family Effort...

By Lisa Stec & Anna Brownell

My husband Jim and I consider ourselves to be ‘normal people’ who associate past years with family events such as births, marriages, deaths and historical events. For example, my husband and I got married shortly after moving to Madison WI to start our new jobs. We put an addition to our house shortly after our son was born, and I gave birth to our daughter six hours after the Green Bay Packers won Super Bowl XXXI in 1997.

My parents and uncle Paul, on the other hand, have measured time by the cars they owned, raced, traded with each other, or wrecked. For example, my mom bought groceries home in an Allard J2X Le Mans when she lived in Ohio where my sister was born. My parents bought the ‘68 Mustang after my brother was born so we could have a family car. My dad subsequently sold the J2X LM to my confirmed bachelor uncle Paul for ‘pocket change’.

Uncle Paul truly enjoyed his unencumbered family status which allowed him to buy and KEEP a wide array of vehicles that piqued his interest. They included a Corvette that was his daily driver for several years, a miniscule Berkeley roadster that his friends helped him carry down to the ‘drive-in’ movie theater he had set up in his basement, and the Zephyr Land Yacht tractor. He was truly intrigued by the Allard Company and the cars they manufactured and raced. He owned three Allards during my lifetime – Fred Wacker’s second J2 ‘8-Ball’, the J2X LeMans that he bought from my parents, and my personal favorite – a green 1950 P1 saloon.

The P1’s original owner was Sir Paul Pechell, who sold it to John Desmond Cropper in 1959. Colin Frank Bridle owned it from 1962 until 1966, before selling it to Erwin Zimmerman who shipped it from South Hampton to his home in New York. Uncle Paul purchased it from Mr. Zimmerman a year later and drove it about 900 miles back to his home in Milwaukee. He drove the car quite a bit those first few years, and even raced it a few times. In the spring of 1969 he drove the P1 down to Florida for the 12 Hours of Sebring, and took it for other lengthy trips in 1970.

However, the most important trips were Uncle Paul taking my sister, brother and me to the local frozen custard shop on a regular basis. My sister and I would sit in the back seat where our feet would not touch the floor. We peeked out the back windows and proudly waved to the neighbors, with Uncle Paul hanging his right elbow out the window, always grinning as we went for dessert.

Time marched on as my brother, sister and I went to school, got jobs and started buying our own cars. The P1’s brakes stopped working, so Uncle Paul parked it in his garage. No one started the car for a number of years, and it eventually languished on for 30+ years. Paul took some teasing about owning three non-functioning Allards, but he remained ambivalent about that. As the proud owner of three Allards – he admitted to being more of an aficionado than a mechanic.

Over the years Uncle Paul accumulated many car enthusiast friends. One local collector in particular, Ron Schneider, convinced and helped him get the J2 ‘8-Ball’ running. He enjoyed driving it for a while, and even had it on display at an Elkhart Lake event. However, his failing health made working the pedals difficult. Then he traded his J2X LeMans to Chuck and Colin Warnes for a beautiful, hemi-powered K3 that had enough power to make an experienced driver squeal with delight. At this point he had two of his three Allard running. But as he got older, he was more interested in riding in the comfort of a coupe than a roadster.

My husband and I offered to help him with the P1, as it was my sentimental favorite and I wanted to repeat those trips to get frozen custard with him. My daughter and I took out the gas tank and Rob relined it, and my husband and son freed up the wheels so it would move around. The P1 was then moved to Ron’s shop, but unfortunately Uncle Paul passed away before we could continue to work with him on the project.

There were many cars and possessions that needed to find a good home after Paul passed away in 2015. My brother was to be the steward of the J2 ‘8-Ball’, and the K3 was sold at the Bonham auction in Monterey. Meanwhile, the P1 ice cream shuttle was still sitting with brakes that didn’t work and the gas tank in the trunk.

My husband and I discussed taking on the project. It was potentially within our budget and experience, and we were on the cusp of being ‘empty nesters’ with need of something to do. So, we took on the project with the invaluable experience of my father, and assistance from my mom, brother, our kids and friends. How hard could it be?

Uncle Paul had said it just needed the brakes looked at and the leaky gas tank repaired. Well, not exactly. The engine had green mush in it, some of the wooden floor boards were rotted and the engine had a cracked block and the shift linkage was a vague mystery.

So – we replaced the engine with a re-built Ford flathead, and replaced the column shift with a Ford three-speed floor-shift transmission. Brake work included a new master cylinder and wheel cylinders, along with a new parking brake. Once the gas tank was re-installed, the tie rod ends were replaced, the wheel bearings were packed, and a new exhaust system was installed. Just short of two years later the P1 drove out of our garage under its own power!

Test runs were soon made to get dessert around Madison. But the trip I was really looking forward to was to take the P1 back to Milwaukee, and take my parents to Leon’s, the best frozen custard shop in town, and meet up with Ron Schneider for a trip down memory lane.

For me, this car represents a happy childhood memory that I was able to relive with my husband and family, as well as special friends. So now I have started making my family history in terms of the cars we own.

We've been distracted lately

We feel bad that we haven't been posting much lately...sorry about that. Truth is we've been working hard on our restoration project. 3149 is coming along pretty well, if we're lucky it'll be on the road this year. In addition to working on the car, we've also completed a heavy duty Allard hub conversion that utilizes Jaguar XK rear hub parts...more news to come.

J&G Brake Drum Relining

If your Alfin drums are warped, have damaged fins, or thin/separating linings, then you should contact J&G Brake Drum Relining in McHenry, IL. They specialize in aluminum drum relining and they do all welding & machining in house. They also offer 3 different compounds for brake pads depending on your application. Turnaround time in the winter is 4 to 6 weeks, while summer repairs take a bit longer. Rates are typically $550 per drum, but mention that you are a member of the Allard club for their discounted rate of $430/ea. For more information, visit their web site at www.jgrelining.com or call Don Booker at 815-276-2578.

Number Plates...

As you are no doubt aware, the chassis number plates used by the Allard Motor Company were not the most durable items. For many years we've offered reproductions of the newer brass plates, but we've never had any of the smaller zinc plates. Fortunately one of our members shared their old plate with us so we could have some reproductions made. Instead of zinc plated brass or aluminum, we had these made out of stainless steel. The black portion is etched (recessed) just like the originals. The stainless plates measure 3" square; while the brass plates measure 4" wide x 3 1/2" tall. We've also scoured Ebay to source period correct letter and number punches. Click here to let us know if you need a replacement.

The K1 Restoration Resumed – At Last !

-Mel Herman

A few years ago I bought a K1 - KWJ 770 chassis number 458 back in March 2007 and promptly started to strip it down for rebuilding. All was going well and the chassis rebuild progressed with much speed until….. we decided to sell our house and build a new one .

Those of you who have ever embarked on such a task or have ever watched the agonies of those participating in such an endeavor will know that what you hope (and pray) will be a straightforward and enjoyable exercise never usually is.

Now my background is architecture and construction so you would think (well we did anyway) that we wouldn’t fall into the pitfalls of others – no such thing! What started and received planning permission as a single story house with a roof height restriction very quickly became something larger and more complex. A first floor was added by further excavation and lowering the ground floor, adding complications with retaining walls, adjusting surrounding garden and patio levels etc, etc, etc.

Having excavated further into the ground I then decided (or was encouraged by friends) to construct a wine cellar - it would have been cheaper to have bought a vineyard in France.

I won’t go on, but suffice to say the house is now finished, we love it, but at the time it put paid to the K’s continuing restoration…we had other things to occupy us.

Whilst all this was going on I made the decision to fit a Cadillac 331 engine into the car. I prised one from Dean Butler who had just bought it on Ebay in the ‘States, was an unknown and would likely need a complete rebuild so I approached Neil (Biggles) Bennet to rebuild it for me to hot road spec.

Neil had rebuilt the Frenchie I have in my M type and is a whizz at hotting up flatheads. He holds a class record at Prescott and races at Pendine Sands with “Boz” his famous Flathead powered Batten Special . When asked whether he would be interested in rebuilding my ohv Cad engine he immediately agreed.

He goes about things thoroughly with considerable thought, enthusiasm and an abundance of technical ability and the first thing he wanted to know was what I wanted to use the car for. “Hillclimbing” was my immediate response. Now I’ve never competed on track but having watched my Allard buddies (and Biggles) competing at Prescott and Shelsley I thought I must have a go, it looks fun.

Whilst we were involved with our house build, Biggles researched the Cad rebuild and we agreed on the final spec. I wanted a good, reasonably fast and hopefully reliable engine with enough torque to hopefully worry Dave Loveys up the hills.

In February I collected my “New” engine. New ? I think it is better than new:

  • Engine stripped and chemically cleaned.
  • Rebored and crank reground.
  • Heads leveled.
  • New forged 2618 alloy Venolia pistons heat treated to T6 for extra strength.
  • CR increased to 10:1
  • Stronger valve springs.
  • Fast road camshaft.
  • Lightened flywheel.
  • Electronic distributor.
  • Holley 650 carb.
  • Mild head porting.
  • Fitted with a purpose made “Rattler” Torsion Vibration Absorber.
  • Whole rotating assembly dynamically balanced. (You can see a short video on YouTube of my engine on the balancing rig. https://youtu.be/_8zE79mI_b8)

I also decided to fit a Jaguar gearbox and was fortunate in being able to tease a bellhousing adaptor and adaptor plate from James Smith to this end. I took the gearbox to Biggles for rebuilding as well and the whole assembly is now in the rebuilt chassis and looks fantastic with it’s polished aluminium rocker covers.

The bodywork has gone off to be stripped and a new scoop put in the bonnet (Holley needs headroom) and I need to get a new wiring loom from Autosparks then the next stage can continue – don’t hold your breath for the next episode though I’m also refurbishing a boat .

That’s all Folks, for now!

Allard Motorsports Palm Beach MkII Restoration

We're now in the final stages of assembly regarding the Palm Beach MK2 build of chassis 72/7000Z. It'll be exactly one year at the end of August since we took on this project, and if all goes well we should go to paint in the next few weeks.

The whole project has been an awesome experience as well as sheer hard work, however all worthwhile we feel. We've sought to keep this restoration build as original as possible unless there was no alternative but to replace like for like – i.e. rusted panels, etc.  

We’ve made a copy chassis while we had the original one available to us. This ate up the build time and took longer than expected. The chassis jig had to be precise and also took time to construct, but we felt it was essential. This also provided a chance for me to study fully the construction of such chassis designs.

We're discussing whether the new Palm Beach chassis will be made into a MK2 PB or the MK3 PB, which was proposed by Sydney but never completed in 1958.  The most exciting option is to shelve the new PB chassis just for the time being and press on with the JR build.  The new chassis jig can also be used for the JR chassis build, of course. We already have in place the base JR chassis parts ready for assembly.


I attach photos of the new PB chassis on its jig, which you’re welcome to publish on your site. I've attached photos of the PB MKII build from arrival to this day. I hope your club members will find it interesting. We now have available many new parts for Allards, also photos attached of such parts. In the next few weeks I shall add a parts listing to the Allard Sports Cars www.allardsportscars.co.uk website, along with further PB restoration photos on the blog attached.

I hope that your members will find it an exciting time for Allard.  My father and I have been discussing these ideas for many years now and it seems with the help of both the Allard Owners Club and the Allard Register we can achieve our goals. As for me, I've been behind the scenes for many years, watching and learning. 

I'm still learning each year that passes, but for me the time has come to go out on a limb and ring my bell so to speak. I've fifteen years experience in the automotive fabrication & design industry and feel quite confident that the construction of chassis and, even the build of complete turn-key Allards, is truly possible with the vast majority of work being carried out in house.              

We propose only to construct a few cars for exclusive enthusiastic customers, true followers of the marque.  The sole idea behind the JR project is an easy one to understand. The JR does not necessarily have to be road registered thus avoiding all IVA processes, which in turn means a much quicker build process. However the JR will still be constructed to HTP FIA level in order to be accepted to race in high profile events such as the Lemans classic in which I intend to do as soon as possible. We simply need to find an investor who wants to achieve the same.

My father has worked tirelessly on this project, and I wish his efforts will be recognized, as he's one of a kind. He brings much experience to the table. I'll keep you updated upon further developments as and when. As soon as the PB has it's paint we shall organize an open day, and perhaps all attendees can come to the workshop and then over to our local racing circuit for some photos.

Regards,

Lloyd Allard

Click here to view a gallery of the unrestored PB MKII

Click here to view a gallery of the restoration process

Click here to view a gallery of the chassis


On the Road Again

From Lindsey Parsons...

The car recently arrived home. I have included a shot of J2X 3077 as it returned home from the rally mishap three years ago. It looks like a different car completely now. My long distaste held for chrome is definitely reflected in the new configuration. The painted wheels and internally contained spare tire give the car a much more classic look to my eye.

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Rescuing the 'Guvnors P2

 

By Roger Murray-Evans

In early September '09, I got the word that that an Allard P2 Monte Carlo saloon located in Wales was looking for a home. Its owner from 1982 had long term health problems and was re-locating to Malta, and was seeking a new home urgently. Back in the late '70's, at an AOC monthly club night at the George 1V, Portugal Street, London, a couple of lads appeared and were chatting about a certain P2 with a Cadillac engine that they were/had buying/bought.

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A Love Story, Part 5 of 5

The cowl was painted first then the nose, tail and other parts. After cleaning the aluminum with an aircraft cleaner, the aluminum was primed with PPG epoxy primer followed by a sanding primer. I used an enamel for the finish coat so I could polish out any defects. At this point I discovered my spray gun was totally worn out and causing problems in the paint. I could not stop, and hoped that the defects could be polished out. Some could not. I installed the nose section first so I could install the lights – then the tail, fenders and doors.

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A Love Story, Part 4 of 5

 I had been working on the car for about 12 hours when I quit for the this June day, went to the house, had supper and went to bed. About midnight I woke up with chills and a fever of 104. Early the next morning I headed for the emergency room where they admitted me to the hospital with pneumonia. A week later I came home but was too weak to work on the car. This set me back a whole month. At this point I was not sure that I could complete the restoration by the October deadline. (A word of caution for those of you who spray paint: even though I used a proper mask and filters I think the cause of my pneumonia was due to paint fumes. My recommendation – get a respirator with an outside air supply). During this month I did do some machine work and fabricated new door latches from brass, then had them chrome plated.
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A Love Story, Part 3 of 5

 THE SECOND RESTORATION

The Texas World Speedway at Bryan, Texas was chosen as the site for the 2004 ‘Gathering of the Clan’ reunion for Allard owners. In 1969 I had opened the then-named Texas International Speedway with my Allard, the only one there. So I felt it imperative that I attend this Gathering. The car was not in shape for show, so in December 2003 I started a clean up that grew into another frame-off restoration. The completion date had to be no later than October 31, 2004.

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A Love Story, Part 2 of 5

 

THE FIRST RESTORATION

It was quite evident early on that this car needed a total restoration. The years of hard racing had taken its toll. At only 9 years old it was completely worn out.

#3059 was shipped without engine or transmission to a dealer in Wisconsin in 1952. The original color was British Racing Green with cream colored leather upholstery. The dealer installed a full-race Chrysler Hemi and a 1937 Cad-LaSalle transmission. The car was raced in this configuration until the late 50’s when SCCA changed the rules to prohibit cycle fenders. Thus ‘The Bitch’ was retired. The engine was removed and placed in a dirt track car where it expired by exploding. When we bought the car, the owner had replaced the Chrysler with a junkyard Cadillac. After a careful inspection I found the engine had three cracked main bearing webs, so decided to scrap it and a search for a replacement.

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Allard M Type Restoration Completed

 Click here or on the photo above to view 3 photo galleries of this beautiful M Types transformation

My M type is chassis no. 716. I bought it November 2005.

35 years ago I had another M type, chassis no. 823 reg. no. JC 9688 which won many concours awards. I sold it to finance a business venture and often regretted it even though the business venture was successful. My old carhas beenregularly rallied by its present owners, John and Kate Manley-Tucker including the Alpine and the Paris-Peking.

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A Love Story - Part 1 of 5

By Bill Bauder

All true car enthusiasts have had a love affair with a car at some time in their life. When I say “love,” I don’t mean the kind of love you have for your mother or children – but the kind of love that’s foot-stomping passionate, obsessive, secretive and suicidal. The ‘I can’t live without’ kind of love. Well this story is about my love affair for one automobile, how it was obtained, why it was so named and how it was restored. Hope you enjoy it.

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