IT S BEEN A FIVE YEAR COUNT DOWN BUT AT LAST WE HAVE LIFT-OFF The last progress report saw the Allard Chrysler Action Group (ACAG) Team meet at Andy Robinson Race Cars during April and May, working on Sydney Allard s 1961 Allard Chrysler dragster, developing and creating the rolling chassis systems. The clutch received particular attention. June 6 th again saw a planned small ACAG team at Andy Robinson Race Cars comprising of Bob Roberts, Chris Eames, Andy Robinson and Paul Stubbings. For some Work-in day tasks a small team can make the quickest progress. Selfcatering was the order of the day. The refurbished steering rods were fitted and that completed the steering mechanism. The drive train component modifications from Kev Slyfield of M and D Tooling appeared to mate well so the rocker covers were removed to identify TDC, the flywheel marked out at 90 degrees for valve lash and 20 degrees for timing. After manually checking the engine turned OK, it was re-installed in the chassis along with the gear box, clutch and associated components reassembled the drive train components still un-tested as a complete system. Paul and Chris mark out the flywheel for timing and valve lash. (source; Bob Roberts) Chris had been working hard in parallel with the group sessions. He had assembled and fitted most of the required parts for the braking system and found suitable tubing for the oil pressure gauge. Brake piping had been supplied by Mick Wood of Old Ford Autos. Chris had also created and fitted a wiring loom. The rev counter was bench tested with the Mag and both appeared to work correctly.
June 10 th saw Paul Stubbings, Martin Dunks, Andy Robinson and Bob Roberts assembled at Andy Robinson Race Cars to continue the work. No Syd but catering this time was by Kate Robinson. The 5-spoke mags supplied by Nick Davies had returned from media blasting and looked good. We planned to crack test them within the next two weeks and then get them polished. (source; Brian Taylor) BSP dies were supplied by David Downes, Ian Hart and Dave Grabham. The fuel tank union threads were cleared and the plumbing almost completed by Martin using period correct black hoses. All coloured anodised unions will be clear on the final set up. Chris fabricated some fixed fuel tank retainers that will eventually be covered in material to replicate the original bungee retainers. Martin continues work on the fuel system. Note new tank retainers. (source; Bob Roberts)
A bracket was made to hold the business end of the fuel shut-off cable and a further bracket fabricated to space the oil filter forward to avoid the starter motor. However, while planning these bracket mounting points it was discovered that some bolts were missing from the bottom of the blower engine Potvin adapter. Lori and Doug Peterson were contacted in California for guidance and they confirmed that the blower would need to be removed and the missing bolts replaced. This likely meant new gaskets and a delay that could risk the Dragstalgia fire-up target. Stu Bradbury of US Automotive quickly sourced a gasket set and a planned Work-in day was scheduled for Thursday 21 st June. On the due date Paul, Syd, Bob, Martin and Paul assembled to attack the blower tasks. The team originally considered taking the engine out again but decided to carry out the work with the engine in the chassis. Before the blower could be separated from the engine adapter the sump had to be removed along with the starter and oil filter adapter. While this was off, Paul checked the torque loading on the bottom end bolts and made sure the assembly lube condition was OK. Fuel pipes were removed so the blower could come off. The missing bolt issue was rectified. A couple of hexagonal head bolts replaced the cap heads visible on the outside. Two studs were installed on the other side to allow for the installation of a throttle cable bracket. Lube was added to the timing chain before the blower was re-installed; an operation that proved to be a little trickier than expected due to difficulty in lining up the blower and adapter. Thoughts were to fabricate some special long alignment studs ready for the next time. Lube was supplied by Lucas Oil. Once installed, dimensions for the throttle and fuel shut-off cables were taken and the parts ordered by Bob. After a bit of retapping, studs were installed on both sides of the blower to ease the installation of injectors and manifold. Syd and Paul at work on June 21 st. (source; Bob Roberts)
Work continued during the week on several components with Bob, Andy and one of Andy Robinson Race Cars technicians trying to keep us on plan for a Dragstalgia fire-up. July 1 st was the next planned Work-in. July 1 st started out well and finished well. But in between we hit a shed load of problems. The team was Brian Taylor, Andy Robinson, Martin Dunks and Bob Roberts. Brian had planned to start polishing the inside of the cockpit panels but due to the good work put in by the Andy Robinson Race Cars crew we were in with a real chance of firing up by lunch time so these plans were shelved so that all efforts could be focussed on working towards that fire-up. The team finished off the control cables plus a few other odd jobs before oil was added to the engine, the blower and the gearbox. Bob, Andy and Martin add the lube (source; Brian Taylor) Using an electric drill and special adapter, the oil pump was driven via the Magneto/oil pump connection. Pressure reached 85 psi. But 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. Using the starter we tried to move it slightly but nothing happened. Power reached the starter but it was unable to turn the engine.
The starter was removed and bench checked OK. We checked through the transmission and gearbox for faults and eventually 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 correct this we had to dismantle the clutch and in turn in meant partially removing the engine, gearbox and rear axle from the chassis. Just what we needed!!!! We decided to proceed towards the fire-up with the transmission disconnected from the clutch. 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. Everything 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 and the plugs installed. After some final checks methanol was poured into the tank with a remote feed 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 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. Huge relief, very proud and very exciting. We could now take the car to Dragstalgia at Santa Pod to show the fans what had been achieved so far and hopefully raise more funds to complete the restoration. There is a bit of popping going on that we need to address and although very dramatic something must be causing the flames in the rear cylinder, but hopefully that will not stop us putting on a show. We established direct communication with Don Garlits who agreed to act as Mentor on running a Potvin engine on nitro. We also continue to search for a suitable trailer to store the car and parts. We welcomed three new sponsors. Brian Childs and Tim Howell of NGK have been keen to support our project for many months and have been waiting for my call for B7ES plugs. The call went in and the plugs winged their way to Andy Robinson Race Cars. Long-time drag racing fan Steve Clark of Nimbus Motorsport kindly supplied some bottles of ZEP that Andy thought desirable. And Gordon Riseley of RCS Ringspann came up trumps with throttle and shut-off cables. Access to all these websites is now available via the links page of our website www.allardchrysler.org. Note to myself; Must remember to phone long-time supporter Antony Billinton of GMAX and say It s Methanol Time