Allard

GB, 1899 – 1902

Allard and Co Ltd, Coventry, Warwickshire

The original Allard Cycle Co was formed in 1891. In 1899 they began to interest themselves in motors, building a De Dion-based tricycle and a Benz-derivative known as the Express. Their 2½hp and 3hp voiturettes, however, used single-cylinder 500cc engines clearly based on De Dion practice. Tubular frames and belt drive featured in the specification, and the cars could be had with electric or tube ignition. An oddity was a narrow little vis-à-vis for two people only. Late in 1900 the firm undertook to build the belt-driven Charette in series for International. In 1902 an entirely new 9hp single-cylinder Allard made its appearance. This had a flitch-plate frame and live axle. In June of that year Allard joined forces with the Birmingham Motor Manufacturing and Supply Co; the latter’s Birmingham factory was sold, and the Coventry firm changed its name to Rex. Mr Fred Allard, son of the head of the Coventry concern, was later chief designer of Armstrong-Siddeley Motors Ltd.

GB, 1937 – 1960

(1) Allards Motors Ltd, Putney, London S.W.15, 1937 – 1945

(2) Allard Motor Co Ltd, Clapham, London S.W.4, 1946 – 1960

The Allard stemmed from a ‘trials special’ evolved by Sydney Allard out of a 1934 Ford V8; this first car had a body from a G.P. Bugatti and divided-axle independent front suspension, and its excellent record on the ‘mud’ resulted in a demand for replicas. These were made in very small numbers, mostly with stark bodywork, up to World War 2. Some cars had the 4.4-litre 12-cylinder Lincoln Zephyr engine. In 1946 the Allard reappeared on the market with a lowered chassis, more civilized bodywork, and a striking radiator grill, still using the 3.6-litre sv Ford V8 engine; prices of the K (two-seater), L (four-seater), and M (drophead coupé) ranged from £1.125 up. Coil-spring independent front suspension and hydraulic brakes appeared in 1949, followed shorly afterward by the light and accelerative J2 two-seater with a De Dion rear axle; home-market models used the 3.9-litre ohv Ardun-Mercury conversion, but for cars sold in the USA power came from big V8s, such as the 5.4-litre Cadillac and Chrysler, and Oldsmobile’s Rocket. Sydney Allard won the 1952 Monte Carlo Rally on a P-type saloon in 1952, but Jaguar were already cutting hard into the specialist market, and the new 1953 models did not prosper; there were the big Monte Carlo saloon and Safari station wagon with V8 engines and De Dion axles, and a pair of smaller roadsters, the Palm Beach series with 1½-litre 4-cylinder and 2.3-litre 6-cylinder Dagenham Ford engines. Nor were American enthusiasts over-eager to buy the new Cadillac-engined JR sports-racer at $8.500. There was a brief flirtation with a 346cc 3-wheeler, the Clipper, in 1955, and in 1956 the old Ford V8 was at last dropped in favour of twin ohc Jaguar power units. Cars were now made to special order only, and the last design was a G.T. coupé introduced for 1958. Allard then made special modifications for Ford’s 105E-type Anglia

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

DeSoto

US, 1913 – 1916

DeSoto Motro Car Co, Auburn, Ind.

The DeSoto appears to have succeeded the Zimmerman. This was a large car with a 55hp, 6-cylinder engine, which was furnished with a compressed-air starter. The DeSoto model Six-55 five-seater touring car sold for $2185.

US, 1928 – 1960

Chrysler Motors Corp, Detroit, Mich.

The DeSoto was launched in 1928 as a 3.2-litre side valve six to compete with Oldsmobile, Pontiac and the cheaper Nashes. Styling and general design of the DeSoto were in line with the 1929 Chryslers, and at $885 for a DeSoto sedan 90.000 were sold in the first twelve months. A 3.4-litre straight-8 DeSoto on a 9ft 6in wheelbase was announced for 1930 as the world’s cheapest 8-cylinder car. However, DeSoto suffered badly in the Depression, and in 1932, when flexible rubber engine mountings and free wheels were made available, sales dropped to 26.000 DeSoto cars.
The DeSoto disappeared from the British market about this time, though certain ‘Chrysler’ models listed in England (the Mortlake, Croydon, and some of the Richmonds) were in fact DeSoto cars in all but name. A 6-cylinder version of Chrysler’s advanced unitary-construction Airflow, the SE-type with a 4-litre engine, was brought out in 1934, but was an unsuccessful as its bigger sister. Later DeSotos followed regular Chrysler lines closely though in later years there was a tendency for DeSoto to move into a higher price class than Dodge; by 1952 DeSotos started $300 higher than the companion make.
By 1939 the DeSoto cars for sale were being made with independent front suspension, hypoid back axles and column change. There was a choice at DeSoto of two 6-cylinder engines and three wheelbase lengths, the longest of these being reserved for seven-seater bodywork – DeSoto continued to offer a really roomy family car right up to 1954. A 4-speed semi-automatic Vacumatic transmission became an option in 1941, but DeSoto’s big post-war change of models did not take place until 1952, when the division followed Chrysler’s lead in adopting the oversquare ohv V8; the DeSoto version was of 4½-litre capcity and developed 16-bhp. With the advent of Chrysler’s ‘flight sweep’ styling in 1955, the side-valve sixes were dropped and the standard engine in a DeSoto was now a 4.8-litre eight, giving 185bhp in Firedome guise, and 200bhp in Fireflite form. Though this redesigning saved Chrysler sales generally, the slump in the medium-price class had an adverse effect on DeSoto and in 1959 the DeSoto division was merged with Plymouth. Last of the DeSotos were the 1961 models, unitary-construction cars with a choice of three engines: Plymouth’s 145bhp ohv ‘slant six’ as used in the Valiant, and V8s of 230 and 265bhp, the two former only in Canadian DeSotos. Production of DeSoto cars ceased in November 1960 after only a few had been delivered.

Source: Georgano, encyclopedia of motorcar; MCS
The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com