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Details
BARN DISCOVERY
1950 ALLARD J2
Chassis No. J 1572
Acquamarine with black interior
Engine: 90 degree V-8, side valve; Gearbox: three speed, synchromesh on second and third; Suspension: front, independent swing axle with coil springs, rear, de Dion, coil springs; Brakes: four wheel hydraulic drum. Right hand drive.
Sydney Allard was a hot rodder and like John Fitch, Max Balchowsky, Wally Parks and Carroll Shelby, he put big engines in simple chassis with the objective of achieving the maximum performance with the greatest reliability from the minimum expenditure.
Sydney Allard's family owned a Ford dealership in London. Sydney achieved some success in British trials events before World War II, using Ford V8 and Lincoln Zephyr V12 engines in specials of his own construction. After the war, he again turned to creating specials, now through a separate company, the Allard Motor Co. His creations were simple affairs with ladder type frames, live rear axles and a peculiar, but effective independent front suspension that was made by splitting a Ford beam front axle in half, then pivoting the resulting swing axles at the center with trailing arms for longitudinal location. They were sprung with the original Ford transverse leaf spring. The K, L and M models were touring cars, many with four seat bodies, using the 221ci. English Ford V8 or 239ci. Mercury V8.
To help cope with the power being developed by the Cadillac, Chrysler and hot-rodded Mercury flathead engines, Allard revised the J2 to a de Dion rear end with coil sprung (but still swing axle) suspension. Aluminum bodywork with cycle front fenders reduced weight. Allard, the inveterate competitor, demonstrated the effectiveness of his creations by finishing third at Le Mans in 1950 with a Cadillac-powered J2. It wasn't esoteric, but it was devilishly effective.
In the '50s Cadillac and Chrysler-powered Allards wiped up exotica on race tracks around the world, particularly in the US where reliance on lots of V8 cubic inches was natural. From Bridgehampton to Torrey Pines, these cars showed their heels to many more exotic and expensive competitors. Easy to prepare, repair after accidents and predictable (if not forgiving) to drive, Allard J2's were effective competitors and potential overall winners...if the exotic Ferraris, Jags and Maseratis hadn't shown up or overworked their more highly stressed, expensive and scarce components. If an Allard broke, parts were available at the corner auto parts store in boxes labeled Ford or GM. Break a Ferrari and it was weeks before the bits could arrive from Italy, and then they might not even fit.
Only 12 of the solid axle J1 models, 90 of the J2 (as offered here), and 83 of the later J2X with a longer chassis were built.
In the U.K., where the car offered was first delivered, Allards tended to be Ford flathead powered. The engine and parts were readily available and the flathead's attributes were familiar to English mechanics and drivers. Allard produced their own speed equipment for the Ford flathead, particularly the dual Solex carburetor intake manifold and tubular exhaust manifolds with which this car is fitted.
This car, J 1572, is exceptionally original having been stored away in the multi-car collection of Red Adams in Southeastern Connecticut since the early 1960s. Allards' adaptability to different engines encouraged owners' modifications, especially when their competition careers were over and they fell into the hands of enthusiastic mechanics. Today, finding a largely original flathead powered Allard like J 1572 is highly unusual. Even more rare, it comes with its original top, windshield and side curtains. Paint and interior are original, but deteriorated. The four spoke banjo-style steering wheel is still fitted. The Ford V8 has not been turned over in years and needs a complete overhaul, but its original highly desirable Allard speed equipment is complete.
The attributes of simplicity and parts availability that made Allards popular competition cars in the '50s make them enjoyable and economical restoration projects today, easily within the capabilities of experienced individuals. When completed, J 1572 will be a sought after vintage event entrant and a satisfying tour car, combining excellent performance with the unique exhaust burble of Henry's flathead. Careful attention to preserving the car's originality will reward a new owner with a unique and valuable example of one of the best known and most charismatic sports cars of the fifties.
1950 ALLARD J2
Chassis No. J 1572
Acquamarine with black interior
Engine: 90 degree V-8, side valve; Gearbox: three speed, synchromesh on second and third; Suspension: front, independent swing axle with coil springs, rear, de Dion, coil springs; Brakes: four wheel hydraulic drum. Right hand drive.
Sydney Allard was a hot rodder and like John Fitch, Max Balchowsky, Wally Parks and Carroll Shelby, he put big engines in simple chassis with the objective of achieving the maximum performance with the greatest reliability from the minimum expenditure.
Sydney Allard's family owned a Ford dealership in London. Sydney achieved some success in British trials events before World War II, using Ford V8 and Lincoln Zephyr V12 engines in specials of his own construction. After the war, he again turned to creating specials, now through a separate company, the Allard Motor Co. His creations were simple affairs with ladder type frames, live rear axles and a peculiar, but effective independent front suspension that was made by splitting a Ford beam front axle in half, then pivoting the resulting swing axles at the center with trailing arms for longitudinal location. They were sprung with the original Ford transverse leaf spring. The K, L and M models were touring cars, many with four seat bodies, using the 221ci. English Ford V8 or 239ci. Mercury V8.
To help cope with the power being developed by the Cadillac, Chrysler and hot-rodded Mercury flathead engines, Allard revised the J2 to a de Dion rear end with coil sprung (but still swing axle) suspension. Aluminum bodywork with cycle front fenders reduced weight. Allard, the inveterate competitor, demonstrated the effectiveness of his creations by finishing third at Le Mans in 1950 with a Cadillac-powered J2. It wasn't esoteric, but it was devilishly effective.
In the '50s Cadillac and Chrysler-powered Allards wiped up exotica on race tracks around the world, particularly in the US where reliance on lots of V8 cubic inches was natural. From Bridgehampton to Torrey Pines, these cars showed their heels to many more exotic and expensive competitors. Easy to prepare, repair after accidents and predictable (if not forgiving) to drive, Allard J2's were effective competitors and potential overall winners...if the exotic Ferraris, Jags and Maseratis hadn't shown up or overworked their more highly stressed, expensive and scarce components. If an Allard broke, parts were available at the corner auto parts store in boxes labeled Ford or GM. Break a Ferrari and it was weeks before the bits could arrive from Italy, and then they might not even fit.
Only 12 of the solid axle J1 models, 90 of the J2 (as offered here), and 83 of the later J2X with a longer chassis were built.
In the U.K., where the car offered was first delivered, Allards tended to be Ford flathead powered. The engine and parts were readily available and the flathead's attributes were familiar to English mechanics and drivers. Allard produced their own speed equipment for the Ford flathead, particularly the dual Solex carburetor intake manifold and tubular exhaust manifolds with which this car is fitted.
This car, J 1572, is exceptionally original having been stored away in the multi-car collection of Red Adams in Southeastern Connecticut since the early 1960s. Allards' adaptability to different engines encouraged owners' modifications, especially when their competition careers were over and they fell into the hands of enthusiastic mechanics. Today, finding a largely original flathead powered Allard like J 1572 is highly unusual. Even more rare, it comes with its original top, windshield and side curtains. Paint and interior are original, but deteriorated. The four spoke banjo-style steering wheel is still fitted. The Ford V8 has not been turned over in years and needs a complete overhaul, but its original highly desirable Allard speed equipment is complete.
The attributes of simplicity and parts availability that made Allards popular competition cars in the '50s make them enjoyable and economical restoration projects today, easily within the capabilities of experienced individuals. When completed, J 1572 will be a sought after vintage event entrant and a satisfying tour car, combining excellent performance with the unique exhaust burble of Henry's flathead. Careful attention to preserving the car's originality will reward a new owner with a unique and valuable example of one of the best known and most charismatic sports cars of the fifties.