Quarterly Newsletter, Vol. 18, Winter 2017 · Monterey Car Week 10 11 T he Monterey Car Week is one...

Quarterly Newsletter, Vol. 18, Winter 2017

Discover the “Allard” conection to the Father of the Corvette.

Zora Arkus-DuntovFrom Montreal to Monterey.

Allard Motor Works trans-continentaljourney to Monterey, California.

Monterey

by former Allard Motor Company Chief Engineer

Comparison: J2 - J2X vs J2X Mk II

www.allardj2x.com • www.instagram.com/allardmotorworks/ • 1-877-J2X-1953 [email protected] • www.facebook.com/allardj2x • twitter.com/allard_j2x

04. Life is a Highway

6. A West Coast Treat

8. The Brickyard

10. Monterey Car Week

12. Le Petit Le Mans & Atlanta Concours

14. Tucking your Car Away

16. On The Road

18. Photo Gallery

22. J2X vs J2X MKII

28. The Bitch

29. News

30. Zora Arkus-Duntov

From the Editor

Table of Content

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Eighteen years ago, Allard Motor Works Inc. (AMW) was created following a serendipitous event while searching for my then ‘dream’ classic car, an Austin-Healey 100S. This search led to my discovery, while on holiday in England, of a long forgotten competition roadster, the Allard J2X. This discovery rapidly shifted my focus from the Healey to the Allard. But, as a longtime classic British car enthusiast, I could not understand why the Allard, and the J2X in particular, had never been on my radar. It was never ‘top-of-mind’ when I queried sports car clubs and publications. However, a little more digging revealed the reason. While the total production of the Austin-Healey 100S was 14,634 between 1953 and 1956, the Allard J2X topped out at 83 between 1951 and 1954! While both cars were from the same era, the design was radically different. The Healey was cloaked in a smooth aerodynamic body while the Allard had adopted a much more functional design developed shortly after the end of WWII. So, it is a fair question to ask - why settle on the J2X rather than the 100S?

The reason is as simple as it is complex. Leaving aside the obvious fact that my family name is the same, the discovery of this brute hotrod coincided with a North American trend in the mid-1990s. What swept into the US marketplace was a neo-retro movement that saw the reintroduction of ‘forgotten’, but iconic cars. The reasons for this trend were simple. Over time, layers of regulatory safety design features on new cars had turned most vehicles into steel grey boxes that seemed cloned from one manufacturer to the other. For a ‘spirited’ and ‘style conscious’ buyer, the offerings were often the equivalent of a cold bowl of porridge. Smart marketers recognized the disconnect between what the public wanted and what was offered. In rapid succession, we saw the reintroduction of the VW Beetle, the Datzun 240Z, the Thunderbird, the Charger and the Camaro to name but a few – a trend that continues to this day.

So where does the Allard J2X fit into current automobile offerings? The new J2X MkII had a double mission – to meet today’s regulatory requirements and to carve out for itself a solid position in a niche market. While it might not be obvious to most car buffs, creating a modern and desirable collector classic from a mechanically-challenged

platform was a daunting task. But, as current owners of our J2X MkII will readily share, Allard Motor Works met the challenge. With an emphasis on safety, reliability, comfort and performance, the over sixty year old roadster design now has a new life. The AMW J2X now joins the ranks of rare, exclusive, collectible and hassle-free classics that have put pleasure back into classic car driving.

In the weeks ahead, we will be introducing the new Allard J2X MkIII, an evolution that will take driver convenience and comfort to a whole new level. The original classic look will not change but now, the MkIII will offer all-weather protection, power steering, a heater, A/C, emission-compliant V8s, the choice of manual or automatic transmission and even right-hand drive. Our commitment is to enhance our customers’ exclusive and unique ownership experience.

Allard J2X MkIII – Rarely seen. Never Forgotten.©

Roger Allard

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Tom Cochrane’s 1991 song, ‘Life is a Highway’ accurately summarizes Allard Motor Works’ 2016 Road Tour through the USA. From Boston to

Sacramento and from Los Angeles to Amelia Island, our 5.9L RAM diesel dually traveled through some 30 states with our 24’ trailer and J2X MkII in tow. Overall, we logged over 135,000 km (84,000 miles) on our show tour and participated in 17 events. 2016 provided us with the opportunity to meet classic car and vintage racing aficionados, J2X MkII owners, as well as introduce ourselves to a significant number of potential owners of AMW’s new J2X MkIII.

To say that it was a ‘learning experience’ is an understatement! When travelling over such great distances, we were witness to a number of circumstances that were both pleasant and less so – from incredible vistas to road rage and from multiple tire changes (7) to the best bacon ever (I-80 in Iowa). As for the many events that we participated in and in so many geographic regions, the weather was on our side. Rarely did we drive in the rain and each weekend offered

up blue skies and plenty of sunshine. As a matter of fact, we would have enjoyed a slightly lower temperature in the Western states, as the ambient temperatures while driving were consistently in the 106º to 110º range – a real test to the Cummings diesel’s mettle, particularly in the Rockies and through central California.

Life is a highway

The logged mileage was divided into 6 separate ventures departing from Montreal:

• Amelia Island (FL) in March for the concours, followed by the SVRA Amelia Island vintage

race, The Mitty at Road Atlanta and then the Pinehurst Concours (NC)

• Saratoga Springs, NY, car show & concours

• Monterey, Valencia, CA, Scottsdale and Cave Creek, AZ; Chicago and Detroit

• Indianapolis Brickyard for SVRA vintage racing

• Watkins Glen, NY for SVRA vintage racing

• Boston Cup, the Petit Le Mans at Road Atlanta and the Atlanta Concours.

Each event was an opportunity to display our AMW J2X MkII, to drive the race circuits, meet current and new customers, as well as friends and the media. I also provided us to go into greater detail about our new J2X MkIII, as the project was moving along at a rapid pace. Its projected official launch is scheduled for this Spring, following our return from the 2017 Amelia Island Concours. Then of course, AMW will hit the road once more with our new Rosso Corsa J2X MkIII, sporting a full-width windshield, a soft top and a 426 hp emission-compliant fuel-injected Corvette LS3. Until then, AMW continues to take orders for the new J2X MkIII on a first come, first served basis.

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Monterey – Carmel-by-the-Sea - Laguna Seca: A West Coast Treat

# 73 K2 Buick-powered - Joe Mote

# 47 K2 Cadillac-powered – Jon LeCarner

# 77 GT Coupé – Jaguar-powered – Alan Patterson

# 4 J2 – Cadillac-powered – Steve Schuler

# 1 J2 Cadillac-powered - Bernard Dervieux

# 9 J2X – Cadillac-powered – Vince Vento

Allards at the Iconic Laguna Seca 2016

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A Rare Sight !The four days at the Mazda Laguna Seca track were most rewarding as I met a number of Allard owners participating in the race event. Six Allards were on the track at Laguna including two K2s, two J2s, a J2X and a Palm Beach GT coupe. This is a rare sight, as most competition Allards are retired and are dormant in private collections. Occasionally, a vintage car show, a concours or an Allard Owners Club reunion will coax a few out of hibernation for a weekend. Mechanically challenged and requiring a lot of TLC, a number of hobbyists and collectors have undertaken various levels of restoration to make them roadworthy and to capitalize on significantly increased values obtained at auction. Depending on the quality of their restoration, their provenance and their racing pedigree, competition Allards (K and J-series) will fetch from a low $200K to $400K – a solid investment if the initial purchase was prior to the 1990s and the restorations costs were reasonable. Andy Picariello, owner of two award-winning original Allards (J2 and K2) and V-P of the Allard Owners Club cautions new owners that a full restoration will set them back at least $100K. So, to see six competition Allards winding through the iconic ‘Cork Screw’ at the Laguna Seca raceway was a real treat.







Our J2X MkII following the Jaguar pace car down the straightaway at the Indy Raceway.

The BrickyardThe iconic Indianapolis Speedway is nothing less than awesome. Its pagoda-style tower, its spectator seating capacity (235,000 permanent seating, 400,000 when infield is included!) and its museum make Indy a ‘go-to’ destination. On Father’s Day Weekend, the Sportscar Vintage Racing Association (SVRA) staged its vintage race event at the Brickyard. The excitement and action on the track for the SVRA event was palpable for everyone attending. A novel mix of track events included some 500 vintage race cars that took center stage on both the historic oval and the road course, as well as the Indy Legends ProAm Charity race. The 45-minute race in the IMS road course paired 33 veteran Indy 500 drivers with amateur racing partners driving Corvettes, Camaros and Mustangs. The racing spectacular was augmented by a Motostalgia Collector Car Auction, a Show & Shine Car Show and a live concert by the Three Dog Night, followed by a spectacular fireworks display.

A Father’s Day treat, for Roger Allard and son, Christien, was some spirited track time on the iconic circuit at the end of the race day. Much to our dismay, the SVRA Jaguar F-Type pace car kept blocking each of our attempts to pass it. Both father and son have a good memory and will return with a new ‘game plan’.

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Monterey Car Week

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The Monterey Car Week is one of the most jam-packed weeks on the annual calendar of car enthusiasts. From concours to car shows and from auctions to vintage car racing,

the Monterey area packs in some 39 ‘official’ events for every taste, interest and budget. Hard choices had to be made regarding where Allard Motor Works would have the greatest impact in displaying its J2X MkII. Our late arrival from the East limited us to three venues – Carmel-by-the-sea, the Classic Motorsports magazine Monterey Cruise-in and the Rolex Monterey Motorsports Reunion at the spectacular Laguna Seca track.

This was AMW’s first journey to the West Coast with trailer and J2X in tow. Braving the mountain climbs and heart-stopping descents in the Rockies provided some challenges, particularly when ambient temperatures were in the 108-110ºF range. At times, it was necessary to turn the A/C off, roll down the windows and turn the heater on ‘full blast’ to keep the diesel engine from experiencing a massive heart attack. A flashing red light, a strident alarm and an erratic temperature gauge foretold impending disaster. However, a sudden cool ocean breeze finally reminded my wife and I that we had arrived in ‘Lotus Land’. At that point, we were able to re-engage our A/C and our heartbeats returned to normal. Our ‘trial by fire’ was over. We had arrived.

The next few days were hectic as we rushed from event to event before finally settling down next to the paddock of the Laguna Seca raceway. Our kiosk went up, the Astroturf went down and our silver Hemi-powered J2X MkII slipped into its display mode to a chorus of applause from race fans.







Le Petit Le Mans & Atlanta Concours Three years in making, the inaugural Atlanta

Concours d’Élegance, held in the foothills of the Georgia Mountains, drew an elite

selection of antique, vintage, classic and exotic cars. Staged on the 3,500 acre Château Elan Winery and Resort facility, Harry Krix and Bill Wallet (Chairman and Co-Chairman) pulled off a very successful event under a warm Georgian sky. Vying for awards in fourteen classes, visitors were treated to an outstanding display of rare automobiles. The coveted Best in Show Award was presented by Don Panoz to the owner of a world class 1909 Rolls Royce Silver Ghost, a former Pebble Beach and Amelia Island winner. The Allard J2X MkII, while not judged, was a big promotional draw for the event, both at the Petit Le Mans race at Road Atlanta the week before, at a huge ‘cruise-in’ in Atlanta and at the Concours itself.

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Tucking Your Car Away?

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fuel system’s protection. Allow the stabilizer to permeate the entire system by running the car for 10 minutes. You are now set to give your classic car a well-deserved rest.

3. Tires

Storing your car with the wheels on often creates a flat spot on the tires. This is more critical when the car is stored in cold temperatures. These flat spots will create a vibration when driven again and could result in permanent damage.

Prior to storage, all tires should be inflated to their recommended pressure. This must be followed by a good cleaning with soap and a good brush to remove any dirt and brake dust. Dry them off well. Do not use tire dressing or tire gloss when storing!

Ideally, if you have the space, the wheels could be taken

Whether it is for seasonal reasons or because of a long absence, we regularly store our classic car for several months. Of course, on

our return, the hope is to resume driving where we left off. But, a hiatus like this can lead to problems. However, taking a few precautions prior to storing the car will pay off when you hit the road again.

Here are some tips:

1. Battery

Whether it is your car’s clock, its alarm system or another ‘passive’ accessory, there will be an electrical drain. Batteries, depending on their age and care, can drain to a level where they can’t be revived. This depletion can also be affected by extreme cold. However, to save you from the annoyance and cost of a replacement, your battery can be ‘topped up’ if you invest in an ‘intelligent’ battery maintainer/tender that will ensure an optimum charge level. Not only will this guarantee full power when you take your car ‘out of moth balls’, but it will give your battery additional longevity by avoiding premature sulphonation of the battery.

2. Fuel

If you are not storing your car inside a climate-controlled garage, significant variations in temperature will have an effect on your fuel. To leave a tank partially filled is not a wise choice. Condensation will not only degrade

the fuel but, in some cases, rust the inside of the fuel tank. Whether a car is stored at room temperature or not, it is highly recommended to fill the tank with a quality fuel (not ethanol) and add a fuel stabilizer. Fuel is made up of many volatile compounds that evaporate and separate the fuel into layers. The stabilizer will help these compounds remain in solution, rather than allowing the heavier ones to settle on the bottom. It will also absorb the moisture in the tank.

There are a number of quality fuel stabilizers available that will protect your fuel for 12 to 15 months. Also, its use can prevent the accumulation of varnish or gum that often plugs your injectors or carburetor and your fuel lines. Alternatively, emptying the entire fuel system is not recommended because the rubber connections and gaskets can crack and condensation will often form inside the fuel system.

Stabilizing your fuel is a simple procedure. For each 5 gallons of fuel, add 1 ounce of stabilizer. It is preferable to add your stabilizer when your tank is low on fuel, then add fresh fuel to properly blend the mixture. Fuel older than 30 days begins to break down, so the addition of a stabilizer prior to adding fresh fuel will improve your

off and stored in a warm environment and a set of old wheels installed until you are ready to roll again. Since this is not often practical, alternatives include setting the car up on jack stands, or moving the car slightly from time to time to avoid flat spots.

4. Fluid Levels

A change of oil prior to storage is a good idea since acids formed in old oil will not enhance your car’s performance. Ensure that all of your fluids (brakes, steering, etc.) are topped up. Check the antifreeze. Not only should the level be at a recommended level, but your water/antifreeze ratio must be at its optimum level to provide the lubrication and cooling required for your next driving season.

5. Wrapping your baby up

Store your car in a dry environment and use a permeable tight-fitting car cover that will allow the car to breathe. Take care to eliminate vermin from taking refuge inside the cosy environment of your car. A few mothballs in the corners of your storage area (not in the car!), a couple of glue boards in strategic places, a ball of steel wool in the exhaust or air intake and laundry fabric sheets inside the cockpit and the trunk should do the trick. As long as you don’t have house pets, lethal pellets are readily available.

Now you can throw another log in the fireplace and sit back in your lazy-boy with your iPad, a hot toddy and plan your next trips on MapQuest.







Life on the road can be a blast…. if you prepare ahead of time and use common sense. After over 290,000 km of highway driving, my best advice is “Prepare for the worst and hope for the best.” Serious distances, long hours and variable weather are only some of the challenges you will face. Some of these you can plan for, others will come unannounced. The preparation list for a long journey can be exhaustive, but for an experienced traveller it is intuitive. Here, however, is a short list that covers the basics.

1. Ensure that your tow vehicle is in top shape. Fluid levels are all up to spec, tires are in great shape, spare fuses and bulbs are in your kit, a good set of tools and make sure that your registration and insurance are all paid up.

2. The same list applies to your trailer, but check your external lighting, bring a good spare tire or two (on rims), bring a ramp for tire changes, check your wheel bearings and brakes BEFORE you leave, adjust your braking system, keep a duplicate set of trailer keys in your tow vehicle, use proper ‘outboard’ mirrors for towing, bring an extra set of locks that use the same key, keep a hack saw and bolt cutter in the truck. (There are good stories behind all of these recommendations.)

3. Make sure that your GPS’s maps are up to date. Updates are available for download from your GPS manufacturer. Don’t rely blindly on your GPS. Keep a map close by, as sometimes the GPS can have a mindset of its own.

4. For peace of mind, invest in two items that will give you some protection – a good quality dash camera and two transponders (for your truck and your trailer). The former will come in handy in a litigious environment should you be involved in an accident or witness a road rage incident that causes an accident. The transponders are very small self-contained units with a magnetic back. Battery powered, they will give you a constant position of your

vehicle on your computer, smartphone or your tablet. We tuck one inside the cab of our tow vehicle and the other hidden in our trailer (or Allard). The beauty of these transponders is that when you are on the road and park your rig overnight at a motel, you can set a ‘virtual fence’ around your vehicle. If the vehicle moves outside of the perimeter of the virtual ‘fence’, the alarm is set off on your device (cellphone, etc.). These 2” x 2” units can be ‘hard-wired’ in your vehicle or simply recharged via a USB plug every two to three days.

5. Bring along your cellphone, your AAA card and make sure your credit card has enough ‘oxygen’ left on it for emergencies. (Don’t text while driving!!! Life is too short.)

6. One of the least pleasant aspects of traveling on Interstate highways is eating. The offerings can be qualified as ‘survival grade’ only. Our species is not designed to live very long on this kind of food. But, there are some alternatives. Some of the better truck

stops (Flying J, Pilot and Love) do have ‘trucker sections’ that provide ‘normal’ food. However, it is often a ‘hit & miss’. The alternative is to balance your nutritional intake with fresh food from supermarkets along the way. One of our best investments is a 12-V portable refrigerator that sits on the rear seat of our truck. Pre-washed and cut vegetables, cut meats, yogurt, fruit juices, cheese and drinks provide us

On The Road: Tips from a Road Warrior

with everything we need. Remember, the large portions you are served in most truck stops will not digest very well when sitting for hours behind the wheel and it will make you drowsy.

7. On long hauls, make use of the ‘rest stops’ to refresh yourself. Take a walk, check your rig, your tires, have a snooze, check your e-mails, look at your map or whatever. Remember that driving drowsy has the same effect as driving ‘under the influence’, and, in most states, you can be charged with the latter, even if you pass the breathalyzer.

8. Check, check and check again. Make sure that your wheel lugs are properly torqued (get a proper torque wrench). Make sure that your signal lights are all working. At every fuel stop, make sure that the tie-downs on your show car are under tension. Depending on where you tie down your vehicle, the car’s suspension will move as the trailer goes over uneven surfaces or sways if you change lanes, or if a wheel goes onto the ‘rumble strips’. This motion can loosen the tie down straps on your car.

9. Carry proper emergency signage in the event you need to pull over for an unscheduled roadside stop. This should include reflective triangles, flares and a reflective safety vest for yourself. Nothing is more stressful than changing a tire at night when you are only 6 feet away from tractor trailers roaring by.

10. If you are an occasional hauler, familiarize yourself with the dimensions of your rig, its stopping capability and its response to lane changes (and crosswinds). You will be driving amongst packs of

large transporters that displace a lot of air and often tailgate. Don’t be intimidated, but don’t do anything that is beyond your experience and capabilities (yours and your tow vehicle’s). This is particularly critical at night and in the rain when your visibility will be reduced considerably with road spray. Make sure that you maintain constant speed and make lane changes very smoothly and carefully. Don’t hog the passing lane. That lane is there for a reason and it is not for you to try to enforce a speed limit for those behind you. Let the highway patrol do that, unless you want to trigger a road rage event! Final advice… (because it is one of my pet peeves), don’t keep tickling your brake pedal for nothing. By constantly turning your brake lights on, you freak out those behind you, raising everyone’s stress levels and is sure to cause an accident.

Note: Allard Motor Works hauls a twin-axle 24’ enclosed trailer with a Dodge Ram 3500 dually and a 5.9L Cummings diesel. Its wide stance and weight provide a solid and safe platform for towing anything. This choice was made following an accident that totaled our Chevy Suburban (with a heavy towing package). After many miles of ‘white knuckle driving’ due to the effects of frequent air displacements from passing tractor trailers, we encountered a sudden crosswind on an overpass. The transporter train (two trailers) we were next to swayed into our lane. The turbulence, plus our evasive action, triggered an oscillation of our trailer that we could not correct.. We jack-knifed into the guardrail and the transporter’s sudden correction caused him to flip. From that day on, a dually with a powerful engine is all that we will use to tow our trailer.

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www.allardj2x.com • www.instagram.com/allardmotorworks/ • 1-877-J2X-1953 [email protected] • www.facebook.com/allardj2x • twitter.com/allard_j2x18 19







Allard J2X MkII at home in Bel Air!Designer and developer Bruce Makowsky’s $250 million Bel Air estate is touted to be the most expensive “house” to ever go on sale in the United States. Not only does it come with a theater, a bowling alley and $200,000 worth of candy, but it also includes a $30,000,000 car collection and a life-size helicopter movie prop overlooking a huge pool with its own gigantic television.

The car collection includes among others, a rare 1936 Mercedes 540K Special Roadster, a Pagani Huayara, a Ferrari 488, a Bugatti Veyron, two Rolls Royces and an Allard J2X MkII from Allard Motor Works!

https://www.youtube.com/watch?v=kUL6s03NoUo

And the Winner is...For each of the three years that Ted Uihlein has participated in the Sedona Annual Car Show, he has climbed to the highest step of the podium to collect his prize in the ‘Exotic Car’ class. Not only has his three-time winning Allard J2X MkII #001 been judged Best of Show, but this 700-hp Hemi-powered and supercharged roadster has also taken home the coveted ‘Best of the Best’ award – a category reserved only for former ‘Best of Show’ winners.

This Allard Motor Works J2X is the same one seen by thousands on Jay Leno’s Garage (and now on our web site). Bearing the Allard Register serial number ‘J2X #9020’, this British Racing Green roadster is often seen (and heard) on canyon roads in Northern Arizona to the delight of passers-by.

Car aficionados will converge on Northeast Florida for the annual Amelia Island Concourse on March 11 – 12th. Allard Motor Works will return this year and participate in two events that will provide enthusiasts with an opportunity to see our J2X MkII and meet Roger Allard. The first opportunity will be at the concourse’s popular ‘Cars & Coffee’ event on Saturday, March 11th from 9 am to 1 pm. The registered cars will be located on the first, tenth, and eighteenth fairways – coffee will be served.

On Sunday, March 12th, Allard Motor Works will display its J2X MkII in kiosk #85, from 9 am to 4 pm. The kiosk is located at the North end of the golf course, next to the pond, the food court and the staging area for the class winners. We look forward to your visit and to an opportunity to provide you with the details of our new Allard J2X MkIII. If you wish to make an appointment for a chat with Roger Allard, please sent us an e-mail or call us at 1-877-J2X-1953 (877-529-1953).

High Noon in Arizona

The Allard J2X MkII is right at home at avid car collector Charlie Arolla’s Tuscan-style home






https://www.youtube.com/watch?v=kUL6s03NoUo

http://www.allardj2x.com/contact-2/

http://www.allardj2x.com/contact-2/


Comparison: J2-J2X to today’s J2X Mk II

By David HooperChief Engineer - Allard Motor Company

The J series started with some 12, or maybe 13, J1’s being built and was the original competition version of the early K1 two-seater. In 2010, there

are at least 68 J2’s and 59 J2X’s still running, along with others under restoration. The J2 model started with Sydney’s prototype chassis number 888, and the second car, 1515, with both these cars getting their first public outing at the Silverstone Daily Express Trophy meeting in 1950. The two prototype chassis built were based on a 100 inch wheelbase, a standard Allard style split axle, with the conventional leaf spring replaced by 5” diameter coil springs. The rear axle was a de Dion design that had been developed from the 1949 Hillclimb champion-winning Steyr Allard single-seater. As with the single-seater, coil springs would be used with the dead axle located by radius rods which pivoted on the mid-positioned chassis cross member. The exposed front coil springs of the first two cars were soon concealed by a body fairing that covered the springs, however, it did decrease the turning circle.

A third-place finish at the 1950 Le Mans, with a J2 fitted with 331 cu inch Cadillac V-8 engine driven by Sydney and Tom Cole, was the car’s first major International success. This generated growing interest from America and orders were plentiful, however, this meant that the resources of the factory were stretched to their maximum. Racing in the large sports car class in America was dominated by the J2, and later on the J2X. The updated J2X had more legroom, a parallel-axis swing axle, an increased front to rear weight distribution, plus a styling change to the bodywork. Some 70 were produced, followed by 13 Le Mans-style fully-enveloped front bodywork. By 1954, Ferrari and Jaguar were the cars to beat, with the Allard being a poor third, due in many







wheelbase had been stretched. The lengthened cockpit and the replacement of the bench seat provided more leg room, allowed the use of adjustable seats and lowered the centre of gravity. Being over six feet tall, I needed to move the seat slightly back to be comfortable with the brake and clutch pedals. The throttle pedal position and design had been clearly influenced by somebody with a racing pedigree– gone were the three different versions used on both the Allard J2 and the J2X, which at times needed pedal extensions to accommodate the shorter drivers. The J2X MkII’s front axle now sported wishbones, replacing the Allard-style swing axle- possibly the most radical change. However, the swing axle was a design feature that was, or is, either hated or loved by Allard enthusiasts. In their hay days of the dominant Allard trials cars, the front suspension was clearly very effective, being a robust and an inexpensive form of independent front suspension, but some sixty years on, it has been replaced by a slightly unequal double wishbone setup, along with a rack and pinion steering box. A weakness of the original car was its fragile three-speed Ford gearbox, which barely coped with the 300 lbs-feet of torque produced by the early American V-8’s. Now, the MKII has a Tremec TKO 5-speed box, with overdrive 5th gear. Gone also is the de Dion rear axle, a design feature of both J2 and J2X, as well as the K3 and P2 models. It is replaced by a double wishbone style rear suspension using a universal jointed drive shaft for the upper element of the suspension system. The differential unit, along with the uprights, are cast aluminium with a rear axle ratio of 3.5:1. Both the Allard de Dion rear axle and the MK2 have considerable reductions in unsprung weight, which not only gives good traction, but enhances the ride characteristics. In modern day terms, the MK2’s independent suspension is an advance over the de Dion axle, which was a market leader for many years.

The MkII’s disc brake performance cannot be compared with the ‘50/60’s drum brakes. A Motor magazine road test in 1950 stated, “The brakes on the Allard J2 are first class” recording 0.90g retardation with a pedal pressure of 150 lbs. Clearly advances have been made with drum brake systems, but today, 12” diameter ventilated discs, with 4-piston calipers, cannot be compared, with drum brakes.

Much like the disc brakes, the engine specifications cannot be matched with those of the 50/60’s, where 180 BHP and 300 lbs ft torque were available. Today, the MkII has three engine options with the less powerful unmodified GM Ramjet 350 engine, producing 350 BHP and 400 lbs ft torque. Also available are both the Chrysler 5.7

cases to a lack of reliability and limitations of the swing axle front suspension. It was inevitable that, with a lack of development to match the power outputs of the latest modified Cadillac and Chrysler Firepower engines, future sales in the USA were going to fall. This said, by the time the last Allard Palm Beach MK2 was produced in 1959, enquiries were still being received for the J2X.

Back in 1953/4, the fortunes of the Allard Company were at a very low ebb. The company still produced cars to special order however, but any hope of

producing a few more J2X’s was not straightforward. The pressed steel side members were no longer available, and the possibility of mounting a J2X body onto the JR chassis was not an option. A paper exercise using existing suspension systems and a simple tubular ladder type chassis were considered, however it came to nothing.

Both the J2 and the J2X were cars of considerable appeal and it was inevitable that someone would attempt to produce a ‘look-alike’. Various kit cars appeared on the scene which had the looks, but were, in my view, poorly ‘engineered specials’, the exception being the Hardy, which at the time attracted an association with the title of ‘replica’, but lacked the character of the original. Meanwhile in America, and to a lesser extent in the rest of the world, restored J2 and J2X’s were appearing, competing successfully in vintage racing and winning awards in concourse events. Depending on ones interpretation of the word ‘replica’, J2’s were, and are currently being made by modifying the P1 saloon chassis and running gear – in fact using the same components the Allard factory used back in the 1950’s, plus fitting a replacement original-styled aluminium body.

Both the J2 and J2X are in my view icons of the fifties that still have a place in today’s specialist sports car market. This is what attracted Roger Allard (no relation to Sydney Allard’s family) to consider building the J2X MkII. Roger started with a ‘clean sheet of paper’ for his design, with the original J2X body styling. Although this was an essential part of the project, a number of refinements were needed to attract potential customers who wanted a high performance, reliable, reasonably priced car which that would be suitable for the occasional club race, hillclimb or sprints, and that could be driven to and from the track. In addition, considerable time was spent ensuring that Roger’s car would not be the type that required specialists and expensive maintenance.

The first time I saw the J2X MkII was in 2007 at the new Millville Thunderbolt Raceway in New Jersey. Initial impression, from the rear, was that it was a 1950’s J2X, however the longer doors gave the clue that the







Hemi or the 6.1 engines, providing a range from 350 hp to 700 hp.

The J2/J2X chassis were similar in design utilizing the same channel section side members that the majority of Allards used, except for the latter’s additional forward cross tube, which located the X type front radius rods. In an article in Speed Age in the 50’s, the Technical Editors heaped praise on the J2 design, suggesting it was ‘a dream chassis’. The Roger Allard MKII chassis has had the benefit of CAD to explore all of the areas of the structure, with special emphasis on chassis rigidity and crash protection, to include the drive shaft, the fuel tank, rollover and lateral impact protection, all within the same areas of the J2 and J2X of the 50’s that had minimal protection. Not a criticism of the original design, which stood up extremely well to serious damage, but the realization of just how much progress has been made in the areas of crash protection and deformable structures. A keen eye will spot that the MkII stainless steel wire wheels, complete with knock-off hub caps, are in fact bolted on due the requirement of some states and insurance companies in the USA. The spindle knock-offs, however, are available upon order.

The MKII body is molded composite, being a direct copy of the original aluminium hand-crafted J2X’s body work. The MkII’s steel bonnet is fully-louvered and has the modern double-latch safety release, in addition to the traditional leather straps. The doors have an increase in length of 6”, which makes access that little bit easier. Gone is the original traditional door catch that the driver understood, but at times caused panic to the unwary passenger. With the spare wheel mounted externally, the boot space has been enlarged to accommodate 2 full sets of golf clubs, although the J type external luggage rack is still available. Unheard of with the spartan J-type, the MKII’s cockpit and boot are carpeted!

In my view it is not possible to make a direct comparison in performance figures between cars of the 50’s and those of modern times. The Motor road test of a Cadillac J2 in 1951 made reference to the ‘extraordinary

performance figures’ of that time. The MkII’s performance figures of today are very competitive and reflect one of Sydney Allard’s views on what qualified as being quick– it was 0-60 mph in less than 5 seconds. However, in nearly 60 years of progress the developments are impressive– the MkII dials in at 4.2 seconds. I am sure he would have enjoyed the MkII, even the front suspension. My strongest memory of the MKII was driving over a raised railway crossing on the original Watkins Glen 6.6 mile course, at well over 60 mph, landing on the bump stops without the slightest deviation.







Bedtime Reading

Adventure novelist and underwater explorer, Clive Cussler is a prolific and very successful individual. Cussler specializes in thriller novels and has topped the New York Times best-seller list

more than 20 times. With a collection of over 70 cars from the early 1900s to 1963, his 1952 Allard J2X joins a 1948 Talbot Lago, a 1938 Bugatti and a 1937 Cord V12 Berline on the author’s favorites list.. His passion for collecting classic cars explains his connection with the Allard J2X featured in one of his more popular novels - Shock Wave (1996).

Owner of a red Allard J2X, Cussler has worked his car into the storyline. The key figure of his adventure series is Dirk Pitt, an investigator with the same attributes as Indiana Jones in ‘Raiders of the Lost Ark’. In this murder mystery, Cussler works in another facet of his professional life - marine exploration and wreck diving. Cussler is the founder of the National Underwater and Marine Agency (NUMA). The story is filled with unseemly characters, hostages, high frequency ultrasound generators, exploding volcanoes and eternal love for Dirk Pitt.

So what about the red Allard J2X? I will leave it to you to discover while cozied up to the fireplace with a warm hot toddy.

The March edition of Classic Motorsports Magazine features the Allard Motor Works’ J2X MkII. Penned by senior automotive writer, John Webber, and through the words of the current owner of J2X #9028, the feature covers both a current review of the J2X MkII and a historical overview of the Allard marque. The au-

thor not only captures the essence of Bill King and his wife Sheryl’s attach-ment to their Allard, but he undertakes a series of road tests to validate the accolades this neo-retro roadster has received from other media sources, celebrities and from current owners.

If you believe that destiny is often related to the ‘alignment of planets, then you will also enjoy a series of anecdotes by Roger Allard as he describes the circumstances that led him to revive the 1951-54 Allard J2X in a modern format. His remarks provide a thumbnail sketch of his 18-year initiative to keep the Allard marque on the radar- a victim of fading memories, low pro-duction volumes and the lack of exposure in a highly competitive market.

Complimenting the main feature, John Webber provides the current spec-ifications of the soon-to-be launched J2X MkIII, as well as an interest-ing sidebar that provides a capsule overview of Sydney Allard’s career, his accomplishments and his legacy. Interesting and humorous quotes are sourced from a number of motorsports publications from the 1950s.

Allard Motor Works has a new Web Site

Classic Motorsports

As AMW prepares its launch of the new J2X MkIII, the company’s web site has undergone a complete revamp to reflect the features of the new roadster and to provide our many readers with current news on

our scheduled activities and features that relate to the classic car segment. Our growing readership and the interest expressed on a variety of social media where we have a presence have motivated our move to a more dynamic format, with topics that resonate with a broader audience. “It is my hope that this initiative will generate more dialogue with our audience and that the growing community of Allard J2X MkII and MkIII aficionados will find a venue to share their experiences and tighten the bonds between Allard lovers no matter where they are from or what their driving pleasures are,” commented AMW President Roger Allard.

28 29

On June 26, 1953, Allard J2X #3059 rolled out of the Allard Motor Company’s facility in London, England. The competition roadster

was shipped to the USA, where it was fitted with a full-blown Chrysler Firepower 331 Hemi engine. The owner had bought it for his wife to drive around town. Two weeks later, it was sold. The next owner was a dedicat-ed racer who drove it very hard. In 1960, a young Tex-an named Bill Bauder purchased the J2X and installed a Holman-Moody Ford 406 V8. Bill indulged himself in racing and over the next 44 years, he won over 50 rac-es in his 500 hp beast that he lovingly calls “The Bitch”. In the early years, he raced alongside legendary racers like Carroll Shelby and Masten Gregory who also were at the wheel of Allard J2Xs.

Bill retired from racing in 2004 and turned to showing his J2X at concourses and car shows where he often took ‘Best of Class’ and ‘Best of Show’ honors. In 2016, Bill had exhausted his capacity to continue the main-tenance on his prized roadster and he called it a day. As word of Bill’s retirement spread, he received a call from the iconic TV personality, Wayne Carini. The host of the popular weekly TV show “Chasing Classic Cars”

is a seasoned restorer and a classic car collector. Soon after, Wayne was on a flight to Texas to see the car and to secure it for his collection. Wayne’s restoration and sales company, F40 Motorsports has an impressive in-ventory of cars from sports to classics and from exotics to late models. Wayne is reported to say that Bill’s Bitch will be a ‘keeper’. A short clip of video on J2X #3059 can be seen on You Tube at :

https://youtu.be/1ETLcjupAV0

For the full version, you will need to see re-runs of ‘Chasing Classic Cars’ on Venture TV.

The Many Lives of J2X 3059

“ The Bitch”






https://youtu.be/1ETLcjupAV0


‘The Father of the Corvette’

Zora Arkus-Duntov

30 31







‘The Allard Connection’

Zora Arkus-Duntov

The J2X LM (Le Mans) is a re-bodied J2X following the Automobile Club de l’Ouest’s (ACO) 1952 rule change for the 24-Hours of Le Mans that banned open-wheel and bicycle fenders on race cars. Of the 83 J2Xs that were built between 1951 and 1954, only 14 were shipped as a Le Mans version. The J2X LMs were most often powered by 331 Hemis or 331 Cadillacs.

32 33

No single person’s name surfaces more quickly when discussing the iconic American sports car, the Corvette, than Zora Arkus-Duntov. Born in Belgium on Christmas day in 1909, of Russian parents, Duntov’s DNA is remarkable – he is bright, loves speed and he is competitive. The twists and turns in his life that began during the troubled times leading up to WWII are remarkable. He lived in Leningrad, Berlin and in Paris, where he met his wife. With the onset of Nazi troops invading France, Zora, his wife, his brother and parents fled the advancing Nazi troops and made their way to Portugal where they boarded a ship, seeking refuge in the USA.

Zora and his brother, Yuri, settled in Manhattan where they set up shop under the name of Ardun, created from the first two letters of their joint family name. Since Zora was a graduate mechanical engineer, the Ardun company was well positioned to supply parts to the military. At the same time, they manufactured aluminum overhead valves and hemispherical combustion chamber heads for the Ford Flathead V8 engines. This ‘Ardun Ford Flathead Conversion’ garnered a lot of notoriety for Duntov and propelled him into motorsports. The company was very successful, employing up to 300 people, before a failed business deal spelled its demise.

From his early youth, Zora loved speed and competition. In 1946 and in 1947, he attempted to qualify a Talbot-Lago for the Indianapolis 500. It was not to be. But, it was through his motorsports activities that Zora met Sydney Allard who had an interest in the Ardun conversion. Soon after, he left for England where he worked alongside Sydney preparing their entries for the 24 Hours of Le Mans. In 1952, the Allard Motor Company campaigned two J2X LMs (Le Mans version). The earlier Allard J2Xs were now full-bodied following the Automobile Club de l’Ouest‘s (ACO) decree that mudguards now had to be integral with the bodywork, unlike the pre-war style of cycle-type fenders. The Allard team had swapped out the 331 cu. in. Cadillac engines that had brought Sydney and Tom Cole to a 3rd-place finish in 1950, for the new 331 Chrysler Hemis. Duntov and Frank Curtis teamed up in one of the J2X LMs, while Sydney Allard and Jack Fairman raced the other. Unfortunately, both cars were victims of mechanical breaks after 15 hours on the circuit.

Duntov’s first exposure to Corvette occurred in 1953 while attending GM’s Motorama in New York City. Their concept intrigued him but he was underwhelmed by their offerings. A subsequent letter to Chevrolet’s Chief Engineer, Ed Cole, accompanied with numerous suggestions, quickly earned him a job at GM. All the while, his passion for racing had not abated. Living

up to a prior commitment to Sydney Allard, he returned to Le Mans to race Team Allard’s new Cadillac-powered J2R. Co-driven by Ray Merrick, the J2R, unfortunately, retired with mechanical problems after only 10 hours.

His engineering background and his driving skills attracted Porsche. In 1954 and 1955, Duntov returned to Le Mans under the Porsche banner, where he won his class in both years driving a 1100 cc Porsche 550 RS Spyder. He placed 14th and 13th overall in those years.

His return to Detroit allowed Duntov to meld his technical skills, his flair for design and his performance experience. Over the next decade, Zora Arkus-Duntov guided the development of the Corvette and created a world-class icon. Although Duntov did not create the Corvette, he is unquestionably ‘The Father of the Corvette’ for his refinement of the sports car and its solid reputation as a formidable performance sports car.

Allard J2X LM on grid for the 24-Hours of Le Mans






www.allardj2x.com • www.instagram.com/allardmotorworks/ • 1-877-J2X-195334

Allard J2X MkIII LaunchAmelia Island 2017

NEXT EDITION

photo: Albert Limoges

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