1952 Allard J2X news, pictures, and information

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Roadster
Chassis Num: 3067

This 1952 Allard J2X is serial number 3067. It is powered by a 1957 283 cubic-inch Corvette engine with McCulloch Supercharger. It has been owned by its current owners since March of 1974.

From 1946 to 1959, Sydney Allard produced 1908 largely hand-built automobiles in a factory near Central London. J2X Serial number 3067 is one of 83 of this Allard racing model produced between 1951 and 1953. In August of 1952, it was shipped to the R/P Imported Car Company in NYC, where a Cadillac engine was installed. Preston Gray from Scituate, Massachusetts, the first owner of J2X number 3067, raced it through September, 1955. He then sold it to Philadelphia based Harry Payne Whitney, son of Cornelius Vanderbilt Whitney and stepson of W. Averill Harriman.

Both owners achieved extensive success with #3067 in SCCA National and Regional races, hill climbs and time trials. Track venues included Thompson Marlboro, Lime Rock, Hatfield, Beverly, and Lockbourne AFB, with hill climb successes at Mt. Washington, Burke Mountain, Mt. Equinox, Giant's Despair, Duryea and Yorklyn, Delaware.

The Allard J2, J2X and JR racing variants, with their highly powered American V-8 engines were very significant factors in American and road racing in the early 1950's on both coasts. To maintain the competitive edge of this J2X in 1957, at a time when the Allard had become outclassed by Ferraris and other more sophisticated race cars, Bill Frick (then well known for his Fordillac and Studillac engine conversions) replaced the original Cadillac engine in #3067 with a much lighter McCulloch supercharged Corvette engine. Whitney was then able to add further to the J2X's distinguished racing history until its retirement from competition in 1958. In the early 1970s, the current owners were fortunate to obtain from the Whitney family the 26 trophies awarded to Harry Payne Whitney during his three years of competitive activity with the J2X.

This J2X was owned by the Whitney family unit the beginning of the 1970's. While many surviving competition J2X's have been modified and updated for vintage racing, an original example is extremely rare. Except for repainting over 35 years ago, this J2X remains in the exact configuration in which it was last raced in 1958, even down to the original SCCA Racing Car License/Registration on the dashboard.

The 2004 Amelia Island Concours d'Elegance is the first national automobile show in which this J2X participated. It was awarded 'Best in Class - Race Cars (1946-1959).' Its second national show was the Concours d'Elegance of the Eastern United States in June 2007.

In 1929 Sydney Herbert Allard began working in the Adlards Motors garage, an official Ford dealer, preparing racers for international motor racing. His Allard Specials quickly proved their potential and Allards reputation began to build. After racing motorcycles and three-wheeled Morgan's, he began racing four-wheeled vehicles. During World War II, the Allard Motor Company repaired military vehicles. Though their duties kept them very busy, Allard still found time to design and build sports cars.

In 1936 the first Allard Special, commonly referred to as the CLK5 because of its registration number, had been created using Ford products. It sat atop a Ford 40 chassis, outfitted with a Ford flat-head V8 engine, and given a Bugatti Type 51 body. The cockpit was pushed back as far as possible with much of the weight resting on the rear wheels. The lightweight construction and ample ground clearance made the Allard Special a formidable opponent on the racing circuit. This success translated to increased interest in a production version of the Special. Prior to World War II, a few Specials were created that were powered by the Ford V8 or a Lincoln V12. The flat-head engine and its manifold design was its Achilles heal, which often overheated at high speeds. Nevertheless, the Specials continued to be highly competitive, though produced in limited numbers.

After World War II, Allard introduced the J1. Under the hood was a 3.6 liter Ford V8 engine matted to a three-speed manual gearbox. The engine continued to suffer from overheating problems and was criticized as being underpowered. The front suspension was a split axle with a live axle in the rear. Transverse leaf springs were also used in the front and rear. The J1 carried a full body with removable wings which could be replaced with cycle fenders, leaving the J1 prepared for road and track. In total there were twelve examples of the J1 produced.

The J1 was quickly followed by the K1, a two-seater sports car. Produced in larger quantities, the K1 was profitable and provided means in which to continue their race car creations.

The next iteration of the Allard race cars was the J2, introduced in 1950 and designed similar to its J1 sibling. The transverse leaf springs of the J1 were replaced with coils and the live axle was changed in favor of a De Dion setup. The engine was moved even further back putting extra weight on the rear tires, a design Allard continued to favor. The Ford side-valve V8 was the engine of choice however a variety of engines were used including Cadillac's pushrod V8 and Chrysler's HEMI.

A year later the J2X was introduced which was nearly identical to the J2 but had its engine moved forward providing more cockpit room. The J2X Le Mans and JR were enclosed bodies and the final iteration of the J2 racer.

Sydney Allards greatest appearance at a sporting event came in 1950 when he and Tom Cole drove a J2, powered by a Cadillac engine, to a first in class victory and third overall finish at the prestigious 24 hours of Le Mans race. This was truly an impressive accomplishment and a testament to the abilities of the automobile. The Allard J1, J2, and J2X racers have dominated racing on many continents and continue to provide stiff competition in modern Historic sporting events.

In 1959 Allard was forced to cease production due to financial difficult and rising competition from other marques. A total of 1908 Allards had been constructed.

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