Car Week 2024

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Another Car Week in Monterey has come and gone. I’m not sure there’s any car-related event in the world that is so all encompassing - it has racing, auctions, shows, cruises, tours, parties, and - of course - the Concours. The marquee events are quite expensive, but there are plenty of opportunities for the public to see many of the amazing cars for free. Car Week now encompasses 10 days, starting with the “Pre-Historics” vintage races, and ending with the Pebble Beach Concours de’Elegance. Unfortunately, prior commitments (work) meant that for me Car Week didn’t start until Thursday morning.

The highlight of Thursday is the Pebble Beach Concours Tour ‘elegance that allows the public to see the Concours cars for free on public roads. The tour takes the cars out around the hills around Carmel, and then out on scenic Highway 1 for a 60-mile drive that can be quite challenging for these classics. My dad and I drove out and found a nice turnout after Bixby Bridge to watch the cars go by. I didn’t take any pictures or videos, we just enjoyed watching the priceless cars drive by.

Next up, we stopped by the RM Auction to check out two K3’s and one K2 that were on offer. First up was the red K3 #3277. Externally the car looked great. It was mostly original, but the chassis paint was peeling, and the suspension straps had broken. It sold for $75,000 plus premium and it’s likely going to Australia. Next on the list was the red K2 #1846 whose whereabouts were unknown to us until now. The car looked much better in person than the catalog photos presented, and it sold for $70,000 plus premium. Finally, we checked out the navy blue K3 #3175 that set the high bar for K3 pricing back in 2007 when it sold for $181,000. The exterior of the car had gathered some blemishes including a shallow dent on the bonnet and some light rust on the undercarriage. The Chrysler-powered K3 sold for $80,000 plus premium, and it too will likely be going to Australia with the red K3. The Allard prices were weak, but hopefully these cars will be going to new owners that will become active Allard enthusiasts.

With RM checked off the list, we headed out to Rolex Monterey Motorsports Reunion at Laguna Seca to catch qualifying for Cunningham Trophy race group. There was no featured marque this year as the event celebrated its 50th Anniversary. The celebration included a display showing one car from every marque that had been featured previously. In 1990, Allard was the featured marque which meant they needed an Allard to put on display. The organizers reached out to me a few months ago asking if I could find a suitable car. I knew right away that Bill Harlan’s J2X #3068 would be perfect. It was an original, unrestored veteran of the first Monterey Historics, and fortunately Mr. Harlan agreed to bring his car down for the week. It was a delight to see that Allard on display between Miles Colliers’ Cunningham and a Le Mans winning Jaguar D-Type.

The only Allard racing in the Cunningham group was John Mote’s K2 #1546, the first K2 exported to America. Al Moss (Allard’s West Coast distributor and founder of Moss Motors) bought it off the stand at the New York Motor Show from Sydney Allard himself, and drove it across the country. The car is now powered by a very healthy Buick ‘nailhead’. This year, John’s son, John Jr. drove the car while John Sr. drove his Sorrel-bodied Kurtis. John Jr. did a great job learning the track and had some great dices on Saturday & Sunday.

A highlight for me was getting to meet Jenson Button who was racing in the Cunningham Trophy race group in his ex-Fangio owned drum brake Jaguar C-Type. It was Jenson’s first-time racing at Laguna Seca, and his only misstep was an off at Turn 11 on his first lap around the track. He recovered nicely and was unsurprisingly the top drum-brake car/driver in the race group throughout the weekend.

Friday and Saturday saw lots of great racing action (see photos). Congratulations go out to Michael Kaleel who won the prestigious Ken Miles award. Michael (owner of J2X #2223) was presented the award for his exceptional driving of his 1962 Lola Mk 1 in the Briggs Cunningham Trophy race. The award recognizes the outstanding performance of a car under 1500cc that is well-prepared, driven expertly, and holds historical significance. Additionally, the Pebble Beach Racing Group gives out the Del Monte Trophy to 1949-1955 front engine drum brake race cars. The under 2L trophy was given to Lee Osborn #72 in his 1955 Shannon Crosley Special and the over 2L trophy went to Lars Mapstead in his black 1952 Jaguar XK120. Well done!

Sunday is all about the Pebble Beach Concours d’Elegance. Normally I don’t like car shows, but Pebble Beach is an exception. The organizers always do a great job of gathering the best cars in the world, along with showcasing a number of unique genres. This year the Concours had two classes of wedge cars, a class for the Queen’s Land Rover’s, and a class of homologation road cars and their racing counterparts. My oldest son Jacob and I like to get there early (5:30am) for Dawn Patrol to see the cars drive onto the field. From there we like to walk the field before it gets too crowded, and eavesdrop on judging, and talk with the owners about their unique cars. Sadly, no Allards showed this year.

The highlight for us this year was the wedge cars. Each car was unique and represented a unique take on the wind cutting wedge design that was, ironically, not the best aerodynamic shape…but they looked fast.

It’s also fun to guess which car will win Best of Show. Usually, it’s some shiny pre-war better- than-new Duesenberg or Mercedes beast with an amazing paint job and unique interior - but this year the trophy went to an unrestored 1934 Bugatti Type 59. We were fortunate to spend some time looking at that car. We were drawn by its uniqueness and originality, but at no time did we think it would be considered for Best of Show. This win could signal a sea change in the world of automobile restoration, as we imagine some owners who had spent hundreds of thousands of dollars restoring their cars were upset that they were beaten by an original well-preserved racing car. I imagine some car restoration shop owners were getting nervous as well.

With that, we bid an exhausted farewell to Car Week…we’ll see you again next year!

Bonus Gallery…

Allard J2X LeMans 3149

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-Charles Warnes

In 2013 we (Colin and I) wrote a piece in the Allard Register entitled “Never Again!” – Confessions of a ‘Barn Find’ Junkie.” We concluded that story with us trading our Hemi-powered Allard K3 for an engineless, basket-case J2X Le Mans. Our stated goal was to get it on the road some time over the next few years. Now, ten years later, we want to give you an update and some back story.

Our K3 project had stretched out 22 years for a number of reasons. We started in the pre-internet days, when the worldwide search for Allard parts was a complex and time-consuming endeavor. Financial constraints also played a role, and we were sometimes ‘guilty’ of allowing career and family commitments to take priority. Colin and I had a lot of time and effort invested in our K3, we enjoyed driving it, and had no plans on ever parting with it … until we stumbled across this J2X Le Mans.

The early months of 1952 were a challenging time for the Allard Company. Their upper management (Sydney Allard, Tom Lush and Guy Warburton) was heavily focused on the planning, reconnaissance and testing two Monte Carlo Rally entrants; and Allard’s engineering department was quite involved in developing the all new, envelope-bodied JR model for 1953.

Allard ran in the 24 Hours of Le Mans in 1950 and ’51, and they planned to run two J2X’s in 1952. But in January FIA announced that the new envelope body rules would go into effect in 1952 rather than 1953. Thus, Allard’s JR project had to be sidelined so that two J2X’s could be modified in time to run at Le Mans.

The Le Mans bodied J2X was basically a standard Allard J2X with the same ladder frame, suspension, running gear and rear body shell. The front of the body from the door jams forward, was all new. The cowl bore a striking resemblance to a Jaguar C-Type, with the whole bonnet hinged at the front. When closed, the bonnet matched up with two lower pods that extended back to the rear wings. Those pods and the cowl were all one complex structure that, through a variety of body fixtures, was ‘married’ to the chassis frame. The curvaceous doors were unique to the J2X LM.

After the 1952 Le Mans, Allard built eleven more Le Mans bodied J2X’s – ten of which were exported to various regions of the US. Two of them went to Noel Kirk Motors in Los Angeles, where one was fitted with a Chrysler hemi, and one with Cadillac power.

The biscuit-colored Cad Allard was sold to George Sawyer, who raced it in various California venues during the ’53 season. (Coincidentally, I met Mr. Sawyer in 1999, at which time he told me that he had owned and raced an Allard J2X Le Mans back in the early ‘50’s. Who would have known that 14 years later we would own that very car.)

#3149 suffered some accident damage during the ’53 season, and got repainted to red with silver wheels. George sold the car to Dr. Frank Hodges, who raced it at Pebble Beach in ’54. Dr. Hodges then sold the car to Daniel Parker, owner of the Parker Pen Company.

As publishers of the Allard Register, Colin and I sometimes get inquiries from Allard enthusiasts and previous Allard owners. Like a 2013 email from Geoff Parker inquiring about a Cad-powered J2X Le Mans that was once owned by his father, Dan Parker. He said that Dan bought the car used in California, and he and his mother drove it back to their home in Janesville Wisconsin. Once there he raced the car in some regional SCCA races. Geoff inquired if we might be able to help him with information about the history, and possibly the location, of that car. It was an easy question for us, for we informed him of the car’s precise location – in our garage.

Subsequent owners were Jerry Dunbar in Illinois, and Jack Brownell of Milwaukee Wisconsin. Jack raced it at a few courses around the Midwest before the car suffered some race and vandalism damage. Jack then sold it to his brother Paul for $350, who kept it in storage for the next 52 years.

Our goal was to refurbish #3149 in the spirit of the post-war era, but with safety enhancements along the routes taken by restoration shops and racers. We rebuilt a mildly modified Cad engine which we matched to a wide-ratio 4-speed Borg-Warner T-10, a fuel cell, and a dual channel brake system. The differential had been modified for an open drive shaft some 60 years earlier, and we had it rebuilt with a 3.25 final ratio.

We wanted it to be a solid, safe and fun car to drive rather than a concours show car. We are not professional mechanics or coach builders - just couple guys who do a lot of our own work. We pursued a degree of finish that would deserve the respect of our peers – whether it be the local Fresno car scene or fellow Allard owners. The body bears a considerable amount of historic patina from this car’s racing days, and for now we choose to use and display it with the bare aluminum. We get a lot of positive feedback encouraging us to keep it that way.

Monterey Car Week 2023

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I have attended the Monterey Historic Auto Races for the past 40+ years, and have witnessed the evolution from a three day celebration to its current ten day ‘car week’ commencing with the Pre-Reunion races at Laguna Seca, and concluding with the four day Rolex Monterey Motorsports Reunion (RMMR) on August 20. The span between these two events is interspersed with at least 2 local tours, 5 auctions and countless car shows – including the world famous Pebble Beach Concours d’Elegance. In short – a feast of car-related functions that are great to experience, but are more than one could witness in that ten day span of time.

Our celebration commenced with Thursday’s Pebble Beach Tour d’Elegance when a couple hundred Concours entrants departed from Pebble Beach on a 70 mile tour along the Pacific coast down Highway 1. Back in the pre-COVID days they would then stop on Carmel’s Ocean Avenue for lunch, which gave us ‘poor folk’ an opportunity to admire these classics up close. As an alternative, we joined Martin Allard in his Allard K3 where we went about 20 miles down Hwy 1 to see the tour on parade. It was no surprise that hundreds of fans and photographers along the way presumed that we were also a part of the tour.

We still have fond 33 year-old memories of 1990 when Allard was the featured marque at the Monterey Historic Auto Races, with more than 60 Allards present. This gave us a chance to meet several Allard celebrities including Tom Lush, Zora Arkus-Duntov, Cyril Wick, Dudley Hume, Tom Carstens, and Bill Pollack. This year two Allards were on the roster at Laguna Seca. John Mote has done a remarkable job of refining his Buick Nailhead powered blue K2 (#1546), but a problem with his timing chain relegated this car to static display for the weekend. Bernard Dervieux again had his very early, original, and historic Cad-powered J2 (#1513) which – after sorting out some brake issues – participated in Saturday’s Race 12.

Three Allards were on the auction block this weekend. Bonham’s featured a well finished and original hemi-powered J2X (#3074) that was once owned by Steve McQueen. It is a very nice car, and we felt that its celebrity history would have had a positive impact on the price. So some of us were surprised that it went for $346,000 (including premium).

The other two Allards were for sale at Gooding auction. A very nice Ford flathead-powered K1 (#595) went for just under $118,000 (including premium), and the beautifully restored Ardun-powered J2 (#2121) did not meet its reserve. Overall, the sell-through rate was down 10% over last year, and many of those that did sell, were for prices substantially lower than the pre-sale estimates.

While there were not any Allards at the Pebble Beach Concours d’Elegance, many Allard owners were present including Wayne Carini, John Carlson, Donald Osbourne, Bob Weiner, Martin Allard, Geoff Hacker, and Tom Chandler. One car that grabbed our attention was a 1953 Mercedes-Benz 300 S Cabriolet that received second place in its class of 6 Postwar Luxury cars. This car was the culmination of a six year project by students at McPherson College in McPherson, Kansas. As we and our cars continue to get older, we take some encouragement that auto restoration is a key four year curriculum at McPherson.

-Charles Warnes

Monterey 2023 Auction Preview

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Three very interesting Allard’s will be crossing the auction block in Monterey this year. Each car has a compelling story and look to be in very good condition. We plan to check out each car prior to their sale so please don’t hesitate to contact us if you have any questions.

J2X 3074 was exported on September 25, 1952 to California Sports Car Company in San Francisco. It was equipped with Chrysler modifications and interestingly shipped in primer (no paint) with black interior. It was equipped with wire wheels, a 3.78 differential, full size windscreen & wipers, and a top. The buyer was noted west coast enthusiast Bob Gillespie who had the car painted red and the wheels painted white. The car was on the October 1953 cover of Road & Track along with being featured in a road test in the December 1953 issue of Auto Sport magazine. The car was entered to race at Pebble Beach in 1953 and Mrs Gillespie raced it to 4th in the Women’s race at Stockton in June of 1953. The car’s most famous owner, Steve McQueen acquired it in 1962 and he kept it until his death in 1980. The car was then purchased by the Imperial Palace Hotel in Las Vegas where it was on display in their museum for many years.

At some point the car was repainted dark British Racing Green. From the photos, the car appears to be in very good condition and the parts appear to be original to the era. The only minor issue we can see are the small Stewart Warner gauges (which can be easily replaced with original Smith’s & Lucas gauges).

The car will sell on Friday the 18th with no reserve and is expected to go for $300-$400,000, although we believe it could go for significantly more if the right bidders are in the room. Honestly the estimate seems low for a car in this condition with such a significant history. To learn more, visit: https://www.bonhams.com/auction/28011/lot/88/1951-allard-j2x-chassis-no-3074/

The second Allard, RHD J2-2121 is another special car. It was delivered to distributor Nunn’s on August 27, 1951 who sold it to Bernard Scott-Wade on March 28, 1952. The car was painted metallic gray with a blue interior. The car was fitted with an Ardun-Mercury V8 which was the engine of choice in the UK since the Cadillac was unattainable. Unfortunately the UK Ardun’s weren’t very reliable and it was soon replaced with a Ford Pilot V8. In 1963, it was purchased by Gerry Belton, Allard’s former promotions manager, and was repainted in British Racing Green.

By 1968, the car was sold to Bob Judd of London. Mr. Judd took his newly purchased J2 to Allard’s Clapham workshop in London and received their blessing to install a new Cobra-specification engine into the car. With their blessing, a 289 Ford V-8 was installed. In the August 1969 issue of Autosport, Simon Taylor wrote, "With identical power and torque and similar weight to the AC Cobra, the (J2) is certain to be as quick as it felt. Once underway it just thunders forward, its snub green nose swallowing up the road and its Wagnerian exhausts seeming to blow everything else off the road."

The J2 was then relocated to the US having been purchased by noted collector Otto Bowden. While under his care, 2121 was featured in a Champion Spark Plug advertisement. In 2008, Dr. Stickley purchased the car and commissioned a significant restoration. The car was sold in 2013 and then again in 2016, where the new owner replaced the Ford Hi-Po V-8 with an Ardun-modified Ford flathead V-8 engine.

The car is in beautiful condition. As for originality, there are a few minor issues such as the tachometer (the other gauges appear correct), the custom armrest and the front brakes aren’t plumbed correctly - all of which can be corrected easily if so desired or left as is since most Concours judges wouldn’t know the difference! Please note the divers pedal box has been modified to allow for bigger feet - a welcome change! The car will be sold as Lot 56 and is expected to go for $275,000 - $350,000 which we believe is a solid price for a beautiful car with an interesting history. Click here to learn more: https://www.goodingco.com/lot/1951-allard-j2-1a/

PS: Previous owner Bob Judd put together the following ‘larger than life’ homage to his old Allard J2-2121 and the Allard Motor Company: http://www.allardregister.org/blog/2010/12/2/the-real-allard-story-hang-on-and-shut-up.html?rq=judd

The final car, K1-595 was honestly a bit of a mystery to us. Our database noted its status as unknown. The basic details we had stated the car was delivered on July 24, 1948 and was painted light blue with blue interior and a note stating “see export card-purchased S/H in 1953 and shipped to California 12/53. The few details had had on the car though did line up with the write up from the Gooding so we’re just going to plagiarize their description (below):

“This very special K1, chassis 71K 595, was built by the factory in early 1948 as a rally car, and its Engineers Instructions production tag on file features the handwritten note on the reverse: “Special Construction for Alpine Rally…light weight body, 6-7-48.” The tag further specifies 71K 595 as set to receive aluminum wings, cowl, and bulkhead, special radiator and petrol tank, and Girling shock absorbers. It was delivered to the noted Leonard Potter of the UK. Fitted with the renowned Ford flathead V-8 engine, Potter successfully campaigned this K1 over the course of the year, winning the Unlimited Cup in the Allen Trial, the Jeans Gold Cup, and placing 2nd Overall in the prestigious Alpine Rally. Upon the close of the 1948 season, the K1 was sold back to Allard Works and was used as a sales demonstrator. Potter would then run 71K 595 again in the 1949 Alpine Rally for the Allard Works team, winning five separate awards for various stages in the famed event.

Following its campaign history, the K1 would then be relocated to the US in 1953 under the care of A.F.M. Luscombe. Stateside, it enjoyed life on the West Coast for quite some time, including time in Harrah’s Automobile Collection of Reno, Nevada. William Harrah eventually sold the car in 1971 to Allard racer Pete McManus. Throughout its ownership chain, it remained remarkably original, and would not be restored until the mid-2000s by marque specialist Hoffman Vintage Racing. Following the restoration, the K1 would go on to win multiple awards at prestigious concours events at Greenwich, Radnor Hunt, and Lime Rock Park.”

This car also looks to be in very good condition with solid originality. The car will be sold as Lot 147 with no reserve and the estimate ranges from $180,000 - $240,000. This special K1 is definitely worth the estimate, but K1’s are not the most sought after Allards - hopefully it sells well. To learn more, click here: https://www.goodingco.com/lot/1948-allard-k1/

The Allard Register + The Allard Owners Club

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I am excited to announce that I have accepted the role of North American Vice President of the Allard Owners Club (AOC). The position was long held by Andy Picariello, a stalwart supporter of the Allard marque for 60 years. He and his wife Judy had a hand in hosting pretty much all Allard events in North America for the past 30 years. He likely served as the North American VP and Membership Secretary of the Allard Owners Club for at least that long. Since Judy’s passing a few years ago, Andy was looking for someone to take over his AOC responsibilities. I had been considering stepping forward, but never said anything. That was until a few months ago when Josh Sadler reached out to me on behalf of the AOC leadership to ask if I was interested in becoming the AOC VP for North America. I was honored to be asked, but needed time to consider the offer.

While considering the decision, I talked to some trusted Allard friends and they encouraged me to accept. We all shared the common belief that, if we are going to keep Allard’s alive for future generations, we’re going to all have to work together. Soon after I contacted Josh to accept the offer, we learned of Andy’s passing. It was a sad time, but I imagine Andy would want us to hit the gas and drive forward rather than looking back. Thank you Andy!

The Allard Register was started in the early seventies after a disagreement within the AOC. Over time, the Register morphed into the North American Allard club while the AOC was home to UK owners; with both organizations having an international reach. From its start, the Register was formed as a non-club with no dues (thanks to some generous benefactors) and the goal to avoid a repeat of what led to its creation in the first place. This non-club status has been both a blessing and a curse. There is no politics, but the decentralized nature has made it hard to attract new volunteers to support the organization. One could easily see the Register fading away in a few years time.

The power of the Internet has made it possible to mend the separation between the two groups over the last several years. We’ve been able to connect with owners from all over the world via the old Yahoo Groups, the new groups.io site, and Facebook. During COVID, the Register put together the Global Online Concourse with the goal of bringing Allard owners together from all over the world.

The truth is, if we want to build interest in Allard cars going forward, all Allard owners are going to have to work together. We have to attract the next generation that will fall in love with these amazing beasts the same way that we have. Right now, I believe the best way to do that is via the Allard Owners Club and the organizational benefits that it brings.

What will happen to the Allard Register? This web site will continue, as I’m a firm believer that more voices are better than one. The AOC supports this belief and has approved my request to re-publish old AOC newsletter content that would be helpful to Allard owners.

I invite you to join the Allard Owners Club and be a part of the future to make the club more engaging for you and to help build value for your Allard. Additionally, there will also be some exciting changes to the quarterly newsletter that North American subscribers will appreciate. My goal is that you won’t see club membership as an expense, but as a value. If you have any questions, suggestions, or would like to get involved, please click here to email me anytime. You can also message me on the Allard Register Facebook page. Click here to join the Allard Owners Club online or you can email me to get a membership application that you can mail in.

Cheers, Colin Warnes

A New Allard Book...

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I recently received a very heavy bankers box from UPS. In it, was Gavin Allard’s newly published two-volume 800+ page “history” of the Allard Motor Company.

Who is Gavin? He’s a talented architect who just so happens to be the grandson of Sydney Allard, and son of Alan. In his spare time, Gavin is also the archivist and historian for the Allard Motor Company. Over the years he has collected a trove of documentation, photos, literature, books, trophies, and knick-knacks related to Allard cars.

I can’t even count the number of Allard histories that I’ve read…in books, magazines, and online - it's amazing how many ways people have tried to retell the Allard story. Rather than retelling the Allard story through words, Gavin came up with a truly innovative way to tell the story. Yes, of course Gavin’s book uses words, but they are merely an accompaniment to the images contained within. Digital technology has allowed Gavin to create and print high-resolution scans of the archives that he has amassed. The volumes contain beautifully presented scans of ALL the existing Allard factory records, along with never before seen photos & literature of the cars (both production and specials), the dealerships that sold Allards, the parts suppliers, and many other interesting bits. To my knowledge, these books break new ground in the world of automotive journalism, I’ve never seen anything like it.

The first book focuses on the records, presenting them in a way that the reader feels like they are handling the actual documents. For the researcher, there is a handy index which lets one search for all references related to their chassis. The second book presents the pictorial history of the company from multiple perspectives. Let’s be honest, many of us buy automotive books for the photos - rarely do we read the printed words. This book takes advantage of that tendency by minimizing the word count and maximizing both the quantity and size of the large, hi-resolution images, presenting them in a clean, uncluttered layout.

The collection is available from Dalton Watson Fine Books and costs $175, which includes shipping to the USA or UK. That price may seem steep for two books, but I can attest that it is not. Consider these books an investment and they are worth every penny.

If you are an Allard enthusiast, there are two books you must have in your library. The first is Tom Lush’s, “ALLARD, The Inside Story” the incomparable written history of Allard from Sydney’s right hand man. The second is now Gavin Allard’s “Allard Motor Company: The Records and Beyond” which is now the incomparable visual history of Allard from Sydney’s grandson.

To order your copy, go to https://www.daltonwatson.com/Allard-Motor-Company-Beyond-the-Records-p/allard.htm

The Last Checkered Flag: Andy Picariello

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I had interfaced with Andy via phone calls and email for a number of years before our paths finally crossed at Monterey some 20 years ago.

I have since attended and participated in several Allard gatherings and tours where Andy played major roles in planning, organizing and leading. They include The Gathering of the Clan in Texas (2004), the Allard Northwest Tour (2006), the Southern Festival of Speed in New Zealand (2008) and The Glen in Ten (2010). Andy was instrumental in Allard being a featured marque at Amelia Island in 2011, and he helped to organize the second Texas Gathering in 2012.

Those experiences gave me a healthy appreciation for the work that Andy, Judy and other team members had invested in partnering with the event organizers – a process that often began a year or two beforehand. This included arranging for the on-track and paddock activities, promotion, lodging, banquets and finances. We especially appreciated how Andy and Judy did this all with their touch of grace and courtesy to assure that everyone had a grand time.

We appreciated how Andy facilitated bringing David Hooper over from England on at least three occasions to participate in the Northwest Tour and the Southern Festival of Speed, as well as serving as a judge along with Darell Allard and Brian Redman at Amelia Island. In the course of this David graciously shared a treasure of detailed and in-depth insight that he got from his years as an engineer with the Allard Company.

We were especially intrigued by Andy’s first-hand report of Tiller’s Bonneville Odyssey – 2000 (www.allardregister.org – issue #30). Andy’s report vividly described how he and Judy transported Jim Tiller’s heavily modified “Old Fella” Allard J2 and related equipment 2/3 of the way across the United States to Bonneville Utah. They then served as pit crew in support of Jim’s very innovative efforts to reach the 200 mph barrier with his Allard, before packing up and traveling back east to Massachusetts. Click here to read the story

Andy bought his Allard J2 sixty years ago in 1963, and his Allard K2 in 2003. Both cars received concours quality restorations, and they gave Andy much honor and respect as he toured and showed them at events around the country. But then Andy – like a lot of us – realized that he was not getting any younger. Since none of his offspring were ‘car guys’, he decided it was time to put them up for sale – without reserve – with RM Sotheby’s at Amelia Island.

While the cars did not bring as much as hoped, Andy was gratified that his J2 went to one of his long-time friends who had become ‘hooked’ on this Allard J2 when Andy gave him an opportunity to drive it a few years earlier. Andy told me that the new owner is planning to use this car for its intended purpose.

As Allard prices have ratcheted upward over the years, it can be tempting to entertain illusions about impending wealth. On the other hand, we respect and support Andy’s philosophy about the real value of the Allard ownership experience – and the doors it opened in terms of developing friendships and experiences beyond his wildest expectations

Chuck Warnes
The Allard Register

For twenty-four years, Andy has been my guiding light into the world of Allard cars. For his friendship, his guidance and his support, Andy will always be remembered by me. His wit, his humour and his generosity were contagious. Andy’s devotion to the AOC knew no bounds and his inclusive nature provided venues and opportunities for new members and veterans to join in events, exchanges and forums that reenforced the bonds between them.

Andy, you have joined your life partner, Judy and have closed a chapter of life that will be fondly remembered by all of us. To Andy and Judy’s family, I extend my sincere condolences and would like you to take solace in the fact that your parents have left behind them large community of people that were touched by them and will never forget them.

Roger Allard
AOC member

I first met Andy and Judy in person at the 2010 ‘Allard returns to Watkins Glen’ event which he organized. Had only corresponded with Andy via email prior to that. Communicated with Andy regularly throughout the years, often in search of various parts for my Allards. In fact, recently had purchased some parts for my upcoming J2 restoration from him, so was really shocked when I heard of his passing. Andy was always generous with his time and knowledge, and we have lost a true patron of the Allard marque. Hew will be missed but not forgotten.

Peter Bowman

Andy's Allards @ Amelia

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This coming March at Amelia Island will mark the end of an era. Andy Picariello, an Allard enthusiast like no other, will be selling his prized Allard J2 and K2 at RM Sotheby’s Amelia Island Auction on Saturday March 4. 

Allard K2-1704

This early K2 (7th built) was exported on July 5, 1950 R&P Motorcars in NYC. The car was originally painted blue with a blue interior. Andy acquired the car in 2003 in a disassembled state and then worked with noted Allard restorer Barry Parker of Vintage Metalcraft in Birdsboro, Pennsylvania to bring this K2 to concourse condition. To learn more about 1704, click here

Allard J2-1738

J2-1738 was Andy’s vehicular pride & joy since 1963. This J2 was exported to August 25, 1950 to Moss Motors in Los Angeles, arriving October 3rd. The order for this J2 was very unique, likely being a rush order. This right hand drive J2 was painted red with red interior and was shipped in a crate without the engine, transmission, exhaust, wheels, wiring, and gauges. This was odd because many LHD J2’s had already been built and the majority of US bound J2’s were configured for Cadillac engines, while this J2 was configured for Ford/Mercury power. Side note: some may criticize this car because it doesn’t have Smiths/Lucas gauges, however this car was shipped without gauges so Moss Motors had no choice but to install the Stewart-Warner gauges that remain on the car today.

The team at Moss worked quickly, allowing new owner Colonel Steinmetz to race the car at the inaugural Pebble Beach road races in 1950. Unfortunately the car suffered mechanical issues and had to retire, but Steinmetz was back in 1951 finishing 14th. The car then passed on to Dale Duncan, a buddy of Carroll Shelby who also raced Allards. Duncan shoe-horned in a Chrysler 331 and raced the car at least once placing 2nd at Caddo Mills.

Andy acquired the car in 1963 and proceeded to make the car his own. He converted from steel to knock-off wire wheels - ordering the parts directly from Allard! After refurbishing the car for 3 years, he vintage raced the car from 1966 to 2000. In the early 2000’s, Andy commissioned noted Allard restorer Barry Parker to repair the body that had corroded over years of use. At this time, Andy had the car painted this beautiful deep maroon and upholstered in tan leather. 

Since its restoration, the car has earned numerous accolades including Antique Automobile Club of America (AACA) National First Junior and First Senior prizes, AACA historic race vehicle certification, an Amelia Award at the 2007 Amelia Island Concours d’Elegance, and the Road & Track "Car We Would Most Like To Drive" trophy at the Vanderbilt Concours in 2007. To learn more about 1738, click here:

Both of these cars will give their new owners a rare opportunity to show at any top concourse or enter the vintage rally or tour of their choice. These cars reflect Andy’s passion for the Allard marque and we hope that they find new homes that care for and enjoy these Allards as much as Andy has. 

The Last Checkered Flag: David Hooper

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David Rowland Hooper, Designer and Engineer -Darell Allard

David hooper getting technical with bob lytle (left) and bill boone (middle) in New zealand

In his time David was Draughtsman, Designer and Chief Engineer for the Allard Motor Company.

He joined the company on a ‘5 year’ Apprentice in 1949. His apprenticeship covered all aspects of vehicle manufacture with at least 6 months being spent in each department. Chassis production, fabrication and development, machine shop, electrical and the drawing office.

At the end of his studies he had to leave the company to do two years National Service with the Royal Air Force. At the end of his time in the RAF he had a chat with Sydney Allard and decided to give up the idea of joining de Havilland and he re-joined The Allard Motor Company.

He remained with the company until 1965 when he left to join the GLC, taking up a post involving the development of ambulance vehicles – a continuation of the work he had been involved with whilst working for Allards.

During his time with the company he was involved in many design projects, including the development of the J2 and he also, with Sydney’s blessing, designed the Farrallac for Don Farrall.

Much to the annoyance of Dudley R. Hume, the Chief Draftsman, he signed his drawings with his initials DRH. As Dudley thought he was taking the mickey he insisted David provide his Birth Certificate to prove they had identical initials!

During his time in the RAF David started to think about building his own ‘Special’. He said it took years to build but was finally registered as 20 RPH. I don’t know when or how well it did in competition.

I first met David 62 years ago in 1961. It was at Brands Hatch when the First Dragster, which David had designed, was being demonstrated. Due to design regulations in this country, it was prevented from being as competitive as he wished, which was always a great disappointment to him.

In 1961 David offered, in exchange for running, to rebuild the iconic Steyr Hillclimb Special that Sydney had used to win the 1949 British Hillclimb Championship. It was on a trailer ‘in storage’ behind the Clapham High Street factory. He got it to his garage in Purley and spent time over the next 3 years restoring it to its original state. Over the next few years he ran it at Eelsmore Plain, Valance Hill Climb, and the Blackbushe Drag Festival.

My main memory of watching him at Blackbushe, in the pouring rain, was seeing him beat Chris Summers in his very powerful Cooper Monaco. Apart from a broken inner drive shaft at the second Valance meeting he had no major failures. The car is now in a private museum in the USA.

David designed a MacPherson style suspension which was fitted to the works Safari. In later years a variation of his design was fitted to the Mk2 Palm Beach. He spent months as part of the team developing the Clipper, which he described as ‘an almost impossible project’, and the building of two Midget racing cars for Wimbledon Speedway. David describes the day when Ronnie Moore was testing it and managed to roll it whilst at low speed, resulting in a broken collarbone.

As well as the production of their own cars, the company was always looking for projects to fill their under-utilised workshop facilities. So, David was also involved with prototype equipment for emptying parking meters, a sausage making machine, London Taxi’s, ambulance rear axle conversations for Hong Kong, Yorkshire Ambulance and the LCC.

On his retirement, after 25 years with the GLC, David’s interest in cars was replaced by boats and over the following years, he and his partner Pat, had a canal boat built for them and they enjoyed many Canal trips and involvement with the marina fraternity.

However, in 2003 he was contacted by Andy Picariello, US Allard Membership Secretary, and arranged to meet him together with Jim and Sheila Tiller at an Allard Club Night at the Marquis of Granby.

In the 1960’s David had worked on modifications to Jim’s car ‘The Old Fella’, and as Jim had, the previous year, made his record-breaking trip to the Bonneville salt flats it was almost inevitable that David would again become involved, working on more modifications prior to Jim’s appearance at The Brighton Speed Trials.

Together with Pat he undertook several visits to meet up with Allardists in the USA culminating with him and I being invited, together with Brian Redman, to judge the Allard entry at the prestigious 2011 Amelia Island Concours in Florida.

Left to Right: david hooper, brian redman, and darell allard judged the allard class at amelia island in 2011

As a font of all Allard knowledge, he was happy to assist anyone who needed help relating to their Allards, giving technical information and producing many drawings. He did drawings for many club members and helped me modify the gear lever system on my P type from column to floor change, so that it replicated the winning Monte Carlo Rally car, which I remember as a child when it was parked at our home in Bolney.

In fact, it was only a few days before he passed away he told me, he had one more drawing to do and he thought it would be his last.

Many of these details have been taken from David’s memoirs. “Reflections on my years with the Allard Motor Company Ltd and Beyond”. He has been writing them over the last few years and the week before he died he told me he just needed to make a few amendments it would then be complete, we could then have it to proof read and edit.

His memory remained sharp and he was able to clearly recall technical details and memories of events. He was a stickler for accuracy and would say ‘Why can’t people get their facts right – they only have to ask – I know how is was, after all I was there.’

Sadly he is no longer here to share his knowledge and memories.

David we will miss you.

-Darell Allard

Some Memories of David -Chuck Warnes

Andy Picariello bought his Allard J2 back in 1963. As one might expect, a 13 year-old retired race car back in those days had led a rough life, and it needed a lot of work. Andy was fortunate to get plugged into Dave, who proved to be an invaluable resource for Andy’s meticulous restoration project - which developed into a close, long-term friendship. Up to that point Dave had never traveled beyond the British Isles, but thanks to Andy’s support and encouragement that was about to change.

I first met Dave in 2006 when he and Pat came over to accompany 25 Allards on the Northwest Tour. Next was the 2008 Southern Festival of Speed on New Zealand’s south island where he provided valuable technical support for several Allard owners. As Darell mentioned, he and Dave – along with Brian Redman – served at judges for the Allard class at the 2011 Amelia Island Concours in Florida. A year later we again welcomed the opportunity to visit with Dave at Texas World Speedway where we continued to pick David’s body of knowledge on Allard-related technical matters.

David Hooper sharing his knowledge in portland

Over the years Dave has provided insightful articles to the Allard Register including:

I, along with many Allard owners, value the opportunities we had to know David over the years.

The Cars of Jim Taylor

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This coming Friday and Saturday October 14-15, 2022, Broad Arrow Auctions will be offering Jim Taylor’s extensive car and memorabilia collection for sale. Jim has great taste in cars and his love for Allards is notable. His collection contains a J2X, J2X Le Mans, and a JR – all three of which represent the most sought-after cars of the Allard marque. Below is a brief summary of each of the three cars. All three cars will be offered Saturday October 15.

JR-3406, Lot 839

The JR was one of the last JR’s built (fun fact: this car, along with 3407 were both exported on January 1, 1955). It was originally exported to Canada, purchased new by Norman Moffet and was painted black with tan interior. The JR was the brainchild of chief designer Dudley Hume and featured a number of upgrades over the J2X (to learn more, click here). 3406 was the only LHD model produced and it features two doors – other JR’s only had a single door on the drivers side.

J2X-3071 Le Mans, Lot 841

In 1952, the Le Mans organizers mandated that cars with cycle fenders would not be allowed to race. In a matter of weeks, Allards body shop put together the “Le Mans”, no doubt inspired by the Jaguar C Type. Fourteen J2X Le Mans were built, with 3071 being 4th built. The car was exported January 6, 1953 destined for Noel Kirk Motors in Los Angeles. The LHD car was painted red with red interior, Cadillac modifications and 3-piece DeDion axle tube (we are note sure if this is still in place). Most notably, the car was shipped with a standard Allard windshield, but the first owner, Gary Love changed it out to the very attractive curved windshield you see today. Body-wise, the car is very original and has loads of patina including the aftermath of a carburetor fire from 1969.

J2X-3048, Lot 859

This car was exported on April 2nd, 1952 to R/P (Perry Fina) Imported Motors in New York City. The LHD car was painted white with black interior and was configured for Chrysler power. Prior to Jim’s acquisition of 3048 in 2013, the car resided in Australia, where it was converted to RHD. The auction writeup is a bit misleading stating that the car was raced extensively by Tiny Gould – that car was actually Tiny’s J2. As an homage to Tiny, Jim had the car painted white with a red hood and interior to match Tiny’s racing colors – along with converting the car back to LHD.

If you’d like to bid on any of these cars, visit the Broad Arrow web site at https://www.broadarrowauctions.com/events/event/the-cars-of-jim-taylor

The Shelby J2X

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In its day, J2X-3146 didn’t do much to boost the interests of the Allard Motor Company, but the car was the cornerstone that transformed sports cars and motorsport. The car was exported on November 20, 1952 to Noel Kirk Motors in Los Angeles where it was purchased by Roy Cherryhomes. It was configured for wire wheels, dual side mount spare tires, and a full windshield. Power was to be supplied by a Cadillac engine and it was originally painted cream with a red interior. 3146 was soon repainted red and prepared for racing.

Roy was not a racer, but he handed the wheel over to a young Carroll Shelby who proved he could handle an Allard, racing J2-2179 owned by Charles Brown in 1952. Shelby remembers 3146’s first race in ‘Carroll Shelby, A Collection of Photos’, “I won the race for Roy Cherryhomes. It was at Eagle Mountain, Texas on October 26, 1952 (correction March 19, 1953). The understanding was that I would drive strictly for expenses, but even so, I was pretty much thrilled. In the Southwest, good rides were mighty hard to come by in the sports car field, especially then. Suddenly there I was with the latest equipment, a car I knew well, and a competent mechanic. Another reason I got a big charge out of the ride was that, by then, Masten Gregory was winning just about everything in our part of the country. Well, I thought, maybe we can put a stop to that, always in a friendly way, of course.”

From there, Shelby won at Mansfield in June, Offutt in July, and Eagle Mountain again in August. The August 1957 race was notable in that it was the debut of Shelby’s infamous striped overall racing suit. From the same book, Shelby notes, “It was hot that Saturday morning and I was working on the farm. I was wearing my striped farmer coveralls. Eventually I realized that if I was going to get in any practice, I’d have to hurry up. So I took off just the way I was. When I got in the Allard, I realized how much cooler the coveralls were than regular driver outfits. Well, seems like everyone got a big laugh out of that and my picture appeared in the papers. I got more publicity because of those doggone coveralls than I did from winning the race!”

Shelby’s last race in 3146 was at the 1000 km Buenos Aires in Argentina. To say the least, Shelby and co-driver Dale Duncan had an eventful race and finished 10th overall and won the Kimberly Cup, a race within a race between four American and four Argentinian teams. The drive impressed John Wyer of Aston Martin who soon signed him to race their new DB3. To learn more about the race, you can read a story my father Charlie Warnes wrote for the Jan/Feb 1997 issue of Vintage Motorsport.

It’s a shame that the J2X did not arrive sooner. The first cars were delivered in early 1952, but the competition was already catching up to the mighty American powered Allards. Many J2X’s were raced, but they never achieved the success that the J2’s saw. 3146 was likely one of the most successful J2X’s raced, and that can largely be attributed to the man behind the wheel. Racing this Allard taught Carroll how to handle big power, save his brakes, and drive fearlessly - traits that would serve him well in later years as he raced Astons, Ferraris, Maserati’s and other marques with great success.

Several years later, Carroll Shelby partnered with AC Cars in the UK to import their Ace sports car into America where he would install potent Ford V8’s. Shelby called these cars COBRA’s and well, you already know about them. I recall reading somewhere that when asked if his time racing Allards with their British chassis and American V8 motors helped inspire the COBRA, Shelby replied, “where the hell do you think I got the idea!?”

Nowadays, 3146 is no trailer queen. The car is largely original for a racing Allard and carries a FIA Historic Passport which enables it to be vintage raced anywhere. The car is quick too - in 2019, J2X-3146 won its race group at the Rolex Monterey Motorsports Reunion where it bested a number of very fast California racing specials.

In my opinion, J2X-3146 is arguably one of the most significant sports racing cars of all time. Without it, would Shelby have won Le Mans with Aston Martin? Would there have ever been a COBRA or a Mustang GT350? Would Ford have won Le Mans? The origin of all these questions trace directly back to this car, J2X-3146.

J2X-3146 will be offered by RM Sotheby’s on Saturday August 20, 2022 as lot #354. The estimate is listed as $500,000 to $750,000. To learn more, click here to visit RM Sotheby’s web site.

-Colin Warnes

The Last Checkered Flag: Mel Herman

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A Remembrance by Mike Knapman

Mel Herman lost his fight against cancer on Thursday 7th April, 2022. Mel bought his first Allard in 1969. It was an M drop head coupe painted in what could be called Caramel Brown. Chassis no. 823, reg number JC9685, the car that subsequent owner Kate Manley-Tucker and her husband drove to Peking in the Paris to Peking Rally.

I first met Mel and his wife Liz in the mid-1970’s when he brought the M to one of our Annual Concours held at Salisbury Hall. After selling the M to Kate Manley-Tuckert, he left us to pursue his business interests, re-joining in 2005 and undertaking the nut and bolt restoration of his second M, MUA 630 chassis no, 716, to award winning standards.

As well as setting a high standard of restoration, Mel contributed a great deal to the Club. Most members will know that his professionalism and expertise resulted in award winning stand designs for the Club at the Classic Motor Show, NEC. He also codified guidelines for the judging of cars entered in our Annual Concours, achieving a sympathetic balance between originality and modifications to improve reliability or performance. When Chris Sole unexpectedly died in March 2020 Mel, in conjunction with Josh Sadler and Geoff Pinch, was instrumental in saving all the “basket case” projects Chris had accumulated. Later, Mel became Editor of our newsletter. His opinions were always valued at our committee meetings.

Born in Edinburgh on October 14th 1944 Mel was re-settled in North Wales at an early age when his adoptive parents took over a small hotel in Prestatyn. Mel’s secondary education was at Rhyl Grammer School where his favorite subject was art. He eventually studied Industrial Design Engineering at the Central School of Art and Design, in Southampton Row, London.

On leaving Central Mel was invited to join a firm of architects at Rhyl and soon became involved in developing 500 stores, 3 distribution centers and a headquarters for the supermarket chain Kwik Save. After 13 years in the practice, Mel left to renew his career in Industrial Design Engineering, leading to the award of a Fellowship of the Chartered Society of Design in 1990 and the formation of Herman Design Associates Studio located at St Asaph.

Herman Associates was, for many years the only North Wales company qualified to develop and design projects for the UK Government’s ”Design for Business Programme” administered by the Design Council in London, who also became regular clients. In addition to the Design Council, Herman Associates worked for the Welsh Office and other Government bodies.

The offices at St. Asaph became rented office accommodation whose tenants included the Welsh Development Agency. This led to Mel branching out into a new commercial property venture. Mel and his old boss from the Rhyl architectural agency joined forces to restore Llannerch Hall, St Asaph. Mel subsequently going on to buy and restore Benarth Hall on the banks of the Conwy estuary. His last home, The Vinery, being built in the walled garden of the Hall.

In addition to his love of cars and all things Allard, Mel also was fond of sailing, regularly organizing a cruising club in the Aegean. His anecdote about how he managed to pass the boat, Premier Crux, under a very low bridge on a river in France on its transit to the Mediterranean was hilarious.

Mel generously left his collection of Allard literature to the Club’s archives and his accumulation of spares to the Club for the use of members. Mel was always meticulous and organized. It was typical of him that while in hospice he spent three hours on the telephone to Josh Sadler ensuring the spares were only to be used for live active Allard restorations and moreover he drafted the notes for the Celebrant to use at his funeral!

Mel was always even tempered and happy, a friend to all, often recounting stories and anecdotes over dinner, He will be sorely missed. He is survived by his wife Elizabeth and two sons Simon and Sefton, grandchildren and great grandchildren

I never met Mel in person as we were 5,000 miles apart, but I got to know him over the years via email. I first came to appreciate Mel when he shared several photos of his beautiful M chassis 716. I was blown away by the quality of the restoration and the subtle upgrades he made to improve common structural weaknesses of the M. From there we corresponded over the years and Mel became one of my valued resources that I could refer restoration questions to that I could not answer. I then came to appreciate (from afar) Mel’s eye for design as he started creating some amazing Allard Owners Club show displays that definitely helped to promote the marque. Mel’s countless contributions to the Allard marque will be greatly missed, but his legacy will live on for future Allard owners. Our condolences go out to his family and the AOC. -Colin Warnes

AOC 2022 Calendar

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The Allard Owners Club (AOC) has put together what looks to be a very fine calendar for 2022. Allard don’t get much calendar love, so its nice to have a calendar dedicate to just Allards. The best part is, you can source it from either the UK or USA to keep shipping costs down. I’m going to buy one for my dad and myself! Special thanks to Ben Stevens & Mel Herman for putting this together!

Click here to order the UK version

Click here to order the USA version

The Clipper is BACK!

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You might have seen the Clipper in the press lately. Geoffery Hacker of Undiscovered Classics fame has acquired the Allard Clipper project car that was owned by the late Alan Patterson. Geoff is dedicated to resurrecting fiberglass classics from years past. Hopefully he’ll be able to bring the Clipper back to life soon! To read more about Geoff’s Clipper, click here to jump over to a recent story by Hemmings.

In the meantime though, here’s a few unpublished thoughts on the Clipper from Allard insiders, Tom Lush and David Hooper…

Tom Lush writes…

“The total production was probably about five, but the factory had great hopes for these and actually tried to set up a very elaborate production line with not a conveyor belt but a frame where you slid the chassis' along and eventually they slide right out the back door onto a flatbed truck. Joe Jepson was the friend that was brought in who developed them. He was a friend of Sydney’s and a motorcyclist, so he got the job. He and his wife did take one 200 miles North to the Midlands to do so visiting and then got back without breaking down. The production involved driving them 20 miles south to have the fiberglass body put on and then driving them.”

David Hooper writes…

“I believe it is fair to classify the Clipper as one of worlds worst cars, however it did, in my view, have a number of redeeming features of which later. The Allard involvement in the project came through David Gottlieb who had already set up a potential sales outlet (Raymond Way - North London), and from his prototype we were contracted to produce a vehicle which was mechanically reliable and could be produced at a very competitive price.

On the plus side it did have hydraulic brakes (Lockheed), Andre Neighart Trailing arm rubber suspension units, 12 volt electrical system with starter motor and dynamo. The body was fibre glass with coloured gel coat of three basic colours.

The prototype Clipper did require considerable development, one of several items was to replace the bobbin/cable steering arrangement with a Burman steering box. I believe Sydney Allard took on this project because he had been convinced it was a viable production vehicle - this was far from the truth. I cannot remember how the body shape was evolved, but probably from sketches from Gottlieb. Horden & Richmond of Haddenham, a company which manufactured helicopter blades, quoted for the fibre glass bodies requiring a steel shell, rather than an aluminium ’plug’. Difficulties were experienced right from the start because body sections could not be released from their moulds incurring additional costs which the company would not pay. Bearing in mind the build price for the Clipper was a meagre £267 there was no room for increased build costs which prompted the cancellation of the whole project.

On the minus side the single rear wheel drive system was not a practical solution to provide a viable drive system, also the single cylinder two stroke Villiers industrial engine was far from suitable being plagued with high levels of vibration, overheating and noise. A triple V belt drive coupled the engine to the gearbox, which was an attempt to damp out some of the engine vibrations, however that resulted in problems with clutch operation. This was resolved by fitting a clutch stop which work quite well but required constant adjustment. The small tyres were marginal in capacity being more suited to trailer use than for carrying three people - I think a spare wheel was not even supplied with the Clipper, being an extra!

A twin cylinder Anzani was tried and while solving the noise and vibration problems its marine style dynastarter charge rate was inadequate for the electrical loads required for a car, plus power output was barely adequate.

A production/assembly line was set up at Encon Motors Ltd in Estcourt Road Fulham, Encon being part of the Allard group of companies.

The Clipper was tested against the AC Petite and Bond mini car at Ranmore Common. The performance was judged satisfactory against the AC and better than the Bond. I did at least 100 plus miles testing the Clipper without any major problems however for those involved it was always felt it doomed to failure.”

Bucket List Item #1

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by Mellette Pollack (aka Mellette Hawksley-Smith)

This is a tale of the magical and amazing things that can happen to you just when you think you'll never get out from under the black cloud that seems to have descended upon everyone for the past couple of years.

In July David Carte, who takes care of the J2 Allard owned by Bill Marriott, contacted me. That beautiful Allard 14B was going to Pebble Beach. Dad drove that car to victory in the 50s, most famously at Pebble Beach in '51 and '52. Not a lot of people know that when my dad, Bill Pollack, passed away in 2017, Bill Marriott sent the car from Maryland to our home in Sherman Oaks, California for dad's memorial. The Allard would be at the Concours d'Elegance most likely one last time on August 15, 2021. OMG...tickets were $500 each. I contacted Kandace Hawkinson (a big fan of dad's) at the Concours' office in Monterey hoping for some help. Thankfully, she arranged for tickets to the event but I still had to find accommodations - tripled hotel rates and on top of that people had booked a year ago. Good luck finding anything. On my third online search suddenly the Martine Inn popped up. Dad was old friends with Don Martine. I couldn't believe my luck. Someone must have just cancelled. Wow!! The best place ever and right across the street from the ocean and the otters.

I asked Colin Warnes (Allard newsletter editor and longtime friend) what else was happening that weekend besides Quail Lodge and the Jet Suite parties, both of which if you have to ask how much they cost you can't afford to attend. He contacted Rob Manson (Del Monte Trophy Race Team) and they gave me two tickets for the races at Laguna Seca. There was a beautiful Pebble Beach Race display which included the J2 Allard 14B and Phil Hill's Ferrari. I was to meet in front of the Allard and next to the Rolex drivers' lounge. Well, as luck would have it David Carte invited me to do a few laps in the Allard around Laguna Seca. OMG...Hard to wave, take pictures and hold on all at the same time. One of my life's highlights but I can only think that dad had something to do with it. Colin sent a short video of my ride -

My friend Lori and I wandered over to encounter the Del Monte Group Racing Team. Rob Manson could not have been more charming - introducing me to all the owners and racers. What a great group of people. Stu Hanssen was getting his Baldwin ready to race. We were invited back later to hand out their Del Monte Trophy. What an amazing Saturday. One I'll never forget.

Sunday, Lori and I had another delicious breakfast which is included at the Martine Inn. Castroville eggs and sweet cantaloupe and berries. Their complimentary coffee is also a winner. At night they provide wine and an appetizer platter for each room. Can't wait to stay there again. It's just wonderful. No wonder the Fabulous Fifties spent so much time there! (Editor's note: For many years Don Martine hosted a Fabulous Fifties' reception on the Friday of the Historics' weekend.)

Off we went to Pebble Beach and the Concours d'Elegance. After parking down at the beach and checking out all the unbelievable cars people drove to the event to see even more fabulous cars, a shuttle picked us up and took us to Pebble Beach Resort. Wear your tennis shoes because you are going to be doing a lot of walking. We covered at least 5 miles. Some poor people must have thought they could just walk from the beach to the event. A very, very long walk up hill.

And there was the beautiful Allard on display with the ocean in the background. Of course, it had a judges winning ribbon on it. It was so worth the trip. We walked around for a couple of hours checking out Derby-style hats and seersucker suits complimented by the most beautiful cars in the world.

Thank you everyone who made this trip possible.

Photo: By Steve Johnson of Mellette & her father, Bill Pollack, at Pebble Beach in 2012

Auction: Allard JR 3408

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OPINION…I’m honestly shocked that the Allard family’s continuation Allard JR 3408 has not sold yet. It is a faithful nut & bolt FIA accredited recreation of the JR…built by the Allard family. At a time when Jaguar, Aston Martin, and others are selling million dollar recreations of their classic cars, the JR is struggling to find a home. Don’t people understand what a monster this thing could be on the track? With some tuning, you have a car that could easily run at the front of the pack at Goodwood or the Le Mans Classic. Do people forget that Dean Butlers navy blue JR won the Goodwood Earl of March race back in 2003? I wish I had video of that race!. In the mean time, you can enjoy this video of the same car storming up the hill at Goodwood (turn up the volume):

When most people think Allard, they think of the J2 or J2X, which were still largely based on the late 40’s Allards, which used a lot of technology dating back to the ‘32 Ford; the JR however was an all new development from Allard Engineer Dudley Hume (who also had a hand in 3408 before his passing). The JR features a twin tube chassis that was both lighter and stiffer than the old channel ladder frame. The car is also shorter, lower, and far more aerodynamic than even the J2X Le Mans.

If you’d like to bid on this amazing machine, click here: https://www.silverstoneauctions.com/sa077-lot-17310-1953-allard-j2-continuation?el=17310&pn=1&pp=100 . The presale estimate is a very affordable £120,000 - £140,000 ($164,000 - $191,000). If you are a vintage racer looking for something unique and fast…look no further than JR 3408.

-Colin Warnes

PS: If you don’t believe me, go ask Tony Dron what he thinks about the JR. He raced (and won with) Syd Silverman’s JR a few times several years back here in the States.

Racing in the Rain

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This is a really cool video of Tim and Ollie Lewellen (there’s a driver change) racing their J2-2018 in the wet recently. They had to start from the back due to a lack of practice laps, but that didn’t really get in their way! The footwell camera adds a unique perspective on the difference in driving in driving styles between Tim and Ollie. Not sure what track they’re at but it must have been miserable!

Monterey Car Week - 2021

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Words: Chuck Warnes & Rob Manson
Photos: Colin Warnes

RMMR21_CAW_Sat_13.jpg

The 70th Anniversary celebration of the Pebble Beach Road Races and Concours d’Elegance kicked off with a press conference in the Concours Village before the start of the annual Tour d’Elegance. The backdrop was all five of the 50’s era Pebble Beach Road Race winners positioned in front of a 50-foot Celebration Display.

Sandra Button, CEO of the Concours opened this year’s event. Derek Hill, Phil Hill’s son, moderated and spoke of his father’s recollections of the inaugural 1950 race and his win in the Jaguar XK-120. Robert Devlin, motorsport historian, continued with details about the Bill Pollack Allard J2 (’51, ‘52), the Phil Hill Ferrari 250 MM (’53), Sterling Edwards’ Ferrari 375 MM (’54), and the Phil Hill and Carroll Shelby Ferrari 750 Monza (’55,’56) – as well as commentary on the historical importance of those early road races.

The Del Monte Trophy Race Group created two sets of Celebration Displays, the first for the Concours d’Elegance. The second was located in the Rolex Monterey Motorsports Reunion exhibit area at Laguna Seca. The Pebble Beach Road Race winners were on display in front of it on Saturday, and they did a few demonstration laps at the lunch break. Bill Pollack’s daughter Mellette was passenger in the #14 Allard.

A traditional highlight of Monterey’s ‘car week’ is the Pebble Beach Tour d’Elegance when about 150 of the Pebble Beach Concours entrants embark on a 60 mile tour around the Monterey Peninsula and the Big Sur coast before gathering for lunch on Carmel’s Ocean Avenue. Over the years this has become a true crowd pleaser where the general public is able to spend more than an hour mingling among the cars – right up close and personal. While the tour did resume this year, the cars could not gather on Ocean Avenue due to valid COVID concerns.

Out at Laguna Seca Raceway two Allards were again pitted with our friends at the Del Monte Trophy Race Group – a number of post WWII California-engineered hot rods that were built and raced in the spirit of Allard. They were – and still are - fast, and quite able to hold their own on road courses against the sophisticated cars from post-war Europe.

The track sessions were well-fought, exciting racing. Pollack, Hill or Shelby would not have driven those cars any harder when they were new - some 70 years ago. All the racing was done in a respectful, no-contact experience. Fun on a race track in a great old car is what vintage racing is all about. These ‘junkyard dogs’ raced against John Mote’s Buick powered Allard K2 and Bernard Dervieux’s Cad powered J2 in Group 4A at this year’s Rolex Monterey Motorsports Reunion. John continued his rivalry with three Jag XK120’s to cross the finish line in 9th place, with Bernard taking the checkered flag in 15th spot.

The auction scene saw three Allards cross the block with no reserve. A J2 sold at R&M Sotheby’s for $224,000, Bonham’s sold a J2 for $207,200, and an interesting J2X at Goodings brought $201,600. These prices, or course, led to some discussion about an apparent ‘softening’ of the market – and whether this is the beginning of a pattern, or a temporary phenomenon. On the bright side, one might speculate that this might signal that more Allards are becoming ‘affordable’ to younger folks who would want to put these cars to their intended purposes.

Sunday morning started off early with a trip to the Pebble Beach Concourse. Our credentials allowed us early entry (we arrived 4:45 am!) to kick-off Dawn Patrol where we got to enjoy donuts, coffee, free commemorative hats, and the best part…watching the cars drive onto the lawn. The best part of the show for us was getting to see the Pebble Beach Road Race winners lined up overlooking the ocean; most prominent (to us) was Tom Carstens and Bill Pollacks #14 J2-1850. It can’t be forgotten that without those five race cars, there would be no Pebble Beach Concours, RMMR, or the myriad of car events that make up the week-long spectacle that is Monterey Car Week.

Cadillac Time Lapse

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Special thanks to the folks at Hagerty’s Redline Rebuild Youtube channel for posting a series of videos where they do a full rebuild of a Cadillac 360 engine. Having personally rebuilt a Cadillac engine with my father, I saw a lot of familiar stuff while I also learned some cool tricks that I wish I had known when we rebuilt our engine. The overall rebuild time lapse video is shown first and then the whole series is shown later. Enjoy!

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