‘It was flattering that the Peugeot 905 Evo 2 and, especially, the Toyota GT-One showed more than a passing resemblance to the J2X, even though the Allard had long since disappeared.’ John Iley, Allard J2X aerodynamicist
 

The Allard J2XC is a unique 3.5-litre Group C that revolutionised aerodynamics in endurance racing. It may be over thirty years old, but the Allard J2X-C still remains relevant today. That's because iconic cars such as the Toyota GT-One, Audi R8, MG Lola and many modern endurance prototypes are the heirs to this revolutionary Group C.
 

Ascott Collection is proud to offer this magnificent 3.5 litre Group C for sale for the first time in almost 20 years.The return to the track of this ALLARD J2X-C, which inspired modern endurance prototypes, would be a fabulous event.
Like the Brun C91 we know so well at Ascott Collection, the Allard J2X-C was built as a one-off. That's not the only thing they have in common, as the design engineers are Chris Humberstone, Hayden Burvill and John Iley, precisely the team responsible for designing the Brun! The two Group Cs also have in common the fact that they have remained in the respective collections of their previous owners for over twenty years, and have had particularly short sporting careers in that time.
Last year, the Brun C91 made a remarkable return to historic racing, winning the Dix Mille Tours du Castellet against strong competition. Ascott Collection's mission is to enable the Allard J2X-C to return to the limelight, and why not to the track!
 

The specification for the Allard aimed to eliminate understeer

The team in charge of the project was given very precise instructions. At the time, Group C cars, which reached very high speeds both in a straight line and on long curves, all had a tendency to understeer, which significantly limited their performance and prematurely damaged their tyres. The Allard J2X-C aimed to solve this problem.... And its designers succeeded!
The options chosen for the Allard were based on the design of a very narrow carbon fibre chassis with a simple cockpit bubble, allowing the creation of very pronounced tunnels both in the bodywork and under the car. The aim was to be able to supply a massive amount of air to the double-deck rear wing, which was positioned in a low position. The XJR 14 concept was taken to extremes on the Allard. The result was very prominent fenders with an overall design that is still relevant today.
The Allard had to be capable of developing a high aerodynamic load while having a minimum frontal area. That's how the front wings came into being. Generally speaking, the recurring problem of understeer on Group C cars was solved by adding aerodynamic appendices to the sides of the front fenders. This brought satisfaction in terms of low-speed understeer. However, the disruption to the airflow at high speed caused by these flaps reduced the effectiveness of the rear wing, and therefore the car's overall downforce. In short, the car lost at high speed what it gained at low speed.
The use of tilting wings and a raised nose to optimise the airflow under the car proved to be an excellent solution. This new device provided support for the front end while maintaining the airflow necessary for the rear wing to function properly. 
As for the engine, it's a classic. The Ford Cosworth V8 DFR engine with a displacement of 3.5 litres has been chosen. The car was designed to be fitted with a variety of engines. Costas Los, who was behind the Allard project, hoped to convince Honda to supply a power unit. Once again, the negative outlook for the Group C and IMSA GTP championships meant that Honda was unable to commit to supplying an engine.
The gearbox is a 6-speed gearbox from the Leyton House March Formula 1 car.
Carbon was used in every aspect of the car, as it was on some of the finest cars of the era, from the chassis and bodywork to the brake discs.
 

A too-short career ruined by the future demise of Group C

In 1992, the outlook for the Group C Championship was gloomy. After banning the turbo engines that had made Group C such a success, the regulator announced that the cars would have to have flat bottoms in 1994... So it was in a very difficult context that the first tests were carried out. 
It was possible to rapidly improve the car's performance. At the end of the first tests, the car was only 2 seconds off the lap record set by the Jaguar XJR 14 on the Mid Ohio circuit, even though it was fitted with BF Goodrich tyres, which were considered very poor at the time.
In the following test at Talageda, Alabama, the Allard was 2 tenths off David Tennyson's Spice GTP and only half a second off the lap record!
The car had no understeer and Costas Los noticed that it was possible to make a number of different set-ups, unlike the many Group Cs he had had the opportunity to drive in recent years.
During the following tests at Road Atlanta, the Allard driver managed to take corners at full 5th gear, demonstrating the car's superb handling.
At the end of 1992, the Allard, which had been developed for private customers, failed to find a buyer in the dying days of the Group C and IMSA GTP championships. Gianpiero Moretti intended to buy one. He bought a show car and exhibited it to promote his MOMO brand.
The lack of commercial opportunities precipitated the bankruptcy of Allard Holding and the abandonment of the car's development. Its new owner tried to race it. It took part in the Le Mans 24 Hours test in 1993. Without any aerodynamic adaptation (low downforce kit) to the very fast Sarthe circuit, the Allard was penalised by a lack of top speed. Unpainted and without any sponsorship, the Allard still looked like a prototype. In the end, it was not raced. A final attempt was made at Laguna Seca in the IMSA GTP, where it finished in 9th position, still sporting its unfinished bodywork.
 

Acquired in 2005 by the current owner and now offered for sale

In 2005, the Allard J2X-C was acquired by its current owner, who took part in historic events, mainly in the United States at Road America and Daytona. The superb Group C was invited to the 2007 Goodwood Festival of Speed, where the theme was ‘Spark of Genius - Breaking Records, Pushing Boundaries. (The theme was ‘Spark of Genius - Breaking Records, Pushing Boundaries’.) And it certainly deserved to be there!
This unique piece is now available for sale. It's a rare opportunity to acquire a car that marked a breakthrough in the evolution of endurance motor racing. It is highly eligible for the world's finest events and the most prestigious historic races.