1938 Allard 4-seat Sports Tourer

The history of ‘EXH 455’ is unusually well documented, which becomes less surprising when you learn that its first owner was none other than Sydney Allard’s father, Arthur.

A four-seater sports tourer bodied in aluminium by Coachcraft, Arthur delegated the driving of his new car to his chauffeur, who was, presumably, very pleased to be able to enjoy the fruits of Allard’s renowned chassis engineering.

It moved into the hands of J.H. Appleton in 1945. An Allard enthusiast who moved in Sydney's circle, he used it to compete in various motorsport events.

Eventually derelict, it was rescued and subsequently restored in 1970 by Ken Nelson, then Ford’s Chief Designer in the UK. Then work left it “very much better than it was when new” after his changes to the chassis, suspension, and steering, all of which are documented in his typewritten notes. The finished car moved to the United States with him when he returned home in 1973.

It later took part in VSCCA East Coast events, peaking in 1990 when it competed in the Historic races at Monterey. It was also invited to the Pebble Beach Concours in the same year, where it was exhibited in the 1936/9 Sports and Racing Class.

It returned to the UK in 1991 to join Brian Sharp's collection of Allards. Sympathetically restored, it boasts modifications such as a Mercury V8 engine fitted with Edelbrock cylinder heads, twin carburettors on an Allard manifold, and centre-lock wire wheels that provide cover for the deeply finned cast iron brake drums.

One of only twelve models ever built – and we know three of the V12-engined cars were written off early in their lives – this is the only one with this style of body. It’s had just two former keepers since returning home and has been in the care of the seller since 2015.

The aluminium body was rebuilt by Williams & Pritchard, the well-known coachbuilders, to Ken Nelson’s vision in 1972. The restoration used thicker gauge metal than the original Coachcraft panels, and it was later repainted in 1992.

Still presenting very well, the care taken more than 50 years ago is still evident by way of perfect proportions and excellent alignment. The bonnet louvres still run straight and true, while the flowing front and rear wings are virtually unmarked.

The cream paint still shines nicely too, with a very good gloss finish that has weathered the change from the 20th to the 21st centuries with impressive aplomb.

As for its overall condition, that the worst we can find to say is the exhaust tailpipes don’t sit level with each other and there is some bubbling around the twin fuel filler caps speaks volumes. (The latter *might* just be the paint reacting with spilt fuel.)

The chromework is equally impressive being very shiny and free of large-scale rust and serious pitting. The radiator grille is especially impressive, as are the imposing headlamps.

The 16-inch wire wheels have been finished in black. They’re in a good condition and are fitted with tyres that all have good tread, even if they do look like they’re getting on a bit. If it were ours, we’d budget to replace them all.

The brown tonneau cover is free of rips, tears, and other damage and fits well. It has a few stains on it but they’re nowhere near bad enough to need anything doing about them.

But, if you are looking for a job then the two halves of the bonnet don’t align as well as they might, and nor does the nearside door. A small section of chrome has flaked away on the headlamp stay, too.

More minor are the perished rubber seals on both fuel filler caps. By way of compensation though, the petrol tank has an inspection hatch on the offside, which isn’t something you see on modern cars. #swingsandroundabouts

Bridge of Weir brown leather was used for the interior during the 1970 restoration, and while we can’t confirm this is still that same hide, the quality of both the leather and the workmanship suggests it well might be.

Because it’s still in a very good condition with only light patination – and before you ask, that’s a compliment; when a car is as significant as this, originality is everything and while Ken Nelson had little left of the original car to preserve, we can preserve what the work he had carried out, which is just as important.

And the patina is light. Very light in fact, comprising of little more than some creases and gentle easing of the surface on the driver’s seat.

The wooden gearknob is wonderful in its simplicity and execution, and it controls the three-speed manual gearbox via a semi-exposed mechanism.

The celluloid Bluemel’s Brookland steering wheel is both vintage-vast and in a very nice condition. It’s also lovely to see one finished in something other than leather or wood; celluloid was still something of a newfangled material back in the thirties and its fitness for purpose is demonstrated by the fact Bluemel’s was still using it in the manufacture of the Brookland well into the 1960s.

Of course, there is wood in here on the dashboard, a dashboard that plays host to a selection of instruments from Cooper Stewart (branded Allard) and Smiths.

The rest of the interior is as lovely as the bits we’ve already mentioned. The brown leather door cards are excellent, the carpets are good, and if the underdash wiring is a little messy, at least you’ve got an excuse to escape to the garage when life gets too noisy.

The Mercury V8 side-valve engine displaces 3.9 litres and deploys its 99bhp to the Columbia two-speed rear axle via a three-speed manual gearbox and a single-plate clutch.

The Edelbrock cylinder heads are fed by twin downdraught carburettors fitted to an Allard manifold.

The suspension is transverse leaf springs and Hartford shock absorbers, while braking is taken care of by hydraulically operated drum brakes on all four corners.

The wheels are now ‘knock-off’ in design, and while the early publicity shots show it sitting on steel items, we are told every photo from 1946 onwards shows it wearing this sort.

As you can see, it starts well and quickly builds both good oil pressure and a healthy charge to the battery.

It idles well too, is creamy smooth when revved, and has a subtle V8 whuffle we love almost as much as we do the hot rod-esque exhaust note!

The engine bay, which is easily accessible via the centre-hinged bonnet, is workmanlike in its presentation. Clearly the recipient of recent parts including sparkplugs and a battery, the new owner is free to detail it to their heart’s content – or to leave it as it is; a car like this wears a patina very well, so any effort you expend would be for your benefit rather than because the condition of the Allard demands it.

The underside looks simple, strong, and well maintained, which is about as good as it gets, isn’t it?

The Allard doesn’t have a current MoT certificate, and while it is exempt by virtue of its age, we would strongly encourage the new owner to have it MoT’d at the earliest opportunity. The cost of an MoT is a small investment when offset against the purchase and upkeep of any classic vehicle, and it gives an independent, third-party assessment of the car’s condition, which not only provides reassurance to the owner (and any subsequent purchasers) but might also be invaluable in the event of a bump when negotiating with the police and any interested insurance companies…

The recent Vehicle History Check is clear and the extensive history file – all 85 pages of which can be seen here – includes a written summary of the car’s history, specification, and ownership, that includes the following gem:

“The main description of EXH455 is a short article in Motor Sport which reads to me like a sales advertisement provided by Reg Canham (Sales Manager at Allards) with small edits by Bill Boddy to show that he had seen the car.”

Bill Boddy, the famous motoring journalist, also recounts seeing the car being driven in 1941.

(Oh, and if you check eBay, you’ll find a press cutting that features this very car.)

Ken Nelson’s notes, the Ford head honcho who commissioned a comprehensive restoration of the car in 1970, are also included and provide a fascinating insight into his thinking during the work. A detailed schedule of work is also available, as are the original notes for the rewiring of the Allard.

There are also several period photographs of the car being driven both on the road and track.

The appeal of pre-war cars is on the wane, so it takes something very special indeed to create the sort of interest they used to.

A car like this’ll do it though: Having been owned by Sydney Allard’s father would be enough on its own, but when you factor in the Ken Nelson restoration (was this a retro-mod before that was even a thing?) and its subsequent history – including the Pebble Beach and Monterey connection – and it’s clear this unique example is going to attract an awful lot of attention.

And yet, for all its importance in the Allard world, that waning interest will take its toll on the likely hammer price, which we predict will be somewhere between £30,000 and £40,000.

Which is an absurdly small sum to pay for a motorcar of this quality. So please, someone start the bidding because if you don’t, one of us just might…

​Viewing is strongly encouraged, and this lot is located at Bonhams|Cars Online HQ. Viewings are STRICTLY BY APPOINTMENT and we are open weekdays between 10am-12pm or 2pm-4pm. To make a booking, please use the Contact Seller button at the top of the listing. Feel free to ask any questions or try our ‘Frequently Asked Questions’.​