The Lagonda, despite its rather foreign-sounding name, has always been a 100 percent British production. The marque first came into prominence in the early part of last century, in three-wheeler form, but later evolved into a high-grade "miniature" car, which did extremely well in reliability trials of the pre-WW1 war era, despite the fact that it was by no means a sports car. After the war, the concern concentrated on a 12-h.p. model which also was a successful competition car, both in trials and on the track and mostly in the hands of W. H. Oates. The 1420-c.c. (69 x 95-mm.) engine had overhead inlet and side exhaust valves. The 1924 Lagonda had transverse front suspension and quarter-elliptic rear.
During the early thirties, Lagonda, Ltd., entirely reversed all their previous production methods, and devoted their facilities solely to the production of high-quality sports cars. They continued to do so right up until WW2, and gained for themselves an enviable reputation as builders of some of the finest sporting vehicles obtainable anywherProbably the best known of the Lagondas is the famous old 2-litre car. This classic four-cylinder car was powered by a 1954-c.c. (72 x 120-mm.) double overhead-camshaft engine, and was also obtainable in blown form. Standard gear ratios were 4.4, 5.3, 8.6 and 13.8 to 1, but the supercharged cars were generally supplied with a slightly higher back-axle ratio. Suspension was by semi-elliptic springs all round, and helical gears were used in the final drive.
The 2-litre Lagonda was a fast road car, being capable of 70 m.p.h. in third and 80 m.p.h. in top gear, with a relatively low petrol consumption. The blown version was good for 80 in the intermediate gear and over 90 m.p.h. in top.
Lagonda Special Six
A "Special Six," better known as the 16/80, was next added to the range, and was also a 2-litre (65 x 100-mm., 1991-c.c.). The valves, however, were operated by pushrods instead of an overhead cam. Inlet and exhaust valves were interchangeable, whilst the crankshaft was carried on four large bearings. The lubrication system included a clutch-pedal-operated "Autoklean " filter, as fitted to Rolls-Royce cars. Semi-elliptic springing was also adopted, but a feature of the chassis was that the rear springs were underslung. The "Special Six" was capable of over 80 m.p.h., and would cruise happily all day at 60. It possessed particularly good acceleration on top gear. Standard gear ratios were 4.4, 6.01, 10.13 and 16.21 to 1, and a self-change gearbox was available later.
3-litre Lagonda Selector Special
A 19/28 car was also produced, and this became known as the 3-litre Special. It was very similar to the 16/80, but had a 2,931-c.c. power unit. The 3-litre Selector Special was the next Lagonda of note, and this car had a 3181-c.c. (75 x 120-mm.) six-cylinder o.h.v. engine. This car was of unusual interest in that it possessed an entirely automatic Maybach gearbox, giving eight forward speeds. In 1935 a 3.5-litre car was also marketed, fitted with a six- cylinder 3619-c.c. (80 x 120-mm.) o.h.v. engine, but this model was abandoned in favour of the 4.5-litre which was introduced the previous year. The 4.5 was continued up to 1939, and was an extremely fine vehicle altogether, W. O. Bentley having a hand in the later versions of the car.
The Lagonda Rapide
The ultra-fast Rapide models were introduced in 1936 (for 1937), and closely resembled the special 4.5-litre Fox and Nicholls cars which had done so well in sports-car races. The pushrod-operated o.h.v. engines had a capacity of 4467-c.c. (88.5 x 120.6-mm.), and were also of the six-cylinder type. Ignition was supplied by twin magnetos, both mounted vertically and each supplying separate sparking plugs. Earlier 4.5-litre Lagondas had one magneto mounted vertically, and the other horizontally. The rear shock absorbers were connected by a torsion bar for absolute stability, suspension was by semi-elliptic all round, and Girling brakes were adopted.
When tested by The Motor in 1936, the Rapide proved to be capable of a timed speed of 108 m.p.h., without any additional tuning whatsoever, and was, at the time, the fastest un-supercharged car on the British market. Undoubtedly the most impressive Lagonda of all was the magnificent Vee-Twelve, also a W. O. Bentley masterpiece. The powerful engine was of 4480-c.c. (75 x 84.5-mm.), and the overhead valves were operated by chain-driven camshafts. It was the first Lagonda ever to have independent front suspension, which was by radius arms and torsion bars. Rear wheels were sprung by semi-elliptic, and Girling brakes were featured.
The Vee-Twelve engine could rev well over 5,000 r.p.m. without any apparent effort, and with a 4.27 to 1 top gear 100 m.p.h. represented 5,000 r.p.m. All too few open cars were built, and the Le Mans cars were very fast vehicles indeed, being third and fourth in the famous 24-hour race in 1939. One of these cars had a career post WW2, being entered in the 1946 Indianapolis race in U.S.A. After WW2 the Lagonda concern concentrated on a new six-cylinder car, designed by W. O. Bentley, and capable of over 90 m.p.h. The 2580-c.c. (78 x 90-mm.) engine had overhead valves, actuated by twin camshafts, and developed over 100 b.h.p. at fairly low r.p.m. Everything possible had been done to ensure that the unit was as light as possible, and much use was made of high-grade aluminium alloys. Like the Frazer-Nash Bristol, 10-mm. spark plugs were adopted.
Twin S.U. carburetters were standardised, and the 12-volt ignition system incorporated an "octane selector" in the distributor, thus assisting in the use of fuels of doubtful octane rating.The chassis is most interesting, being of the true " X " pattern. Front wheels are independently sprung by means of vertical coil springs and anti-roll stabilisers, whilst the rear are also independent, being of the torsion-bar pattern. The four-speed gearbox is of Cotal design, and includes the well-known electrical change, by means of a finger-tip selector mounted on the steering column. Steering is by rack and pinion, and Lockheed hydraulic brakes are used. The adoption of " inboard " rear brake drums is highly unconventional.
Connoisseurs are of the opinion that in the new 2^-litre Lagonda we have the complete answer to the medium-sized sports car for so long highly developed on the Continent by Delage, Delahaye, Darracq, Alfa-Romeo, B.M.W. and so on.
