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The Rapier was originally styled the Lagonda Rapier, before it was marketed by an independent company called Rapier Cars, Ltd., early in 1937. It was a high-grade, small sports car, which was extremely popular during the late 'thirties, and had a reputation for high performance coupled with exceptionally fine bodywork. The power unit was an exquisite piece of workmanship. The 1104-c.c. (62.5 x 90-mm.) engine had overhead valves operated by twin camshafts with the high power output of 46 b.h.p. at 4,500 r.p.m. The supercharged versions were, of course, capable of much higher b.h.p. figures, and the open four-seater was one of the few genuine 1100-c.c. 90-m.p.h. cars.
A Wilson pre-selective gearbox was standardised on all Rapiers; normal ratios were 5.57, 7.57, 11.14 and 18.9 to 1, although open cars generally had ratios of 5.28, 7.18, 10.56 and 17.95 to 1. The Rapier was one of the earliest vehicles to be fitted with the now universally adopted Girling brakes, and astonishing braking figures were recorded on test by leading motoring journals. The suspension was by conventional semi- elliptic leaf springs, front and rear, and final drive by spiral-bevel gears.
Rapiers were never raced officially by the manufacturers, but private owners had a certain amount of success with them, notably the Eccles family one, which once or twice caught the Brooklands handicappers guessing. Even after WW2 Rapiers in good condition still command fairly high prices, but the chief argument against them by sporting people was that they were inclined to be on the heavy side for an eleven hundred, and that they were also rather expensive. No doubt, rising costs in production made their regular manufacture unprofitable, and the concern ceased to build them just prior to the outbreak of war. Many lamented the demise, considering that the o.h.c. engine had immense possibilities. |
