Lagonda 41/2 litre. With the demise of the Bentley in 1931, big-engined British sports cars became n

With the demise of the Bentley in 1931, big-engined British sports cars became notably thin on the ground in the early 1930s. The 41 litre low-chassis Invicta was still on the market although sales were minimal, but September 1933 brought an interesting newcomer, a 41 litre six from the Lagonda company of Staines, Middlesex. By then the sports car was emerging from the Vintage era, and one might have expected some sophistication in the engine, chassis and suspension, but the new Lagonda was quite unsubtle, revealing little technical advance on the last of the Hendon Bentleys. Indeed, it lacked their overhead cam-shaft and four valves per cylinder, for its engine was the 88.5 x 120.6mm, 4,453cc pushrod overhead valve six, of a type built by Henry Meadows Ltd of Wolverhampton since 1928 and was the selfsame unit that powered the 41 litre Invicta. Its output in Lagonda form, with twin SU carburettors, and a 6:1 compression ratio, was between 110 and 115bhp at a nice steady 3,200rpm, a rotation speed unlikely to trouble the four-bearing crankshaft which had a Lanchester-type vibration damper at the front end, and was stati-cally and dynamically balanced. Dual ignition by BTH magneto and coil, with two plugs per cylinder, featured, and it was a tall, clean, accessible unit with impressive low-speed torque, giving remarkable flexibility without constant resort to the crash-type gears. Lagondas had built good-looking and generally effective sports cars since 1925, and the 42 litre was one of their best. They installed the big Meadows engine well back in a sturdy, conventional channel-section chassis with semi-elliptics and dual dampers all round, driving through a separate four-speed gearbox, open propellor shaft and spiral-bevel final drive. The generous 10ft 9in wheelbase permitted a fashionably long bonnet and a choice of graceful, roomy coachwork, bespoke or ready-made, and enhanced by long sweeping wings and the tall and comely slatted radiator. The standard tourer weighed approx. 3,6401b, which the sturdy Meadows power unit propelled at an unfussed 95mph.

Here, then, was a big likeable sporting car, well sprung in the Vintage idiom, excellently braked with servo assistance, and performing without stress. Yet with the magic century so near, someone inevitably wanted a faster one, and somebody else wanted to race it; by chance both wishes were granted almost simultaneously. It hap-pened that the Fox & Nicholl racing stable, some 15 miles from Staines, at Tolworth, Surrey, had lost their Talbots placed fifth and eighth, demonstrating Lagonda stamina. A production edition of the car, called the Rapide or M45R, was announced for 1935 with a choice of bodywork including an elegant open four-seater with convex boot treatment and striking long, swept wings with running boards. Came 1935, a decisive year for Lagonda, almost bankrupt and near to closing down. But Fox & Nicholl ran two cars at Le Mans in June, and delighted through the almost criminal demise of that company, and accordingly arranged to prepare and race three special 4-1 litre Lagondas in the 1934 Ulster TT. For expedience, the shorter chassis of the 3? litre model, with 10ft 3M wheel-base, was used, while the engine gained a strengthened crankshaft and connecting rods and a 7 :1 compression ratio, giving about 125bhp. Girling brakes replaced the servo type, and Luvax hydraulic and Andre Telecontrol dual dampers were fitted. Purposeful open four-seater bodies were built, these having rounded tails, fixed cycle-type wings and a distinctive red finish, the complete cars scaling about 3,0801b. In the TT race they contributed much drama, the Hon Brian Lewis duelling with Hall's Rolls-type Bentley for second place until a tyre stop forced him back to fourth, while the other two cars Its finest hour: The Fox & Nicholl 41 litre six-cylinder Lagonda of John Hindmarsh/Luis Fontes en route to its historic if lucky win at Le Mans in 1935, breaking the run of Italian successes in the French classic the British by breaking the Alfa Romeo four-year hold and winning the race out-right. With a big end on the way out and oil pressure failing during the last hour, it was a tense, touch-and-go victory, but one which Fox & Nicholl deserved and Lagonda badly needed. It brought fresh finance and a new pro-prietor, and encouraged the great W. 0. Bentley to join the Staines company as Technical Director. With Lagonda adopting a new one-model policy,