Lot details
Registration No: MGW 798
Chassis No: 16018
Mot Expiry: Feb 2008

"Of the half-dozen patrician motor cars still remaining on the world market, none ever inherited such a rich patrimony of design as the 12-cylinder Lagonda. The new car is no mere recapitulation of a good - but tired - design in terms of 1937. It is a new-born car, unrelated to any yet on the road - here or on the Continent. New ideals of performance were set up and these have been exceeded in the sheer versatility of the new car. Such is the 12-cylinder Lagonda - a car destined to rank from now on, among the greater names in motoring history". (Lagonda Press Release, August 1937)

Debuting in prototype guise at the October 1936 Olympia Motor Show (but not officially launched for another year), the Lagonda V12 was engineered by a crack team of ex-Rolls-Royce employees including W.O. Bentley, Stuart Tresillian and Charles Sewell. A 'clean sheet' design that aimed to marry limousine refinement to sportscar performance, it was based around a substantial cruciform-braced box-section chassis. Boasting sophisticated unequal-length wishbone independent front suspension actuated via unusually long torsion bars and special shackle pins that helped obviate side thrust on its semi-elliptic rear leaf-springs, the newcomer also incorporated a Marles steering box, Salisbury hypoid rear axle and twin master cylinder Lockheed hydraulic drum brakes. Singularly advanced, the model's aero-engine inspired 60-degree V12 featured overhead camshafts (one per bank), twin SU carburettors, a combined duplex-chain / gear-driven timing system and Lanchester-type vibration damper. Displacing 4480cc (bore 75mm x stroke 84.5 mm) the unit was quoted as developing 180hp @ 5,500rpm. Available in 10'4", 11'0" and 11'6" wheelbase lengths, the Lagonda flagship was among the fastest cars of its generation. Though, the provision of a centre-change four-speed manual gearbox (with synchromesh on the top three ratios) and conventional pedal layout made it surprisingly easy to drive.

Beguiled by in-house stylist Frank Feeley's marvellous creations which seemed to capture the very spirit of the age, most customers opted for factory coachwork (though, outside commissions were still welcome). Not content with the publicity garnered by Earl Howe's record breaking Brooklands run aboard a Standard Short Saloon on October 10th 1938 which saw the titled racer lapping at up to 108.27mph and average 101.5 miles for the hour (despite an unscheduled pitstop), Lagonda proprietor A.P. Good commissioned W.O. Bentley to mastermind a V12 assault upon the 1939 Le Mans 24-hour race. Given less than six months in which to complete the project, Bentley was relentless in his pursuit of more horsepower, lower weight and better aerodynamics. Still retaining a 10'4" wheelbase, the resultant racer was theoretically capable of 140mph. Governed by a strict protocol that prized finishing above all else, the two V12s entered for the June 17th-18th race duly crossed the line in third and fourth place overall. Interestingly, their average speeds of 83.61mph and 83.35mph respectively would have been sufficient for outright victory in either the 1938 or 1949 events. Of the 200 or so Lagonda V12s produced between 1938 and 1940, a mere 100 are thought to have survived to the present day.

According to information kindly supplied by the Hon. Registrar of The Lagonda Club, Arnold Davey, chassis number '16018' was first registered on March 11th 1938 to A.J.A. Wallace Barr Esq., the Managing Director of Cellon Ltd (the Kingston, Surrey based company which acted as Lagonda's paint suppliers between 1925 and 1940). A factory bodied Saloon De Ville finished in black over green with green leather upholstery, '16018' sported a rear-mounted spare wheel, nearside wing tool well, radio, sunroof and black bezel instruments. Fitted with a replacement engine under warranty (V12/21 being swapped for V12/38) the handsome four-door changed hands several times before being sold to Charles Lorraine Hill, a Lagonda Ltd Director, in late 1950. Registered to two Hertfordshire addresses the following decade and taxed in the county until 1966 (or so an accompanying buff logbook would imply), the De Ville was acquired by its previous titled keeper some seventeen years later. Entering the current ownership in 1989, '16018' has since been treated to over £23,000 worth of mechanical fettling at the hands of respected Suffolk restorer / race car preparer S. Longland-Hart Ltd. The subject of a thorough engine overhaul in 1996-1997 (reground crankshaft, rebored block, shell bearing conversion, new pistons, fresh valves etc), it has also benefited from attention to its water pump, steering box, chassis lubrication system, back axle, dynamo, brakes and gearchange mechanism not to mention the installation of flashing direction indicators and a stainless steel exhaust system. As well as re-timbering the back portion of coachwork as necessary and rebuilding the rear doors, specialist John Foy was also responsible for fitting a new headlining, door panels and carpets during 1999-2000. Finished in maroon over black with nicely patinated brown leather upholstery (taken from another V12), '16018' is described by the vendor as being in "good" overall condition. Written-up by Michael Bowler in the February 2005 issue of The Automobile magazine, this beguiling Post-Vintage Thoroughbred is offered for sale with buff logbook, copy invoices (totalling over £36,000), MOT certificate valid until January 2008 and historic class (free) road tax until December 2007. A measure of his confidence in '16018', the seller has informed us that he intends to drive it the 180-plus miles to Cheltenham!

PLEASE NOTE: This vehicle comes with an MOT certificate until February 2008.