1935 Lagonda 3 / 4.5 Litre Tourer

Lot details
Registration No: CGO 857
Chassis No: Z10507
Mot Expiry: T.B.A.

A derivative of the earlier 16/65, the Lagonda 3-Litre was unveiled in 1928. Progressively developed in line with its smaller 2-Litre sibling, the model made the transition from 'High Chassis' to 'Low Chassis' specification early the following decade. A somewhat conventional ladder-frame design utilising all-round semi-elliptic leaf-sprung suspension, friction shock absorbers and four-wheel drum brakes, the rakish Lagonda was nevertheless impeccably built. Powered by a 2931cc OHV straight-six engine allied to four-speed manual transmission, the model was a true Thoroughbred (a point reinforced by Lord de Clifford's fine performances aboard a Works 3-Litre on the 1931 Monte Carlo and 1932 RAC rallies).

Eager to boost sales for the 1932 model year, Lagonda began experimenting with an innovative Maybach transmission which permitted clutchless gearchanging and yielded eight forward ratios. However, the downside to such sophistication was a significant weight increase not least because of the need for a new specially reinforced `ZM' type chassis frame. In an attempt to restore performance, the Staines manufacturer subsequently enlarged the 3-Litre powerplant's bore from 72mm to 75mm increasing its capacity to 3181cc. Although the Maybach gearbox equipped `Selector Special' was short lived, the `ZM' type chassis frame proved sufficiently robust to underpin the later Meadows-engined M45 and LG45 models (albeit with some minor modifications).

Displacing some 4.5 Litres, the proprietary straight-six yielded a far greater power to weight ratio than the Staines marque's own motors. A virtue which The Autocar magazine was quick to remark upon in 1933: "A short run on one of the first of the 4.5-Litre Lagonda models, with an open four-seater body, left a vivid impression not only of brilliant acceleration and sheer performance, but of a car delightfully silent and easy running in a way that can be achieved to the fullest extent only by a big-engined machine working well inside its limits". Is it any wonder that many a Lagonda owner decided to upgrade their late 3-Litre chassis with a Meadows engine especially when one considers that a not dissimilar combination won the 1935 Le Mans 24 hours?

According to information kindly supplied by Arnold Davey of the Lagonda Club, this particular example, chassis number Z10507, dates from 1934 - the last year of 3-Litre production - and thus boasts a `ZM' type chassis frame. Destined to be clothed by an outside coachbuilder, it was not road registered until October 8th 1935 and so may have spent time as a company demonstrator / hack or fallen victim to a lengthy waiting list. Despite a rumour that it belonged to the Staniland or Staniforth family of Nottinghamshire, nothing concrete is known about the car's history prior to 1956. A surviving continuation buff logbook issued that year describes `CGO 857' as a Lagonda 4.5 Litre Touer finished in black and fitted with engine number LG45/157/S1 (the same unit it retains to this day).

Whoever upgraded chassis Z10507 with a LG45 Sanction 1 powerplant and rod-operated Girling drum brakes seems to have known what they were doing if only because the former was near identical to that of the M45 Rapide, while the latter were favoured by Fox & Nicholl for their triumphant competition cars (1st overall 1935 Le Mans 24 hours, 1st in class 1936 French and Belgian Grand Prixs). Interestingly a letter on file from Alan Wilkes Esq - the first name listed in the continuation logbook - recalls that he "purchased the car from Colin Harrison who was the foreman mechanic of Butterworth & Walkers Garage which operated in Nottingham during the 1950s . . . It was fitted with a Wilson pre-selector gearbox, central accelerator and dual ignition". Perhaps Mr Harrison was the architect of the Lagonda's enhanced specification?

Having paid £225 for the open four-seater, Mr Wilkes took a substantial hit when he traded it in the following year to Jones Garage of Syston, Leicestershire (the canny proprietor allowing him £135 against the price of a Triumph Roadster with what turned out to be an oval crankshaft). Though, another accompanying missive - this time from the 3 / 4.5 Litre's next private custodian Kenneth Billingham Esq - proffers an explanation as to why his predecessor might have chosen to relinquish chassis Z10507: "The old Mr Jones at Syston from whom I obtained the Lagonda remarked that Wilkes was frightened of the motor car. Its performance even then alarmed him". Mr Billingham had no such qualms about the tourer's capabilities. Indeed, the Post Vintage Thoroughbred remained in his possession from 1957 until 1996 when he sold it to the vendor via an auction held by Gilding's of Market Harborough, Leicestershire.

Entrusted to Royle Vintage Motor Car Restoration of Staindrop, near Darlington in 1997, `CGO 857' underwent an extensive, photographically documented, chassis up refurbishment that cost nigh on £63,000 (a figure that becomes all the more impressive when a labour rate of circa £27.50 + VAT per hour is factored in). Apart from reshaping the doors at the vendor's request, David Royle sought to preserve as much of the existing woodwork and aluminium panelling as possible (though, woodworm and corrosion in the steel wings hampered his efforts). A progress report he wrote on 18th July 1997 makes for interesting reading: "As you will see, there are a number of new timber frames needed to replace the weak and damaged ones but we are retaining as much of the original framework as possible . . . Generally the body is in above average condition in that it is very original and has hardly been interfered with. Unusually, it is only the woodworm which has necessitated so much new timber".

In addition to Mr Royle's invoices, other on file from the likes of the Lagonda Club, Complete Automobilist, Independent Ignition Supplies, Minimag Co, Paul Beck Vintage Supplies Ltd and Specialised Automobile Services indicate that the late 1990s saw chassis Z10507 receive attention to its engine (cylinder head overhaul, new sump gasket set), water pump, Scintilla NV6 magneto, wiring, Andre Hartford shock absorbers, rear lights, bump stops and wheels / tyres etc. Kept garaged but little used over the last few years, the Lagonda remains highly presentable. Known to have been a 3 / 4.5 Litre Tourer since at least 1956, `CGO 857' is worthy of close inspection. The same is true of its impressive history file which contains a wealth of late 1950s / early 1960s correspondence between Mr Billingham and Bosch, Meadows, British Timken, ENV and Arcot Engineering Ltd plus sundry old MOTs dating back to 17th February 1961 and copy manuals etc.