From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Article from 'The Autocar' magazine reviewing a twelve-cylinder Lagonda of the latest type.
| Identifier | ExFiles\Box 170\1\ img087 | |
| Date | 20th September 1940 | |
| The Autocar September 20th, 1940. JUST FOR ONE DAY An Inspiring Occasion, Due to a Twelve-cylinder Lagonda of the Latest Type By H.{Arthur M. Hanbury - Head Complaints} S. LINFIELD IT is possible at intervals to find a snatch of the old enjoyment, a partial reversion to the happy past, even in these strange times; and looking at the position logically there is no reason why advantage should not be taken of the comparatively rare opportunities occurring. The method varies with the taste of the individual. Where motoring is concerned, the possibilities are necessarily more limited than in some other spheres, and unfortunately confined to many fewer people than in normal times. It was with such ideas in mind that a little while ago I had the chance to spend a day in a twelve-cylinder Lagonda, for a journey that otherwise would have been covered by another means. There were thus two thoughts—first, the run itself and its object, and second, the occasion presented of renewing acquaintance with what has come to be justifiably regarded as one of the world's outstanding cars. Remarkable Blend of Qualities For it is true that under the new régime of this old-established make a car has been produced capable of challenging in performance any other regular production machine, no matter where turned out. What is more, it possesses not only an extraordinarily high performance, but also exceptional qualities throughout, which combine to render it a carriage-cum-sports car. Here, indeed, is a living illustration of the sports car, whether or not fitted with a roof. What else can a machine be called that has its ready 100 m.p.h. at command; a normal rev limit figure of 5,500 r.p.m. and thus well over 80 m.p.h. on third gear, 60 on second, and 30 on first? Inevitably, and one imagined that it would be so, on returning to such a machine after a long interval, much of the meantime being spent in lesser cars, impressions are more vivid than at any time in the past. In implying an interim standard of opinion contributed to by less considerable machines it is necessary to avoid any suggestion of the curious idea that because one is not now frequently driving cars of the highest calibre, therefore a run to-day in a car such as this Lagonda is likely to give it an advantage it does not merit. As far as the performance and handling go, I would put it as strongly as to say that any reasoned praise is warranted. There is something most unusual about the whole car, and one realises that good as it was when the design first came to fruition in the early part of 1938, the present machine is a noticeable improvement over that, in detail rather than in the fundamentals. Earlier this year I made a Road Test of a drop-head coupé twelve-cylinder, and that, I thought, was better than any twelve-cylinder Lagonda I had ever tried. So the process of evolution goes on. The car now concerned represented the 1940 machine entirely, the model that would have been regularly produced for this year had not events dictated otherwise. It is a short-chassis saloon—to my mind the Lagonda, good in any form, in its best form of all. The more compact such a car can be, and the lighter, clearly the better. The short chassis wheelbase is 10ft. 4in., whereas the other body types are fitted on the medium chassis of 11ft. and the longest of 11ft. 6in. They, too, impress, because with the bigger body the performance is still terrific, but the short chassis gives the engine its best chance and helps the handling, whilst this style of body is lower than some of the others, and therefore offers less wind resistance. Radiator Shutters Discontinued There are one or two external differences in this latest machine, subtle to the casual eye but none the less having an effect. One is concerned with the radiator grille, which now consists of fixed vertical slats in place of the thermostatically opened and closed shutters formerly used. Regulation of the cooling system temperature is now by thermostat alone. Previously, after driving the car off from cold or cool, the progressively opening shutters used to produce a wind whistle, which was not loud but was, nevertheless, noticeable, until they reached the fully open position. This noise has disappeared. Such things are comparative trivialities in the general scheme of this machine. There is an inclination to dwell upon the performance aspect. It is not possible at the moment, however, to record the usual full range of data in this connection. It seemed probable that had the ordinary form of Test been possible the results would have shown an advance on anything previously recorded for this car. Remembering that a number of these figures in the past. | ||