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 Motor' magazine analysing a Lagonda race car, its specifications, and race prospects.
| Identifier | ExFiles\Box 128\3\ scan0053 | |
| Date | 13th June 1939 | |
| June 13, 1939. 741 The Motor The regulation Le Mans seats are, of course, provided, but the body is, to some extent, offset and the height above the passenger seat is markedly reduced. In this way the windage is cut down, not only by the good streamlined form, but also by diminishing the frontal area. The radiator, which is entirely in accordance with Lagonda form, is set very low. The standard four-speed gearbox is, of course, employed, the ratio of the first gear having been raised and the final axle ratio being 4.09 to 1; 7-in. by 19-in. tyres are used at the rear, giving 120 m.p.h. at 5,000 r.p.m. As the peak r.p.m. are in the neighbourhood of 6,000, the maximum speed of the car should certainly lie between 135 and 140 m.p.h., possibly even more. The suspension arrangements deviate little from those used on the normal touring models, except that the rear springs have been stiffened; the rake of the front torsion bars, however, is left unaltered. Armstrong hydraulic shock absorbers are employed, these being of the piston type with an override control operated by the driver. As is normal Lagonda practice, the steering box is the Marles Weller double-roller type and the brakes are Lockheed hydraulic. The latter, however, embody the latest design in the front drums, the mechanism being the two-leading-shoe type which is becoming increasingly popular. Practical Considerations This matter of brake temperature has been one of the reasons which has brought about the decision not completely to enclose the front end of the car with a streamlined cowl, as is now often done on Continental cars. The mudguards themselves, however, are of aerofoil form and the front suspension wishbones are separately cowled. The head lamps are not included in this cowling, because it is thought that placing them too low would give a bad driving light, a matter of considerable importance in view of the fact that 30 per cent. of the racing time is run in darkness. Equally careful attention to detail is shown in a number of other ways. The screen folds flat into a recess in the scuttle, and beneath this is a spare oil tank. Two of these cars are entered, one to be driven by Arthur Dobson and Charles Brackenbury and the other by Lords Waleran and Selsdon. Painted British racing green, they represent one of the most formidable works entries which has appeared in Continental racing for a long time past. Despite the fact that this will be their first race and one in which, therefore, small teething troubles at present quite unpredictable may well make themselves apparent, we feel convinced they will put up a fine show. Certainly no effort towards ensuring this has been spared by Mr. W. O.{Mr Oldham} Bentley and Mr. Ivermee, his technical assistant, and we wish them, the drivers and mechanics the best of good fortune during the coming week-end. THREE ASPECTS.—ONE, above is a head-on view of the car showing the low radiator and mounting of the headlamps, also the independent suspension which is standard Lagonda practice, employing double wish-bones and torsion bars. TWO, right can be seen the cockpit of the car with large revolution counter, twin filler caps, small aero screen supplementing the regulation wire screen and very handy gear lever. AND, THREE, the side view of the complete car, shown below, illustrates the useful blend of practical utility with advance technique which is typical of W. O.{Mr Oldham} Bentley's designs. A21 | ||