Registration No: BGB 493
Chassis No: 12269/G10
MOT: Exempt

• A notably late LG45 benefiting from the more powerful Sanction 4 engine and centre-change G10 gearbox
• 1 of just 93 surviving LG45 cars known to the Lagonda Club (of which comparatively few are Drophead Coupes)
• Current ownership since 1995 and maintained by renowned marque specialist David Wall
• A rare and elegant Post-Vintage Thoroughbred

Notable as the first Lagonda design to be overseen by legendary engineer - and recently appointed technical director of LG Motors (Staines) Ltd - W.O. Bentley, the LG45 was introduced in late September 1935. Although, sharing the same 10ft 9in wheelbase as its M45 Rapide and M45A predecessors, the newcomer boasted significantly reduced levels of noise, vibration and harshness. A massive ladder-frame channel-section affair, its chassis featured repositioned cross members (to liberate more rear legroom), softer semi-elliptic road springs, adjustable hydraulic shock absorbers, two prefabricated bulkheads and a harmonic stabilising front bumper. While other refinements included a Smiths 'Jackall' system (the controls of which were normally housed in a side-mounted 'dummy' spare wheel cover), one-shot Tecalemit lubrication and Girling four-wheel drum brakes. Powered by a modified version of the redoubtable 4453cc Meadows OHV straight-six engine (which had earned Lagonda victory in that year's Le Mans 24-hour race), the LG45 further benefited from a part synchromesh four-speed manual gearbox and strong Borg and Beck clutch. Initially available in saloon, tourer, drophead coupe or bare chassis guises, the model was among the fastest road cars of its day (with most closed variants being capable of over 90mph and some open ones reputedly topping 100mph). Despite a fantastic 1936 season that saw four Fox & Nicholl prepared Works racers distinguish themselves in the French Grand Prix (1st in class), Belgian Grand Prix (1st in class), Ards Tourist Trophy (2nd in class) and BRDC 500 Mile Race (3rd overall), the LG45 was phased out of production the following year after some 278 had been made (though, only 93 or so are thought to have survived to this day).

The most expensive model in the LG45 range, the drophead coupe was penned in-house by Frank Feeley (arguably the most talented British stylist of his generation). Supremely elegant, it was priced at £1,220 (some £170 more than its Tourer or Rapide siblings) yet did not want for orders. Commissioned to find more power from the Meadows engine, Harry Weslake designed a new cylinder head with integral inlet manifold, larger valve area and better cooling. Known as the Sanction 3, the resultant unit came on stream in July 1936. Appearing just a month later, the heavily reworked G10 gearbox boasted synchromesh on 2nd, 3rd and 4th gears. The final LG45 cars boasted an even more potent Sanction 4 unit which was carried over to the LG6 and represented the ultimate development of the Meadows straight-six (an engine that had both Monte Carlo Rally and Le Mans 24-hours wins to its credit).

Initially clothed with Pillarless Saloon ‘SB3’ coachwork by the factory, chassis 12269/G10 was first registered in Glasgow as ‘BGB 493’ on November 22^nd 1937. Surviving World War Two and remaining north of the border, it passed to Aberdeen resident (and Lagonda Club member) Elliot Elder during 1965. Bought by a Belgian collector twelve years later, the LG45 returned to the UK in 1991. Entrusted to renowned marque specialist David Wall for maintenance since entering the current ownership during 1995, chassis 12269/G10 ‘slipped its moorings’ so to speak running backwards down a hill and into a flint wall a decade later. Thankfully, there was no chassis damage. Though, the Pillarless Saloon body fared less well being deemed beyond economic repair.

Sourced by Lagonda Club stalwart Colin Mallett from another LG45 (chassis 12016) which was being converted into a Fox & Nicholl Team Car Evocation, the Drophead Coupe coachwork (and associated upholstery) that now adorns chassis 12269/G10 is conjectured to have begun life as a factory prototype. Lighter and more rakish than subsequent iterations, the body features smaller front quarterlights, two (as opposed to three) door hinges and a two-piece boot lid. The soft-top has three positions with internal levers to lock the mechanism into ‘Sedanca’ mode, while the driver’s seat has a cutout that would have accommodated the right-hand gearchange on an earlier LG45.

Aside from being stripped to bare metal and repainted in its current Grey hue, the Drophead Coupe coachwork was noted to fit without adjustment. Pleasingly retaining its original ‘Sanction 4’ engine, the Lagonda started readily and ran well during our recent photography session. Indeed, Mr Wall advised us that ‘it whips up to 70mph with ease’. He further notes that ‘BGB 493’ ‘steers and rides nicely’, summing it up as ‘a pleasant open four-seater with a bit of go’. An elegant and imposing Post Vintage Thoroughbred, it is offered for sale with V5C Registration Document and history file.

For more information, please contact:
Damian Jones
damian.jones@handh.co.uk
07855 493737