Sir, I was very pleased to see the letter from E. J. L. Griffiths in your February issue giving some notes on the 2-litre Lagonda. I have been specialising on this model for about six years now and

would like to correct one or two errors and add a little further information.

Firstly, the b.h.p. of the 1926 highframe model was about 60, the ” Speed Model ” with 6.8-to-1 compression ratio developing 65, and the supercharged engine 85 b.h.p. Maximum speeds were in the regions of 70, 75, and 90 m.p.h. respectively. In a road test by the Autocar the supercharged job had a mean maximum of 88 m.p.h. and the acceleration from to 70 m.p.h. took 22 2/5 sees.

In the lubrication system of the early models, up to about 1929, the pump on the front of the timing ease drew oil direct from the sump through a gauze filter and delivered it through a junction box to the rockers, idler sprockets and main bearings. There was a separate copper oil gallery for the main bearings connected to them by unions. The later engines had this oil gallery pipe cast into the crankcase and was above them with a separate cross-feed drilled to each bearing. On these engines also, the selfcleaning filter was fitted between the pump and main bearings only.

The standard pistons were Aerates.

On early engines the dynamo was mounted alongside the block below the exhaust manifold and driven by the timing chain. This was changed later to the more familiar position on the front of the timing ease directly driven by the crankshaft.

When the supercharger was added it was placed between the dynamo and the crankshaft and driven by bevel gears. It was a Powerplus and the carburetter may sometimes be a Cozette, but was usually S.U.

Unblown models had originally a single Zenith ” triple confuser,” later changed to two, and later still to S.U.s. Only the single Zenith was water-jacketed, a pipe being taken from the centre of the rear coolant pump case to the induction manifold and thence to the rear of the cylinder head by copper pipes.

The blow-off valve fitted to the supercharger was later transferred to the top of the induction manifold.

Autovac petrol feed was employed until the advent of the supercharged model, when it was changed to A.C. pump driven by a cam screwed into the rear of the inlet camshaft, the rev.-counter being similarly driven from the exhaust side.

Most engines had a Lucas magneto, but the very late ones had coil ignition and supercharged jobs an inductance type magneto.

A point to watch is the fine threads used on the cylinder head studs, bearer foot bolts and shock-absorber bolts, amongst others, I think they are C.E.I. threads of 26 t.p.i.

• I have had alternative axle ratios of 5.3, 4.6, 4.4, 4.1, and on the supercharged job 3.66 to 1 quoted to me at various times by the Lagonda Company. Three types of gearbox were available, all r.h. change, and the brake shoes were made so that shims could be packed under the feet for adjusting purposes. The drums are about 14″ diameter. Steering is by Bishop cam, the speed model having a spring wheel. The ground clearance was : Standard, 10″ ; Speed Model, 7. In spite of the unique points in its design, a considerable departure from previous Lagonda practice, it did not do

very well in races, usually only being put out by minor troubles and accidents. At rallies and in various trials, however, it did very well. W. M. Couper had a special model, and on looking back through some 1929-32 copies of various motoring publications I noted that it appeared frequently on the list of prizewinners. I am, Yours, etc.,

F. G. DE B. HART. London, N.W.3.