<< Prev Page 2 of 2 Not surprisingly much of the work concentrated on shedding weight on the shortest of the three V12 wheelbases. Wherever possible holes were drilled in the frame and covered by thin aluminium shields. Even the smallest parts were drilled to make sure that the racing car carried no excess ballast. The engine was also lightened by using different alloys. By using higher compression heads and four instead of two Carburetors, the power was up to a quoted 220 bhp (actually 206 bhp). The finishing touch was given by designer Frank Feeley, who penned an cycle-fender body. The extensive diet had brought the weight down to 1370 kg for the completed machine, which was less than the rolling chassis of the production car alone.
Only one 'V12 Le Mans' was ready in time for some pre-race testing, while the other had to be tested on the road to Le Mans from the factory. The cars were driven by Arthur Dobson and Charles Blackenbury (#5), and Lord Selsdon and Lord Waleran (#6). Bentley gave them strict instructions about the pace they were supposed to run to make sure they reached the finish. Both did so handsomely and eventually finished in third and fourth place, beaten by a supercharged Bugatti and Delage. It was not a bad first try and there clearly was more to come. Unfortunately the Second World War intervened, ending the V12 Le Mans' career before the planned victory of 1940 could be had. The cars were raced only once at full pelt at some of the very last races at Brooklands, clocking very fast times.
The War also ended the production run of the V12 road car, but not before some of the racing components became available on the high performance, short chassis 'Rapide' model. Several of these were later converted to 'Le Mans Replicas' by third parties, which are still raced in historic events to this day. It is estimated that between 1937 and 1940 Lagonda built less than 200 V12s. After the War the company was bought by David Brown, who also owned Aston Martin. Even though a German V1 had destroyed the factory, production recommenced in 1948. The post-War Lagondas and Aston Martins for that matter used a twin-cam straight six that was designed by Bentley.
Today the V12 Lagondas are considered the finest cars built by the British manufacturer. It must be said that some collectors do prefer the six-cylinder car, because they are a little easier to run. Of the estimated 200 examples produced, the two genuine Le Mans cars and the twelve Drophead Coupe bodied Rapides are the most sought after. << Prev Page 2 of 2
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Not surprisingly much of the work concentrated on shedding weight on the shortest of the three V12 wheelbases. Wherever possible holes were drilled in the frame and covered by thin aluminium shields. Even the smallest parts were drilled to make sure that the racing car carried no excess ballast. The engine was also lightened by using different alloys. By using higher compression heads and four instead of two Carburetors, the power was up to a quoted 220 bhp (actually 206 bhp). The finishing touch was given by designer Frank Feeley, who penned an cycle-fender body. The extensive diet had brought the weight down to 1370 kg for the completed machine, which was less than the rolling chassis of the production car alone.