Rapier

There are a number of Clubs devoted to both Pre-1939 cars and "One Make"of car. ie Jaguar, MG etc. My own club is the Vintage Sports Car Club of which I have been a member for more that 50 years, I am also a past President and a past Committee member in a number of posts. I also have "a couple of shelves full of Pewter Pots (Trophies) from various competitive (Speed) events. One of my favourite past times is restoring cars that when purchased come into the category of "Basket Case" as referred to victims of trench-warfare in the 1914-18 war. Below are two photographs of the same 1922 Dixie Flyer. A rare limited production car manufactured as an "offshoot" of the then Kentucky Wagon Company in Louisville Kentucky. USA. In the above photograph the car, a "Firefly Speedster" is seen standing of the "factory floor" where it was first made, It is now owned by the Kentucky Trailer Co, the present day continuation of the original "Wagon Company". We, my wife, Helen and I took the car to the USA for the "Diamond Jubilee" of the Antique Automobile Club of America in 2010. While there, it was bought by the mamagement of the "Trailer Co".

It really is quite simple, in the past we have had a "Big Holiday" every four years. This involved shipping our 1934 Lagonda Rapier two seater sports car to England. From there it was simply a matter of crossing the English Channel to France and the rest of Europe. We have gone as far as the south of Spain on these holiday trips. We have driven the 'Rapier over 100,000 miles over the years that we have owned it.

On the subject of "Tuneing" an engine, as I understand it there are varing degrees of "Tuning". Basically the aim is to improve the way the engine runs. The "mild" form of "tuning" is to make the engine run more smoothly and preform better. This may involve adjusting the ignition timing and the carburettor idle speed and mixture. More extreme methods, may require the camshaft(s) to be reground to give both improved valve timing with longer periods with the valve opening and increased valve lift to increase the amount of fuel being delivered to the engine. This in turn may require the ignition timing to be altered to make the spark occur earlier or later effecting the efficiency of the engine. i.e. to produce more power. Yet again pistons may be altered to increase the compression ratio. The whole subject is far too complicated to fully discuss here, whole books have been written on the subject. The ability to manage the performance of an engine is something that not everyone can or wants to do. It takes an extra degree of enthusiasm to achieve worthwhile results. Ask someone else and you may get an entirely different answer! Bernie J.

On the subject of "Tuneing" an engine, as I understand it there are varing degrees of "Tuning". Basically the aim is to improve the way the engine runs. The "mild" form of "tuning" is to make the engine run more smoothly and preform better. This may involve adjusting the ignition timing and the carburettor idle speed and mixture. More extreme methods, may require the camshaft(s) to be reground to give both improved valve timing with longer periods with the valve opening and increased valve lift to increase the amount of fuel being delivered to the engine. This in turn may require the ignition timing to be altered to make the spark occur earlier or later effecting the efficiency of the engine. i.e. to produce more power. Yet again pistons may be altered to increase the compression ratio. The whole subject is far too complicated to fully discuss here, whole books have been written on the subject. The ability to manage the performance of an engine is something that not everyone can or wants to do. It takes an extra degree of enthusiasm to achieve worthwhile results. Ask someone else and you may get an entirely different answer! Bernie J.

When you have been "playing" with these old motor cars for more than 50 or perhaps 60 years you tend to do things differently to the book. I spend a lot of time out in my garage because I am comfortable there. I may not do a great amount of work but I am relaxed and enjoying myself. Today I repaired the "hinge" on an antique garden lamp. It is never lit or has not been for thirty or forty years so it really does not matter. I just did not want to loose the "door" in the garden. Our garden is very relaxed with mainly "Native Australian plants". We gave up putting fish in the pond, the only beneficiarys were a couple of birds that developed a taste for fish. The "leaf litter" is part of the "bush garden" theme. Australian Native plants are not seasonal but tend to shed the odd leaf from time to time. We have several really large Eucalyptus trees in the garden. We planted the entire garden starting from a bare allotment after we first built our house/home a loooong time ago.

Basically I tune my car "by ear" as with a musical instrument. That and the number of revs, the closer to correct, the revs go up. If things are "out of tune" the engine runs roughly or stalls. (stops). Like a thoroughbred horse it will put in its best effort if you look after it. You probably think that I am mad BUT I talk to the Rapier all the time. Bj.

For the benefit anyone interested in the "Rally Plate" on the front of the Rapier, among other things it reminds me of our last visit to France in the car. It was a "tour" to commemorate the FIRST "Car tour" held in 1898 by the Federation Francaise Des Vehicules Depouque this one being held over the weekend of 14th June in 2009. Among those attending are Delage, Hispano Suiza and Lagonda. Over the years we have attended a number of similar events in France. This involves shipping the Lagonda from Australia to England and then driving across France to the start of the event. Following on from this we would continue driving through much of rural France. Despite our advancing ages, I will turn 87 in a few weeks time it would be good to think that we may make one more visit to our friends in the UK and France. Rather than store them in a cupboard or stick them away on a shelf I have made a habit of displaying them on the wall next to my desk. They are a decorative reminder of some of the fabulous times we have enjoyed driving in the Lagonda. The "Pewter Pots" are trophies from various events we have won. There is a second shelf again over my desk.

And now another month has gone by. The Rapier is sitting patiently in the garage waiting the combined Vintage Driver's Club and the Vintage Sports Car Club's Two Day Rally. The Morris seems to have made a new home for itself out at Yarra Junction with our son Steve. I have spent the last two days working in the garden. Planting three or four new plants and tidying up along one side of the pond. We used to have fish but a couple of local birds thought that it was better without them. We have not replaced the last lot (of fish) that we had bought. Bj.

Alternatively you may like to think about one of the Small Lagondas the 1934 Rapier while very limited production, came in many disguises. The "factory" never built bodies for the Rapier, each has its own "custom made" coachwork. Several English coachbuilders made their own version of a Rapier body. In recent times many enthusiasts have had their own version of what a Rapier should look like. Some years ago a group of enthusiasts, in England, had a batch of about12 or 14 replica Eagle two seater bodies built. It is one of these on my Rapier.

Yes, you could say expensive BUT then you are buying a car that was virtually hand built with all the emphasis on QUALITY. If you do the job properly you only need to do it once. I have just this minute taken the attached photographs. The car will "start on the button" and I could get in a drive it virtually anywhere. It is now a long time since I restored the car. It has been on a number of visits, from Australia to the UK and Europe. You can see that the car is kept in a very crowded little single car garage. I am now at 86 years old just a shade younger than the 1934 Lagonda. The main difference is that I have not been "restored" but then perhaps some people would question that. Some years ago now I had major surgery for Bladder Cancer so most of my "water-works" have been "rebuilt". But that has nothing to do with the Lagonda. Rather than "expensive" I would say "excellent value for money". I will not be selling this one any time soon, so money really does not come into the discussion. However I would say that in terms of Dollars per Mile Travelled It was the bargain of a life time! Bernie j.

Hello Demco 32 I have been a Lagonda Enthusiast most of my adult life, I have owned this one for over 40 years and driven over 100,000 miles in it. The (Lagonda) Rapier is almost bullet proof, This one started out as 1100cc, it is now a 1500! I am not about to change!

Wow! There can be no question, there is still any amount if interest in French cars. Despite using my Peugeot as my alternative transport taking it out at least once per week. There still is just the one car that I will never part with......

Now it is well into 2023 and I am still no wiser about the Delahaye. The Renault mentioned here is long gone. I still have the 1934 Lagonda Rapier that I have owned almost for ever and that is going nowhere. It is still the best car that I have ever owned. We have driven over 100,000 miles in it! Not only here in Australia but all around the UK and much of Europe. Perhaps some of you may like to compare your travels in your "car of choice". Alpine Passes Conquered. in the French, Italian and Swiss Alps & the Pyrenees During visits to Europe with the 1934 Lagonda Rapier CH1998 (KG 5363) in 1994,6,9 & 2004, 09, & 14. Col de l’Iseran 2,769 metres. (Both directions.) (F) Passo dello Stelvio 2,758 metres. (I) Col du Galibier 2,645 metres. (Both directions) (F) Passo di Gavia 2,621 metres. (I) Port d’Envalire 2408 metres (Pyrenees) (F-S) Furka Pass 2,431 metres. (CH) Col d’Izoard 2,361 metres. (Both directions) (F) Albula Pass 2,312 metres. (CH) Julier Pass 2,284 metres. (CH) Susten Pas 2,224 metres. (CH) Penser Joch 2,214 metres (I) Ofen Pass 2,149 metres. (CH) Col du Tourmalet 2115 metres (Pyrenees) (F) Col de Vars 2,111 metres (Both directions) (F) Jaufen Pass 2,094 metres (I) Col du Mt Cenis 2,083 metres (Both directions) (F-I) Port de La Bonaigua 2072 metres (Pyrenees) (F-S) Col du Lautaret 2,068 metres (Both directions) (F) Oberalp Pass 2,044 metres (CH) Cormet de Roseland 1.922 metres (Both directions) (F) Mount Ventoux 1,909 metres (F) Passo Tonale 1,883 metres (I) l’Alpe d’Huez 1,860 metres (Both directions) (F) Col de Montgenevre 1,850 metres (Both directions) (F-I) Col du Pourtalet 1,794 metres (Pyrenees) (F) Col d’Aubisque 1,709 metres (Pyrenees) (F) Col du Somport 1,632 metres (Pyrenees) (F-S) Col du Telegraphe 1,578 metres (Both directions) (F) Col de Peyresoude 1,569 metres (Pyrenees) (F) Lenzerhide 1,547 metres (CH) Monte Bondone 1,537 metres (I) Col de la Forclaz 1,526 metres (CH) Gampen Joch 1,518 metres (I) Col de Aspin 1,490 metres (Pyrenees) (F) Col des Aravis 1,486 metres (F) Col de Soulor 1,474 metres (Pyrenees) (F) Col des Montets 1,461 metres (F) Col de Portel 1,432 metres (Pyrenees) (F) Col de Peguere 1,375 metres (Pyrenees) (F) Col de Portillion 1,293 metres (Pyrenees) (F) Col de Jouels 1,247 metres (Pyrenees) (F) Col de La Crouzette 1,245 metres (Pyrenees) (F) Col de Portet d’Aspet 1,069 metres (Pyrenees) (F) Col des Ares 797 metres (Pyrenees) (F) Col deCharcany 571 metres (Pyrenees) (F) Col de St Christaut 514 metres (Pyrenees) (F) CH) Switzerland. (F) France. (I) Italy. (S) Spain. Other countries visited include Belgium, Germany, Holland & Luxemburg In the UK, High Street in the Lakes District, 815 metres, the Devils Staircase, Mid Wales, 481metres. In Australia, Charlotte Pass, in the Kosciuszko National Park, 1.760 metres Dead Horse Gap, near Threadbo Village, 1,580 metres. The first of the three photos shown here was actually taken in 2004 but almost ten years later nothing has changed except that the odometer has had quite a number of miles traveled added. Oh yes, the (green) covers over the driving lights have disappeared. That and it now has Michelin Low presure (Super Comfort) tyres on all (5) wheels. (NB. NOT Radials) It still starts "on the button" and drives extremely well. It has had recent, a full (preselector) gearbox rebuild with new friction linings (bands) fitted. The green leather seat upholstery is that fitted when the car was first restored, it is virtually unmarked as is the matching carpet. Unfortunately the milage on the speedo only shows a total up to 99.999. We can only guess how many times it has gone around. That it is still working perfectly speaks volumes as to its quality. Indicators on the dial show (Australian) legal speed linits in town and country. Everything on the dash (and the rest of the car) is original and reliable. While it still keeps good time, I do not bother to wind the clock up every seven days.

It is the Americans loss, Here in Australia the major French brands all sell well and have a dedicated following. Changing the subject slightly, I had this 1940/50s Delahaye Drop Head Coupe a long time ago. I was too young to appreciate what a potentially good thing I had. It has now disappeared. Bj.

My second or third "Big" Lagonda was thos LG45 Drop Head Coupe, when last heard of it was "somewhere in France. I am sorry about the quality of the photograph but it was taken a long time ago. Almost 50 years.

However I must not forget that I still own the Morris Special. It currently with our son Steve who is doing some work on it (when he has time). He lives at Yarra Junction about 2 hours drive away. This car is based on a 1922 Morris Cowley although the motor has the larger, Morris Oxford size bores. It has new aluminium copies of the original Sankey wheels and a rather nice Aluminium two seater body with new leather upholstered seats and trim. It has just rear wheel brakes that may make it a little more challenging to drive? There are no doors on either side. the exhaust going down the left hand side and the spare wheel mounted on the right (drivers) side. The factory version of the same car was known as the Raworth Special, designed by Cecil Kimber these predated the Morris based MGs.

Just one thing, having owned this car for a great many years it is NOT for sale. AND is unlikely to be sold any time soon. Bernie j.

Hello Demco 32 Sorry, lots of Lancias and Alfa Romeo's but no Lagonda's. Surprising as it may seem, Lagonda is an English marque. Production numbers of Lagonda cars are a mere handful when compared with either of these Italian makes. My interest is mainly in Lagonda Rapiers. These are the small cars, four cylinder 1100cc, twin overhead cam usually with a "Preselector" transmission. Even smaller production numbers, dating from 1934 to 1939. There were no factory bodies on Rapiers, only as ordered by the customer at the time of purchase. Our Rapier has it's engine enlarged to 1500cc. Thank you Bernie j.

Now I hope that you are not too bored but I am currently going over some well trodden paths as I continue with my ongoing search for the lost Lagonda 3 Litre Special. I mentioned this a few days ago, August 20th, now my good friend Mike Bellair who is the editor of the VSCC Newsletter had taken the four photographs of it to use in an article in the N/L. It seems rediculous that such a "unique" car can completely vanish without any trace. Apart from anything else "IT" should be a really interesting car to drive, it is/was considerably lighter and shorter than a standard Lagonda 3 Litre. I do have a "special spot" in my memory for 3 Litre Lagondas, my first Lagonda was a vintage 3 Litre. This was an almost totally different car being a long wheelbase with (Sankey) aritllery wheels. It was deceptively fast with a maximum speed of well over 80mph. Bernie j.

Oh dear! I really am not sure how to take that. I have to see my specialist (Heart) Doctor on Tuesday so should know more then. Meanwhile I need to take the Rapier out for a run, it will be wondering why it has been left shut up in the garage for so long. At least I have been keeping the battery charged up so there should not be a problem starting it. Having said that I need to make sure my battery is charged up too. Bj.

SU carburettors are among the simplest to maintain. About all you need to do is occasionally clean our any dirt in the float bowl. I cannot understand why someone with such limited knowledge would think about totally dismantling anything. I am sure that there are any amount of experts who will put it back together for a relatively small fee. Even if they "go over the top" it should not cost any more that one or two hundred dollars. Perhaps next time he will have learnt the old saying. If it ain't broke why "Fix it". There is another saying that I cannot remember "Something about the number of idiots in the world! "Perhaps he should limit his activities to cleaning the spark-plug in his lawn mower." Bj.

Just looking at some of the above rubbish makes me aware of how I have wasted my life, how many other worthwhile things I could have been doing. I spent yesterday at one of our major hospitals having my heart checked. At age 86 almost 87 There is very little wrong with it which is in some ways more bad news. I should survive for another year or two, perhaps even more. I am sorry about that but I really have very little to do with it.

I am again reminded of some of the cars that I created in the past. One outstanding was the ultra rare Dixie Flyer. We returned it back to the people who built in the first place. It is still with them at the Kentucky Trailer (previouslyWagon) Company in Louisville, Kentucky.

Below is an example of ancient history. This was my FIRST attempt at special building. It is based on what was my first Morris 8/40. Surprising as it may seem today, it was my daily,drive to work, transport. Bj.

And there I was thinking that all this was just a bad dream until I turned on my computer this morning. I probably need to forget about that Lagonda 3 Litre and concentrate on my Lagonda Rapier and the current Morris Raworth Special project. This is currently out in the Yarra Valley with my son Steve. I am trying to work out just how many years I have owned the Rapier. Bj.