David Brown's first Lagonda, all of 510 built, was believed at launch to be the only British car with fully independent suspension.
Median 68 hp across 23 similar cars
Lead trim: 2.6-Litre 2.6 L straight-six (105 bhp) · up to 125 hp
Lagonda 2.6-Litre2.6-Litre · 1948–1953
- 0spots by members
- Unclaimednobody has spotted one yet
- 0sets it belongs to
Nobody in Burbles has spotted a Lagonda 2.6-Litre yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactDavid Brown's first Lagonda, all of 510 built, was believed at launch to be the only British car with fully independent suspension.
The Lagonda 2.6-Litre, made in England from 1948 to 1953 (510 built), was the first model from the company following its 1947 purchase by David Brown, named for its new Lagonda straight-six (designed by W. O. Bentley) that would carry parent Aston Martin to fame. The 2.6-Litre (105 bhp) was available as a 4-door saloon and, from 1949, a 4-seat drophead coupé bodied by Tickford; a Mark II saloon-only version of 1952 raised power to 125 bhp. It was body-on-frame with fully independent suspension (coil springs front, torsion bars rear) — believed at introduction to be the only all-independently-sprung British car — 12 in front and 11 in rear (inboard) Lockheed drum brakes and rack-and-pinion steering. A drophead tested by The Motor in 1949 reached 90.2 mph and 0-60 mph in 17.6 seconds (17 mpg imp), test-car price £3,420. Wheelbase 113.5 in (2,883 mm), length 188 in (4,775 mm), width 68 in (1,727 mm), height 61 in (1,549 mm).
Collectors Spotted in the Lagonda 2.6-Litre Lineage
No member has published a public street spot of the Lagonda 2.6-Litre yet — the First · Worldwide stamp is wide open.
Trims & Figures
2 published trims in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| 2.6-Litre 2.6 L straight-six (105 bhp) | 1948–1952 | 2.6 L Inline-6 | 105 hp | — | 17.6 s | — | — | — |
| 2.6-Litre Mark II 2.6 L straight-six (125 bhp) | 1952–1953 | 2.6 L Inline-6 | 125 hp | — | — | — | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
Rivals
Same body, same money, other badges — tap any card to flip.
Simca beat Fiat to market by three months with what was essentially Fiat's own Topolino design.
The Simca 1000 began at Fiat: Simca boss Henri Pigozzi picked one of six boxy clay models from Fiat's "Project 122".
The last Simca 1000 ever built, the 1978 Rallye 3, was also the rarest — just 1,000 were made in the model's final year, a quiet send-off for a car that had sold nearly two million.
To drum up buzz at launch, Simca briefly swapped 50 of its Paris taxi fleet's Ariane sedans for tiny new 1000s, making the little car a familiar sight on the capital's streets.
The PL 17's name is a sum: 5 fiscal horsepower, 6 seats, 6 litres per 100 km, kept a digit below the Citroën DS 19's.
The humble Tagora spawned a one-off concept, the Présidence, decked out with Connolly leather and electronics way ahead of 1981 — a built-in telephone, dictaphone, text-message receiver and a TV with VCR.
Talbot fed the Tagora's V6 old-fashioned triple carburettors instead of fuel injection — and the extra power briefly made it the most powerful French car on sale. Only 1,083 were ever built.
Switching the 96 from a two-stroke to a Ford V4 was such a closely guarded secret that Saab invented a fake company, Maskinverktyg AB, just to buy the new engine's parts without its own purchasing department finding out.