• David Bracey
    15 January 2017 at 08:49 #52261

    I’ve managed to snap a chassis lubrication fitting on my LG45 so am hoping someone has a spare one they could sell me. I’m pretty sure the thread is 5/16″ UNF.

    This is one of the small bore tube compression fittings that screw into the lubrication points.



    15 January 2017 at 14:08 #52262

    David, are you sure that these are still not available as a modern fitting – although you might need to file off casting marks to make it look “original”. When I rebuilt my LG45 and reinstated the chassis lubrication system I was very surprised to find that virtually all the fitting were available “off the shelf” at my local hydraulic fitting supplier. I think that I only had to make up a couple of fittings for the flexible pipes to the front suspension. I know that modern fittings are not quite the same as the original ones but who will see them ?

    Colin M34
    15 January 2017 at 16:33 #52263

    Hi David

    Send me a photo and I should be able to find you a correct one. Do you want some pipes as well?


    David Bracey
    15 January 2017 at 18:04 #52264


    Thanks very much for replying. The threaded compression fitting has an insert that looks to be a non-return valve or metering restriction. I’m guessing it’s to control the amount of oil that gets pushed in and to make sure it stays there. I have a feeling it’s the same as on RR’s and Bentley’s of the period so was going to send the broken part to Fiennes to see if they’ve got them in stock. They certainly have the ‘one-shot’ fittings.

    Colin, I don’t need any pipe but I’ll post a photo if Fiennes can’t help. It’s all sealed up in the envelope now. I presume the pipe is 5/32″ brass tube. Is that correct?

    15 January 2017 at 18:52 #52265

    Hi David,

    I think you might be referring to the drip plug that controls the amount of oil?
    Have a look at this link
    There was an article in the club magazine a few years ago on overhauling them. If I remember correctly they have different ratings as to how much they let through.

    Hope that helps.


    15 January 2017 at 18:58 #52266

    David, are you sure that the “insert” is original ? I may be wrong, but I thought that all the restricting or metering of the flow along the pipes was done at the pump. Speaking from memory there are small adjusters under the pump to do this. I am not aware there were any other restrictors unless these were put in by someone afterwards i.e. non original. I would be interested to know the correct answer as I thought all adjustment of flow was done at the pump. I see that David Hine in his latestHandbook says….” there were 6 separate circuits and the oil flow could be adjusted to each circuit independently” (page 61).

    15 January 2017 at 19:39 #52267

    Hi Bill,
    Although the pump output may be individually adjustable, there are indeed restrictors in the piping circuit. It is these that get blocked…what a grossly stupid idea it was to use the sump oil as the supply, especially given the nature of pre war oil to sludge. As an aside, I ran my V12 on detergent oil, and found this did actually get through where straight oil had not. Areas that had been dry / unlubricated for years came to life. Might also have helped that I did use the car quite a lot, whereas previous owners covered just 2000 miles in 20 years. Those that did not clear I removed and used a syringe on the output end to attempt cleaning….not successful in every case.

    15 January 2017 at 20:38 #52268

    Hi Bill,
    There may be 6 feeds from the pump but each feed supplies more than one lubrication point. I am no expert in such things, but wouldn’t all or at least most of the oil tend to exit at the first lubrication point if there was no restrictor at the exit point to prevent it?

    David Bracey
    15 January 2017 at 22:10 #52269

    Thanks for everyone chipping in.

    I am almost 99.9% certain that this is the original part and that there is indeed a restrictor or non-return valve fitted to it. It is much earlier than the one-shot drip feed fitting that David kindly sent the link for.

    Like Laurence, I hated the idea of filthy oil from the sump being pushed through these pipes so, when I restored mine, decided to blank off the sump outlet and instead use the jacking system oil reservoir to feed the chassis lubrication pump. (Not quite as simple as it sounds but that’s another story.)

    Photos attached.

    Attached files

    16 January 2017 at 09:09 #52270

    Thanks everyone. You live and learn !! Now I will feel “pressurised” to fit restrictors in my system !
    Yes, like David I too blanked off the sump outlet and have a separate reservoir. A certain amount of oil seems to end up on the floor…..

    David Bracey
    16 January 2017 at 22:17 #52271

    I’m definitely still learning about these cars. I look forward to doing some living some time soon!

    I’ve been reading up about the RR one-shot chassis lubrication system and they made two different versions of injectors/drip feed nozzles, with different volumetric flow rates. Different amount of oil dispensed according to the application point. I can’t believe a suspension point needs much so guess that if I can’t find the genuine article I’ll buy a RR one and see what I can do with it.

    If any of you wise men that frequent this forum have any more advice for me I would be very grateful.

    17 January 2017 at 07:57 #52272

    A bit more information – all relating to R-R. Surely these were bought in items at the time so likely to be the same source for Lagonda?


    A range of different ones. Presumably the S1/ZE1 etc is the size of the hole? See table (copied from the Bodice article):

    Pin # Diameter Bijur part #

    00 .0501 A1475-00
    0 .0497 A1475-0
    1 .0490 A1475-1
    2 .0480 A1475-2
    3 .0468 A1475-3
    4 .0448 A1475-4

    Overhauling link:


    Is there any reference number on your broken one, David?
    Where was the one you broke feeding oil to?


    David Bracey
    17 January 2017 at 09:58 #52273

    Thanks David,

    I spoke with Fiennes yesterday and they said the ones they make are their own ‘uprated versions’ – whatever that means. No, my snapped one doesn’t have any markings but I’m not convinced they’ve the same threads either. Not that that is an insurmountable problem of course.

    Fiennes suggested parts ZS4 and AE070. I have to pass their way in a few weeks so might pop in and compare if I can’t find a direct replacement.

    The frustrating thing is, that with the number of these cars that have been broken up or heavily modified there must be hundreds of these fittings languishing in sheds and garages.

    17 January 2017 at 11:57 #52274

    Hi David,

    I guess many hard to find parts are lurking at the backs of garages or thrown away.

    Can one assume if there are no markings Lagonda used the same size drip plug throughout? Not a great deal of difference in the size of the biggest and smallest in the Boddice list.

    Wouldn’t the thread be BSP as it’s a pipe fitting?


    David Bracey
    17 January 2017 at 14:07 #52275

    I don’t have any thread gauges at home but I agree that it seems as if it should be a pipe thread. However…the OD measures as 7.9mm with my Vernier which is almost exactly 5/16″. The thread also appears to be too fine to be BSP. UNF is 24tpi. I have some UNF taps somewhere so will try it. The only other imperial thread I’ve found that looks similar is BSC (CEI) cycle threads (26tpi). Brass pipe screw threads would have been the obvious choice but there isn’t a 5/16″ size.

    I’m going to have to identify the thread properly before I go any further – unless anyone has one they can let me have of course?

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