Description
The Lea-Francis Lynx was one of the company’s most ambitious and fascinating post-war sports cars—a bold attempt to bring the marque’s traditional craftsmanship and engineering excellence into the modern performance era of the early 1950s. Developed as a high-performance two-seater aimed at the same market as the Jaguar XK120 and Frazer Nash Le Mans Replica, the Lynx was intended to re-establish Lea-Francis as a serious manufacturer of sporting machinery. Though its life was short and only a handful were built, the Lynx remains one of the most distinctive and rare cars ever to wear the Lea-Francis badge, admired today for its innovation, advanced engineering, and undeniable charm.
The Lynx was conceived in 1951 as a lightweight sports-racing car that could compete both on the road and in endurance events. At its heart was the company’s proven 2.5-litre four-cylinder engine, an enlarged and highly developed version of the Lea-Francis twin-camshaft-in-block design first seen in the 14 Sports. With twin SU carburettors, a high compression ratio, and a lightened crankshaft, this engine produced around 125 horsepower—nearly double the output of the earlier 1.8-litre unit. The engine was paired with a four-speed manual gearbox, sending power to the rear wheels through a sturdy hypoid-bevel rear axle.
Performance was brisk and competitive for its day. The Lynx could reach a top speed of around 110 mph (177 km/h) and accelerate from 0 to 60 mph in under 11 seconds—figures that placed it squarely in the same league as contemporary Jaguars and Aston Martins. Yet it retained the refined, tractable character that had long defined Lea-Francis engineering.
The car’s chassis was a completely new design, built from tubular steel and featuring independent front suspension using coil springs and wishbones—an advanced setup for a company of Lea-Francis’s size. The rear suspension employed a live axle located by semi-elliptic leaf springs and hydraulic dampers, providing excellent ride quality and stability. The brakes were hydraulically operated drums, large and powerful for the time, ensuring confident stopping performance.
The Lynx’s bodywork was a sleek, aerodynamic two-seater roadster crafted from lightweight aluminium, designed with both style and competition in mind. The design was influenced by the emerging aerodynamic trends of the early 1950s, with smooth, flowing lines, integrated wings, and a low bonnet line that gave it an unmistakably modern appearance. The front featured a slim, oval radiator grille flanked by recessed headlamps, while the rear tapered elegantly to a rounded tail. The proportions were compact and purposeful, emphasizing the car’s performance intent without unnecessary ornamentation.
Inside, the Lynx’s cockpit was simple and functional, reflecting its dual purpose as a road and competition car. Two bucket seats were trimmed in leather, and the dashboard was fitted with a full complement of Smiths instruments—speedometer, tachometer, oil pressure, and temperature gauges—all clearly arranged before the driver. The steering wheel was large and wood-rimmed, offering precise control, while the short gear lever provided quick, mechanical shifts. The car’s layout placed the driver low and close to the rear axle, creating an intimate and sporting driving position.
On the road, the Lynx offered a driving experience that blended power, agility, and refinement in equal measure. The engine delivered strong torque across the rev range, and the car’s light weight—around 900 kilograms—made it quick to respond. Its handling was crisp and predictable, with well-judged steering and excellent balance. The independent front suspension allowed it to absorb uneven road surfaces without unsettling the car, and the overall impression was of a machine that was fast yet civilized, equally suited to spirited country driving or competition use.
Despite its technical merit, the Lea-Francis Lynx faced challenges from the outset. The company, though respected, lacked the financial resources to produce the car in significant numbers or to promote it effectively against rivals from Jaguar, Aston Martin, and Bristol. Production was slow and expensive, as each car was built largely by hand, and the small market for high-performance British sports cars was already crowded. By the time the Lynx was ready for production in 1952, the market had moved rapidly toward more modern, mass-produced designs.
Only a handful of Lynx cars were completed—estimates suggest between three and six—and plans for competition entries, including a possible appearance at Le Mans, never materialized. The project was quietly discontinued by 1953 as Lea-Francis faced growing financial difficulties, leading to the suspension of car production altogether by the mid-1950s.
Though short-lived, the Lynx remains one of Lea-Francis’s most remarkable achievements. It represented the company’s final attempt to combine its traditional craftsmanship with cutting-edge engineering, and in doing so, it created a car that was ahead of its time in both design and execution.
Today, surviving examples of the Lea-Francis Lynx are among the rarest and most valuable post-war British sports cars. They are prized for their advanced engineering, beautiful lines, and the purity of their driving experience. The Lynx stands as a poignant reminder of what Lea-Francis could achieve when unrestrained by commercial pressures—a car built with passion, precision, and the determination to compete with the best in the world.
The Lea-Francis Lynx was not just the company’s swan song as a sports car manufacturer—it was a statement of intent from a small Coventry firm that believed, with reason, that it could rival Britain’s greatest marques through ingenuity and craftsmanship alone.