June~July 2012 June~July 2012 National Executive

President: David Patten 156–160 New York Street, Martinborough 5711 Ph: 06 306 9006 E-mail: [email protected] Vice President: Bert Empson 8 Byrd Street, Levin 5510 Ph: 06 368 0696 E-mail: [email protected] Secretary: Mike King 21 Millar St, Palmerston North 4410 Ph: 06 357 1237 Fax: 06 356 8480 E-mail: [email protected] Acting Treasurer: Peter Mackie P.O. Box 8446, Havelock North 4157 Ph: 06 877 4766 E-mail: [email protected] Club Captain: Winston Wingfield 7 Pioneer Crescent, Helensburgh, Dunedin 9010 Ph: 03 476 2323 E-mail: [email protected] Patron: Pauline Goodliffe Editor: Mike King Printer: Aorangi Print (Penny May) 125 Campbell Rd, RD 5, Feilding 4775 Ph: 06 323 4516 (wk), 06 323 4698 (hm) E-mail: [email protected] or [email protected] Website: www.daimlerclub.org.nz

All membership enquiries to the Secretary.

Contributions to the magazine

Please send all contributions for inclusion in the magazine directly to the Secretary via fax email or mail by the TENTH day of the month prior to publication.

Disclaimer

The views and opinions expressed in this magazine are purely those of the authors and are not necessarily those of the Daimler and Lanchester Owners’ Club. June~July 2012

Contents Page From the Driver’s Seat – National President’s Report...... 2 Getting Up to Speed – National Secretary’s Report ...... 3 From the Patron’s Pen...... 5 Nomination For Founders Trophy Award...... 6 Mailbox...... 7 Round the Bazaars – Daimlers on the Run ...... 8 Articles of Interest: Service Bulletin Number I.6...... 13 Photo Gallery...... 14–15 Introduction & Excerpts from “Lanchester Motor Cars”...... 16 Hitting the Road – Daimler Events Diary...... 26 Members’ Market...... 28

Attention All Club Members We can now advise that we now have stocks of Daimle r Jacket Badges, “D” Key Rings and our Daimler & Lanchester Owners Club in N.Z. Custom Grille Badge. You will see from the photo that the Grille Badge has been reproduced from our original Die but has been cast in a lighter Alloy (originally Brass), with a Chrome Enamelled Centre section as opposed to the earlier Resin finish, some of which were subject to crazing and fading over the years of exposure to the elements. The unit cost, including postage is • $6.60 for either the Jacket Badge or Key Ring • $55.00 for the Grille Badge. Please forward your requirements and cheque to:- DLOC in NZ Peter Mackie PO Box 8446 Havelock North 4157

June~July 2012   From the Driver’s Seat ... A Message from your National President

Well this is the first report since the very successful Mini Rally held in Rotorua and I would like to start by expressing my appreciation to the Waikato and Hawke’s Bay organising committee for doing such a great job. I’m sure that everyone who attended had a great time and hope all arrived to their respective homes safely and uneventfully. Rotorua is a really interesting place with lots of things to see and do. At the AGM there was plenty of good healthy discussion and social interaction. The National Committee will take on board the key points noted at the AGM and work to provide the best outcome to the club membership. The entertainment on the Sunday at Rainbow Springs was great and the recent $10 million upgrade of the water ride was very well done mixing a bit of history, scenery and excitement all in one. Maree and I only got a little bit wet but it was great fun. I did not hear of anyone having a car problem which is really good, Maree and I had a minor problem with a heater hose bursting just as we arrived into Rotorua on the Friday evening, we were stopped at the Traffic Lights on Fenton Street and then the car started to boil. Not a good place to stop and we were heading for the IBIS Hotel which we thought was quite close by. We didn’t know where the Hotel was located exactly and were just following the GPS. Of course as it happens at times like this the GPS takes you by the scenic route (through the shopping area) when you know that you are so close and time is against you, we almost made it, parking in the street just behind the Hotel. I had a quick look and identified the problem to be a split hose between the manifold and the heater located in the engine bay, we checked into the Hotel and this gave the car time to cool down. I then made a temporary repair by cutting and shortening up the hose. I had 4 litres of water on board and used the container to carry more water from the Hotel. Next morning we were off to Supercheap Auto to find a replacement hose and managed to find a Ford Falcon heater hose that had the correct “U” shape that I was able to cut to length, changed it over outside Supercheap Auto in case I needed something else and problem solved. A couple of years ago I replaced the radiator hoses and I also have a habit of checking the hoses before we go on a long trip, never thought of checking the two small hoses at the back end of the engine compartment, another lesson learned. Still the car is 38 years old so I guess you have to expect these things to happen from time to time. With the onset of winter it’s a very good opportunity to get those little jobs done on your cars during the cold and wet weekends. Don’t lose sight of the fact that cars run better if they are used so take every opportunity to join in with your Branch outings and get together on the nicer days. Happy motoring Dave Patten ______

  in New Zealand Inc Getting up to Speed ... A Word from your National Secretary

Firstly, for those few members who have not yet paid their annual subscriptions, this will be your last magazine. $30 is all it costs to continue to receive this esteemed publication! The main item of interest this month is our National AGM in Rotorua. The reports included in your agenda (with the last magazine) were accepted by the meeting. No one put their hand up for the Treasurer’s position, Peter Mackie will continue in the interim, but we NEED A NEW TREASURER!!! Please contact Peter or myself if you think you can assist. Peter has drawn up a list of duties for the position, nothing too arduous there. After many years of service, Doug Brown would also like to step down as Honorary Auditor, if we have a member with the necessary skills it would be appreciated. Philip Redmond was re-appointed as Honorary Solicitor. Pauline Goodliffe was re-appointed as our National Patron. Peter Mackie was this year’s recipient of the Founders Trophy. A most worthy choice, Peter has served the club for many years in many roles. His citation appears in this issue. Before the meeting, a ballot was held to approve a special position in our club. It was with great pleasure that we welcomed Thelma Jones as a Life Member. Thelma was awarded a special Life Member Badge and certificate. Thelma’s involvement with the Club began in 1973, in which time, with her husband Lyn, they attended every Rally since that time, providing a Rally cake at each one. Her Life Membership was awarded in recognition of outstanding service to the Club. Bryan Davis representing the Auckland Branch raised the question of Branch subsidies. He questioned the policy of equal subsidies to all Branches rather than on a per capita basis. Historically, it was found that Branch numbers did not reflect their social activity. It was considered fairer to reflect the social activity of the Branch. At the committee meeting we further discussed this matter. We considered it important to keep subscriptions low, although at present they do not fully cover administration and magazine costs. These are covered by our reserves which are being wound down to an appropriate level. This is now approaching where we believe they should be, assuming that we want to consider funding to National Rallies in the future and continue to subsidise member’s subscriptions to cover expenses at the present level, currently $20 per member. Membership numbers remain fairly static. Treasurer Peter Mackie stated that subs will need to increase at some stage in the future in line with rising inflation as our reserves run down and expenses increase. Perhaps the structure should change. Your views would be very welcome if you would like to express them in letter form to the Editor. We have had DLOC promotional windscreen fliers printed and these were distributed at the meeting. Branch Secretaries have them or I can supply if you would like some.

June~July 2012   John Palliser put forward a proposition for supplying Daimler-embroidered T-shirts and Polo shirts. He is doing a survey to gauge demand, contact your Branch Secretary for details. Next year’s Mini Rally & AGM is to be held in Auckland. 2014 National Rally in Manawatu

I have been reading with interest a book borrowed from Barry Cleaver on the Lanchester Brothers. I have included some excerpts from these brilliant brothers at the forefront of motor vehicle pioneering and “The Pleasure of Automobilism”. Mike King ______

Daimler Jackets, Caps & Banners for Sale Manawatu Branch have stocks of Daimler Jackets and Caps. We now have a new stock of Jackets ranging in size from M to XXXL. They are very reasonably priced at $50.00 plus p&p. Daimler caps are in stock at only $18.00 plus p&p. Windscreen Banners are $20.00 plus p&p. All enquiries to Lew Clinton, phone 06 3235526. or email [email protected]

  in New Zealand Inc From the Patron’s Pen ...

I travelled to Rotorua for the AGM with Brian and Fay Wolfsbauer and Isla their Scotch Terrier in their BMW as Brian’s Series 3 managed to get a cracked windscreen the day before take-off. But, what the hell, we got to Rotorua in comfort, so thank you Brian and Faye for looking after me and your company was fun. As Patron, it was my privilege to select the winner of the Founders Trophy. I was pleased that I had more than one nomination as it made it interesting to read what our members have achieved. After scrutinizing the other contenders, I chose Peter Mackie our Treasurer as a very worthy recipient. My late husband Denis would have referred to him as “a Gentleman and a Scholar”. Easy to talk to and always willing to take on another challenge. This, to me, was the highlight of the AGM, along with Thelma Jones becoming a Life Member. I haven’t been to Rotorua for over 20 years and what a busy place it has become; unfortunately, we didn’t have enough time to explore it thoroughly. Using the RSA as a venue worked well, our morning tea was sumptuous and Saturdays roast delicious. The run turned into a bit of a real mystery for some of us. Maybe we can’t follow instructions but our group turned it into the “Patrons Run” so we had a few laughs, made good friends and managed to find our way back to Rotorua. “Oh for the day that we travel in convoy” and we look like a Club! Rainbow Springs was great, a good wind down, meeting new members with our lovely cars and that glorious weather. Thank you to the organizing committee for an enjoyable weekend. Pauline Goodliffe ______

125 Diana Drive, Glenfield, Auckland 0627 Ph/Fax: 09 444 9290 www.ksmjaguar.co.nz

Celebrating 26 years servicing Jaguar, Daimler and British cars. Supplier of Auto Glynn Products.

June~July 2012   Nomination For Founders Trophy Award Hawke’s Bay Branch would like to nominate our member Peter Mackie, as being a worthy candidate for this award at the 2012 AGM., for his services at Branch and National levels to DLOC members. Peter joined H.B. Branch in 1992 and since then has served enthusiastically and continuously on committee and has contemporaneously held at times the positions of President, Vice President, Club Captain, Secretary/Treasurer and National Delegate. He was also on the organizing committee for the Mini Rallies and National AGM’s hosted by Hawke’s Bay Branch in 2004 and 2010. Peter also has attended since 1992 every National AGM and the National and Mini Rallies associated thereto. His involvement in National administration began in 1996 as H.B. Branch Delegate, he served as National Secretary from 1997 to 2001 and since 2003 to date has been National Treasurer. Anybody who knows Peter will appreciate his accuracy, preciseness and enthusiasm to all these roles. As of now Peter’s stable includes a 1966 Daimler V8, 1974 Daimler Sovereign 4.2 Series 2 and a 1987 Daimler 3.6 XJ 40. Besides Peter’s love and devotion to his family he has had a long association in the Lions Clubs International and in that organization is a Life Member of the Lloyd Morgan Lions Clubs Charitable Trust, a Melvin Jones Fellow and in 2011 appointed as a Life Member of The International Association of Lions Clubs. H.B. Branch commends Peter’s nomination to you as a very worthy recipient for the Founders Trophy for his dedication, duty and service to the furtherance of the DLOC membership over the last 20 years. Mike Boyce H.B. Branch President ______OMG, I’m rich! Silver in the hair, Gold in the teeth, Crystals in the kidney, Sugar in the blood, Lead in the butt, Iron in the arteries, and an inexhaustible supply of natural gas!

I never thought I would accumulate such wealth!

  in New Zealand Inc Mailbox ... Incoming

To The National Secretary The Daimler & Lanchester Owners Club in NZ Inc,

Dear Mike

Re: Resignation

The time has come when we feel that it is time to pull the plug on our membership in the Daimler & Lanchester Owners Club. It is with sadness really as we have been members now for 32 years and the club has been a big part of our married life. This club over these years has given us a lot of pleasure. We started our membership back in 1980 in Hastings with a 1972 Series 1 Sovereign. Since those days, we have had a 1975 Series 2 Sovereign, a 1970 DS420 Van Den Plas Limousine, a 1980 DS420 Limousine and a 1951 Daimler Consort. On moving from Hawkes Bay (where we were involved on committee) we moved to Hamilton in 1982 where we still reside to this day. There was no Branch or even a Social Group here in Hamilton in those days, so we decided to do something about that. On the 13th of March 1983 we had the inaugural gathering at the Hamilton Rose Gardens to see what response we would get from a few advertisements in the Hamilton Press (local free paper). Twenty seven Daimlers and five foreigners turned out, all showing keen interest, so this was enough for us to proceed. The Waikato Social Group was formed. A few years later, we involved the Bay of Plenty as there wasn’t any Social group or Branch over there. We then became the Waikato & BOP Social Group. We were eventually asked by the National Body to form a Branch as we had over 50 members. All this has been very rewarding over this time along with other very enthusiastic members. Two of the big highlights of our involvement with this Branch were the successful planning and the staging of the 1999, 8th National Rally here in Hamilton, and the successful planning and staging the trip to Melbourne for the International Motor Show in March 2007 where 22 members from all Branches took up this experience. This was a fantastic few days. Great memories. We have made many great friends over the years with many of them being life-long. We would like to take this opportunity to wish the Daimler & Lanchester Owners Club continuation and growth over the coming years. All the very best, Regards Bruce & Zoe Henderson

June~July 2012   Round the Bazaars ... Daimlers on the Run

Auckland Amblings Riverhead Report The run started from near Mills Lane on Oteha Valley Road and following a very circuitous route via Lonely Track Road, Dairy Flat Highway and Ridge Road we finally ended up at Riverhead. Constantly under the guidance of the unfailing Mr Google our fleet of cars arrived at the historic Riverhead Pub. At 153 years old, The Riverhead is thought to be New Zealand’s oldest riverside tavern and holds New Zealand’s second oldest liquor licence. Nestled on the shores of the upper Waitemata, The Riverhead is steeped in local history and was a vital part of the development of early New Zealand. Prior to The Riverhead being built on this site, Thomas Deacon, the original owner, owned a pub on the point just below where The Riverhead now stands. The early Maori used this landing point as the place to disembark and portage their waka across land to the Kumeu River to get easier access to the lands in the Far North. Early immigrants then used this same route to travel north, disembarking at Helensville and continuing by ship north via the Kaipara Harbour. Deacon wisely built his ‘new hotel’ on this site where the deep channel allowed for a dock at the base of the knoll. The Riverhead was a vital stop for these early pioneering travellers as well as a local meeting place for the local gum diggers and traders. The Riverhead has always been an integral part of the Riverhead community. The Riverhead was originally named Deacon’s Hotel, but has had a variety of names over the years including The Riverhead Hotel, The Forrester’s Arms and the Riverhead Tavern, and is now simply ‘The Riverhead’. Since the new owners have taken over the place has changed from a sleepy hollow to vibrant destination. We all enjoyed our meal and drinks especially after the harrowing and winding delights of Ridge Road… Bryan Davis ______Waikato BOP Wanderings Rotorua Mini-Rally 21–22nd April 49 members from all over New Zealand met in Rotorua for the annual Mini-Rally and AGM. The rally commenced with everyone meeting at the R.S.A Club on Saturday morning. A delicious morning tea was followed by the AGM. Highlights of the AGM were; Peter Mackie (Hawkes Bay member) was awarded the Founders Trophy for his services to the Daimler & Lanchester Owners Club over a number of years. Congratulations to Peter for receiving this award. Thelma Jones (our own Waikato/Bay of Plenty member) was made a life member in recognition of her contribution through the years. Congratulations to Thelma for receiving this well deserved award.

  in New Zealand Inc Rally 2012 Some of the members at Rainbow Springs.

Thelma has made a beautiful fruit cake and decorated it for every rally. This year was no exception and we all enjoyed a piece on Saturday night. After lunch we went for a scenic drive around the lakes. Thanks for organising this Lindsay. We drove on roads we never knew existed before this weekend. We took one wrong turn but were soon back on track. Just as well the Sheriff did not see. However some were seen disappearing into the distance. The Sheriff caught up with them after dinner. After a pleasant drive it was an afternoon tea stop at Okere Falls Tearooms. Saturday night was dinner at the RSA followed by the Sheriff (Winston from Otago) this is a fun time when members are fined for their misdemeanours with all proceeds going to a worthy cause. Somehow we escaped the Sheriff’s notice this year. Sunday morning we met at Rainbow Springs. What an asset to New Zealand this place is, an excellent display of NZ bird and plant life and of course the trout. Lunch was at the Cafe great food and company. After encouragement from other members we picked up courage and went for a ride on the Big Splash. This was a great experience even if we got a little damp. The weekend was great; beautiful weather and excellent company. What we enjoy most is meeting up and socialising with members from our other branches. Unfortunately we had to come home on Sunday afternoon some were staying the extra night. A big thank you to Paul, Lindsay and Cathy for organising this weekend on behalf of our branch. Colin and Maureen King ______Hawke’s Bay Highlights DLOC AGM and Mini Rally Rotorua 21st–22nd April 2012 Mike and I left Hastings on Friday morning April 20th in our Daimler V8 looking forward to a weekend in Rotorua with the friendly folk of the DLOC. We were only about half way over the Napier/Taupo Road when our “trusty” Daimler came to a sudden holt amidst a rather

June~July 2012   nasty grinding metallic noise. Suffice to say we coasted to the side of the road, the bonnet lifted, everything was still “in place” so the key was turned the V8 fired on 7 and we set sail once more for Rotorua, aware it has to be said that something wasn’t “quite right” under the bonnet because of a clicking, metallic noise. We arrived at our accommodation about mid-afternoon to a warm welcome from those already in residence. Naturally the bonnet of our car was lifted and many heads studied the contents under there. Do we drive it again during the weekend or not that was the question? Decision made the car wouldn’t be used again and as we’re members of the AA they were detailed to get the car back to Hastings for us and we would go home with Peter Mackie. Saturday morning dawned fine, clear and rather chilly. We met for morning tea at the Rotorua RSA and were treated to divine hot scones, with jam and cream, delicious muffins and tea or coffee. The AGM followed and at that meeting Peter Mackie received the Founders Trophy, a very deserving recipient and Thelma Jones was made a Life Member, again very well deserved. Congratulations to you both. Lunch followed then a scenic run was undertaken which was well worth doing, and thanks to the other Mike and Robyn for taking this Mike and Robyn as passengers. Saturday evening was the usual Rally dinner and we once again were well looked after at the RSA. As is the tradition at this event Thelma produced her “Rally Cake” which was duly cut by her, and it was also her birthday, so very fitting. Sunday morning yours truly and husband cadged a ride to Rainbow Springs where all who went enjoyed several hours wandering through this magnificently re-furbished establishment and then enjoyed lunch at the café there in glorious sunshine. As you can see from the attached picture we enjoyed our water ride. So although I weekend started rather badly we did relax and enjoy our time with the other members of the DLOC. Thank you to Paul and his team for organizing a most enjoyable weekend, well done. Robyn Boyce ______Manawatu Meanderings Manawatu Members have had another busy couple of months starting with the Southwards Open Day. Those of you who have visited Southwards Car Museum will get some idea of the numbers if I tell you that the car park and the entire lawn area in front of the Museum was amassed with classic cars of all descriptions! Classic car drivers had free admission with a nominal fee for others. The entire Museum was open for inspection, the Wurlitzer was played by a brilliant organist entertaining the crowds all day. He had the children riding the retractable console, a novel experience for them all! The workshop was a major attraction, one particularly interesting restoration project in progress was a “Cord”. The V8 engine and forward facing gearbox with transverse drive were mounted on the front chassis section ready to be mated with the rest of the car. There were several storage sheds open with a diverse array of rare vehicles awaiting their turn for restoration. A 1910 Daimler was one of these. Other Daimlers on display were the 1953 Royal Tour DE36 Landaulette Straight Eight, what a magnificent car. A Majestic Major and 2½ V8 also graced the floor. Southwards is an amazing complex, for those who haven’t been there, be sure to put it on your “Bucket List”!

0  in New Zealand Inc Manawatu members cars @ Square Affair, Manawatu visit Southwards. Children ride the April 2012. Wurlitzer console.

Manawatu working bee. Conquest vs Jeep! Manawatu working bee. Conquest vs Jeep!

Our next Branch event was the classic car day organized by the Wanganui Rotary. We mustered a good number of members for this popular day. The new Gazebo received its first serious airing providing shade from the Wanganui sunshine. This is always a great event to see a wide variety of vehicles and chat to other petrolheads. April Fools Day perhaps wasn’t appropriate for our Branch AGM but it turned out to be a great day. It started with a luncheon we provided for the “Chrysler Six Pack Club” who were visiting Pauline’s property as part of their annual rally. After they departed we held our Branch AGM. The incumbent Office holders were returned with two new faces on committee, Peter Whitten and Ian Hodgkinson. Welcome! An annual event in Palmerston North now is the “Square Affair”, a commemoration of the ’50’s and ’60’s held over Easter weekend. This is organized by “Destination Manawatu”. This year as part of the event was a display of cars held at Arena Manawatu’s Stadium. We were invited to display cars of that era, they would make up descriptive plaques to accompany them. We had a Consort, Conquest, SP250, 2 V8’s and Series 1 XJ6. We also managed to coax Pauline’s Majestic Major Limo into life and drive it to the stadium. It had pride of place alongside the stage. The event attracted a large crowd giving our club excellent exposure.

June~July 2012  11 The following weekend, we organized a working bee at Pauline’s property. One of the old sheds was collapsing and the 4 cars therein needed to be relocated, The old Fergy was fired up, but due to the ravages of time, it was no match for a Century with locked up brakes! Fortunately, Peter Whitten had turned up with his Jeep 4-wheel-drive. He soon had those old cars “rolling” or “dragging” as the case may be. If anyone would like a Conquest, Century or Humber Hawke for project or parts, let Pauline know! The next weekend was of course, the Rally at Rotorua. Manawatu had 19 members attend. A most enjoyable weekend, special thanks to Paul Edginton, Lindsay and Cathy Donoghue for their efforts organizing this most successfully event. Mike King ______Otago Outings Our last outing was to Oamaru for our Annual General Meeting The trip went off well and the highlight being entertained by our Guest Speaker Mr Jim Hopkins. He spoke mainly on Daimler cars of which he had done quite a lot of research. Many members will remember Jim Hopkins as he has appeared on TV over the years Quite a lot of older members of the Club will remember Ferg and May McLean who were Otago members for many years. Otago AGM Guest Speaker Jim Hopkins giving the ‘thumbs up’ to Ken and Robin Walmsley’s immaculate Ferg’s widow May joined us on this outing to 1952 DB18 Special Sports. Oamaru and it was quite interesting to find out she and Ferg had had their Wedding Reception at the Restaurant, The Star and Garter where we held our Annual General Meeting. It is with much sadness we report one of our very loyal and active members Ron Harper has passed away. Ron owned a very immaculate 1957 Daimler Century. Ron and his wife Dulcie celebrated their 65th Wedding Anniversary a few days before Ron’s death. Our deepest sympathy to Dulcie and the family. Kaye Wingfield

This has to be one of the best singles ads ever printed.It is reported to have been listed in the Cornish Guardian.

SINGLE BLACK FEMALE seeks male companionship, ethnicity unimportant. I’m a very good girl who LOVES to play. I love long walks in the woods, riding in your pickup truck, hunting, camping and fishing trips, cozy winter nights lying by the fire. Candlelight dinners will have me eating out of your hand. I’ll be at the front door when you get home from work, wearing only what nature gave me. Call 01272-6420 and ask for Annie, I’ll be waiting.....

Over 150 men found themselves talking to the Truro RSPCA

  in New Zealand Inc Articles of Interest ...

Service Bulletin Number I.6 Section: Steering Date: November, 1965

Upper Steering Column Top Bearing Model Affected Commencing Chassis Numbers 2½ litre Saloon R.H.D. L.H.D. 1A.9211 1A.20431 Cars with the above chassis numbers and onwards are fitted with an adjustable upper steering column top bearing. If the column has been dismantled or the flashing indicator switch has been removed the bearing should be adjusted as follows: - The bearing can be adjusted with the column in situ if the inner column is disconnected at the universal (pot) joint as detailed in the Service Manual – Section I Steering. - Pass the two fixing screws through the switch clamp and attach the spring washer and locknut to the upper screw and the distance piece and washer to the bottom screw. - Feed the screws through the column brackets and attach the indicator switch. - Tighten the bottom screw fully. - Fit the inner column and temporarily attach the steering wheel (if removed). - Attach a spring balance to the steering wheel rim. - Tighten the top screw until the wheel will just turn with a pull of 5 ozs (141.7 grammes) registered on the balance (see illustration). - Turn the locknut towards the clamp plate and lock the screw. Two thicknesses of distance piece are available to compensate for any variation in the bore of the column. Grade ‘A’ .188” (4.7 mm) (Part number C.26023/1) Grade ‘B’ .160” (4.06 mm) (Part number C.26023/2) ______

June~July 2012  13 Lindsay collects a fine imposed by Sherrif Even David Watt got caught out! Winston from Steve.

Rally organizer Paul Edginton addresses the Thelma with Life Membership certificate, Peter Rally members. with Founders Trophy and President Dave.

Patron Pauline presents the Founders Trophy to Thelma's Rally Cake. Peter Mackie.

  in New Zealand Inc Cars line up beside Lake Roroiti, Rally 2012.

Pauline Goodliffe cuts the Rally Cake. Southwards Daimler Landaulette used for 1953 Royal Tour.

Southwards 1910 Daimler awaiting restoration. Pauline & Major Limo @ Square Affair, April 2012.

June~July 2012  15 Introduction & Excerpts from “Lanchester Motor Cars”

The Lanchester Brothers were visionaries at the advent of Motoring in the late 1900s. Much of today’s technology was invented by Frederick and used in his early cars. Some of his achievements are: First 4-wheel petrol car of purely British origin (1994–95), disc brakes, soft low periodicity suspension, splined shafts, crankshaft harmonic balancer, tangent spoke wire wheels for cars, the accelerator, preselect control of compound epicyclic gears, high efficiency worm gear and the machinery to make it, new forms of roller bearings and ball thrust races, cantilevered parallel motion suspension (as in our Daimler V8s), force fed high pressure lubrication. In addition his research extended to aeronautic, optic and acoustic subjects. Here some excerpts from “Lanchester Motor Cars” by Anthony Bird and Francis Hutton- Stott. Chapter One “’Tis well an old age is out, and time to begin a new” In the last thirty years, and particularly in the last ten, interest in every aspect of motor car history has grown to surprising dimensions. Fostered by, and fostering, this interest, books and periodicals have appeared in sufficient numbers, it often seems, to engulf the enthusiast in a flood of printed matter. In addition to books treating of the history of self-propelled vehicles and the early motoring scene in general, a number of specialized histories of individual makes have also been written. The most famous names have been dealt with, often more than once; indeed, it might sometimes seem that the well-worn tracks labelled Daimler, Mercedes, Rolls-Royce, Bentley or Bugatti have been trodden to the point of weariness. One name which has not been given the attention it deserves, except in the fairly narrow fraternity of early motor car devotees, is that of Lanchester. Although a fair amount of material is to be found scattered throughout general histories and the papers of learned societies, a definitive account of the remarkable Lanchester motor cars, and the no-less-remarkable trio of Lanchester brothers, has not yet been produced. Dr Lanchester’s interests and activities ranged far beyond the relatively narrow field of motor car design, and his biographer (Dr P.W. Kingsford) consequently devoted relatively little space to the motor cars in F.W. Lanchester, The Life of an Engineer, which was published in 1960. Naturally enough, also, this biography is not concerned with George Lanchester, who was assistant and successor to his brother as Designer and Chief Engineer, nor with Frank, who was, firstly, Secretary of the Lanchester Engine Company, and subsequently Sales Manager when it was re-formed as the Lanchester Motor Company. It is not generally known that the first full-scale four-wheeled petrol car of purely British origin was made by Frederick and George Lanchester in 1894–5. The crude belt- driven vehicle built by J.H. Knight in the same year was only a three-wheeler in its original form, and the first English Daimlers (often said to be the first English-built cars) did not materialize until 1897; they were, in any event, fairly straightforward copies of a French design powered by German engines, either imported complete or built under licence.

  in New Zealand Inc Similarly the Bremer car, for which a date of 1892 is claimed though the car was probably not finished until 1895, was no more than a home-made copy of a Benz. Even by 1901 the leading English makes, Daimler and Napier, were still recognizably derived from Panhard et Levassor, but the first production model Lanchester of the same year owed nothing to foreign sources and was the first (and almost the only) example of a motor car scientifically designed from first principles as a complete mechanical entity: and designed furthermore to be built on mass-production principles, from interchangeable components machined to tolerances closer than anything then attempted outside the field of instrument making. By comparison with the Lanchester, contemporary cars were very much ‘things of shreds and patches’, amalgamations of carriage building with cycle engineering, plus an admixture of gas-engine design with a sprinkling of millwrights work thrown in for good measure. Much of present-day automobile engineering practice derives from Lanchester, though the source is not usually recognized, and even less often acknowledged, by those who borrow so freely. The whole concept of modern vehicle suspension, by the combination of ‘soft’ low-periodicity springing (whether by leaf springs, coils, torsion-bars, india-rubber, or bags filled with wind or water is of no moment), with a chassis structure of the greatest possible torsional and beam strength, was laid down by Lanchester for his first production model. He was the first to use splined shafts for motor car work, and the ultra-modern disc brake was fitted to some of the 1903 Lanchesters. Practically every modern multi- cylinder engine owes its freedom from torsional vibration to the Lanchester crankshaft damper; though, if given a name at all, this device is usually called the Daimler crankshaft damper, simply because it was designed by Dr Lanchester as a cure for the crankshaft failures suffered by the Daimler Company with their first 6-cylinder engines. Similarly the German Ford Company recently announced with pride that their new 4-cylinder ‘Taunus’ model is furnished with an ingenious harmonic balancer; but this, too, was invented by Lanchester for his own 4-cylinder engines in 1911. And if one looks towards the future, the General Motors ‘Space Age Dream Car’ – Firebird 111 – has an emergency braking system identical with the Lanchester oil-cooled multi-disc footbrake of the Edwardian era. The vibrationless engine, tangent-spoked wire wheels, the accelerator, pre-selector control of compound epicyclic gears, aluminium body-work, the high-efficiency worm gear and the machinery to make it, new forms of roller bearing and ball thrust-races, and a great many other innovations sprang from ‘Dr Fred’s’ versatile and inventive mind: and the riding comfort afforded by his cantilevered, parallel-motion suspension was not surpassed until the problems of independent suspension were gradually mastered after the Second World War. The motor car design and development with which this book is concerned was only one manifestation of Dr Lanchester’s formidable intellectual range, which included such diverse subjects as gas engines, aeronautics, music, sound reproduction, optics and poetry. (Chapter 1, pp1–3) Frederick William Lanchester was born on the 23rd of October 1868: his father was an architect who then practised in London, but soon after Frederick’s birth he was appointed architect and surveyor to the Stanford Estate in Brighton and the family consequently

June~July 2012  17 moved to the place which was to be the destination for the first legalized motor drive in England twenty-eight years later. Of the other Lanchester children only Frank (born on the 22nd of July 1870) and George (on the 11th of December 1874) were associated with Frederick in the motor car business. At his first school, a boarding establishment in East Brighton, Frederick showed no special qualities and, indeed, was apparently looked upon as a rather dull boy; largely, as his brother George has observed,1 because ‘he took little interest in sport and was by no means skilful at any of the usual boys’ games’, an indictment that says all that needs to be said of far too many English schools. As soon as he began his technical education, however, his qualities began to show and develop. When he was fourteen years old he went to learn engineering at the Hartley Institute in Southampton, and here, according to his own notes, he was given a medal ‘for doing nothing in particular’. evertheless, like W.S. Gilbert’s ‘House of Peers throughout the War’ he must have done nothing in particular remarkably well, because he was awarded a scholarship to the Normal School of Science and School of Mines – now the Royal College of Science – in Kensington. Here he studied under Professors Goodeve and Vernon Boys; the latter became a life- long friend, and to the former Frederick attributed his decision to go into the gas-engine business. The Science School curriculum was weak in applied engineering (or technology, as present-day pomposity has it) and Frederick made good the deficiency by attending evening classes in workshop practice at the Finsbury Technical School. This left him no time for a meal between day and evening classes and entailed walking from Kensington to Finsbury (about six miles); the journey back to his lodgings afterwards meant a further walk from Finsbury to the south side of London Bridge, a three-mile tram ride (horse- drawn, of course) and another mile-and-a-half walk. What a howl of protest there would be if one of today’s state-supported students was obliged to miss a single meal, or to walk in a week half of Lanchester’s daily distance. One of his ‘spare-time’ occupations during his third year at the Science School was the construction of a telescope with a 2-inch achromatic objective and equatorial mounting. A worm and wheel gear, worked by cord and pulley, allowed the instrument to traverse on its tripod so as to follow the course of any star or planet within its range. Though he dismissed his telescope as ‘a mere toy’, Frederick remained interested in the science of optics, as well as in its offshoot, photography: as early as 1895 he patented a new process of colour photography, complete with designs for the necessary camera and ancillary apparatus, and as late as 1934 The Journal of Anatomy published his paper on ‘Discontinuities in the normal field of vision’. (Chapter 1, pp8–10) In 1893 Frederick designed and made another vertical single-cylinder ‘high speed’ engine. This ran at 800 rpm and brought him a step nearer the motor car, as it was used to propel the first British-built motor boat (Plate 4), a flat-bottomed craft driven by an enclosed stern paddle-wheel. This use of the engine entailed designing a carburettor or vaporizer so that liquid fuel could be used, and the wick carburettor Lanchester devised for the purpose differed only in minor details from those used so successfully on all Lanchester cars up to 1914. Experience with this little motor led to the completely balanced double-crankshaft

1 In a paper read before the Newcomen Society on the 13th of March 1957.

  in New Zealand Inc engines which drove the first Lanchester cars, and which provided so elegant a solution to the vibration problem which most early car designers were content to ignore. The boat was built in the back garden of the house in Olton where Frederick lived, and it was launched from Salter’s yard near Oxford in the autumn of 1894. It was the work of three Lanchester brothers, for by this time Frank Lanchester, two years junior to Fred, had joined his brothers in Birmingham. The only time they were free for the task was on Sundays, and the respectable residents of respectable Olton were suitably shocked and coined the nickname ‘The Unholy Trinity’ for the Lanchester brothers. Frank Lanchester comes into the picture at this point, as shortly before the boat-building started Dr Fred, 1945. Frederick had invented a new form of bicycle pedal and hub, designed to be dust-, dirt- and damp- proof. It should be mentioned in passing that the bicycle craze was then at its height and bicycle racing was a sport with a big following: all three Lanchesters were keen cyclists and members of one of the leading speed clubs – the Speedwell Cycle Club of Birmingham. As a side-line to his other activities Frederick set up a little factory for making the patent hub in rented premises in St Paul’s Square, Birmingham; a first-class t o o l m a ke r was taken on as foreman, and he later took charge Mr Frank, 1958. of Jig and Tool Shop supervision when the Lanchester Engine Company was formed. Frederick prevailed on Frank to give up his job with the Union Bank of London and take charge of the little business as General Manager. The side-line business was short-lived as Lanchester’s design was too expensive to compete with the established cycle-component manufacturers, but it saw the start of the association of the ‘Unholy Trinity’. Frank Lanchester’s great gift Mr George, 1964.

June~July 2012  19 was a spontaneous natural warmth, which gained him many friends and made it possible for him to persuade hard-headed, and mostly reluctant, business men to put up funds to develop his elder brother’s inventions. He played a very big part in the flotation of the Lanchester Engine Company in 1899, and an even bigger part in helping to keep it afloat in the first difficult years. We must return, however, to the events of 1893–4. At this time Lanchester had no thought of trying his hand at automobile design, and nearly all his energies were concentrated on his theory of inherent stability in flight, which is now known as the vortex theory of sustentation. He made several models of gliders which were launched from his bedroom window (he then lived in St Bernard’s Road, Olton, Warwickshire), and one of these models was self-propelled, driven by two counter- rotating propellers energized by twisted rubber strands; with this he demonstrated that an aeroplane could be made inherently stable in flight. It must be remembered that this was nine years before the attempts at mechanical flight succeeded, with the stability precariously dependent on the skill and dexterity of the pilot. In 1893–4 it was clear that full-scale flying machines would need engines far lighter than anything then available. Lanchester approached his friend Dugald Clerk to sound him on the project of raising money to finance the production of aero-engines which, he was sure, he could design and develop within a reasonable time. The older man took him by the arm and said: ‘Larnchester’ (for such was Clerk’s invariable pronunciation of the name) ‘Larnchester, you may be right, but you are a young man and must consider your reputation. If you were to put forward such a proposition seriously your reputation as a sane engineer would be ruined.’ Though doubtless disappointed, Frederick Lanchester knew the advice to be sound and decided to turn his attention to the motor car as a stepping-stone towards the aeroplane. When Frederick Lanchester started to think about motor car design, Germany and France were the only countries in the world where any man eccentric enough to wish for a horseless carriage could buy one ‘over the counter’. Nothing in America had got beyond the experimental prototype stage, and the few English pioneers were deterred by the state of the law, but a handful of Continental firms, particularly in France, were in more- or-less-regular (but very limited) production of more-or-less-standardized automobiles. Accordingly Frederick made it his business to study what was being done in Germany and France. He was not very impressed by what he saw, for the pioneer concerns were merely learning the hard way many of the lessons which had been partially learnt in England in the 1830s; and doing so, moreover, as Worby Beaumont observed, largely by the process of making expensive scrap. In Germany the principal efforts were being made by the Daimler Motoren Gesellschaft and Benz et Cie. Gottlieb Daimler and Wilhelm Maybach had resigned from the Daimler Company shortly after its formation (owing to dissensions on the Board) and design was in the hands of one Max Schroedter, who contented himself with a serviceable but uninspired belt-driven rear-engined carriage, complete with centre-pivoted front axle and scarcely different from Daimler’s second experimental vehicle of 1889. Being frightened by French progress, the directors patched up their quarrel with Daimler late in 1895, and he and Maybach returned to the fold and put in hand some more advanced designs.

0  in New Zealand Inc Lanchester motor boat ‘Ariel’, designed by Lanchester, built by Bathurst of Tewkesbury. This boat was fitted with a balanced 2-cylinder, 8/10 h.p. water-cooled engine and a reversible propeller invented by Dr Fred. As far as Benz was concerned, having found a formula for a mechanical vehicle which would at least work, he made little attempt to alter it beyond making the important change from three wheels to four after 1891. A Benz Velo of 1892 is therefore little different from a Benz Ideal of 1900, and both display the same curious mixture of ingenuity and pigheadedness. The Velo would need a helping hand up any hill steeper than about 1 in 10, but the later Ideals were furnished with a ‘crypto’ low-gear which enabled them to climb almost anything, though at a pace which could be distinguished from that of a glacier only by the expert. The Benz great virtue was simplicity, and that is what sold them, but it did not need an engineer of Lanchester’s calibre to see that a belt-driven machine with no provision for adjusting a stretched belt (the inevitable concomitant of a drive in the rain, as the countershaft was ill-protected), beyond taking it off, cutting a piece out, and lacing it up again, was not brilliantly conceived. And though some adventurous women did drive Benz cars, it could hardly be expected that female taste would take kindly to starting the engine by hauling on the rim of a flywheel which, after a run, was invariably spattered with oil from the exposed crankshaft. The French were well ahead by 1894. The licensees of the Daimler patents, Panhard et Levassor, had already laid down the basic form of the twentieth-century motor car, with the Daimler V-twin engine mounted vertically in the fore part of a wooden chassis with the crankshaft in the longitudinal line, driving the back wheels via a pedal-controlled friction clutch and sliding gear-wheel change-speed mechanism. Here again, ingenuity marched hand in hand with crudity, as until 1895 Emile Levassor apparently considered a nice amalgam of grease and grit the best possible lubricant for his gear wheels, since the mechanism was not enclosed. Also the Daimler engine, with its hot-tube ignition, was

June~July 2012  21 virtually a constant-speed affair, and the combination of fixed-speed engine and a sliding- pinion, change-speed device made silent gear changing an art quite beyond the skill of the drivers of that time, and prompted Levassor to utter his famous aphorism ‘c’est brutal, mais ça marche’. Of the other French manufacturers, the brothers Peugeot used the Daimler type of engine (supplied by Panhard et Levassor) though they favoured mounting it at the back of the chassis, whilst Emile Roger (Benz’ Paris agent at first), Parisienne, Georges Richard, Hurtu, Rochet-Schneider and others produced copies of the Benz design with such minor improvements as their ingenuity dictated. A characteristic of all the different varieties of petrol car was their appalling vibration. This alone was sufficient to offend the sensibilities of the carriage gentry, who opined that these noisy, stinking, quivering monstrosities would never supplant the horse. Mudguards dithered, control levers shivered and, when standing with the engine running, the whole machine shook like a jelly on springs, so that the wise motorist soon learnt the importance of going over every unsecured nut and bolt with a spanner at the end of every journey. We read that one of the difficulties Emile Levassor faced on his epic single-handed drive in the Paris-Bordeaux-Paris of 1895 was that he could not keep his candles alight, as the vibration split the soldered seams of his carriage lamps. It is small wonder that Lanchester decided to approach the problem with a fresh mind. The work of designing the first Lanchester car was done in 1894 construction started in 1895. The task went ahead very slowly, partly because Frederick was carrying on his aeronautical research, but largely because he set his face firmly against improvisation. Consequently many items which other designers might have bought from the carriage- ironmonger or cycle maker, and adapted to a new purpose, had to be made specially. The tubular chassis was remarkably like a modern ‘space frame’, and it was, without doubt, the first motor car frame to be made torsionally rigid so that no wracking or twisting over rough roads could upset the alignment of the machinery. To the modern eye it might seem retrograde in that the axles are unsprung, but it must be remembered that it was designed for a maximum speed of about 15 mph: the speed limit at that time was only 4 mph and the small band of enthusiasts who were working to bring about the repeal of the old restrictions were aiming to make 14 mph the legalized pace. In the event, when the ‘Emancipation’ Act was passed in November 1896, the limit was set at 12 mph, and for such a modest speed the unsprung chassis was adequate, particularly as it was designed to run on pneumatic tyres. Though certainly not the first car to run on pneumatics, Lanchester’s was almost certainly the first to be designed with pneumatic tyres in mind. As the Model of first Lanchester car, constructed by George Lanchester when in his 83rd year. As re-built with rear-mounted engine and side-lever Dunlop Company then had an steering. absolutely rigid monopoly of the

  in New Zealand Inc pneumatic tyre in Britain, which they used for some years to impose a virtual import ban on all foreign tyres (which were much in advance of theirs), Frederick was obliged to buy from them. The difficulty was that Dunlop had never made a motor tyre, though they had made a few pneumatic tyres for carriages. Consequently the four tyres Dunlop made, by hand, for Lanchester were the first motor tyres they attempted, and curiously enough they seem to have been much less troublesome than those they made as regular articles of commerce later on. Probably the first attempt to run a car on pneumatics was made by Michelin, who entered a pneumatic-tyred Peugeot for the Paris-Bordeaux-Paris race and had so much trouble that Levassor declared the air-filled tyre could never be of the least use motor for cars. With one or two notable exceptions, Daimler amongst them, none of the makers of the first petrol cars employed the centrally pivoted steering axle almost universal on horse-drawn vehicles (where the pull of the horse permanently provides the necessary self-centering action), but used some variant of the ‘divided axle’ system devised by Lenkensperger and patented on his behalf in England by Ackermann in 1818. But, as applied at first, the Ackermann steering arrangements on early motor cars suffered from the defect that the king-pins were vertical and the stub-axles (usually very long by our standards) were starkly horizontal. In other words there was neither castor angle nor camber angle and the vehicle was only restrained from yawing all over the road by the muscular grip of the driver on tiller, handle-bar or wheel. It was this lack of dynamic stability, rather than the tiller control itself, which made the early Panhard cars difficult to control at any speed – a difficulty which cost Levassor his life in 1897. With his maiden effort Lanchester made the steering gear dynamically stable, not only by suitably inclining the stub-axles and pivot-pins, but also by proper attention to the geometry of the Ackermann linkage; it was to be some seven years before any other manufacturer, apart from Duryea, learnt this lesson. The arguments for and against Lanchester’s form of tiller control will emerge later. As the photograph shows, the body-work was ‘enveloping’ in the best modern style, so that on a 4 feet 8 inches track width three people could sit abreast in comfort. The carriage work was built on a tubular frame (nine 2-inch diameter transverse tubes gave torsional strength), and suspended on very long Cee springs at the back, and a single transverse spring in front. The tubular framework was neatly clothed with varnished walnut panelling and, probably for the first time in automobile history, an adequate luggage platform was provided. The single-cylinder engine was wholly unconventional. In the first place it was ‘oversquare’ with a bore of 4¾ inches and stroke of 4½ inches; also the inlet valve was mechanically operated, though for many years to come most car designers were content with the ‘automatic’ or atmospheric valves, which were satisfactory enough for stationary engines but not so well suited to coping with the constantly varying speeds of a car engine. Ignition was on the low-tension system, powered by accumulator, and the mixture was provided by the Lanchester wick carburettor, which held its own for twenty years against the apparently more advanced spray type. The ‘oddity’ of the engine lay in its crank and connecting-rod arrangements. There were two overhanging balanced cranks in axial alignment, and each crank had its own flywheel and connecting rod; the latter sat side-by-side on a common gudgeon pin and as

June~July 2012  23 the cranks revolved in opposite directions the motion of the connecting rods was similar to that of a pair of legs walking. In addition to being linked by the common piston the cranks were kept in phase by three bevel gears, one on each crank-shaft meshing with an idler athwart the bottom of the crankcase. The connecting rods tended to deliver alternating twisting forces to the piston at each revolution, and these were dealt with by making the piston with suitable keys projecting from opposite sides of the cutaway ‘skirt’; these keys ran in guide ways formed in the sides of the crankcase, but the twist was minimized by making the rods 2 times the length of the piston stroke. This system of balancing by reverse rotation not only looked after the out-of-balance reciprocating forces as far as is possible in a single-cylinder machine, but also counteracted the ‘impulse kick’; and although, as George Lanchester recalls, the three bevel gears made too much noise for comfort, the engine could run up to 1,000 rpm without shaking itself and the car to pieces. The engine was placed horizontally and transversely amidships in the car frame. The off-side flywheel, which was enclosed in a wind chest, was furnished with vanes on its rim so as to provide forced draught-air cooling; the wind chest was connected to a suitable cowl surrounding the finned cylinder. The direct drive clutch for high speed, and an epicyclic gear for low speed and reverse, were keyed to the near-side flywheel shaft. The low-and-reverse gear drum had its own chain drive to the live back axle and a second chain served the direct drive. The off-side back wheel was driven from its half axle by an escargot roller clutch under normal conditions, but

Figure 1 “What England thinks today Lanchester thought of years ago.” (From an early Lanchester pamphlet.)

  in New Zealand Inc this half axle could be locked by a separate brake, whereupon the off-side wheel ran free on its automatic clutch and the differential gear acted as a 2:1 overdrive to the near-side wheel. Unfortunately there is no record of the date of the first trial trip. From memory George Lanchester believes it to have been in February or early March 1896; but it was certainly in the dark, as the 4-mph limit and ‘three-drivers-in-attendance’ laws were still in force, and the brothers Frederick and George set off before dawn so as to escape the eye of the law. As it happened the eye of the law did alight on them to their advantage, for they had not gone far before they had to stop to adjust the low-tension ‘igniter’, and a friendly bobby obliged by shining the rays of his bull’s-eye lantern upon the engine. The policeman was suitably rewarded for his trouble and made no remark about the absence of the statutory walking attendant. The first run was not more than ten miles, and two things were immediately apparent: firstly that the car ran very smoothly and steered as easily as the well- boiled icicle from which Dr Spooner derived such pleasure, and secondly that it was under-powered – or over-geared, according to which way one like to looks at it. Quite moderate slopes made the 5-hp engine gasp for help in the form of a push from George, and the overdrive could only be used on down gradients. Writing of this shortcoming some forty-one years later, Frederick said: I think I may say without fear of contradiction that all the pioneers underestimated the speeds at which road vehicles could be driven and were correspondingly at fault in the matter of the power required. We believed in those days that the motor car would replace the horse vehicle – not the railway train – and we were thinking of speeds of about 15 mph. I think also that many of us did not realize that a horse in harness would often do work at the rate of 10 hp as defined. Of these matters we must plead ignorance, and, taking both into consideration, it will account for a great deal. For if we multiply the originally contemplated speed by four, and if we take it that a dog-cart driven up an incline, such as the modern motorist, can take ‘on top’, requires something in the region of 10 hp, we see that for an equal gross weight the power required to give the performance demanded will be 40 hp, which is quite in accordance with present-day experience. Those early in the field, however, thought they were doing quite well in specifying 4 or 5 hp as the necessary engine power. I myself thought I was doing some rake, thing quite handsome when in designing my experimental cars of 1896-7-8, the engine specification was 8 hp, giving something over 10 hp on the brake. A little later when designing the car for production the engine was specified as 10 hp nominal, giving between 15 and 16 hp on the test bench. It is a fact that at that time to declare too high a horse-power would have terrified many possible purchasers. To return to 1896, however, the immediate choice lay between giving the car a lower gear for its hill-climbing speed or providing more power. The latter was the better solution, and Frederick set about designing not only a new engine but a new final drive system and several other things besides. (Chapter 1, pp 15-23) ______

June~July 2012  25 Hitting the Road ... Daimler Events Diary

Auckland June 24th MID WINTER LUNCH” This year will be held at McHugh’s at Devonport. Meet at 1230. $30 per head for a smorgasbord meal. Drinks extra. For those who have not visited before, this is situated right on Cheltenham beach at the end of the road of the same name. Advise Bryan as above or Valerie at [email protected] or 521 2011 with numbers and names and telephone numbers of those attending. July Run with afternoon tea. Details later. November 10th/11th Coast to Coast with o’night in Raglan. Details later. November 25th Christmas Lunch. Details later. ______Waikato BOP June 24th Mid Winter Christmas Lunch. This is to at Daltons Plantation Homestead, 280 Hinuera Rd West, Matamata. We had our AGM at this venue and I think it merits another visit. The meal is two courses with coffee or tea and will cost $30 ea. We are booked in for 12:00 (noon). Please contact Paul at 07 549 4569 or email [email protected] to reserve your place. September 15th Paeroa Antiques weekend. There is a Classic Car Parade starting in Taylors Ave Paeroa at 10:30 am. This is an exert from the email I received: “The weekend will be the 14, 15th & 16th September and the Vintage & Classic Car Parade is always on the Saturday morning parade setting off at 11am with cars needing to line up in Taylors Ave (past the L&P Cafe) around 10.30am. The parade then goes through town to finish in Wharf St in the town centre where the cars can park on display for the next couple of hours while there is music (jazz), Devonshire teas, prizegiving etc. Previously there has also been a car rally in the afternoon that anyone can participate in. There will continue to be Jazz style entertainment throughout the day and into the evening at various venues in town. Sunday will see a couple of special concerts probably centred around the churches and there is an Antiques Fair and Roadshow running all weekend – so plenty of reason to make a weekend of it!”

  in New Zealand Inc To finish off a busy day Glen and Val Wilson have invited members for afternoon tea at their home at Huia Rd, RD4, Paeroa. Glen has some interesting old Daimlers including a straight 8. ______Hawke’s Bay Sunday 17th June An outing with the British & European Car Club. A flyer with details of this run will follow at a later date. Saturday 14th July Mid-Winter dinner at “Delight Plus”, a Chinese restaurant in Dickens St Napier at 6pm. Sunday 15th July British & European Car Club outing to be advised. Sunday 19th August British & European Car Club outing to be advised. Sunday 16th September Details of the Annual Run, our Daimler Club arranges in conjunction with the British & European Car Club will follow at a later date. ______Manawatu June 17th Mid Year Dinner. This time at the “Rose & Crown” situated in Palmerston North’s Terrace End car park. Meet at 12.00 mid-day. Numbers are required so please book your place by phoning Gayle or Lew, 06 3235526 or [email protected] July 15th A trip to visit Bernard Watson’s collection of Railway memorabilia in Tokomaru, followed by coffee at the Bent Horseshoe. From Palmerston North we meet on Fizherbert Avenue opposite the Esplanade car park at 1.00pm to be at Tokomaru 1.30pm. Bernard’s address is 44 Rata Street, Tokomaru (2nd Street back from the railway tracks). August 19th The annual Rover vs Daimler challenge, this year organized by the Rover Club. Details to follow. Proposed events: A movie at a private theatre at Glen Ourua. September. Gleesons vintage trucks and machinery at Mangatinoka. October. Hugh Akers on Saddle Road. November. End of year dinner. December. President’s BBQ. ______

June~July 2012  27 Members’ Market ...

Members’ advertisements are at no charge. For Sale Fully reconditioned C14845 Standard ratio steering box, incorporating improvements on original specs. Carefully set up to finest tolerances. Suit Daimler V8, Jaguar Mk2 or1960’s “S” Type. $700. Professionally refurbished C18758 steering wheel, as new, Suit Daimler V8, Jaguar Mk2 and others. $280 Daimler V8 “T” hose deletion conversion kit. $170 Contact Colin Campbell, 1008 Reka St. Akina, Hastings 4122, Ph. 068785969

Daimler Sovereign full Service Manual 1967-1972 4.2 litre. Contact Valmae or Wally Spence on 07 8886542 or email [email protected] for further information.

Daimler V8 complete steering gear. Comprises bottom shaft with UJ’s, steering box complete, drag link, idler and tie rods. All in good condition as removed to fit power steer rack conversion. Asking $300 or near offer. Selling on behalf. Also many parts for Conquest and Consort. Contact Mike 06 3571237 or [email protected]

From the website: Daimler 1982 XJ6 with all trim, grill, glass, chrome, body etc. Motor & drive train used for another project but it seems a shame to crush the rest. Anyone who would like parts please contact Don Ross at Whangarei. [email protected] or phone 027 3112428. Wanted DB18 or Consort 1x piston +20 wanted for a Dingo repair. Contact jim.r.cooper@hotmail if you can help.

Does anyone have any photos, newspaper articles or the like, of the Mayor of Wellington with the Daimler Limo c1936 > 1945. Please contact John Osborne, he will be pleased to have copies to complete the history of his latest project. [email protected] Phone 09 4093835

  in New Zealand Inc DAIMLER & LANCHESTER OWNERS’ CLUB BRANCH DIRECTORY AUCKLAND BRANCH President Bryan Davis, 28 Shackleton Rd, Mt Eden 09 630 5172 Vice President John Penman, 25A Fancourt St, Meadowbank 09 521 2011 Club Captain (Acting) Bryan Davis 09 483 6616 Sec/Treasurer David Watt, 14 Advance Way, Albany, Auckland 0632 09 415 1549 Committee Glenys Watt, Ed Hayhoe, John & Valerie Penman, Joe Price, Laurie Mckernan, John Marsden, Clive Butler, Martin Walker National Delegate Bryan Davis, E-mail: [email protected] Branch Patron Ian Hill

WAIKATO/BAY OF PLENTY BRANCH President Steve Griffin, 136 Gloucester Rd, Oceandowns, Mt Maung 07 574 8474 E-mail: [email protected] Sec/Treasurer Paul Edginton, 35 Uretara Drive, Katikati 3129 07 549 4569 Club Captain Lindsay Donaghue, 46 Petrie Street, Rotorua 07 348 8796 E-mail: [email protected] Committee Colin & Maureen King, Fay Griffin, Cathy Donaghue National Delegate Paul Edginton, E-mail: [email protected]

HAWKE’S BAY BRANCH President Mike Boyce, 3 Northwood Avenue, Mahora, Hastings 06 878 9071 Sec/Treasurer Margaret Duncan, PO Box 8047, Havelock North 4157 06 858 4161 Club Captain Colin Campbell, 1008 Reka Street, Hastings 06 878 5969 Committee Ann Bowes, Graeme Bowes, Robyn Boyce, Graham Clare, Vaughan Cooper, John Duncan, Peter Mackie, Mark Dickerson National Delegate Peter Mackie, E-mail: [email protected] 06 877 4766

MANAWATU BRANCH President Mike King, 21 Millar Street, Palmerston North 4410 06 357 1237 Vice President Pauline Goodliffe, 194 Green Road, Awahuri, PN 06 323 7081 Sec/Treasurer Bert Empson, 8 Byrd Street, Levin 5510 06 368 0696 Club Captain Lew Clinton, 16A Tui MIll Grove, Feilding 4702, 06 323 5526 [email protected] Committee Ray Watling, Brian Wolfsbauer, Barry Cleaver, Graydon Crawford, Des Symons, Ian Hodgkinson, Peter Whitten National Delegate Mike King, E-mail: [email protected] 06 357 1237 Branch Patron Pauline Goodliffe

OTAGO BRANCH President Geoffrey Anderson, PO Box 1259, Dunedin 9054 03 477 8798 Sec/Treasurer Kaye Wingfield, 7 Pioneer Cres, Helensburgh, Dunedin 03 476 2323 Club Captain Kevin Phillips, 33 Gordon Road, Mosgeil, Dunedin 9024 03 489 5782 Committee Winston Wingfield Past President Alex Meikle National Delegate Winston Wingfield, E-mail: [email protected]