April~May 2009 April~May 2009 Daimler & Lanchester Owners’ Club in New Zealand Inc.

NATIONAL EXECUTIVE

President: Ed Hayhoe ‘Beechcroft’ 19 Cabeleigh Drive, Helensville 0800 Ph: 09 420 6390 Fax: 09 420 6791 E-mail: [email protected] Vice President: Maureen King 17 McDowall Place, Hamilton 3210 Ph: 07 855 2434 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] 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: Ian Hill Printer: Penny May, Aorangi Print, 125 Campbell Rd, RD 5, Feilding 4775 Ph: 06 323 4516 (wk), 06 323 4698 (hm) E-mail: [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. Daimler & Lanchester Owners’ Club in New Zealand Inc.

April–May 2009

Contents Page From the Driver’s Seat – National President’s Report...... 2 Getting Up to Speed – National Secretary’s Report ...... 3 Member Profile...... 4 Round the Bazaars – Daimlers on the Run ...... 6 Articles of Interest: Daimler Lanchester & BSA cars fitted with epicyclic transmission...... 10 Dealing with a Viscous Coupling on the Daimler Sovereign...... 11 The Problems of Overheating...... 12 Photo Gallery...... 14–15 Former power units engineer at Jaguar...... 16 ICE...... 23 Hitting the Road – Daimler Events Diary...... 24 Members’ Market...... 27

April–May 2009  From the Driver’s Seat ... A Message from your National President

Unfortunately due to other commitments I have only managed to attend the Galaxy of Cars at MOTAT in February but it was very worthwhile. The show grows every year and a good cross section of interesting vehicles and planes as well as lots of “treasure” or “junk” depending on your viewpoint of a mini swapmeet. There is always lots of interest in our Daimlers particularly the SP 250s. The Pioneer radio in the Special Sports decided to go mute and fortunately a friend knew of someone who could fix it. It seemed that two capacitors had given up the ghost and had to be replaced at a total cost of $2.40. The whole job was under $60. Whew! I thought I was up for a possible replacement radio. Isn’t it nice when that happens? I hear that Manawatu are working on the A.G.M. and are even trying to organise the weather. I wish them well in both endeavours and hope to see you all there. Ed Hayhoe

 Daimler & Lanchester Owners’ Club in New Zealand Inc Getting up to Speed ... A Word from your National Secretary

Welcome to this month’s new members. • Bruce and Jocelyn Manning of Feilding have a 1989 XJ40 and others!. Bruce is a very useful man to know if you seek XJ6 and XJ40 parts. • Peter and Janet McClean of Porirua are restoring a Conquest. It’s great to see another of these popular and usable cars going back on the road. • Mark and Margaret Treneman of Auckland also have a 1954 Conquest. May 2nd is the date for our National AGM and Mini Rally here in Palmerston North. The programme and registration form is included in this magazine. Costs have been kept to a minimum and enjoyment to a maximum! Please return the completed form and your cheque to Bert Empson at your earliest convenience. We look forward to your presence. This month’s feature article is on the history of the Jaguar V12 engine. In Daimler form it is known as the “Double Six”, notable in Daimler history as this was the name given to the exceedingly complex Daimler double sleeve valve V12 engines of the 1930’s. We have been able to secure a quantity of Daimler factory service bulletins from “Trade Me”. These will be used to supply future articles for our magazine. Thanks to Roy Tilley and Peter Mackie for facilitating this purchase. If you have any preferences for information you would like to see in your magazine, please let me know. If you have any stories, photos etc please send them in, also we want more member profiles!!! – please. SUBSCRIPTIONS ARE NOW OVERDUE. If you haven’t already, please forward you remittance to Treasurer Peter Mackie. It’s only $30, about the price of a 20-second burst at the petrol pump but a great deal more pleasurable! Mike King

Club Caps for Sale Dark blue with tan peak. “Daimler” embroidered on front – $15.00 each Orders to Mike King, 21 Millar Street, Palmerston North

April–May 2009  Member Profile Mike King, Age: 5 years older than my oldest Daimler. Married to Jan. Resident of Palmerston North since 1963. Self-employed, Manawatu Sound Service, supplying commercial sound systems. 1st, 2nd and 3rd “vehicles” pedal power! Followed by Triumph Speed Twin Motorbike, sprung hub model. My introduction to “The Oil Leak” 1st car, an E93A Ford Prefect purchased from my bro-in-law. Learnt a lot about cars and how to “drive”, and no, I never managed to roll it! Adolescence was spent with a Mk 2 Zephyr, Hotted up of course, had 100,000 miles of fun with it. The last Ford was a Mk 4 Zodiac, eventually fitted with 289 V8, mighty car, could tow the Jet boat at quite indecent speeds! This was followed by Family cars, 2x Triumph 2500’s and then an early model Rover SD1 V8.

The Daimler Connection: I purchased a rusty hulk on 4 wheels (Conquest) in 1996 and was introduced to DLOCNZ by the late Eric Yarrell in 1997. The quest for parts led to purchase/gifting of a further 3 cars. This Conquest was completed and running in 1998 after complete rebuild from bare chassis. I painted this car silver over blue, is now affectionately known as “Blue Bubble”. My son Philip and I attended the Parts Club Rally 2000 with this car and have done many miles since. It’s latest trip being in the care of Lynn and Thelma Jones to the Auckland National rally. The “bits left over” comprised enough parts to make up another complete car which I painted silver over green, Jan of course labeled it “Green Bubble”, this was sold and is now in the Wairarapa. I took on the position of Manawatu Branch Secretary in 1999. Purchased and restored 1966 V8, YO9126, otherwise known as “YOGI”, and have travelled the length and breadth of the country in it with complete dependability. Purchase of “Teradactyl” (to be renamed “Queen Mother), a 1951 Consort, also requiring a complete rebuild. This car is now complete mechanically, needs large dollops of time and money to complete! January 2007, the purchase of “Olive”, a lovely green 1950 Consort. This car I purchased from a foundation Manawatu member, Allan Fletcher. He purchased it in 1955 and I believe attended the 1st National rally with it. This car only needed a bit of TLC to get roadworthy, being basically original and unrestored. (has done 220,000 miles, with only about 400 miles since 1990). Unfortunately, Allan passed away the same week as I got it back on the road, so was unable to take him for a last drive. March 2007, in a moment of weakness, I purchased the Terry Comber SP250 “Dart”, I guess, to re-live my misspent youth! It has been the source of immense pleasure and enjoyment to myself and others since. February 2008, a moment of complete lunacy, saw the “rescue” of a Daimler Double Six “Quennie” from Levin member Bruce Vickers. I got this car running to take to the National Rally in Auckland, albeit with a not insignificant petrol account! It has been suggested I block off 6 cylinders, it may be better to block off 12! That V12.engine is

 Daimler & Lanchester Owners’ Club in New Zealand Inc enormous and foreboding, but, oh so refined. Fortunately, the body and paintwork are in reasonable condition and this car is beautifully smooth to drive. Other vehicles in the fold include our much loved 1986 “Rover” VDP SD1, a car we have had a great run from and have owned since 1992. Jan loves her “Mini” Clubman shopping basket, bright red of course. What a great town car, nippy and economical! Another Rover VDP, this one a rare “Efi” model, was the next to join the fleet, requiring an engine change to return to the road. This year, yet another unusual fiberglass car, a Reliant Scimitar, “Princess”, a model I have always had an attraction to. A great handling sports estate performance car! I accepted the position of National Secretary in 2003 after the separation of the DLOC and Spare Parts Club. At this time, unfortunately, we also lost our Wellington and Canterbury Branches. Fortunately, we are building a good repore with both Enthusiasts Clubs, sharing some events with both. In recent times I have also taken on the task of the information gathering and editing the magazine with Penny May doing the difficult compilation and printing part. Jan and I both enjoy the great friendships and fellowship that have resulted from our involvement with DLOC and hope to be involved for many years to come.

Club Badges for Sale These may be ordered through the Waikato-Bay of Plenty Club Costs of the badges are: $17.50 Unresined $19.00 Resined Information required is the names to go on the badge together with your branch. Payment is required at the time of order. All enquiries and orders to: Maureen King Secretary Waikato-Bay of Plenty Daimler and Lanchester Owners’ Club 17 McDowall Place Hamilton Ph: 07 8552434

April–May 2009  Round the Bazaars ... Daimlers on the Run

Auckland

Galaxy of Cars Display February 1st I arrived early for a change, hoping to be first in at the auto jumble. Early enough to assist in the raising of Richards Marquee providing cover for display site, but too late for the bargain of the day, an Alvis car book. Our Club was well represented, best turnout ever, ten members supporting our Club, with two extra’s, Diane and Keith Humphries squeezing in from the SP250 Club. It was good to see two of our newest members, David Hoye with his Century and Tom Simpson with his Series 1 Sovereign make up our numbers. Richard Prebble bought along his Conquest, while Laurie and Neil turned out with their SP250’s. Bryan and Peter as usual displayed their Mk2 Daimlers, while our National President Ed Hayhoe arrived in his Special Sports. The BSA Marque was represented by Clive’s Series 6, two-seater Roadster. Our Branch Secretary and Treasurer David Watt called in for a supporting visit, making ten members in all. The food and drinks standards have improved over last year, even a reasonable Iced Coffee was available. Free car magazines were given out and a Web-based business enrolled three of our cars for possible film work in future, a figure of $360 per day was mentioned. We did not win any prizes, the show was better than last year, the company was great, the weather kind, altogether a memorable day.

Ellerslie Concours February 8th Although Richard could not be present, his Marquee was: The team all assisted with the assembly and soon we had everything ready, including the two flag poles flying the Daimler Standard and the Union Jack, all be it upside down. David brought both his Daimlers, a Double 6 and a V8, with the help of his son. Laurie and Bryan came with their V8’s together with Wally bringing along Clive’s V8. The SP250’s were represented by Neil and Bill Burrett and son. Tom displayed his Daimler Sovereign, John showed his Daimler X300. Karl’s car a Daimler 1937 straight 8 stole the show magnificently, attracting many admiring glances. The site was protected by trees, opposite a very smart display of ten Alvis cars, flanked by the Rover Club. Not far away was the Circle where the Concours cars were being judged, their owners standing anxiously by. A great variety of Classic cars were on display,

 Daimler & Lanchester Owners’ Club in New Zealand Inc automotive books and brochures could be purchased and activities like the “Show and Shine” and the “Gymkhana “could be entered into. During the day, when not taking in the sights, the boys enjoyed instructing the public on Daimler attributes and indulging in “men talk” over cups of tea and lunch.

Report on visit to Ngatea Water Gardens On Sunday the 1st March a poor turnout of only 4 cars converged and discharged their occupants at the Water Gardens. This was a replacement trip for the weekend at Coromandel, which was cancelled through lack of interest. This turned out to be for the best as the weather on the Saturday to say the least was not for sightseeing. Sunday was glorious and the gardens were lovely with well-fed peacocks, ducks and goldfish in abundance. A picnic lunch taken in the rotunda and a chat about anything and everything as happens at these meetings followed, before we set off for home. An enjoyable outing by all who attended. David Watt ______Waikato–BOP Outing, 15th February A very pleasing turnout of members to Des Cooper’s residence in Mt Maunganui for BBQ lunch. Everyone brought a plate of food to share and the Branch supplied the meat, so as you can imagine, we didn’t go hungry. Plenty of chatter went on and the time was disappearing fast. From Des’s, we moved onto Andrew Petersen’s home to view his collection of cars all in different stages of restoration, also his train layout. Andrew has train tracks running around outside and as well, the top floor of his home is all set out with model railway. Even the lower floor living area has train tracks going from room to room through walls and around through door ways, also railway memorabilia everywhere. Very fascinating and different. Now back to his car collection. I counted about 13 or 14 cars in Andrew’s collection consisting of Daimlers, Alvis’s, Jaguars and there was a Morris Minor tucked in one corner awaiting restoration. Andrew is building a two-door Consort convertible at present. This will be very fascinating to see when finished. About 10 of his cars are awaiting restoration. Many hours of work ahead of him. For the last couple of years, Andrew has been full time on his cars, but he now says that funds are getting low and will be going back to work again shortly, so his restoration work will slow down somewhat. His DB 18 was restored about 18–20 years ago and still looks a million dollars. A big thank you to Des for making his home available for us all to gather for lunch and also a big thanks to Andrew for making his home and car collection available to view. Another most interesting and fascinating Daimler outing. The perfect sunny day just put the icing on the cake. Bruce Henderson

April–May 2009  AGM and Pot-luck Lunch Sunday 8th March A small but an enthusiastic group gathered at The Hennebrys’ residence for our AGM. The election of officers went well and we wish our new committee all the best for the coming year. A number of ideas were put forward for events, and we look forward to seeing as many members as possible along to our outings. After a scrumptious lunch we enjoyed a social hour or two. A big thank you to Roger and Jane for their hospitality. Maureen King ______Hawke’s Bay Sunday 4th January was the 90th birthday of our committee member Olive Kilbey. I delivered flowers and a card to mark the occasion. Olive has been on the committee of our club for more than 25 years and her husband Reg is our patron. They retired from business during last year. Sunday 11th April Our Club Captain Mike Boyce (also a very long standing member of the committee of our club) will marry Robyn Wicken who is the secretary of the Hawke’s Bay British and European Car Club. We wish them every happiness and plenty of outings with both of the clubs. Sunday 18th January We gathered at Kia Toa Bowling Club for a social get together. We enjoyed a shared potluck lunch while the rain (which we really needed) poured down. The sun came out and as the bowling green was Astroturf we were able to start the games. First we had some instruction and then were divided into teams of four. Even the novices played some excellent and some terrible shots and after lots of laughs we retired to the clubrooms bar for some hospitality. This was a very happy experience which we hope to repeat in the future. Thanks to Kia Toa Bowling Club this was a first rate way to start the year Ann Bowes ______Manawatu Meanderings February 2nd saw only two Daimlers and a BMW turn up to Sanson for our trip to Horopito “Smash Palace”. Graydon’s BMW whistled on through without even seeing us, so intent were they to get to their destination. Thank goodness for cell phones, they overshot the Bulls turnoff to Waiouru and were half way to Wanganui before we figured out were they had got to! They blamed the stimulating conversation in their car (yeah right)! We were only a little late in getting to our destination. Horopito was a rail track camp in 1908. It went on to become a sawmilling town and was destined to become a “Great Central Town”. Bill Cole set up a motor garage in the old sawmill in 1940 and his burgeoning collection of cars is as you see today. Bill’s philosophy was that any parts not sold would stay, not scrapped. His daughter and son-in-law now run the business and is kept basically as it was.

 Daimler & Lanchester Owners’ Club in New Zealand Inc We were met by Barbara and Colin on arrival, and shown how to navigate the intricacies of the rabbit warren of floors, pathways and corridors formed by parts of what appears to be all generations of cars of the world! I had a shopping list of parts for various members, but, unfortunately, to no avail, I suspect they would be too hard to find! The quantity of “junk” here is totally mind blowing, wagon loads of wheels, Harem of hubcaps, bevy of bumpers, bonnets and boots, dirge of diffs, gaggle of gearboxes, hundreds of horns, I could go on at the expense of becoming boring! Anyway, the photos tell some of the story. We found several Daimlers, at least 3 Consorts, a couple of Conquests, a Lanchester Leda and a Mk 2 Jag, still with a few parts that may be usable. Most were rather buried, would take a great deal of effort to access. Outside are many acres with many hundreds of cars most of which are “rusting in peace”. It is amazing how much chrome still gleams in a sea of rustic brown. After a couple of hours browsing and exploring, we departed for Waiouru and a welcome lunch. After discussion, decided to give the Army Museum a miss and head to Barry Cleaver’s property at Taihape to inspect his projects and have a cuppa. Barry has a beautiful 1939 Triumph Dolomite, but after hearing it run, it was apparent all was not well in the carburetor department. Gray promptly set to and had them apart in no time, resetting and balancing the old style SU’s. Barry also has a Model T in addition to his Leda, and has recently “rescued” a couple of very old Fargo trucks which look like a major job to restore. Rather him than me! After the welcome cuppa and chat, it was time to head home, an enjoyable day had by the few who attended. Thank you to Reinhardt for organizing the visit and Barry for his hospitality. Mike King ______Otago Best of British Run Sunday March 8th was the annual Best of British run combined with the Wings and Wheels. Seventy classic cars of all British makes left from the Octagon for a run which ended at the Taieri Airport. The Morris Minis and the Mk2 Jaguars both were celebrating their 50th Anniversary and there were a good display of both models. The Royal New Zealand Air Force Red Checkers put on a great demonstration. There was also on display of Vintage Fire Engines and Miltary vehicles. Unfortunately the rain and wind spoilt the afternoon activities. Proceeds from this event is to be donated to the Otago Community Hospice. We had four Daimlers at the event the owners being Ken Walmsley, Ken Harrex, Neil Gamble and Alex Meikle. Our thanks go to Alex Meikle for organising the Daimler Club entries. Kaye Wingfield

Correction. Our article in the last magazine about our Annual Garden Tour combined with the Otago Jaguar Car Club was written by Jenny Leith of the Otago Jaguar Car Club, not Jenny Newstead. Our apologies to Jenny Leith.

April–May 2009  Articles of Interest ...

Daimler Lanchester & BSA cars fitted with epicyclic transmission (From The Driving Member, March 1991, p.11)

The following details should be strictly adhered to when changing the oil in the engine & gearcase, and refilling the flywheel. Engine: Remove plug from basechamber. When old oil has been taken out, allow the chamber to drip for at least 1 hour. Replace plug and put in one quart of fresh oil and one quart of clean paraffin. Run engine, in neutral for 2 minutes and then drain the chamber and allow to drip for 15 minutes. Refill with correct oil. Gearcase: Remove plug and dipstick. Drain and allow the case to drip for half an hour. Put in one quart of clean paraffin. Sit in vehicle, handbrake on, start and run engine slowly in each gear, induding neutral, for 1 minute. Refill with same oil as engine. Flywheel: This never needs changing, but it is a good thing to clear all oil out annually. Refill until oil drips out of the plug. There are two plugs on the flywheel, one is a balancing plug and cannot be removed, generally. Thus one turns the engine by hand and finds the removable plug. It is then a good and helpful thing to paint same, so that one knows which is the correct plug in the future. There is still available the special tool for plug removal which is essential for this operation. On right hand drive cars it is best to use the front passenger door to locate the flywheel and plug. Having removed the top board sprung cover and the plug being at the top of the flywheel, first cover the recess round the flywheel and over the drive connection to gearcase, with dean rags pushing same down each side of the flywheel cover, this to prevent the flywheel plug dropping into this area. Always cup the left hand exactly under the plug, when removing same so that should the plug fall from the tool, it can be caught therein. Should the plug drop, through any reason it generally falls, should there be no rag in position, down the side of the flywheel and causes the engine to be jammed. Thus the car cannot be run and the work that is necessary to recover the plug is expensive. (Courtesy of V. Boyd-Carpenter) ______

10 Daimler & Lanchester Owners’ Club in New Zealand Inc Dealing with a Viscous Coupling on the Daimler Sovereign Robert Vichery (From The Driving Member, March 1991, p.17)

The Holset viscous coupling or Torquatrol unit. fitted to the XJ series Daimlers seems to have an alarming desire to take early retirement. The viscous coupling on my 1980 series 3 4.2 Sovereign started to show the preliminary signs of failing, it became noisy in operation, sounding not unlike a slipping power steering or alternator belt. The fan and coupling assembly also appeared loose on the coupling drive shaft. I removed the fan and couping assembly for a closer inspection. The Jaguar factory manual and Haynes manual announce with great authority that when misbehaviour sets in the coupling should be replaced as it cannot be dismantled or repaired. A phone call to the local Daimler and Jaguar dealer resulted in the shocking revelation that a replacement would cost approximately £96 plus VAT. With that sort of figure being bandied about I decided further investigation was required. The twelve bladed steel fan is fixed to the viscous coupling with four bolts, nuts and spring washers, when removed from the coupling the coupling appears as just an aluminium disc, the surface of which is covered with cooling fins. The coupling is about 175 mm in diameter. After a detailed examination I discovered that the coupling consisted of an outer casing, a cover plate and what at first sight seems to be a hollow steel shaft. The cover plate is held onto the outer casing by a neatly flanged lip. To dismantle the coupling the lip must be removed by either careful filing or machining the lip off in a lathe. Care must be taken when holding coupling in a vice because the cooling fins are fragile. Once the lip is removed the simplicity of viscous coupling is revealed. It consists of a miniature steel brake disc which is surrounded by an outer casing and cover plate, the disc faces were covered by the remains of a form of copper grease similar to that which is used in brake assemblies. The grease is held around the disc and within the casing by three seals, two around the disc shaft and one between the casing and cover plate. The grease within my torquatrol unit had broken down and caused the surface of the disc and the casing to become scored. The scoring on my casing and disc was easily rectified by rotating the disc and casing and polishing using wet and dry abrasive paper in varying grades. Rotating the items to be polished can be carried out by adapting an electric drill. Because of the polishing operation, a dry assembly of the coupling will reveal excessive play between the disc and the casing. To reduce the play to an acceptable level I made an aluminium floating shim which was 0.46 mm thick and when assembled together with the disc within the casing the play to 0.2 mm. Prior to reassembly, the faces of the disc and

April–May 2009 11 shim were liberally coated with copper grease. Because I had removed the flanged lip the whole assembly including the fan is now held together using the four fan mounting bolts. I then refitted the fan and viscous coupling to the water pump pully shaft. The coupling had been operating quietly ever since.

NOTES: The coupling is designed to slip when driving the fan at approximately 2500 RPM which, because the water pump is smaller than the crankshaft pulley, is approximately 2000 engine RPM. The coupling slips due to the torque required to drive the fan against air resistance and inertia overcoming the torque which the disc is able to apply within the casing through the copper grease. The slipage of the disc is proportional to the area of the disc and the viscosity of the copper grease. When holding the casing in a vice or similar care must be taken because the cooling fins are quite fragile. The Torquatrol unit is fitted throughout the XJ series Daimlers upto and including the series 3 whether XK or V12 engines are fitted. The method of mounting the coupling may differ slightly throughout the range.

Acknowledgements Daimler and Jaguar series 3 service maiual. Haynes manual. XJ Series 3 Jaguars by Paul Skilleter. ______The Problems of Overheating Russ Carpenter suggests some solutions to a common problem with Daimler V8s (From The Driving Member, March 1992, p.12) The time is one o’clock. I am sitting in my office drinking tea and eating a sandwich, the phone rings. I say “C.D. Services”, the person on the other end says “is that Russ Carpenter?” I say, “Yes, speaking”, he says, “your name has been given to me, I hear you know a bit about Daimler V8’s.” “Yes,” I say, “I’ve heard that too.” “Ah,” he says, “I’ve got this problem with overheating. Can you tell me what’s wrong?” The conversation

12 Daimler & Lanchester Owners’ Club in New Zealand Inc continues in an attempt to solve his problem. This was one of many phone calls I get on this subject so l have decided to put pen to paper in an attempt to explain this quite common but unnecessary fault. There are three major causes of overheating (apart from the obvious faults like hoses and thermostat failures), all three are connected so it is necessary to eliminate them one by one. The first and most common seems to be the radiator, this builds up with rust and lime scale blocking some of the core tubes; thus restricting the flow. A radiator may seem to be free and flowing well when in fact the coolant is passing through only a fraction of them. To understand why you need to know how it works. The radiator comprises of the core (honeycombe) rows of tubes with a thin foil welded to it to disperse heat and top and bottom tanks with inlet and outlet. The water comes in at the top, collects in the tank and slowly runs down the tubes to the bottom, on it’s journey air passing between the tubes across the foil draws off the heat generated by the engine. Because it runs slowly the rust suspended in the coolant is deposited on the inside of the tubes reducing their size and cooling capabilities. This then allows the water temperature to rise, as it gets near to boiling the lime in the water is also deposited further aggravating the problem. It is vital that all the tubes are free as only then can the full efficiency of the radiator be used. It is quite often necessary for the tanks to be removed to clean out the rust and lime. If it is too severe a radiator replacement is necessary. The second problem is cylinder head corrosion making the head gasket blow. This problem is not so common, but is more serious as the failure inevitably allows water to be discharged into the cylinders causing severe rusting of the bores and in some cases seizing the pistons into the cylinders if it is allowed to stand for a period in this state. The gasket fails because of corrosion around the water galleries making them grow outwards, slowly eating away the gasket face of the head until it reaches the compression ring (the corrugated area of the head gasket around each cylinder bore). This then lets the pressure out and the water in, the latter resulting in a major rebuild and of course head repair or replacement. The third problem is partly caused by the process of manufacturing of the block aggravated by ignorance or neglect. After the casting of the blocks not all the sand is removed. This is not deliberate – it just happens. If you cut up an old block, as I have done, you would see lots of little pockets in the water jacket which obviously don’t empty when the sand is removed. Over the course of the engine’s life this sand breaks free, enters into the water flow, and is deposited in the slowest flow points of the block, primarily around the two rear cylinders. Added to this – in exactly the same way – is rust caused by corrosion, the build up is in the form of half-pyramids

April–May 2009 13 Waikato B.O.P. members at AGM. Mark Stocker and Juliet, Daimler 104, Dunedin.

Daimlers at Galaxy of Cars at Motat. Ellerslie Concours Karl and Erna Van Der Wat's Limo.

Galaxy of Cars April 1st. Gray Crawford’s deft touch on the Dolomite SU's.

14 Daimler & Lanchester Owners’ Club in New Zealand Inc Part of Horopito's wheel stocks. This Consort is left out to rot at Horopito.

Rows of shelves loaded with all manner of This Leda at Horopito has been here a while! parts.

Up on blocks, the 1st stage of restoration! This Conquest hasn't been cleaned for a while.

April–May 2009 15 around the rear cylinder jacket preventing the water from doing it’s job, resulting in an overheating condition of these cylinders thus causing premature wear or even failure of the pistons. Unfortunately, this fault is not often detected as the overheating usually only occurs whilst travelling fast, a slight rise in the temperature shown on the temperature gauge would more than likely be the only visible sign, and as the V8 saloon gauges are often unreliable you would be forgiven for assuming the gauge was at fault. You would most definitely not detect the detonation in these cylinders caused by the heat at speed, resulting in piston failure. The only cure for this is to remove the engine, strip down, take out all the core plugs and steam clean, or by other means, remove all the silt and rust (something I have always done when rebuilding engines for customers). I have removed sometimes enough silt to fill a 2.5 litre paint tin – a considerable amount deposited around the rear cylinders and the bottom inch or so of the water jacket. Finally, when any or all of these problems are solved you must prevent it happening again. This is done by keeping a high concentration of antifreeze in the coolant at all times, at least 45%, this is not as most people think to prevent frost damage (our most severe winter only requires a 25% solution) but to introduce a high degree of inhibitor to prevent any electrolytic reaction from taking place. Because of the quality of the metals used in its manufacture, the Daimler suffers more than most with this problem. I hope this will enlighten you and help you to solve your cooling problems. ______Former power units engineer at Jaguar Roger Bywater of AJ6 Engineering analyses this famous power unit and takes us through its design evolution from 1971 to 1997.

Origins and design The origins of the Jaguar V12 engine go right back to about 1954 when it was being thought about sufficiently seriously for drawings to have been produced even though no hardware was created. The motivation, of course, was to carry on from the success of the Le Mans winning XK which clearly could not long remain fully competitive in top league racing. The concept at that time was straightforward enough – more or less a handed pair of 2.5 litre XK engines joined at 60 degrees with a common crankcase and crankshaft. Following the factory withdrawal from racing the V12 scheme languished until the early 1960s when it was resurrected with a view to taking on Ford and Ferrari, by then the rivals for glory at Le Mans. That such a race engine could also spawn a very impressive production engine, with great appeal to Jaguar enthusiasts all over the world, was a possibility which Sir William Lyons and his design team were very much aware of. Of course the XJ13 was the prototype race car but by the time it turned its wheels it was already obsolete and it was apparent that the opposition were moving ahead technically at a much faster pace. Paradoxically, although it fell short of the expected power output, the engine was probably good enough to win at that time, Ford finding success with production based pushrod V8s. However, despite wonderful aesthetics the XJ13 was obviously a long way

16 Daimler & Lanchester Owners’ Club in New Zealand Inc behind in terms of chassis and suspension design and aerodynamically had not moved on much from the low drag principles which had helped to make the D Type a success. It is easy to gain the impression that the project somehow lacked urgency but maybe there was just a lack of appreciation of how much racing had changed since the fifties. How else can one explain the car being built at all, for Lyons was not a man to allow his engineers to squander time and effort on a project with no future? In any event it was becoming clear that Ford were determined to dominate Le Mans at almost any cost and Jaguars chances of success against such commitment were thin indeed so it is probably for the best that the project was allowed to quietly die.

The fundamentals – combustion chamber and port design By the time the first V12s were actually built the original concept had evolved somewhat and whilst the cylinder heads were clearly of XK parentage the inlet ports had shifted to a downdraft (Fig.1) position between the camshafts. This layout was not unique to Jaguar and almost seemed to be a fashion in the early 1960s with BRM and Ferrari using it in Formula 1 and also Ford going the same way for their advanced 4 valve, 4 cam, Indy V8. In those days the advantages of the modern, narrow angle, cylinder head design had not been recognised and relatively wide valve angles were common leaving little space between the heads of vee engines to find room for inlet porting. The downdraft layout with direct flow into the cylinder seemed to offer a better solution and whilst it was known that the complex Mercedes M196 engines which earlier did battle with the D Type were far from remarkable for their performance despite their high specification, this was generally considered to have been because the ports and valves were too large, rather than a failing of the downdraft head layout. Jaguar had to do a lot of work on the inlet port geometry to get the same specific power from the twin cam V12 as had been achieved with relative ease a decade or so before from the XK. A contributory factor was that the pronounced hemispherical combustion chamber which had worked so well on the long stroke XK was not nearly as efficient for a short stroke design like the V12. Only after bringing the inlet ports to an angle barely 40 degrees away from the valve axis instead of the original 60 degrees (Fig. 1) could 500 b.h.p. be exceeded and even then the torque band was unimpressive. Harry Mundy’s 1972 paper to the Institute of Mechanical Engineers explained all this in detail and concluded that the downdraft layout gave poor flow characteristics and reduced combustion efficiency because of indifferent charge turbulence. Once Keith Duckworth demonstrated the superiority of the narrow angle 4 valve layout when he created the Cosworth DFV F1 engine in 1966–7 the matter was settled and the downdraft port was finally dead and buried.

April–May 2009 17 Interestingly, Duckworths well-reasoned and innovative 4 valve design was prompted by his experiences with an earlier cylinder head layout which was destined to appear on the production V12. Returning for the moment to the twin cam V12, it simultaneously followed 2 development paths, one for the all-out racer and the other towards a more refined and gentle creature for a production car. The noisy partly geared cam drive of the high revving racer became a multiple chain drive: moderate cams and port sizes sacrificed power for drivability: multiple stack Lucas fuel injection was replaced by 6 SU carbs. Yet still it was not good enough, quite apart from being bulky and heavy. Now shortly before this time Coventry Climax, by then a subsidiary of Jaguar, had introduced a range of industrial engines which used a simple flat OHC cylinder head design with bowl in piston combustion chambers. Under the legendary Walter Hassan, Climax had found that this layout provided a very good balance of performance, economy and detonation resistance, and was compact and easy to manufacture. It was not long before it was realised that here could be the answer to the road going V12s problems – simple and compact cylinder heads with single camshafts, a simplified cam drive needing only one chain, and a substantial weight saving. Single cylinder test bed work showed that performance would be more than adequate, in fact, mid-range performance was better than the twin cam so the day came when V12s of both types were fitted into Mk10 saloons and compared on the road. It was no contest really and only the aura of the twin cam remained – but not for long. This was a very significant point in the genesis of the V12 and one which is somewhat

18 Daimler & Lanchester Owners’ Club in New Zealand Inc puzzling. The bad experience which prompted Keith Duckworth to arrive at the DFV design had been with his own Formula 2 SCA engine from 1964 – a flat head, single cam design with bowl in piston combustion chambers. Whilst it performed well enough to win a lot of races it always had a fundamental combustion problem and needed a lot of ignition advance to work properly, just as the twin cam V12 did. Certainly Duckworth was amazed to hear that Jaguar intended to proceed with the V12 as a flat head engine. Perhaps the conclusions reached by Climax were because of a fortunate combination of bore and stroke, valve sizes or whatever, but the usage pattern of an industrial engine may also be significant, spending long periods at about 75% load, rather than full load as in a race engine, or mostly light load as in a road car. It is not a criticism of Walter Hassan, who by now was deeply involved with the V12, or any of his team to point out this quandary. In his 1972 paper to the SAE Hassan admitted that at that time the knowledge of what happened to the charge in the cylinder of the flat head V12 was very much open to conjecture and that charge turbulence may well stagnate in some conditions. Nevertheless there can be no doubt that the flat head V12 (Fig. 2) was a very much more practical proposition than the twin cam version ever was. In arriving at this point a great deal of experimental work had been done with different port layouts and spark plug locations but gradually the design evolved into the final cross-flow layout with a steeply inclined inlet port which remained to the end. Compression ratio was originally intended to be 10:1 for production, even 10.6:1 being considered for a time, but impending emission legislation and the disappearance of 5 star fuel decreed a change to 9:1 for European markets and a miserable 7.8:1 for 91 octane lead free fuel in the USA. Those who experienced driving them always maintained that the original 10:1 EFI engines were the best by far, but it was not until 1980 that such an engine was actually on sale for about a year prior to the arrival of the HE. The original 3.4 litre version of the XK was always regarded as the best of the line and the same can be said of the rather rare 10:1 V12 rated at 300 b.h.p.

April–May 2009 19 At this point a slight diversion is necessary because in the early 1970s a couple of 4 valve V12s were built, one for road use, the other as a potential race unit. These were modern narrow valve angle designs and the race version was soon developed to produce a very impressive 630 b.h.p. from 5.3 litres using a standard crankshaft. The one and only prototype was loaned to TWR in the 1980s for them to study prior to producing their own 4 valver. Unbelievably, after they had stripped it and looked it over they threw it in a skip. One has to wonder if there is a scrap man somewhere who recognised what it was and saved it from the furnace. If so, perhaps it may yet turn up but what value would be placed on such an engine now? As the 1970s progressed the thirst of the V12, even with electronic fuel injection, became a matter for serious concern and a number of ways to improve it were tried. Stratified charge pre-combustion chambers were in fashion and some low key experiments took place with devices which screwed into the spark plug hole of a single cylinder test engine. Another experiment which made no headway was a small inlet port concept intended to generate stronger turbulence. Ceramic coatings on heads and pistons to both reduce friction and cut heat loss showed some promise, but of course the real problem had been identified correctly by Keith Duckworth some years before – the flat head combustion chamber design was just not good enough. Only a substantial improvement would be worthwhile yet a major redesign was out of the question, so how could it be achieved? It so happened that around this time a Swiss engineer called Michael May was claiming some impressive results from a high turbulence combustion chamber based on the conventional 2 valve in-line configuration then in widespread use. Most manufacturers looked into it without finding any great advantage but it arrived just in time to save the Jaguar V12.

20 Daimler & Lanchester Owners’ Club in New Zealand Inc The rather unimaginatively named May “Fireball” combustion chamber (Fig. 3) consisted of a more or less circular pocket around and under the exhaust valve. The essential feature was that squish action created as the, now flat-topped, piston approached the cylinder head, was directed by a channel from around the inlet valve to impinge tangentially into the chamber to generate a strong swirl effect under the exhaust valve. With the spark plug relocated to the side of this chamber, the entire concept was a clever interpretation of accepted wisdom for burning lean mixtures at high compression ratios. One might easily argue that any combustion chamber design which generated some much needed turbulence in part throttle conditions would have done the trick but there can be no doubt that the May design, aided by a judicious raising of the differential gearing, transformed the fuel efficiency of the V12 and ensured its survival. Some prototype engines ran at diesel-like compression ratios of more than 14:1, but 12.5:1 was decided on for the introduction in 1981 of the “HE V12” as it was christened. The May combustion chamber design continued for the remainder of the production life of the V12 with the compression ratio lowered later to 11.5:1 for catalyst engines and finally to 11:1, lower compression ratios giving a vital benefit of quicker catalyst light up. Before leaving the subject of combustion chamber design those of the race engines produced by Broadspeed and TWR cannot be ignored because they were different again. The Broadspeed engines of the mid 1970s had shallow chambers formed in the cylinder head to various shapes, the most effective being yet another due to Cosworth, originally used on their F3 MAE engine of the 1960s, resembling an opened out version of the classic BMC/Weslake heart shape. TWR used flat head engines with chambers formed in the piston crown from deep valve pockets merging into a central bowl almost exactly like the Cosworth SCA Formula 2 engine of a couple of decades or so earlier which had caused Keith Duckworth so much frustration. Like the SCA they were not ideal but were good enough to win races and it will be no surprise to learn that Cosworth played a significant part in their creation. TWR also built some 4 valve V12s but fuel consumption regulations put them at a disadvantage and the added weight at the top of the engine caused handling problems which negated the extra power, so they were never used in anger.

April–May 2009 21 Fuel injection or carburetters? Having decided on the flat head route back in the late 1960s the Jaguar team then had to decide what sort of fuel system should be used. The embryonic AE Brico electronic fuel injection system showed great promise and on the V12 gave a substantial power advantage over carburetters yet, strange as it now seems, was perceived as being more of a challenge than carbs to be able to satisfy impending legislation regarding exhaust emissions. Jaguar never had to decide between the two because the Brico board of directors, faced with a longer than expected development program, got cold feet and scrapped the project. Aston Martins DB6 and Ferraris 246 Dino were also left in the lurch by this decision. So now there was no choice, the V12 had to have carburetters – two to each bank on overhung manifolds (Fig. 2) to obtain a reasonable ram length for maintaining torque (ideally, had there been space, still more ram length would have been beneficial). The overhung manifold design had one very serious drawback – cold starting required vast overfuelling just to get enough combustible mixture up over the cam covers for firing up, earning the V12 the dubious honour of being the first UK home market engine to need air injection into the exhaust ports to burn off the excess fuel. Really, when one looks at a carburetter V12 it is hard to imagine that it was anything other than a stop-gap measure until a suitable EFI system became available. It has been suggested that if suitable downdraft carbs had been available they would have been used, but this must be doubtful if only because of the existing location of the distributor and spark plugs, and in any event the individual tracts would have been far too short for any useful ram effect. The team responsible were respected and experienced engineers and would surely not have compromised the installation of carburetters by placing the distributor and plugs in the centre of the vee unless they envisaged only using fuel injection from the outset. Fortunately the same original work by Bendix on which the Brico system was based had already spawned the Bosch D Jetronic system which had been used successfully by Mercedes, VW and one or two others, so it was arranged that Lucas would develop a version of it to suit the V12. In fact the two systems only differed in detail except that D Jetronic could not drive 12 injectors. This was easily resolved by the addition of an amplifier which also changed the polarity of the drive circuit to take injector current to ground as is now accepted practice. The inlet manifolds and throttle assemblies (Fig. 2) designed for the original Brico engines were not a lot different even to those found on the last V12 to be built. A curious early feature was that the throttles were aerodynamically shaped castings mounted on a solid spindle,

22 Daimler & Lanchester Owners’ Club in New Zealand Inc but they were soon replaced by conventional throttle discs in slotted spindles. It is interesting that despite virtually all other EFI Jaguar engines using airflow meters of one sort or another to measure engine load, all injected production V12s from the very first to the last relied on manifold pressure measurement. By the time the EFI V12 was launched in 1975 it was clear that V12s with carbs were never going to meet ever tighter US emission standards because of the poor cold start performance. Of course D Jetronic was not sophisticated enough to run with Lambda (exhaust oxygen) sensors as modern systems do so these early emission V12s with low (7.8:1) compression ran with oxidising catalysts and air pumps just as carburetter engines had done. NOx emissions were dealt with by incorporating solenoid operated EGR (exhaust gas recirculation, an established method) valves into the EFI system mounted under the throttles, bringing the unexpected problem of exhaust noise being clearly audible from the air intakes, cured by relocating the EGR take off points. Performance of these engines, as with all emission engines of the period, was very stunted compared to the 9:1 compression European version which was very much better than the carburetter engines. The engine itself did not change at this time so the advantage of EFI, which should have been there right from the start, was very clear. ______

ICE We all carry our mobile phones with names and numbers stored in their memories but nobody, other than ourselves, know which of these numbers belong to our closest family and friends. If we were involved in an accident or taken ill, the people would have our mobile phone but wouldn’t know who to call. Yes, there are hundreds of numbers stored but which is the one is the contact person in case of emergency? Hence this “ICE” (In Case of Emergency) campaign. The concept of ICE is catching on quickly. It is a method of contact during emergency situations. As cellphones are carried by the majority of the population, all you need to do is store the number of the contact person or persons who should be contacted in an emergency under the name of ICE (In Case of Emergency). The idea was thought up by a paramedic who found that when he went to the scene of accidents, there were always mobile phones with patients, but they didn’t know which numbers to call. He therefore thought that it would be a good idea if there was a nationally recognized name for this purpose. In an emergency situation, Emergency Service personnel and hospital staff would be able to quickly contact the right person by simply dialing the number you have stored as ICE. For more than one contact number simply enter ICE1, ICE2, ICE3 etc. A great idea that will make a difference. ______

April–May 2009 23 Hitting the Road ... Daimler Events Diary

Auckland April 26th Visit to Hampden Downs meet at Mercer from 11am on, to have a bit of lunch and a chat before proceeding to the raceway for 1pm,

May 2nd & 3rd National AGM and mini rally Palmerston North. A must see magazine for details.

June Rolls Royce Collection or Classic Car Museum – details later

July 12th Mid-winter Lunch (Old Flame Memory Lane) http://www.eatout.co.nz/old-flame-memory-lane-restaurant.html

July 26th 10 pin Bowling will be at Tenpin Takapuna Fred Thomas Drive. Meet at 10:00am.

August 23rd Go Karts to be held at Henderson Raceway 2pm. Technical Evening – details later.

September 12th Film evening at Westwind Details later.

September 27th An Afternoon Tea Run – details later.

October 18th A car run out to a garden or a place of interest – details later.

October 24th & 25th Waiuku British Car Day The event is designed to complete the last circuit, Hampden Downs, for the 2009 Waiuku Flying 50 on Sat 24th Oct finishing up at Massey Park on the Sunday 25th Oct with Concourso Euro.

24 Daimler & Lanchester Owners’ Club in New Zealand Inc November 19th A run out to the country. Whitford Bird garden (530-8807) 100 Trig Rd. Whitford Away from the hustle and bustle of the city lies the tiny village of Whitford. It is here where world renowned wildlife artist Blake Twigden, magically transformed bare paddocks into a sub-tropical paradise for pheasants, finches, ducks, turtles and fish. This delightful artist’s love for birds is evident and his excitement contagious as he personally shows you.

Technical Evening – details later

December 13th Christmas lunch at “The Falls” Henderson. By unanimous acclaim a really great place for celebration. http://www.thefalls.co.nz/html/Restaurant.html ______Waikato–Bay of Plenty Sunday 5th April 2009 Annual Classic Car Show at Te Awamutu Race-course This is held at the Te Awamutu Race-course Race-course Road Te Awamutu. Swap meet gates open at 7.30 am for anyone who is interested. 9.30 am. Any members who wish to display their Cars please assemble at this time. Lets have a good show of members and cars. Show cars and drivers gold coin donation. Passengers $5.00 each. All proceeds to the Westpac Waikato Air Ambulance. Bring a picnic lunch, chairs etc and enjoy the day. All enquiries to Dave ph 027 448 5488 or Paul 07 8293032.

Saturday May 2nd 2009 National AGM and Mini Rally at Palmerston North See entry form and details in magazine. Lets have a good attendance from our branch.

Sunday June 14th 2009 Restoration visit and pot luck lunch Venue: 10.30 am meet at Dave Dobbs place 34 Cowley Drive, Cambridge See Dave’s restoration of a V8 1968. This will be followed by a barbecue lunch. Please bring a salad or a dish for a pot luck lunch the meat will be provided. Any enquiries and numbers attending to Dave 027 448 5488 or Paul ph 07 8293032.

July 2009 10 pin bowling date and venue to be arranged. ______

April–May 2009 25 Hawke’s Bay 29th March 11.00 pm – Branch AGM to be held before a BBQ at Mike and Robyn’s new home, 3 Northwood Avenue (off Williams St) Hastings.

19th April Timed Run Pukeora. Details to come by post. ______Manawatu Sunday March 29th Branch AGM at Pauline Goodliffe’s, Greens Road between Awahuri and Rongotea Road. BYO BBQ lunch to be followed by AGM. Please show your support by attending this important meeting.

Sunday April 19th Barry Cleaver is organizing a “Taihape Ramble”. This will escort us on some Taihape district country sightseeing roads. Barry assures me there will be some spectacular scenery. We will meet at SANSON at 8.30am, Barry will meet us South of Taihape. Lunch will be BYO with BBQ available if you wish. Barry also has some treasures to show at his home, this will be a great day out.

Saturday May 2nd National AGM and mini rally. As hosts, please support this important event. Saturday and Sunday events planned, details on registration form enclosed. ______

TEN OF MURPHY’S LESSER-KNOWN LAWS. 1. Light travels faster than sound. This is why some people appear bright until you hear them speak. 2. Those who live by the sword get shot by those who don’t. 3. Nothing is foolproof to a sufficiently talented fool. 4. Change is inevitable, except from a vending machine. 5. The 50-50-90 rule: Anytime you have a 50-50 chance of getting something right, there’s a 90% probability you’ll get it wrong. 6. If you lined up all the cars in the world end to end, someone would be stupid enough to try and pass them, five or six at a time, on a hill, in the fog. 7. The things that come to those who wait will be the scraggy junk left by those who got there first. 8. The shin bone is a device for finding the tow bar on a dark night. 9. A fine is a tax for doing wrong. Tax is a fine for doing well. 10. When you go into court, you are putting yourself into the hands of 12 people who weren’t smart enough to get out of jury service.

26 Daimler & Lanchester Owners’ Club in New Zealand Inc Members’ Market ...

Wanted to Buy For V8, petrol cap, jack, wheel brace and spare wheel securing screw. Contact Mike Boyce, Hawkes Bay phone 06 8789071 2x tow bars for V8. Contact Mike at 06 3571237 Consort DB18 keys and locks for ignition, door handle, glove box, petrol cap and boot. Prefer FA501, FP685 or FP686. Contact Ian Hill, 09 8181793 Daimler Conquest engine in good going condition. Contact Lee Jin Ho at 09 44129000 or [email protected]

For Sale Lanchester Leda’s and parts. (In Albany). 1 has had a motor rebuild and lots of parts. Have to be sold in the next 6 weeks. Contact Don Nightingale at [email protected], 09 4376916 or 0274764934. also has DeSoto’s, Dodges, Rover 90 and others! Daimler Conquest 1957. 52000 miles!!? Silver over blue, in very good condition but in need of repaint Car originally from Cromwell area, phone 07 8702231. Majestic Major parts, front bumper still in wrapping. Unused brake pedal rubber, unused rubbers for quarter lights. Good steering box with inner and outer steering columns, torque convertor. Conquest / Century doors, front wings, bonnet and boot lid, bumpers and over-riders. DB18 saloon (1946-1950) bonnet, radiator grill, rear number plate box, headlamps and side lamp parts. All prices negotiable. Contact Ian Hill, 09 8181793 Mk2 Jaguar grill. $150.00 Phone Reinhardt Bester 027 2179907 or email [email protected] Jaguar XJS V12HE. 1982, Blue. Very good overall condition. Current warrant of fitness and registration. Regularly maintained, starter motor, alternator, transmission, air conditioning and brakes have all been reconditioned. Present owner for last 12 years. Asking $8500 or offers. Please phone Colin 07 8552434 or 07 8506348 (work) Hamilton. Daimler Jackets (same as Manawatu 2005 Rally) and Caps, contact Bert Empson on 06 3680696 or [email protected]

April–May 2009 27 Consort parts. Most parts from a complete car available. Also many Conquest parts. Contact Mike on 06 3571237 or [email protected] Free to a good home. Extensive collections of DLOCNZ magazines dating back to the 1970’s. These are from past members and will hopefully pass on to future members. Lots of good reading and information. Phone Mike King 06 3571237. Jaguar Parts – Some New, Some Used 1. Overhauled, 3-8 9-1 comp: Distributor. $75.00 2. Rev: counter + water outlet elbow excellent condition. $20.00 3. Cam: timing gauge, NEW. $20.00 4. Full set of valve shims. $ 5. Front cross member + closing point, NEW. $120.00 6. Grill saddle panel, NEW. $30.00 7. One radiator, Dissembled, low mileage. $75.00 8. Chromed air filter container + chromed servo filter + fuse box. $20.00 9. Clutch slave cylinder resleeved + piston + NEW SEALS. $65.00 10. Brake master innards. $10.00 11. Hub caps. $20.00 12. Steering idler assembly reconditioned, (sleeved). $40.00 13. Clutch alignment tool + gearbox needle roller alignment tools, (shafts). $20.00 14. Steering box (dissembled). $30.00 15. One rear spring. $10.00 16. One spring compressor. $15.00 These parts can be viewed at 161 Monrad Street, P/North. Ph-(06)3571913 Price for the lot $400.00 or nearest offer ______

28 Daimler & Lanchester Owners’ Club 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 Neil Kruse, 12 Budgen St, Mt Roskill 09 620 5000 Club Captain Harry Tomlin, 23 Tramway Rd, Birkdale 09 483 6616 Sec/Treasurer David Watt, 171 Postmans Road, RD4 Albany 09 426 3411 Committee Daphne Flatt, Ed Hayhoe (Past President), Olive Smith, Glenys Watt, John & Val Penman National Delegate Ed Hayhoe, E-mail: [email protected] 09 420 6390 Branch Patron Neil Kruse

WAIKATO/BAY OF PLENTY BRANCH President Des Cooper, 47 Matavai St, Mt Maunganui 3116 07 572 3249 Sec/Treasurer Paul Edginton, 6 Duval Way, RD 9, Hamilton 3289 07 829 3032 Club Captain David Dobbs 027 448 5488 Committee John Gleeson, Bruce & Zoe Henderson, Roger & Jane Hennebry, Colin & Maureen King National Delegate Maureen King, E-mail: [email protected]

HAWKE’S BAY BRANCH President Vaughan Cooper, 4 Aintree Road, Havelock North 06 877 5698 Sec/Treasurer Ann Bowes, PO Box 1074, Napier 06 835 8469 Club Captain Mike Boyce, 12 Corwen Place, Hastings 06 878 9071 Committee Olive Kilbey, Graeme Bowes, Peter Mackie, Colin Campbell National Delegate Peter Mackie, E-mail: [email protected] 06 877 4766 Branch Patron Reg Kilbey

MANAWATU BRANCH President Bruce Gibson, 12 Rongotea Rd, RD6, Palmerston North 06 324 8386 Vice President Pauline Goodliffe, 194 Green Road, Awahuri, PN 06 323 7081 Sec/Treasurer Bert Empson, 8 Bryd Street, Levin 06 368 0696 Club Captain Andrew Williams, Chimers Farm, RD5, Colyton, Feilding 06 328 7078 Committee Melvin Hollier, Brian Wolfsbauer, Mike King, Keith Zillwood, John Palliser, Reinhardt Bester National Delegate Mike King, E-mail: [email protected] 06 357 1237 Branch Patron Pauline Goodliffe

OTAGO BRANCH President Alex Meikle, 221 Somerville St, Anderson Bay, Dunedin 03 454 4786 Past President David Ross, 73 Cliffs Rd, St Clair, Dunedin 03 455 8800 Sec/Treasurer Kaye Wingfield, 7 Pioneer Cres, Helensburgh, Dunedin 03 476 2323 Club Captain Kevin Phillips, 66A Factory Road, Mosgeil, Otago 03 489 5782 Committee Winston Wingfield National Delegate Winston Wingfield, E-mail: [email protected]