October~November 2013 October~November 2013 National Executive

President: David Patten 156–160 New York Street, Martinborough 5711 Ph: 06 306 9006 E-mail: [email protected] Vice President: Position Vacant 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: Pauline Goodliffe Editor: Mike King Printer: Aorangi Print (Penny May) 125 Campbell Rd, RD 5, Feilding 4775 Ph: 06 323 4698 (home) 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. October~November 2013

Contents Page From the Driver’s Seat – National President’s Report...... 2 Getting Up to Speed – National Secretary’s Report ...... 3 Mailbox...... 4 Rally 2014...... 5 Round the Bazaars – Daimlers on the Run ...... 7 Timelines...... 11 Photo Gallery...... 14–15 Articles of Interest: Oils...... 16 The History of the SU Carburetter...... 17 CJ’s Centenary...... 22 Hitting the Road – Daimler Events Diary...... 25 Members’ Market...... 27

October~November 2013 1 From the Driver’s Seat ... A Message from your National President

Hello members, What a mild winter we have had, the odd storm at various parts of the country but overall I don’t think we have much to complain about all things being considered. Now that we are into spring with the days getting longer, some of us tend to develop a greater interest in doing more things. For me, I thought it was about time I started planning the restoration of my 1936 Lanchester that has been sitting in the shed for a couple of years patiently waiting its turn for a new lease of life. I purchased this from an elderly gentleman who lived in Masterton, he had used this vehicle up until the 1960’s as a family car until it became unreliable and he moved up to a later model. He had always intended to restore the Lanchester but time had passed and he had now reached an age where his interest had passed. The car was not running when I purchased and it is in such condition that it requires a complete overhaul. Not knowing much about this car I thought I had better do a little research to find that it is one of a family of produced by Daimler at the time and was targeting the small car market in the UK. The Lanchester Light Six was produced in a range of Body Styles Saloons, Coupes and other body styles to special orders. Announced in September 1934, it was the better- finished versions of an almost identical pair the other half being the BSA Light Six. It followed the Lanchester 15/18 introduced three years earlier and the Ten introduced in October 1932 as the third break away from previous Lanchester large cars. Most of the information that I could find referrers to the Lanchester Ten fitted with a four cylinder motor but my car is known as a Lanchester Eleven and has a very small six cylinder rated at 1378cc, it was designed for the twelve tax class at 12.09 HP. This engine is unusual in so far as the cast iron block and are all one piece and it has a two piece aluminium crankcase. The pistons are made of an Aluminium alloy. The new engine design was on the same general lines as the Lanchester Eighteen though with a chain-driven dynamo and a much reduced and taking down the swept volume from 2390 cubic centimetres to 1378 cubic centimetres. The transmission is the Daimler fluid flywheel and Wilson four speed pre-selective self-changing gearbox. Prices ranged from 365 GB pounds for the Light Six Saloon up to 435 GB pounds for a made to order Tickford coupe manufactured by Salmons & Sons. Hopefully my car will look this good sometime in the near future. Happy motoring. Dave Patten Example of a Lanchester Light Six Saloon

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

A warm welcome to this month’s new members. • David Harman of Christchurch, has a Daimler V8. • Rod Mason of Te Aroha, has a . • Rodney Blundell of Auckland has a Daimler XJ40 Sovereign. • Selwyn and Anna Cheetham of Levin, they have a Series 3 Double Six. • Murray and Kay Fairweather have a Daimler V8. This is one of the cars from the collection of John Thorner and Pat Screen. New Member Rod Mason requested information on which oil to use if his Conquest Fluid Flywheel and Preselect gearbox. The original requirement called for a straight 30 grade engine oil, not so readily available today. Modern oils tend to be too “slippery” causing the bands to slip. There are alternatives, some lawnmower shops will have 30 grade for their small , “Running in” oil will work well, and I believe Penrite also have a suitable 30 grade. It pays to periodically change the oil in a preselect gearbox. The material shed from the bands can form a sludge if left too long. If necessary, flush with kerosene to clean out before renewing the oil. The most feared problem with our older cars is the all too frequent Warrant of Fitness! Some testers are extraordinarily observant when it comes to spotting the slightest deficiency in a classic car which may travel a whole 500km’s each year. There are some things we can do to prevent vital items “wearing out” between warrants. BRAKES. Brake fluid is hydroscopic, it absorbs moisture form the air. It is cheap, replace it regularly to preserve cylinders and seals. Also take a peek at the rear brakes, weeping wheel bearing seals can cause mayhem with the linings. Ensure brake pads and shoes have plenty of meat so preserving the discs and drums. STEERING GEAR. Grease it regularly, every 1000 miles at least! Daimler steering boxes appear to consume oil, all is well as long as you keep it FULL. Don’t use grease, it won’t lubricate it. New seals are cheaper than steering box overhauls and failed warrants. Wheel alignment checks are also cheaper than tyres. Also keep your tyres out of the sun when in storage. SHOCK ABSORBERS. If you car has lever types, remove them occasionally, clean and drain the old oil and refill. Use motor bike front fork oil, it’s readily available. ELECTRICS. These like to be clean and dry. A squirt of CRC2-26/WD40 will work wonders on dodgy connectors. Make sure all lights, wipers, washers etc work. If it was fitted to the car when new, it must work… BODYWORK. Do Daimlers rust? My word yes! Keep you car clean, above AND below. See to any paint deficiencies promptly, take a squiz underneath and treat any suspect surfaces with fish oil or whatever. Also a good idea to take a peek under the carpets, inside the doors and other crevices that might get wet. Enjoy your car over the coming summer. Mike King

October~November 2013 3 Mailbox .....

Dear President Dave, When I went to lunch yesterday at David and Glenys Watt’s I was very pleasantly surprised to be presented with Life Membership of the Daimler Club. Over the years I have had a great deal of satisfaction from restoring and motoring four Daimlers, and enjoyed the fellowship of like minded enthusiasts. Whilst one doesn’t seek accolades, it is nice to have one’s efforts recognised and appreciated. Please pass on my thanks to the Club and my best wishes for the future. Yours. Ed Hayhoe ______Subject: New membership Hi Mike, Just a quick note to say “package” arrived in the mail yesterday. Have to say I was very impressed with the very professional material received. Easily the best ever from a car club I have seen. I must make the effort to be at Palmerston Nth next year. Your old Daimler is making good progress as I recommission it for the road again. Rgds Rod Mason ______Subject: Daimler engine rebuild Hi Mike The engine for the Daimler has just recently been rebuilt by Hart Busas of Tauranga, the contact that came from my query to you. Have yet to install however well pleased with the work done. Many thanks Peter Burton ______

4 in New Zealand Inc Rally 2014

In preparation for next year’s Rally in Palmerston North, I have included the Concours Rules and Guidelines as well as the Trophy criteria for the various classes. As there has been some confusion in previous years, this will enable members to determine the class for which their vehicle will be eligible. If there is any aspect you wish to question, please contact myself or your National Executive member. Later, I will include a copy of the Judging Sheet to give members some idea of what the Judges will be looking for! Rules and Guidelines for National Rally Concours Judging 1. All vehicles must have travelled to the event under their own power and be owned by financial members of the Club. 2. The highest standard of presentation is sought, although Judges may be less critical of unrestored vehicles. An entry may be eliminated at the discretion of the Judges, if they feel that insufficient effort has been put into its presentation. 3. Vehicle fittings and extras, with the exception of Safety Belts and Turn Indicators, should be as they left the factory or available as accessories at the time of manufacture. Items added later in the interest of safety should not be penalised, provided they have been fitted as neatly as possible. 4. Paintwork and bright work should be in sound condition. If repainted, the colour/s must be as close as possible to the ones that were available when the car left the factory. 5. Under wings and body should be clean and rust free, but nominal road dirt collected on route to the event will be disregarded, as will oil leaks from automatic chassis lubricators when fitted. 6. Upholstery, carpets, roof lining and facia, whether restored or unrestored, must be in a tidy condition. 7. Judges will make an assessment of the appearance of the engine, accessories, under bonnet and boot areas. Note that these should be either unlocked or with key in lock. 8. Every entrant manufactured within the previous 5 years of the event will incur a 100 point deficit. Trophy List 2014 Silver Tray Overall Winner National Concours. Class 1 All Daimler, Lanchester and BSA manufactured before 1959. Class 2 All Daimler V8 manufactured from 1961 to 1969 inclusive. (Includes Majestic Major)

October~November 2013 5 Class 3 All Daimler Sovereigns manufactured from 1966 to 1986 inclusive. (All 420 Sovereigns and Series 1, 2 and 3 Sovereigns, including V12 till 1993.) Class 4 All Daimlers manufactured 1986 to 1994 inclusive. All XJ40 and XJ81 V12 models. Class 5 All Daimlers manufactured from and including 1995. (X300 onward) Class 6 Best Jaguar owned by a Daimler member. Class 7 Daimler SP250’s Class 8 Best Lanchester or BSA. Wingfield Trophy Most original Daimler V8 1961 to 1969. Roy Tilley Trophy – Silver Cup Best Conquest / Century. Smiths Regrind Trophy Written Questionaire. Mary and Mac Hunter – Silver Tray Peoples Choice. Ray Budden – Sherriff’s Trophy

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6 in New Zealand Inc Round the Bazaars ... Daimlers on the Run

Auckland Amblings A Daimler Visit to Remember On the 11th August a group of enthusiastic Daimler Club members descended on the premises of Ian Hill, one of our longest serving compatriots. A good crowd was gathered outside Ian’s house when Ian arrived to open up the dual garage doors. The first car to come into view was the 1972 which is currently up for sale on Trade Me. Although this car has not been used for a couple of years it would not require much commissioning to be a good usable Daimler. The second car to come into view was a really beautiful car, a 1930 Daimler Coupe Cabriolet. This is based on the Type 25/85 Daimler and uses a 6-cylinder 3568cc engine. The body is by Martin Walter Ltd. The car has not been used for many years but looks complete and in reasonable condition. The next striking car was a Daimler Roadster sports from the mid 1950’s. This car uses the 6-cylinder 2433cc Century engine. With its aluminium body the engine was able to give the car a genuine 100mph performance. The car was imported from Australia and has the body partly stripped of paint. These cars are very rare with only 65 ever being built. Also in this area are two DB18 Sports Specials’. Both cars are in need of work but would be an asset to anyone’s collection of cars. After drooling over this fine collection of Daimlers Ian took us though to another garage where he is working on a Daimler Century. Also sighted in the garden area is another Century stored under a tree. This is not quite the end of the collection as Ian has a beautiful Sunbeam motor bike from the early 1920’s. And alongside he has a store of Daimler parts which would be the envy of many. Ian is very rightly proud of his collection which is very impressive in anyone’s language, but there is a lot of work in front of him to bring them all up to road condition. After the hour spent with Ian we all departed to meet up again at Martin Walker’s house to inspect the collection of Daimlers in his very large garage. Martin’s collection is very different to Ian’s in that 3 of his 5 cars are on the road and used regularly. The Daimler Century and the 2.5 V8 are regularly seen at the Daimler outings but the most

October~November 2013 7 impressive of the cars is the Daimler 104 which Martin had recently purchased. With less than 500 of these manufactured it is one of the rarer cars and with its 3500cc six- cylinder engine is capable of over 100mph which is surprising for a car of this size. There is some effort required on the car to bring it up to pristine condition but Martin is beavering away to achieve this end. Also in the garage is another 2.5 V8 Daimler which is under restoration and has many hours of work to bring it to “on road” condition. Also seen on the front lawn was a further 2.5 V8 donor car under a tarpaulin. Martin kindly finished the afternoon with tea, coffee, cake and biscuits in his custom- built attic over the garage complete with home theatre set up. Thank you Ian and Martin for displaying your treasures for us all to view on an afternoon to remember. Clive ______Waikato BOP Wanderings Hamilton Classics Museum Visit 15 September This was an invitation event hosted by the Alvis Club and organised by Clive Butler, a member of both Clubs. As befitting the starting point of most southward bound excursions the BP Service Centre at Papakura was an excellent choice and many other Clubs thought so too judging by their numbers on Sunday. Seven Daimler Club cars made their appearance with a greater number of Alvis’s being present, the number of attendees totalling 26. The trip down was uneventful with Mr Google’s instructions being totally thwarted by reality as any that have passed through Hamilton recently now knows. However all seemed to work their way through the blind round-a-bouts to find the Museum. A large modern building with an Art-Deco form of an American Speedster mounted on a steel pylon grabbed our attention making it very easy to complete our journey. On arrival we were greeted by the entrance, a 1950’s Jukebox Diner, complete with Betty Boops, a Fiat Topolino and other memorabilia. Since the tables looked rather full I decided to go straight in passing large posters of Frank Sinatra, Audrey Hepburn and Johnny Cash. Representing the German makes: a micro-car an Isetta reminded me of a boyhood sighting of one with a person stepping out of the front of the car (quite unusual even in those days) and a 1957 teal blue /cream Borgward Isabella. The huge white 1936 Auburn Speedster dominated the scene slightly upstaging the equally huge finned Cadillac Convertible and in support, a number of other American cars. A lovely red and cream 1957 Corvette (reputably escaped from Flash Gordon’s garage) was the highlight of the American cars for me. The Italian contingent was represented by a 1962 Maserati coup (a 150 mph car), a red 1974 Fiat Spider and 1964 Lancia Flavia with 1800cc 4-cylinder, horizontally opposed engine. The English Legion being led by a 1950 Bristol 401 with an amazing 7 dial dashboard (someone suggested the 7th was an altimeter), a 1966 BRG Singer Imp Chamois Sport, 1964 Red Bond Equipe, a blue/white 1959 Triumph Herald. In the considerable character category, a 1935 lime green Singer Bantam 9, 1961 Lloyd (blue with white roof) and a Triumph Herald-based Amphicar with propellers.

8 in New Zealand Inc The motor bikes included 3 Indians, one painted pink and an 1896 Roper Steam cycle with its boiler situated between the rider’s legs. There was a wide selection of memorabilia, including petrol pumps (remember Europa, Texaco and Esso), forecourt advertisements, pedal cars and tricycles. By this time the tables had cleared a little, so it was lunch and home. Thank you to Clive for organising the event. Bryan ______Hawkes Bay Highlights Sunday 21 July Four Daimler members joined with the British and European Car Club members for a drive to Waimarama Beach (half an hour east from Havelock North). It was a beautiful day, a good road and an interesting quiz to keep us alert on the way. We met for lunch at an award-winning café that provided a beautiful meal. This was followed by another general motoring quiz, which proved quite tricky for most of us. Thanks to the Triumph Marque owners who planned this very enjoyable day. Sunday 18 August: The Timed Run at Pukeora, Waipukurau. In conjunction with the HB Branch of the British and European Car Club. I have no report for this event. Margaret Duncan ______Manawatu Meanderings On July 21st, the club went to Paul Gleeson’s “Tin Hut” at Mangatainoka. We combined with the Rover Club and had a turnout of 35 people. Paul has a great collection of old trucks and tractors. Amongst the trucks was a Fordson Thames of the type which Mike King learnt drive at the age of 10!

Fordson Thames truck at Gleesons. One of the trucks of most interest to us was an immaculately restored 1914 Daimler truck. While this truck does run, Paul made several attempts to crank start it without success, a damp day and a temperamental magneto was the suspect culprit. Also see “CJ’s Centenary” on page 22 in this edition for more details on this old truck. Sheds crammed with trucks!

October~November 2013 9 After spending an hour viewing the vehicles we went on to The Mangatainoka Lavender Farm Café for a snack and coffee. The staff got a little flustered with such an influx of people and when Kevin’s burger was given to him it was minus the meat pattie! On discovering their mistake it was given to him some time later! Dave Patten made a presentation of a plaque to Doug Brown in appreciation for his eleven years as National Auditor. Good to see Peter Mackie join us as well. Another great get together with everyone. Gayle Clinton Rover Daimler Challenge 18 August This year was the turn of the Daimler Club to organise the annual event. Ray and Lyn Watling did a great job plotting the course and setting the questions. We had 8 Daimlers and 7 Rovers turn up for the start. Leaving Memorial Park for approximately a 55-minute run and ending up at “Sosky’s Café “for afternoon tea. Bruce and Jocelyn Manning came 1st, Kay Guard 2nd and Doug Stevenson 3rd. The Rover Club won the Manawatu Daimler and Rover Presidents, Mike King and Hilton Zachan, with the Challenge Trophy. Both belong to both Clubs! trophy narrowly beating the Daimlers by .5 points. Many thanks for Ray and Lyn for organising it. Rover Club’s turn next year. Gayle Clinton ______Otago Outings On Sunday 16th September sixteen members and friends met at The Topiary Cafe which is at Wal’s Garden and Funland at Mosgiel a short drive from Dunedin. The occasion was for our Annual Breakfast Out which has proved very popular with members. Everyone enjoyed their breakfast which consisted from French Toast to the full breakfast which included bacon, egg, sausage, mushroom, tomatoes and hash browns. Afterwards there was plenty of social chat before members headed home with many of them looking around the garden centre and purchasing plants. As well as the cafe and plants for sale they have a mini golf course and a small train which children were having great enjoyment on. Kaye Wingfield ______

10 in New Zealand Inc Timelines ... Our club history from past magazines ...

October~November 1973 The following interesting article: Daimler V8 Crankshaft Oil Gallery Plugs (Colin Campbell, Hastings): Although mentioned in the workshop manual, the importance of removing all the crankshaft oil way plugs must not be overlooked when undertaking an engine overhaul if premature bearing failure is to be avoided. The photograph of a 2½-litre Riley crankshaft illustrates this point as the same build-up occurs in Daimler V8’s. The deposit is usually quite hard and all four plugs must be removed to clean the shaft effectively. Early series V8’s and SP250’s had alloy plugs which were relatively easy to undo. However, later engines used steel plugs similar to the one in the photograph and a perfectly fitting Allen wrench is needed for their removal. Some steel plugs I have found so tight that the Allen wrench will actually turn within the hexagon making removal seemingly impossible. Should this occur, some may advocate drilling and collapsing the plug. This may be o.k. but is time consuming and there is the possibility of damaging the threads in the crankshaft. The following I have found to be much quicker, safer and has never failed to date. Purchase another Allen wrench (and spare hacksaw blades), cut a short section of ‘straight’ from it, place it in the plug for removal and carefully electric weld around the hexagon. This has the effect of shrinking the plug slightly as well as providing a really solid means of removal. Some crankshaft plugs have a slot in lieu of a hexagon but the same method still applies for those difficult to remove. A professional welder is probably best employed as this is the key to success of the operation. New crankshaft plugs are available and should be staked in four places after fitting. (See page B44 and B45, 2½-litre workshop manual.) Note that before undertaking the welding operation, it is recommended that the crankshaft journals be covered with masking tape so that any “splatter” from this operation will not adhere to the bearing surfaces. ______

October~November 2013 11 August 1993 New members were Eris and Mel Hollier. Stuart Brown, still has the family Lanchester LD10. A profile by Bill Randall on Winston and Kaye Wingfield. What a dashing young couple! They have had many lovely cars over the years! For seventeen years now, Kay and Winston have been members of the Daimler circle of friends and in that time have certainly made their mark. Between the two of them they have held branch office positions for longer than any other member of the branch (as I understand it) and this is a great and indeed, valuable contribution. Winston has been in the motor industry now for about 31 years and even in semi retirement can’t stay out of it. During much of this time both Kaye and Winston have owned many fine vehicles, amongst which have been five Daimlers. Their first of the marque was a 1964 V8 which they kept for 2 years and completely restored. This car was metallic grey. Car no. 2 was also a V8, but a 1969 slimline. This car was in good condition and only required improving. It was red. Car no. 3 was another slimline painted in a superb coat of dark blue. This was the first car I saw the Wingfields drive and marks my own entry into the club. I recall this car well as I was most impressed with its presentation. Kaye stands beside this car in the photo. Car no. 4. This was probably one of the most impressive examples of a 1964 V8 this branch has seen and, like most top examples, was completely restored. It started as a rough teal coloured V8 from Invercargill which we first saw at a Timaru run to Bluecliffs station about 1982, but with an original factory sunshine roof, it was a good candidate for a restoration project. After many months and many $$$$, it emerged as a magnificent metallic grey beast equipped with new chromed wire wheels, and it looked great. This car is now in the caring hands of our National President Keith Tyrrell and his wife Joy. Car no. 5 is another wire wheeled V8 (ex Garth Williams) from Christchurch and is used by Winston for every day use. Winston is standing by this car in the photo, outside the Wingfield home.

12 in New Zealand Inc Kaye and Winston are also in possession of one of the most magnificent XJ6 coupes i have seen and for those who did not know, you could buy these two door cars in both Jaguar and Daimler forms. This lovely red example has a black vinyl roof and looks superb. Also in the garage are two other members of the Wingfield family. A 1947 Studebaker Coupe and a 1915 Model T Ford Round-a-bout, both in lovely condition. I think you will agree this is quite a collection of vehicles as well as a great deal of work. Well done Kaye and Winston! ______August~September 2003 New members were Graeme and Anne Bowes. The following: General Motors versus the computer! At a recent computer expo (COMDEX), Bill Gates reportedly compared the computer industry with the car industry and stated – “If General Motors had kept up with technology like the computer industry has, we would all be driving $25.00 cars that got 1,000 miles to the gallon”. In response to Bill’s comments, General Motors issued a press release stating – “If General Motors had developed technology like Microsoft, we would all be driving cars with the following characteristics: 1. For no reason whatsoever, your car would crash twice a day. 2. Every time they repainted the lines on the road, you would have to buy a new car. 3. Occasionally, your car would die on the motorway for no reason. You would have to pull over to the side of the road, close all of the windows, switch off the engine, restart it, and reopen the windows before you could continue. For some reason you would simply accept this. 4. Occasionally, executing a manoeuvre, such as a left turn, would cause your car to switch off and refuse to restart. You would then have to reinstall the engine. 5. Macintosh would make a car that was powered by the sun, was reliable, five times as fast, twice as easy to drive – but would run on only 5 percent of the roads. 6. The oil, water temperature, and alternator warning lights would all be replaced by a single – “This car has performed an illegal operation” warning light. 7. The airbag system would ask – “Are you sure?” before deploying. 8. Occasionally, for no reason whatsoever, your car would lock you out and refuse to let you in until you simultaneously lifted the door handle, turned the key and grabbed hold of the radio aerial. 9. Every time a new car was introduced car buyers would have to learn how to drive all over again, because none of the controls would operate in the same manner as with the old car. 10. You have to press the “Start” button to switch the engine off. ______

October~November 2013 13 Ian Hill’s 1930 Daimler Martin Walker Ian’s Cabriolet Coupe. Cabriolet.

Auckland Alvis and Daimler members prior to departure to Hanilton. Ian Hill’s rare Daimler Conquest Roadster.

Daimler Consort and Special Sport at Hamilton Classics.

Hamilton Classics Auburn Speedster.

14 in New Zealand Inc Manawatu members assemble at Gleesons National President Dave Patten and Eric Truck Museum. Gleeson’s 1912 Daimler Truck.

Eric attempts to start the Sleeve Valve engine Lovey Hodgkinson and Gleeson’s Ford V8. but thwarted by damp ignition!

Manawatu Daimlers and Rovers congregate at Gayle and Lew Clinton score the Manawatu the Challenge starting point. challenge!

October~November 2013 15 Articles of Interest ...

Engine Oils (Paul Edginton) Here is an excerpt from a website that all Daimler owners should look at. www.dlcentre.com, At the moment there are some very good blogs/dairies of SP250 rebuilds. (Chris Reed is the author of this post.) I have been researching oils and part of that included looking through the forum for other related postings. I need to correct some statements here which are not quite accurate and slightly misleading: The statement that a 20W-50 oil is thicker than an SAE30 oil is misleading. A 20W- 50 oil is basically an SAE20 oil. An SAE20 oil is in fact thinner than an SAE30 oil. The difference comes at operating temperature. At 100c an SAE20 oil has a viscosity between 5.6 and 9.3, an SAE30 oil between 9.3 and 12.5, an SAE50 oil between 16.3 and 21.9. The presence of Viscosity Improvers in the 20W-50 multigrade work to prevent the SAE20 grade oil thinning to its natural high temperature viscosity. So instead of thinning to a viscosity between 5.6 and 9.3 its thinning is arrested somewhere between the range of 16.3 and 21.9 which is more than the SAE30 monograde will be at the same temperature. However, the performance of these Viscosity Improvers drops off quite quickly in the multigrade and as they do so then performance of the oil drops off as it starts to revert to its base SAE20 grade. But is important also to note that temperature. The general operating temperature of an engine is about 85c and at that temperature the oil is about 50% thicker than at 100c. Therefore at 85c an SAE30 oil will have about the same properties as a 20W-50 oil at 100c. Modern synthetic oils are far superior in this respect than classic mineral oils because they do not make use of Viscosity Improvers. They are chemically engineered differently and the base grade of oil is the higher number rather than the lower number as in the mineral oils. Therefore synthetic oils do not suffer the same performance drop off as their mineral counterparts. A classic monograde SAE30 oil will deliver poorer cold start performance but possibly better hot performance than a classic 20W-50 multigrade. When cold, it will be significantly thicker than the 20W-50 so will require significantly more cranking power and when the engine starts it will not flow so easily to the bearings. When hot it will be thinner than 20W-50 and so it will flow more easily to the bearing and flow more easily around the engine. Better flow generally means better lubrication. The oil also acts as a coolant for the bearings so an improved flow will improve the cooling capability. Do not confuse flow with pressure, they are not the same thing. An oil of itself does not deliver pressure. The pressure is delivered by the resistance to flow within the system. Generally the clearance in the bearings is the main factor that will deliver oil pressure. A heavier grade oil will have a greater resistance to flow and therefore give a higher pressure reading. This can mask what is really going on in the engine.

16 in New Zealand Inc If the original specification is for an SAE30 oil, a modern 5W-30 or 0W-30 oil will deliver the best performance. The 5W or 0W will give very good oil flow when cold and the 30 grade will deliver the same specification as the original specification. ______The History of the SU Carburetter (John Burnett, Burlen Fuel Systems Ltd) Origins The SU carburetter was the brainchild of the late George Herbert Skinner. He was born at Ealing in April 1872, the son of William Banks Skinner, a director of the well-known Lilly & Skinner footwear distributors. Despite following his father into the footwear business, Herbert’s real passion lay with the motorcar. Herbert was educated at Castlebar School in Ealing, and although as far as is known he had no technical training, by 1900 he had submitted three provisional patents covering his ideas. In 1903 he is reported to have travelled to France to learn how to drive a car. The following year he and his younger brother Thomas Carlisle Skinner decided to put some of his ideas into practice and improve the carburetion on a Star motor-car they owned at this time. The vehicle’s massive old carburetter was fitted with a glass top through which they could watch the flow of fuel from the jet. It was clear that the suction (depression) on the jet varied in accordance with the demands made by the engine, and it seemed to them that a big improvement would be made if the jet could be located in an air channel of a size varied to suit different engine speeds, so ensuring a constant depression and air velocity. A crude mechanism was evolved to bring this about, but it was then found that it lacked overall performance because if a jet orifice was chosen that was suitable for full throttle running, then this would result in an over-rich mixture for slow running and vice versa. The answer to this problem was a tapered needle; this varied the size of the jet orifice according to engine demands. A full patent was applied for by Herbert in February 1905 and granted in January 1906. Herbert’s application describes his occupation as “Boot and Shoe Manufacturer”. The First Carbs If Herbert was the inventive genius, his brother Carl Was the practical ‘engineer’. Carl was born at Ealing in June 1882 and educated at the Leys School in Cambridge. Again it is not known where or even if he received any technical training. Carl also joined the family business but by 1906 he had teamed up with R.P. Wailes to manufacture and fit carburetters. There was also a third brother by the name of John, of whose involvement little is known other than that he appears to have been a director of the Company by about 1913. It is not clear when the first experimental carbs were produced, but they were almost certainly made at George Wailes & Co.’s works at 258 Euston Road. When George Wailes sold the Works and premises in 1906, Carl became a partner with George’s son and they took temporary premises in Euston Buildings while new works at 386–388 Euston Road were being built. For some years carburetters were fitted and tuned to individual cars. The new works had an 8 ft by 16 ft, 30 cwt capacity lift which served all four floors as well as the roof and basement. Surprisingly, the top floor was used to fit and tune while the carburetters

October~November 2013 17 themselves were manufactured in the works below from working drawings prepared by the Chief Draughtsman, Mr J.O. Gardner, to Herbert’s sketches. Herbert’s main responsibility appears to have been one of design and improvement, which he pursued with vigour and also protection by way of patents of his ideas; a full patent covering the “constant depression” idea was granted in England in 1906, and additional patents were taken out in Belgium, France, Germany, Italy and the USA. Herbert’s inventive genius was not confined to the SU; he took out patents in 1907 and 1908 on a hydraulic variable speed gear and a detachable strap for ladies’ court shoes and slippers, and later for a paraffin carburetter, an aero-carburetter and a supplementary fuel supply valve for cold starting. There is some evidence to suggest that the carburetter was originally branded “The Union Carburetter” but this was soon superseded by “The SU Carburetter”, being the abbreviation of “Skinner’s Union”. The SU Company Ltd In 1910 the company moved to premises at 154 Prince of Wales Road, Kentish Town, North London, an old horse stable, the structure of which had to be converted to allow production to take place, and a Limited Company was registered in the name of The SU Company Ltd on the 2nd of August 110: Reg. No 111416. The earliest financial information appears in the Company’s ledger dated April 30th 1911. It is not specific as to who the directors were at this time, but an entry in the accounts of 28th January 1913 shows director’s fees of £25 each to W.B. Skinner, G.H. Skinner and J.H. Skinner. By this time the accounts also show that Wolesley and Rover were regular customers of SU. These early carburetters were fitted with leather bellows in place of the now familiar dashpot, and they appeared to have worked quite well. To maintain the leather bellows’s suppleness, a regular application of glycerine was recommended. The bellows themselves were made from glace kid by Herbert’s wife Mabel at their home. Sales to the company from Mrs Skinner for bellows-making are recorded in the accounts right through to 1928; presumably by this time for spares, not production. The First World War With the outbreak of war in 1914, carburetter production virtually ceased, the factory being busily occupied on Government contracts making machine-gun parts and tripods, bombs and aircraft carburetters. At this time there were about 250 employees. Carburetter production resumed after the war, but progress was slow. There was a general recession within the motor industry due to inefficiency and high costs, and the Company resorted to making wireless parts, windscreens, water cocks and other similar engineering work. Some car manufacturers appreciated the qualities of the SU, however, and they were fitted to a number of quality cars such as Bentley, Napier and Invicta. During this time, the leather bellows were replaced by a brass piston (e.g. in the 1927 Sloper). Takeover By the mid-twenties, after some initial problems, William Morris was fitting more and more SU’s to his cars and in his usual style acquired the by now struggling company in December 1926. The takeover relieved the Skinner family of the responsibility of keeping the SU Company afloat which they had done for many years. The Company was immediately moved to the Midlands and installed in the works of

18 in New Zealand Inc another of Morris’s new acquisitions, the Wolesley factory at Adderley Park, Birmingham. Carl came as part of the package, being made Managing Director. This was the real turning-point for SU, and with all the cars in the Morris empire to service, SU production increased rapidly. According to Wilf Webster, who joined the company in 1929 as Assistant Draughtsman, money for expansion and development was no problem: “We could have more or less whatever we wanted,” he said, and so new products now started to arrive thick and fast. 1929 saw the introduction of the HV type carburetter with bottom feed float chamber and also the Petrolift which was the very successful forerunner of the electric pump. The Petrolift replaced the gravity feed petrol tanks or vacuum tanks which were the norm for this period. In 1930 the HV was modified to take the top feed float chamber, followed by the OM and D type in 1931, the latter standing for “down-draught”, a design which required a spring in the suction chamber to return the piston to the idle position. 1931 was also the year that Herbert, the inventive “genius”, died, sadly never to see the heyday of his protégé. In 1932 the first aero carburetter was developed and from this beginning a number were produced for both military and civil aircraft during the mid- to late-1930’s, including the Rolls Royce Merlin engine. The following year the L type petrol pump was introduced. This replaced the Petrolift and is still in production today in its original form. SU Carburetters Ltd The thirties were a time of almost frenetic development; SU would and did make almost anything for anybody requiring a fuel system and the growth in output in both production and designs was quite incredible. In 1936 the name of the company changed to SU Carburetters Ltd. In 1937 the thermostatic automatic choke and the ubiquitous H Type was introduced – a series of carbs with choke bores ranging from 11/8th to 2 inches in 1/8th increments which were to be the standard right through to the end of the 1950s. In 1938 the hydraulic piston damper was introduced to provide acceleration enrichment. Various new pump designs had also appeared by now including the HP, LCS and double ended high capacity models. By 1939 nearly all Morris and MG vehicles as well as Riley, Wolesley, Alvis, Bentley, SS etc were equipped with either an SU pump or an SU carburetter or both. SU was thriving. In March 1939, according to a contemporary report, the SU factory covered 81,000 square feet and employed between 400 and 450 people making some 4,000 carburetters and 4,000 pumps a week plus quantities of aero-engine components. This year the zinc die-cast piston was replaced by brass, since zinc distorted or grew with age resulting in loose piston rods, and the HV type carburetter was phased out. The Second World War The Second World War increased SU operation significantly – by the outbreak of hostilities the works employed some 700 people, an increase of 300 in about six months, supplying all the aero-carburetters for Rolls Royce Merlin, Vulture and Peregrine as well as Napier for their Sabre and Dagger engines. The company was also manufacturing its fuel pumps for many military applications. The dangers of this one factory supplying the entire aero-carburetter requirements of the RAF Spitfires, Hurricanes and bombers was realised in late 1939 and it was decided to set up a duplicate plant in the Riley works in Coventry.

October~November 2013 19 Air raids in November1940 caused damage to the works. In the first air raid the factory was set on fire, but this was contained and extinguished by the works’ fire brigade, and although three high explosives scored direct hits, two in the machine shop, the carburetter production line plant survived intact. In the second raid no bombs fell on the SU works itself but girders and other debris from surrounding buildings came through the SU roof and the Ministry for Aircraft Production decided to evacuate the factory. After only twelve hours’ notice the first of many RAF trucks arrived to remove the plant to a modern, newly-constructed factory at Highlands Road, Shirley, recently requisitioned from the Co-op. Production continued non-stop during the move, however, any gaps being filled by the Riley shadow factory. After the move the number of workers quickly rose to 1,500. The weekly output of carburetters was doubled after Dunkirk to 200 a week, with a normal working day of 8am to 7pm. This working day, was voluntarily stretched quite often with the workers sometimes sleeping on the floor next to their machines. A second shadow factory was set up in the Wharf Valley in Yorkshire in 1941, in the village of Barwell, a boot factory requisitioned for the purpose. As well as the SU, this factory made the Rolls Royce Bendix Stromberg type carburetter. In 1942 the petrol injection pump was developed for the aero-engines, first fitted on Mosquito aircraft. Two SU technical staff had taken out a patent in 1939 but the firm could not get anyone interested in it at that time. After three years of neglect, the SU design was adopted and the new British petrol injection pump came into general use in the last year of the war. It was later built under licence by an American company and called The Simmonds Injector Pump. Growth and Decline In 1945 the production of carburetters and fuel pumps for motor vehicles was resumed and moved to Erdington, Birmingham in July 1947. The “Skinner” connection was finally severed in this year when Morris (Lord Nuffield) called a meeting with Carl, now aged 65, along with eight other senior figures from various parts of the Nuffield Empire and announced their retirement. So ended a career dedicated to the development of his brother’s ingenious invention. The following year saw the introduction of aluminium die castings replacing zinc and brass, a direct result of experience gained during the war years and making good use of the plentiful supplies of aluminium left over from aircraft production. After the war, developments arid new introductions came almost on a yearly basis. In 1950 dustproofing was introduced, in 1952 the formation of the British Motor Corporation widened the market for SU carburetters and pumps still further, and in 1954 were introduced both the part-throttle weakener for single car applications on 6-cyl engines (e.g. Rover P4) and the HD type carburetter. 1958, the year Carl Skinner died, saw the introduction of the HS type carburetter, 1962 the delrin float needle, and the following year the nylon float on HS carburetters. 1967 saw the development and marketing of a mechanical fuel pump and shortly after an automatic enrichment device (AED). In 1969 the spring-loaded metering needle and throttle overrun valve were introduced, in 1971 jet temperature compensation on HS8 carburetters, and in 1972 the HIF type. Jet temperature compensation was expanded to HS4 and HS6 carburetters in 1975; the following year the ball-bearing suction chamber was introduced and the part throttle weakener further developed.

20 in New Zealand Inc By 1976 SU’s position, that of a small plant in a rapidly declining car manufacturer known as Motor Holdings, changed once again when it became part of a division of Service and Parts known as SU/Butec. In 1982 SU introduced the HIF44E carburetter, which had electronic control of the cold start function, idle speed and overrun fuel cut-off. With the demise of SU/Butec a few years later, SU lost its identity to become Austin Rover Fuel Systems, the beginning of along period of drift and decline with SU parts becoming more and more difficult to service. In 1988 the Company was acquired by the Hobum Eaton Group, who themselves were acquired by the large USA-based multinational Echlin Corporation eighteen months later. Echlin itself was acquired by the Dana Corporation in 1998 and the company traded under the name of Dana SU Automotive. Burlen Fuel Systems By the early eighties SU was seriously considering ceasing production of HS pairs (for MGB Midget, Spitfire etc), but they were persuaded to keep tooling operational byBurlen Services. Burlen Services was formed in 1971 and first became involved with SU carburetters in the fuel crisis of 1974, when they were first appointed as agents. There followed a long period of co-operation, to the mutual benefit of both companies, culminating in a joint venture to rescue the defunct Solex UK production in 1985. Burlen now trades under the name of Burlen Fuel Systems which was formed in 1986. Burlen Fuel Systems were responsible for the re-emergence of the SU brand after its many years of neglect. They upgraded the image with the new SU blue livery and first promoted the product at Autoequip in 1987, followed quickly by several other UK shows and the prestigious 1988 AutoMechanika in Germany. 1994 saw the end of an era of carburetter production for the great marques of motoring manufacturing, when SU ceased original equipment carb production. On 16th August 1994 the final units, designated HIF and KIF, were produced, direct descendents of the original design by the Skinner brothers, the longest-running UK carburetter in production. However in June 1996 Burlen Fuel Systems set a commitment to producing aftermarket SU product for years to come. In 1997 Burlen acquired “The SU Carburetter Co Ltd” which had been wound up in 1996. The following years represented a continual period of product enhancement (including electronic switching for fuel pumps) and expansion through cataloguing, world wide sales promotions and investment in new tooling, to support the classic car market. Burlen Fuel Systems are also responsible for the packing of the well known service and rebuild kits associated with SU carburetters and pumps. Recent Developments November 2001 saw the official closure of what was once the SU factory and Burlen Fuel Systems became the world’s sole manufacturer of genuine, new SU product. Burlen Fuel Systems a BS5750 (ISO) Registered Firm is dedicated to ensuring the long- term supply of genuine SU parts for your car. All Burlen’s SU products are packaged using the SU logo and all literature contains both the SU and the Burlen logo – this is your assurance of a quality product. ______

October~November 2013 21 CJ’s Centenary Sourced by John Longhurst From Heritage Commercials (Fluid Driving, Vol 43, No 10, pp6–8)

I have known Paul Gleeson, who lives in Mangatainoka in the Northern Wairarapa of New Zealand, for quite a few years, and have done several features on his classic lorries. However, every time I go to see him I’ve always asked the same question – “Paul can we do the 1912 Daimler lorry?” Unfortunately the answer has always been “no pom, not until I’m ready.” This has always been frustrating as his Daimler is an absolute gem. However, this year I had to go over to Mangatainoka and again called in to see Paul. He had just finished building a 12-bay shed to house all his collection of various restored trucks. This shed is most impressive with a sign displayed on each door with the names of various truck manufacturers. Paul’s workshop is opposite the new shed, so it was here that I first ventured. Paul heard the car, but because of his failing eyesight could not make out who it was. “Paul, Paul,” I called out, ‘it’s me, Roger the pom.” “I know, I know,” he replied, “I suppose its the Daimler you are after again. Well you can have her this year, because she is now 100 years old.” I was flabbergasted! “Come back in a few days,” Paul continued, “so I can give her a clean and you can take the pictures.” And on my return I was not disappointed. This Daimler CJ was built in Coventry and we think it was shipped over to New Zealand in 1911 and sold to one WJ Hales, who was a farmer from a little hamlet called Weber about 40 miles from Mangatainoka out toward the coast. Incidentally this family still farms there to this day. One day in 1985 Paul received a call from his friend Bruce Hutton, who had seen that the Daimler was being offered by tender by Southwards Car Museum. However, Paul thought that so many people would be interested that he never bothered to tender for her, but unbeknown to him the old lorry was not sold. Paul found out and went over to the Southward Museum where he looked over the Daimler. He realised that a lot of the

22 in New Zealand Inc parts were missing but he managed to strike a deal with the owner Mr Len Southward (who was later to become Sir Len Southward). The reason why the old Daimler was up for sale was that Len stated he had a car museum not a truck museum. He was actually only the Daimler’ s second owner and it had been given to him by the family of the original owner, Mr Hales, in the early 1970s. All her life the Daimler had worked on the farm, but in those days roads were not like they are today, most of them were just like farm tracks covered in gravel. Paul later found out that the lorry had spent many years in a shed before being given to Len Southward. Paul transported the Daimler to Pahiatua, and started to tinker around with her. The main problem was a damaged piston, and as it was virtually impossible to get a replacement, Paul set to and made a new one himself. To do all this took him many weeks working away at weekends and in the evenings. Then one evening he turned the starting handle and she fired. He dived indoors to tell his family and guess what, they never turned a head. It was obviously Paul who was bitten by the Daimler bug, not them! He then started on the chassis, which is quite unusual to modern eyes as each rail consists of two pieces of steel sandwiching a piece of timber. This timber was still good but some of the rivets did need replacing. The braking system only operates on the rear, with the outside band worked by the foot brake and the inside shoe by the handbrake. These were found to be fine. The cab and deck were originally made by a company in Wellington, Crawler & Wrigley, and the There wasn’t much in the way of creature little maker’s plate is still on it to this day. However, comforts back in the pioneering days. Paul did have to rebuild the cab and all of the deck, but managed to use some of the old cross members. At around this time Paul had a real stroke of luck when a man from the local Woodville Council contacted him to say they were having a clear-out and had found some old truck parts. Paul went along and recognised some of the parts as being Daimler, including a radiator cap and check plug for the engine.

October~November 2013 23 The bonnet was in good condition but Paul had to make new wings as the old ones were pretty shot. She was now ready to be painted so Paul had it done professionally. That was back in 1986 but it was only 10 years ago that he decided to have it signwritten with the name Gleeson’s Carriers. One of the most remarkable things about this Daimler is that on most parts there is a decal or plate with its part number in case you needed to order a replacement. For example there is a brass plate on the original exhaust, as well as the wheels and some engine components. I really must thank Paul for finally allowing me to photograph his fantastic Daimler, as she normally only comes out of the shed once a Daimler fitted many components with a plate to year for the Pahiatua Christmas parade. It was allow users to easily order replacements. well worth the wait.

Paul demonstrates how to tip the body with the hand crank.

Gleesons 1912 daimler sleeve valve truck. Gleesons 1912 daimler sleeve valve truck.

24 in New Zealand Inc Hitting the Road ... Daimler Events Diary

Auckland Oct 4th–6th Brits at the Beach at Whangamata. www.britsatthebeach.co.nz Nov 16th–17th Waitomo Weekend Away. Expressions of interest to Bryan. [email protected] or phone 09-630-5172 Dec 1st Christmas Lunch Jan 2014 Waikato Wander – Classic Museum, Zealong Tea Plantation, Sculpture Park, Woodland Gardens. We may only do 3 places depending on timings Feb Car Shows Mar Auckland AGM Apr National AGM and National Rally – Manawatu ______Waikato BOP October 4th, 5th, 6th Brits at the Beach. This is a 3-day event, at Whangamata, with lots to do so have a look at their website for more information –www.britsatthebeach.co.nz . December 1st Tye Park Tauranga picnic day ______Hawkes Bay Sunday 15th September The Scott/Versey Run organised by the British and European Car Club. A Flyer with details will be mailed to all members. Sunday 20th October “A Daimler day with a Difference”. A flyer with details for this run to Taihape will be mailed to all members, nearer the date. November Gymkhana. Date and details to be advised.

October~November 2013 25 Manawatu October 20th A visit to the new Coach House in Feilding. This display is much bigger in their new premises so allow plenty of time. We meet at the Coach House in South Street at 1.00pm. November 10th Christmas meal at Rendevous Restaurant. Confirm your booking with Gayle or Lew. November 15th, 16th and 17th The inaugural “MAN SHOW” being held in Palmerston North. We have been invited to participate in this “Big Boys Toys” show to be held at Arena Manawatu. Details to follow. December 1st President’s BBQ. Date moved forward and venue is yet to be determined, members will be advised by email or phone. Arrangements as per previous years, Branch provide meat and drinks, bring a salad or dessert and a gift of your gender to max value of $5. 2014 – January 12th Picnic. This is being organised by the Rover Club. They are looking at Totara Reserve and a local car collection but details are to be confirmed. February 9th The annual Trentham British Car Day. APRIL 25th, 26th, 27th NATIONAL RALLY MANAWATU. ______

Otago Garden Tour On Sunday 17th November we are joining the Jaguar Drivers Club for the annual Garden Tour. Details will be sent out at a later date. ______

26 in New Zealand Inc Members’ Market ...

Members are welcome to use this space free of charge. Forward details to Mike King before 10th of the month of publication. Name Badges These are available from Waikato BOP Branch. Cost is $21 each, contact Paul Edginton, [email protected]. For Sale Daimler V8250 1969. Colour Dark Green. This car is in a good tidy condition, seats have been recovered and it drives very well. Asking $10,000. Contact Penny List, [email protected] or 04-298-1507 for further information. Daimler DB17 1938. This car is 95% restored, new leather, paint etc. requires fan, carb and wiring to complete. If you can help with any of these parts it would be much appreciated, price of the car in its present state around $25,000.00. Contact Graham and Sharmain Hardwidge, [email protected], Phone 07-896-6565 Daimler Consort 1951. New tyres, current WOF and Registration. Goes well and lots of spares. Last 2 owners were club members (over 35 years). 4 owners since new, current owner over 20 years. Offers around $6,500. Contact Derek Keatley, 0274-400-985 Lower Hutt, email [email protected] Set of 4 sixteen inch Lattice type alloy wheels, warrantable tyres and wheel nuts. Suitable for XJ6/12 Series 1, 2 or 3. Good condition but need painting. $400 Daimler Double Six Series 2 1974. Fair condition for age. Will have new warrant and rego when sold. Open to offers around $4,000. Phone Mike 06-357-1237. Daimler 2½ Litre V8 Sundry Parts Len Nicolson, who many of you will remember as our Past National Club Captain prior to moving from Waihi Beach to Perth W.A., recently contacted me and advised that he has a number of mechanical parts in storage which may be of interest to our members. Too many to list but all surplus after installing a Toyota 5-Speed Manual Gearbox, replacing the original Borg Warner 35. Items include a Reconditioned Borg Warner 35, Propeller Shafts, Rear Axle Assemblies and numerous smaller items such as the Air Intakes for Carburettors, an Air Cleaner Assembly, Spark Plug Tubes, Valve Springs and items collected over the years.

October~November 2013 27 The larger items are at present still in storage in Waihi but I have recently relocated some of the smaller items to Hawke’s Bay. If you are interested in any of the above, I suggest you contact me initially by email [email protected] where I will act as an agent for Len and we can discuss what you require, amount you are prepared to offer and subsequent arrangements to uplift. Peter Mackie ______National Rally 2014 Plans are well in hand for the next Rally to be held in Palmerston North. It is to be held on the 25th–27th April which will be a long weekend this year with ANZAC day being a Friday. We have pencilled in the Gateway Motel, it would be prudent to confirm your reservation with them as it is looking like a busy time. Their charges are: Studio 2 people $110.00, One bedroom 2 people $130.00, Two bedroom 2 people $160.00 plus $30.00 per extra person. Don’t delay, do it NOW!

28 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 Ken Walker 021 274 1631 Secretary Martin Walker, 460 Blockhouse Bay Road 09 626 4868 E-mail: [email protected] Treasurer Joe Price, 1 Cassino Street, Bayswater 021 798 288 E-mail: [email protected] Committee Valerie Penman, Clive Butler, Ken Walker National Delegate Bryan Davis, E-mail: [email protected]

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 Ann Bowes, PO Box 1074, Napier 06 835 8469 Sec/Treasurer Margaret Duncan, 307E Gascoigne St, Raureka, Hastings 3120 06 878 8616 [email protected] Club Captain Colin Campbell, 1008 Reka Street, Hastings 06 878 5969 Committee Mike & Robyn Boyce, Peter Mackie, Colin Campbell, Graeme Bowes, John Duncan, Graham Clare, Vaughan Cooper, Brian & Joy Rooke, Richard & Janet Bennett, 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 Ian Hodgkinson, 7 Lyndale Place, PN 06 357 2073 Club Captain Gayle Clinton, 16A Tui MIll Grove, Feilding 4702, 06 357 2073 [email protected] Committee Ray Watling, Brian Wolfsbauer, Barry Cleaver, Kevin Stephens, Graydon Crawford, Des Symons, Bert Empson, Peter Whitten Lew Clinton 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]