August~September 2014 August~September 2014 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

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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. August~September 2014

Contents Page From the Driver’s Seat – National President’s Report...... 2 Getting Up to Speed – National Secretary’s Report ...... 3 Round the Bazaars – Daimlers on the Run ...... 4 Timelines...... 7 1974: Cooling Systems: Does anybody care?...... 7 1984: Some Facts and Figures...... 9 1984: How Tight Can That Bolt Be Done Up?...... 9 1994: Daimler Cars – Past and Present...... 10 1979: Inefficient Daimler V8 Heaters...... 11 Articles of Interest: Fuel Gauge Sender Repair...... 13 Photo Gallery...... 14–15 A Unique Daimler...... 16 ...... 17 Correspondence from NZFoMC Inc. – M/V Account ACC Levy Consultation... 22 Hitting the Road – Daimler Events Diary...... 24 Members’ Market...... 27

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August~September 2014 1 From the Driver’s Seat ... A Message from your National President

Hello members, Welcome to all new members and I hope this newsletter finds all our members well and enjoying our old and not so Daimler, Jaguar, BSA and Lanchester cars. As a TradeMe watcher it never ceases to amaze me where the old vehicles come from. The most recent one that took my eye was the 1916 (or their about) Daimler truck advertised for sale. Partly restored and looking for a new home. Apparently this is a project that has been 15 years in the making and it is certainly looking good.

DAIMLER LORRY for sale FIRST WORLD WAR – Daimler Troup Transport Engine 4 cylinder sleeve valve, 4 speed gearbox, worm drive diff, 4 ton payload, wooden chassis plated with steel. On 36x6 tyres total length 6.2 meters, deck 3.8 meters width 2.070 meters. Rear wheel brakes only. Much work done all new wood new cylinder heads, engine running, crank start, electric starter fitted. This advertisement got me interested in the history of the Daimler lorry manufacture and it seems that the First World War is the point when the development of the lorry really started to move. Apparently in 1913 Daimler had a work force of around 5000 people and only produced a total 1000 vehicles a year. However between 1914 and 1918 Daimler produced over 4000 Lorries as well as Aircraft, Ammunition shells and engines for other manufacturers including the new war machine “the Tank”. These vehicles used the “Silent Knight” sleeve valve engine first introduced in Daimler vehicles in 1909 and continued through to 1930’s. The Worm final drive was also used from 1909 until the 1950’s From what I can gather there were not many Daimlers imported into New Zealand compared to other truck manufacturers as New Zealand’s trade with the USA and Canada was greater than that with the Britain so it is really great to see a vehicle over ninety years old still surviving. Keep warm as summer is just around the corner. Dave Patten

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

Welcome to this month’s new members. • Wilbour and Ayleen Brown own a Daimler Consort at present undergoing some engine work. • Peter Dons of Auckland has a 1999 Daimler V8. • Patrick Henaghan of Feilding. Pat recently purchased the very nice manual overdrive 2½ V8 ex Jim Boag. Our condolences to Dot Tapuke, her husband Ron passed away in June. Ron had been a member since 1984. His car is still for sale, see marketplace for details. Our best wishes go to Kaye Wingfield, she suffered an injury after slipping on ice. Winston has been promoted to chief cook and bottle washer, we trust you have a speedy recovery Kaye. Winston and Kaye have been busy planning next year’s Rally in Dunedin, tentative date is for the weekend after Easter, April 11–12th 2015. Accommodation has been negotiated and will be available at $90 per night. Peter Mackie will investigate Ferry concessions if sufficient interest. The Manawatu Rally is now behind us, it would appear everyone got home safely. All attendees received a disc with almost 300 photos in addition to the big prints. Our costs worked out very close to budget with about $150 profit. National Patron Pauline Goodliffe must be recovering from her fall, she has been getting herself into trouble! At our recent Tenpin event she described her misdemeanour at an 80th birthday celebration dinner at the Palmerston North Golf Club for the local Women’s Institute. Nobody had organised a birthday cake. SO, she obtained a slice of cake, put a candle in it (which she happened to have), produced a match (as you do), and lit it! This was immediately followed by the alarms sounding whereupon the candle was discretely snubbed out! Everyone was evacuated pending the arrival of two fire engines, the all clear given allowing normality to prevail. Good one Pauline! In January Manawatu Branch is looking at a New Plymouth weekend to take in a visit to the “Festival of Lights” at Pukekura Park. This is a truly spectacular event, perhaps members from other North Island Branches may like to join with us. Contact Manawatu Club Captain Brian Wolfsbauer or myself if you are interested. It was interesting to watch the Trade Me auction of the Christchurch Mayoral DS420 limo. Over 29,000 views and closed at over $32,000! Also some unusual Q&A’s! It has ended up in Christchurch which I guess is appropriate. Also an interesting 1916 Daimler truck up for auction on Trade Me. For those with V8’s and feeling the cold there is an article compiled by the late Gordon Somerville on how to improve your heater included this month. Mike King

August~September 2014 3 Round the Bazaars ... Daimlers on the Run

Auckland Amblings Mid-Winter Lunch Meeting at our favourite North Shore starting point, the line up from my 104 (first official Daimler run it has been on), multiple v8’s, XJ6, Super V8, XJ40, Double 6 to the Penman’s 2008 V8, (do I mention the Alvis?) we had the decades covered. Bryan had plotted the route north then west, about 25 minutes of driving, over country tar sealed roads, with a few twists and turns to test the arm muscles of those without power steering.

At arriving at Soljans, we had an alcove that over looked the car park, so we could watch the other 2 car clubs arrive, Morris and the Porsche club (a lot of Posches), the car park was full. The menu had very popular lamb shanks with approx. half of our table choosing them. other choices included Salmon cakes, and Chicken Salad. 24 members in total, good to see Ian Hill join us for the lunch. Thanks Joseph for thinking of Soljans as the venue (and getting through the confusing emails to book). Bryan for plotting the route, and keeping us on the straight and narrow, and the Alvis has more speed up the Albany Hill than the 104, hmmmmm. Martin Pirongia Day Out With the changeable weather Auckland has been having lately Sunday was unpredictably fine and clear,a perfect day for a motor into the country. We gathered at our traditional starting point, the BP Papakura Station 12 persons in all ready for the one-and-half-hours of easy driving to Pirongia in brilliant sun shine, which became even more brilliant the further South we travelled. On arrival we were joined by three members of the Waikato Branch; the ladies disappearing off to the market while the gentlemen chatted in the sun. In a short while Rodney (whose car collection we would visit later in the day), led the way in his Daimler V8

4 in New Zealand Inc to the first stop Europacific, a company that repairs and races Porsches. Steve Rasmussen gave us an interesting talk on his rambling empire which included his workshop, paint booth, store rooms and wrecked Porsche Hall. A visit to the Alexandra Redoubt in Pirongia was our next stop, not be confused with the one in Tuakau which is not in quite as good condition. The Redoubt is situated to the west of Pirongia close to the village centre. The ramparts are clearly visible with not too much weathering. The surrounding trench is still very deep. Never saw any military action and once had a church standing in its confines. Pirongia was originally called Alexandra after the British of the time and was changed to Pirongia when a town in the South Island was found to have the same name. Our last stop was Rodney Mc Donald’s Car Collection. We were all getting a little hungry but this time, Rodney had thoughtfully had prepared some roast potatoes to supplement our lunches and made available his barbeque, tables, chairs and tea making facilities available. After Lunch a gentle stroll up to the first shed, disclosed an Austin Gypsy, a model T Ford commercial, after leaving this shed we noticed one of our members was missing, some persons unknown had locked him in. The next shed contained about 20 cars mostly post WW2,to mention some : a bright yellow , (which Josh took an immediate liking to ) Daimler Conquest, , Riley 1.5, MGB GT, various Pinin Farina Variants and a pre-war Buick. The last shed contained a workshop with a large lathe and wood working machinery. In the centre was an equally large Austin Princess in very good condition. We met back at the home for a presentation to say thank you to Rodney for organising such a wonderful day. Thank you again Rodney … Another thank you goes to John for generously providing the gift. Bryan ______Waikato BOP Wanderings Sunday 29 June Our Branch is alternating British CC runs with our own to give twelve events a year. June saw the BCC event organised by the Lotus CC. To arrive at the Tauranga start at 7.00am we had to leave home in the dark to cross the Kaimais. The run was very well organised with pages of route instructions and questions plus a trivia quiz. In addition to all this there was a time to achieve for the entire run and a mileage total to meet. All these factors affected your result. The run was 128 kms in length and took in Bethlehem, Te Puna, Katikati, Athenree, etc on excellent back roads. Unfortunately the time allowed was far too short as no one achieved it and the results ended in farce. The run was in three Stages and many did not finish Stage Three but still handed in their route sheets for marking. This gave false times and some place winners did not complete the run. The organisers did not pick up on this problem. We did finish correctly and answered all questions but two, but took an hour over the time allowed! We did however come third in the quiz. We were the only DLOCC members entered although a lovely V8-250 was entered by a Jaguar CC member. I think 20 cars were on the run which whilst a real marathon was much enjoyed by the writer. Rod Mason

August~September 2014 5 Sunday 13 July Fourteen members turned up for the mid-winter luncheon at Okoriore Springs Historic Hotel, plus we welcomed back Roger and Jane Honebry who are considering rejoining our Club with their V8-250. The menu was large and appetising and the camaraderie judging from the laughter and noise was enjoyed by all present. The Citreon CC was also in the dining room but were much quieter. Unfortunately my Century arrived at the Okoriore carpark with clouds of smoke billowing from the right front wheel. Once it had cooled down and after a struggle between rain showers the drum was removed to find all in order except a seized wheel cylinder. To cut a long story short, I could not free the system satisfactory enough to drive and the car ended up on a transporter for the journey home. I had plenty of “expert” advice whilst working on the car!!! An obliging Citroen Visa owner supplied some useful tools to augment mine. Aren’t classic car owners wonderful. Rod Mason ______Hawkes Bay Highlights On Saturday 14th June we had our mid-winter gathering which is always very popular. We returned to a Napier Chinese restaurant as their food is very good and we are able to book the back room to all sit around one big table. Ann Bowes ______Manawatu Meanderings On the 15th of June, we had 29 members attend our mid year dinner at Highden Manor. Highden is a large historic house previously belonging to the Catholic Dios to train Priests. It was built in 1896 (the same year as the first Daimler car) for the Right Honourable Walter Woods Johnston and is New Zealand’s fourth largest home. It is situated in Green Road Awahuri, next door to our Branch President, Pauline Goodliffe, and is now privately owned. The weather was reasonable, the company was most enjoyable as was the tour of the Manor which is the 4th largest house in the country. The meal fell short of our expectations, but none the less an enjoyable day. We concluded the day with a cruise down the back roads to Bulls for a coffee. Brian Wolfsbauer July 20th saw 15 members turn up at the Tenpin Bowlarama for a bit of competitive enjoyment. Almost all managed to handle the heavy bowling balls, albeit with a little assistance for some of our less able participants. Top scorer was Hilton Zachan with Peter Whitten followed by Bert Empson. Scores aside, it was a fun afternoon in the warm in the company of friends, followed by afternoon tea at the Esplanade Café. Mike King

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

1974 Michael and Robyn Florence joined the Daimler Club! 40 years, congratulations! In September the Wellington car market listed a 1966 Daimler V8 at $2900, a 1964 V8 travelled 69000 miles @ $2200, a Conquest @ $80, two Consorts @ $150 and, pay attention here, an SP250 for $2800! An interesting article on cooling systems: Cooling Systems: Does anybody care? Dirt, rust, scale and acid are all part of your car’s cooling system. Some cannot be avoided but they can be controlled by proper care and maintenance. If you are among those who share the “ho-hum” attitude toward cooling systems, now is the time to take a long look at engine components that failed either directly, or indirectly from poor cooling maintenance. Most experts agree that the cooling system itself is not a problem. It is the conditions within the system that result in engine failure. From a mechanical standpoint, a cooling system has two basic categories requiring attention. Maintenance of the radiator, pressure cap, fan belts, pulleys, water pump, oil cooler, thermostat, hoses, gaskets and heater is fundamental. Generally these components fail only because of neglect or over-extended usage. Because mechanical maintenance of the cooling system is basic, it is probably the most overlooked aspect of maintenance programme. It is usually taken for granted until corrective action becomes necessary. The more subtle and less obvious category is heat transfer or the “wet side” of cooling system performance where the coolant meets the metal. This is the seamy side of any cooling system and an area seldom considered until the damage is done. Then, the only remedy is repair or replacement. All engines convert fuel into heat and ultimately into mechanical energy applied at the shaft. A given amount of fuel produces a given amount of heat. The total amount of heat generated by combustion is dissipated as follows: one-third to usable power one-third ejected by exhaust one-third ejected by cooling. Since only one-third of the total heat produced is actually used in moving the car, the balance is wasted, carried off by the exhaust and cooling systems. And this heat must be removed at the rate it is being generated to avoid severe damage due to excessive metal temperatures. Valve Burning Exhaust valve burning associated with an excessive back pressure frequently results from the cooling system’s inability to handle the heat burden. This usually occurs because of restricted coolant flow, dirt, jammed thermostats and scale deposits. When the exhaust system has excessive back pressure, the reduced heat ejection rate places an additional burden on the cooling system. This causes higher coolant and engine metal temperatures. Allowed to persist, engine component failure results. The inter-relationship between the cooling and lubrication systems is equally significant. On cold engine start-ups, the coolant picks up heat from cylinder walls and other hot areas, circulating this heat to the oil cooler. As the heat is transferred to the oil, oil temperature rises to provide adequate lubrication of the engine’s moving parts. Once optimum temperatures are reached, the oil must be cooled. This is accomplished in the oil cooler by transferring excessive oil temperatures

August~September 2014 7 into the coolant. Ultimately, excessive oil temperature is ejected from the system through the radiator. lt should be apparent that these three – cooling, exhaust, lubrication – engine systems are most intimately related with each other and a breakdown in one or more is reflected in premature engine failure. The basic problems contributing to the 53% statistic on engine failures include dirt, rust, core sand, sludge and scale deposits. Individually or in combination, these materials are highly abrasive and cause erosion of water pump impellors, seals and metal surfaces, plug radiators and heater cores and passages, jam thermostats in partly open or closed positions, effectively reducing the proper control of coolant through the radiator and by-pass line. Under these conditions, it is impossible for the system to function and the stage is set for even more severe engine difficulties. Scale Scale deposits result from magnesium and calcium contaminants present in water. Since water is used as a coolant, these two contaminants are unavoidable. In actual practice, they deposit on engine metals in the form of white globules or films of white coatings as soon as temperatures reach 1 th 140 degrees F. This white deposit is most effective as a heat insulator. A /16 of an inch of scale deposited on a one inch thick section of cast iron effectively reduces heat transfer to the equivalent of 4½-inches of cast iron. Many mechanics protest that they don’t find large scale deposits, only small globs in localised areas. Normal reaction is that such a condition is not unusual, and indeed it isn’t. It is considered only a small amount of scale and not much to be concerned with. Unfortunately, the opposite is true. Combustion heat radiates in all directions from the chamber in an effort to escape. A severe barrier to this escape caused by scale forces the heat to flow through the unscaled portion, resulting in “hot spots” in the liner metal below the scale deposit. Because of metal expansion, this area of the liner expands more than the cooler metal adjacent to it and a whole new chain reaction occurs. Localised and uneven expansion of liner metal causes a bulge in the hot spot area. The result is that piston and rings have lost a smooth, straight line in which to navigate. As pistons and rings travel at high velocity across the bulged area, rings hop and skip causing excessive and irregular ring wear and piston wall scuffing. Loss of compression results and blow by gasses from the combustion chamber are forced past

8 in New Zealand Inc the rings into the oil pan so impairing the lubricating value of the oil by forming gums, sludge and varnish which is carried to each part of the engine. So respect your engine’s cooling system and it will repay you dividends in the long run. 1984 Facts and figures on club numbers and their cars. It is quite different today! Some Facts and Figures As promised in our May issue, here are some facts and figures about where our members are situated and details of the various models they own. The information was correct when I made a computer print-out on July 14th. At that date we had a total of 825 financial members in N.Z. and overseas. (Remember we count joint members as one.) In the Canterbury branch we had 157 members, Auckland was next with 133, Wellington 82, Otago 60, Manawatu 50, Hawkes Bay 46, Blenheim & Nelson 42, Southland 39 and Hamilton 28. 34 members were in overseas countries. When it comes to the various models, I find that the V8’s are still well to the forefront with a total of 492 counting SP’s and Majors. Sovereigns have now passed the Conquest Century models by a slim margin at present but I expect this will rapidly increase in the months ahead. Few of the older models are now used as everyday transport which will explain the slow demand for parts. However, the following gives a break-down of the different Daimlers & Lanchesters owned by members. Lanchesters 6 LD10 Briggs Body 3 LDlO Barker Body 22 Lanchester Ledas Daimlers 8 Pre-war models 7 DB-18 models 21 Consorts 11 Special Sports 72 Conquests 1 Conquest Roadster 2 Conquest Drop-head Coupes 8 Century Mk1 29 Century Mk2 9 Century Automatic 8 Regency 8 One-O-Four 8 Majestic 3.8 8 Majestic Major 1 Majestic Major Limo 45 SP-250s 353 Daimler V8 Saloons 81 V8-250s 5 Manual Daimler V8s 14 Mk1 Sovereigns 16 2.8 Sovereigns 78 4.2 Sovereigns 10 Double-Six. Total Number of Daimlers & Lanchesters: 851. From the above it will be noted that the larger Regencies, 104s and Majesties have dropped in numbers compared with our last count. However, I do know that there are another three or four of each model around but their owners have not renewed their subscription for the current financial year. How Tight Can That Bolt Be Done Up? With vehicles earlier than 1949, determining how tight to do up a bolt is sometimes a problem, due to the variation in metals used. This is often aggravated, as a substitute bolt may be weaker than the original. Testing with a file will give some indication as to its hardness. In 1949 the Society of American Engineers (SAE) put forward a system of grading marks – radiating lines on the head of a bolt – where the more lines, the harder the bolt. No marks = 74,000 lbs per sq inch, 2 marks = 100,000, 3 marks = 120,000, and 4 marks = 133,000. The fine thread used on U.S. and English vehicles is SAE or UNF as it is now known. Coarse threads used are UNC, which interchanges with the older Whitworth except for ½ inch. There is a slight difference in pitch (or angle) of the thread. With the Whitworth system the spanner size is the bolt shaft diameter while with SAE, UNF or UNC, the spanner size is the measurement across the bolt head. English cars also used BSF which is halfway between fine and coarse. Lightly greased or oiled bolts give a more accurate torque wrench reading than dry ones. Graphite grease applied to nuts that are subject to heat will make them easier to remove. Lastly, Oil of Wintergreen is about the best penetrating oil you can get and can be obtained from the Chemist.

August~September 2014 9 1994 In August Wellington members and past Auditor, Doug and Barbara Brown joined. Daimler Cars – Past and Present by H.M. Carter (extracted from The PreSelector) I am going to try and tell you something about the early Daimler cars, and of the uphill work we had in trying out the improvements and new inventions, which have brought the Daimler car to the perfect machine it is today. I feel sure there are a number of our young men who think that the motor car is like the spring chicken – coming out the shell perfect. But I can assure them, that like all new inventions, the motor car in 1896, although wonderful, was a very crude affair. For instance the very first frames, the foundation of the chassis, were made of wood with steel plates riveted on each side with tube cross members. Now look at your frames today, with welded cross members, an altogether stronger and sounder job. Take the two most important component parts of the chassis – steering and brakes. The tiller- steering of the early days was to found to be not good enough, as cars became faster, and so the wheel steering was introduced, a very fine improvement as you know. Then the early brakes, made of wood blocks fastened on steel cables with staples – were replaced by brakes with steel bands fitted with linings an improvement certainly. We had trouble with them rubbing on the brake drums so a spider bracket was fitted. By adjusting screws in this bracket, the bands could be adjusted so as to keep them off the brake drums. A brake was fitted on to the back of the gearbox some years ago, a very good brake for parking purposes, but very fierce. The live axle and internal brakes were a great improvement, but we soon found that all brake trouble had not disappeared. The bevel wheel forced the oil along the axle tubes on to the brake shoes, and in order to obviate this trouble, oil retainers were fitted. Now the engine. This used to be fitted with automatic inlet valves and tube ignition. The inlet valves would stick and caused us a great deal of trouble whilst the tube ignition had its faults. Next we come to two very noisy babies, the gearbox and rear axle. Their teeth troubled them, and kept us up night after night, trying to find some method by which screaming could be averted. The gearbox of the early cars was the Panhard four-speed type and was about 3 feet long, with a driving shaft sticking out of the front end for 14 or 15 inches, and with a cone clutch bolted on to the end of it. There were no universal joints between the gearbox and engine in those days, as we have today. This square driving shaft carried a gear sleeve about 11 inches long with four gears cut on it, so you can imagine the difficulty the driver had in threading those gears through each other without the aid of a clutch stop. Each time he changed gear he could not avoid knocking lumps off the gear teeth. These chips got into the plain bearings and gear shafts, and cut them to pieces – causing us a great deal of worry. The differential was in the gearbox at this time, fitted with two bevel wheels on the differential box. When the driver wished to reverse the car he slid the differential along – bringing the other bevel wheel into gear, with the bevel pinion on the counter shaft – that is the other bevel wheel was brought into gear on the opposite side of the bevel pinion. There were rapid changes in design about now, ball-bearings were introduced – the gear sleeve was split in two, making gear changing much easier. The differential and bevel driving wheel was taken into the live axle. We soon had improved machines for cutting and shaping the gear teeth. For a long time we experienced a great deal of trouble with gears going out of true in the hardening, making them very noisy, and I was very glad when we acquired a grinding machine for grinding the gear teeth after hardening. Then the babies stopped yelling. Now we have the self-change gear box, and what could be better. We were all pleased when Mr Lanchester came along with his worm wheels, to replace the bevel drive. We used the fully floating type rear axle at that time, and I think I prefer it to the semi-floating type. Now about the cone clutch. This was lined with leather and very fierce, if you were not very careful how you let it in, it would give you a nasty kick in the back, sometimes it would get out of line with the engine, and then all at once find its right place and go in with a bump, nearly throwing you out of the car. This improvement was greatly welcomed, and got us out of yet another trouble. Now we have the fluid flywheel, and again, what could be better. As I was on the body mounting for so short a time, I cannot say much on that subject, but it is a fact that colour and design catches the eye and certainly goes a long way towards selling the modern car.

10 in New Zealand Inc Well, my young friends, I have tried to show you in this article how crude the motor car was in the first place, and when you come up against a new invention, do not think as I did 42 years ago, that the invented motor car had not come to stay, but watch the new invention with interest, the improvements that are sure to take place, and in your time you will most likely see that same invention become one to the great wonders of this progressive age. I have seen four important inventions in my time. Motor cars, electricity, aeroplanes and television. I well remember the little horse-drawn trams in Bath with the driver standing on a small platform in the front. Then came the electric tram, which is now being replaced by the bus. Little did I think when I staged my model aeroplane in one of the very first Aeroplane Exhibitions in London in 1911, that I should live to see aeroplanes used as a regular means of transport, all over the world. I hope this article has not bored you, but that, as motor engineers you found it interesting. I should like to say that I enjoy reading the PreSelector each month, and I find the sports news very interesting indeed, so here’s good luck to you all. 1979 For the benefit of those with V8’s in this cold weather, I have included an article from April 1979 by Gordon Somerville on how to get some heat from your heater…… Inefficient Daimler V8 Heaters (Gordon Somerville) Perhaps the most common complaint I have listened to over the past six or seven years is the one from V8 saloon members regarding the poor heat output from the Smiths heater fitted to their car. Back in 1972 I owned a 1969 V8-250 which I bought with only 12,000 miles on the clock and during the same year we made a trip around the North Island in the middle of winter. We froze as even with that low mileage the heater would not give enough heat to even start to warm the interior of the car. About 12 months ago a member suggested removing a plate from under the scuttle vent and when this was done it certainly gave a stronger current of air to the interior of the car. However, I found the air still only warm so about a month ago I decided to pull the heater to bits and try to improve the output of HOT air. I can now report that I get a blast of hot air to the interior of the car which will virtually roast me if left on full. And I don’t have to use the fan either, just opening the scuttle vent is sufficient when travelling above 30 m.p.h. And the reason why the heater was inefficient? The steel pipes, Nos 26 and 35 and the radiator 6 in the illustration were almost completely blocked up so that the flow of water was greatly restricted. We all know that hot water rises but so does any dirt and scale from the engine and all this congregates in the core of the heater radiator in a similar manner as it blocks the main radiator. The only remedy is to have a radiator repairer remove one of the end tanks and clean out the core. So for the benefit of those V8 owners who are mechanically inclined, I will give the procedure I followed for removing the heater. (This differs from the way the workshop manual tells you but my method is simpler.) Firstly, it is not necessary to remove the bonnet although it would make the job easier. Drain about half the water from the engine and then undo the hose clamps 28, 29, 34 and 33 from the angle hoses on the heater. With a socket set and an extension remove one bolt from the left and one bolt from the right side at the base of the heater. Then remove three nuts from around the rear of the heater which attach it to the scuttle mounts. There are two control wires which come through the scuttle and these must be disconnected where they attach to the heater, both the inner wires and outer casings. Next pull apart the two electrical wires to the motor at the connectors noting which way they go. (If you reconnect them wrongly on assembly the motor will run the wrong way.) Remove the pipe 35 from the spring clips under the heater and the complete heater can now be removed from the car by twisting it sideways a quarter turn towards the engine. You may find it sticks a little as the heater box sits on sponge rubber seals at the base and also against the scuttle. Try not to damage these seals but if you do you can replace them with sponge strip available from the Para Rubber Company. By undoing hose clamps 25 and 37 you can now remove the water pipes, 26 and 35. In all probability you will find these well rusted up and in fact, almost rusted 5 through. I bent pipes from new /8” copper piping and then had them chrome plated. Now if you wish to use your car while the heater is being overhauled, you can connect 5 an eighteen inch length of /8” hose to the ends of pipes 22 and 38. Don’t forget to refill your radiator.

August~September 2014 11 Dismantling the heater In all probability the felt material covering the heater box is getting tatty, spoiling the appearance under the bonnet. I replaced mine with felt purchased from Geo. O. James Ltd in Christchurch but it should be available from most upholsterers. However, if you are not going to renew this covering just pull it back from around the front cover of the heater, No. 2 in the illustration, and then remove the nine self-tapping screws that hold the cover to the heater. The heater tap, No. 30 must also be removed by undoing two small bolts. This will be tight as it is sealed by a round ‘O’ ring, No. 31, to the radiator outlet pipe. The front cover can now be removed and the radiator core pulled out of the heater box. Take it to a radiator specialist for thorough cleaning which in Christchurch costs $7.00. While the radiator is away you can give the heater box a good clean out. You may find the two control flaps have semi-seized on their pivots so oil them well at these points You can also remove the motor and give this a good clean, oiling the felt pad where the spindle comes through the housing. Re-assembly This is exactly the reverse of the removal procedure and no problems should be experienced As mentioned previously, I re-covered the heater box with new material using Ados contact adhesive and if you cut a paper pattern first you can make a very neat job. Take extreme care with the heater tap. There is a rubber diaphragm in these taps which are no longer available so don’t pull it to pieces as you may damage it. Just clean around the outside and leave well alone. Items you should replace though are the ‘O’ ring 31, price 50¢ and the two angle hoses 27 and 32, $2.50 each from 5 the spares department. Straight /8” hose can be used for 24 and 36. Refill the radiator and use a good inhibitor such as Alfloc 2000 to prevent further corrosion. Finally, for the benefit of those members living in out of the way places and some distance from a radiator specialist, the spares department in Christchurch have fully reconditioned radiators for the heater available on an exchange basis. You should post your blocked up radiator to RD 2, Kaiapoi, together with your cheque for $8.00 including postage, and a reconditioned one will be sent off by return mail. If you want a new ‘O’ ring and two new angle hoses, make the cheque out for $13.50. ______

12 in New Zealand Inc Articles of Interest ...

Fuel Gauge Sender Repair (Mike King) The fuel gauge in the Consort has been rather erratic with the needle dancing as the 1 fuel sloshes about in the tank. The sender is a very simple device, nichrome resistance wire is wound on a former arranged in such a way that the sliding contact attached to the float varies the current flowing through the gauge in the dash panel. The sender unit is not made to come apart, but the rivets which hold it together can be carefully drilled out. In photo 1 you can see where the 2 rivets are located, drill the holes right through, the size needs to be suitable for the pop rivets or screws you are going to put back in. Photo 2 shows the drillings, at this stage the unit should be able to be gently 2 prised apart revealing the resistor and slider in photo 3. Carefully clean the resistor and slider contact with electrical cleaner (WD40, CRC, Isopropyl Alcohol or what have you), if necessary the slider may need a light emery to achieve a shiny finish. I may also need a little bending give satisfactory tension against the resistor. Check that the 3 float lever moves freely and lubricate as necessary. Hold the 2 parts back together and move the float lever through its range, you should be able it feel/hear the friction between the resistor and sliding contact. If you have an ohm meter you can check its operation, otherwise, connect it back in the car, earth the sender to the tank and try it before finally riveting it back together. Also check that the float still floats before installation!

August~September 2014 13 Bridal Suite at Highden. Highden’s magnificent Rimu stairway.

Manawatu cars at Highden Manor. Rod and friends trying to refit the Conquest brake drum.

Hilton’s bowl on the way to a Strike. Bert lets a bowl go!

14 in New Zealand Inc Ian & Lesley Denholm’s SP250.

Pauline Goodliffe’s Majestic Major limousine.

The classy interior of Wayne Duncan’s Manual Overdrive V8.

The plush interior of John Penman’s late model Daimler V8.

Mike Boyce with Mike & Robyn Florence, members for 40 years!

Richard & Karen Prebble collect their Trophies.

Thelma’s 13th National Rally cake.

August~September 2014 15 A Unique Daimler (Daimler Enthusiasts’ Club of Wellington Inc., Vol. 13, Issue 4, July 2014, Page 6) One of the cars attending the Daimler Owners’ Club National Rally in Palmerston North in April was the actual last production line Daimler ever built. It is a 2007 Daimler Super 8. This car is owned by John and Val Penman of Auckland. It was initially delivered to Japan and was subsequently imported into NZ. It is painted in a deep burgundy with ivory leather upholstery. It is strictly a four-seater as the service console protruding from between the seats prevents a third person from being seated at the back.

Power comes from a 400 hp 4.2L supercharged V8. The body-work is made of aluminium and the differences from the equivalent Jaguar XJ are in the details; like standard 19” wheels instead of 18-inchers, a freshened grille and new front and rear bumpers. Backseat passengers enjoy plenty of leg-room and copious amounts of leather and wood. Rear-seat entertainment (DVD, MP3 compatibility, etc.) is also part of the deal and occupants’ shoes will have the privilege of soiling lambswool carpets embroidered with the Daimler “D” logo.

16 in New Zealand Inc Daimler Majestic Major (Autocar, 12 May 1961)

As yet a little-known model, the Daimler Majestic Major saloon has many features of real merit and interest. This car, closely related to the six-cylinder 38-litre Majestic – itself perhaps the best car Daimler have produced for many years – was announced as a prototype at the London Motor Show in October 1958, although it was not put into production until recently. The surprise was its new 4.6-litre vee-8 One of the few cars to keep its classic radiator outline, this Daimler also retains much of the size and dignity of its limousine forebears. engine – similar in conception and character to the 2.5-litre unit fitted to the sports SP250. This 90 deg design has aluminium alloy cylinder heads and valves operated through short push-rods from a single camshaft between the cylinder banks. Powerful and lively, it produces 220 b.h.p. at 5,500 r.p.m. and has a marked influence on the character of the car. Despite the Majestic Major’s limousine dimensions and capacity for six passengers, it can surpass the performance of many sports cars. Thus the model is dignified, but by no means stately or ponderous. Its development and production are now, of course, under the direction of Sir William Lyons’ Jaguar organisation and, at a basic price of £2,113, it may be said to comply with this company’s policy of offering a great deal for a relatively modest sum. Automatic transmission of the familiar Borg-Warner design is a standard provision; we formed the opinion that it is well matched to the engine torque characteristics. The refinement of intermediate ratio hold is provided. Dunlop disc brakes are fitted to all wheels, their operation being assisted by a Lockheed servo. Their immediate and powerful effect is reassuring in view of the car’s weight of over 37 cwt and its high cruising speed capabilities. The associated hand brake, operating through separate mechanical callipers and having its own warning lamp (wired also to indicate low- Neatly carpeted and trimmed, the boot is wide and high so that luggage may be piled in it. The battery is in a compartment on level in the hydraulic reservoir), was the left and the spare wheel and tools are beneath hatches in the just able to hold the car on a 1-in- floor.

August~September 2014 17 4 test gradient. Optional power-assisted steering was fitted to the test car; it is of the transverse hydraulic ram type, made by Girling. Since the performance of the Major is a main talking point, we may reasonably discuss this first. The get-away from a standstill is extremely vigorous, without axle hop or wheel spin, and the strong pull is sustained to 100 mph. Witnesses to this are the exceptional figures of 3.6sec to 30 m.p.h.; 11 seconds mean for the standing quarter-mile, completed at 80 m.p.h., and to 100 mph. in 31sec. On motorways a cruising speed of 100 m.p.h. can be maintained easily and without fuss from the engine, which is then turning at 4,400 r.p.m. When the engine is turning fast in the low ratios, it can be heard doing so. However, it remains smooth at all speeds and is never noisy or obtrusive. Provided that the tyre pressures have been increased considerably, 110 m.p.h. may be sustained and the car’s maximum of 120 m.p.h. sampled. For our maximum speed runs we used 36 p.s.i. front and 40 rear. Normal pressures with only occasional bursts of speed in mind, arc 22 psi. front, 26 p.s.i. rear. Reference has already been made to the Borg-Warner transmission. Changes up and down are smoother than with most cars so equipped – this is particularly true of down changes on a light throttle or overrun and of maximum speed up-changes. High ratio remains in down to 22 mph. on the overrun but if the accelerator is touched, change- down occurs at once low engages from intermediate at 11 m.p.h. in similar circumstances. On a very light throttle, up changes occur automatically at 15 and 25 mph. respectively, but with full pressure on the accelerator, the maximum figures are 47 and 80 m.p.h. With throttles opened wide, but avoiding the kick-down, the changes up occur just about midway between these two pairs of figures. There is a ready kick-down to intermediate up to approximately 76 m.p.h. but no kick- down into low. An intermediate hold switch and the usual low selector arc provided, and there is no guard against over-revving it these ratios are so held. In low, 50 mph. is the absolute maximum speed. Except at high speed in intermediate, kick-down for quick acceleration causes some jerk and a smoother change down is obtained by using the selector. The ratios are noticeably widely separated and a fourth gear would obviously be an advantage. The Major is not offered with a manual gear box; few people would desire one. Speed and acceleration have a marked effect on fuel consumption. A single, waist- high filler leads to the tank which holds 18 gallons. There is a positive reserve, with panel switch, of 1¼ gallons, included in this amount. Consumption is not heavy; according to the performance and driving methods used it varies between 13 and 23 mpg., and most drivers would normally average about 18. One could not ask for better brakes nor improved braking figures. The servo assistance is just right for the car, giving light pedal pressures but no oversensitivity. Check braking requires only 10-20 lb pressure, and maximum stopping occurs at 90 lb pedal pressure. Above this pressure the front wheels locked, and each time the car was stopped abruptly by heavy braking the engine stalled. At no time was there any unevenness, vibration nor loss of efficiency, although our tests included a succession of rapid stops from 80-90 m.p.h. Our impressions of the Girling powered steering were favourable. One was never directly conscious of the assistance, yet the steering was always light and responsive. No

18 in New Zealand Inc wander nor lag was detected and the firm seIf-centring action was appreciated. There was slight heavying towards the locks, which is probably desirable. At high speeds the Major is very stable directionally and it may also be cornered safely very fast for such a car. Roll is resisted firmly, and we found no readiness for the rear wheels to slide or hop. There is a scarcely noticeable understeer tendency but, fast or slow, no reluctance to round a corner tightly on a chosen line. There is never any kick- back but the driver often feels tremors through the wheel; over bad road surfaces they may amount to mild shake in the wheel and column assembly. In its suspension, the Major tends to give away the age of its design; this is firm by modern standards and too often it sets the occupants bobbing up and down. We decided that the springing is probably too stiff, and the damping light, and comfort would perhaps be improved if the emphasis were reversed. If one could be sure of driving only on good road surfaces there would be no complaints, but everyone has to take to secondary roads on occasions and there the ride becomes too lively. Over rough cobbles there is considerable jolting – more at 15 mph. than at 25. Rear seat passengers have a better ride than those in front, mainly because the seats are much more comfortable. We wished that the test car had been fitted with the optional separate front seats, because the bench seat is a poor thing to sit on, for all its fine leather and pleasing appearance. To be specific, it is 3–4in. too short in the seat, supports the legs too firmly under the middle of the thighs instead of gently behind the knees, and has a fixed back, shaped and raked in a way that did not really suit our drivers. In other respects the driving position is good and the controls are well positioned. The seat will move back to suit the reach of a tall man; the attitude of the brake pedal is satisfactory and the organ-pedal-type accelerator operates smoothly. Steering column length can be adjusted. The spaciousness of the interior does allow six people to travel in reasonable comfort with some room to stretch the legs. In the front the transmission hump is small and the gear selector and brake are well away from a central passenger. At the back, the wheel arches encroach a little into the seat area, therefore, when three adults are being carried the outer passengers are more comfortable if they turn slightly inwards. There is very little mechanical or wind noise, so wheel and suspension movements can be heard occasionally. The seats are all mounted relatively high, which in a car such as this makes for a relaxed attitude and a good view out. The driver, too, has a commanding position. The front seats have long eyebrow-shaped outer armrests on the doors and both benches have folding central rests. No opportunity was found to test the heating system in very cold

Two large doors at each side allow easy entry or exit to the spacious interior. Separate front seats are a cost-free option. The wide and curved rearview mirror has an unusually good double- jointed mounting and height adjustment.

August~September 2014 19 weather, so it must suffice here to write that a good deal of heat is produced and this may be directed to the windscreen or to the car interior, in the usual way, by one twist control, matching another which adjusts the temperature. There are also a booster fan and two useful separate cold air ducts from grilles at the front of the car. Exceptionally sturdy bumpers protect the Majestic Major. The boot These each have a control to a outline is bulbous but by no means unattractive. The twin exhausts give a characteristic vee-eight beat when heard from outside as the butterfly valve. car passes by. One would assume that the curved, polished wood instrument panel, inherited from the earlier model, will be revised soon. It is fully equipped, of good quality and quite adequate, but, for example, the dials cannot be seen at a glance by the driver; there is a large rev counter facing the passenger (superfluous perhaps with an automatic transmission, but in any case wrongly positioned, we think) and too wide a spread of knobs and switches of concern to the driver. A central ashtray and an electric lighter are provided; space is also made for radio. It is unusual today to find a hand throttle, but many people will still appreciate the ability to warm up the engine at a fast idling speed before setting off, without operating the choke as well. The engine is a ready starter, but a combination of choke and throttle are required to obtain an even pull and to prevent stalling until it warms up. During this period it also helps to select intermediate hold. Flanking the instruments are two rather small cubby holes; one has a lid and locks, the other is open. Large leather flaps with fasteners cover four other compartments in the lower parts of each door. Over the front passenger’s legs is another shallow slot-shelf to carry maps and papers. For the back passengers there are two flush-folding picnic tables and two ashtrays. The small side windows behind those in the rear doors open extractor-wise, their lever catches being capable of holding them at any position desired between open and closed. Spring-up loop straps are mounted above the back doors. A rheostat for the instrument panel lighting would be appreciated and, incidentally, another for the heater fan. Interior lighting otherwise is good, and the scheme whereby the courtesy light at each side may be boosted to double brightness by separate interior lamp switches is helpful. Soft cushion visors are fitted, and the driver’s rearview mirror is sturdily mounted and gives widespread vision. The screen pillars are rather thick, but in this size of car that does not seem to be so important as in a small one. The strange little side lamps, attached above the headlamps, have red tell-tales – always a useful provision. An old-style steering wheel, with rounded boss, carries the horn button and a small traffic indicator lever. A windscreen washer is provided for use with the two-speed wiper.

20 in New Zealand Inc At night there are no reflections in the screen to distract the driver and the headlamps give exceptionally good illumination both in range and side-spread. A fog and a long- range auxiliary lamp are standard provisions, also a pair of reversing lamps. The finish of the exterior bodywork is mainly good without being outstanding; fit of the doors could have been better on this prototype car – and, we understand, is better on production cars now being delivered. The quality of the brightware is above average. Inside, the leather and woodwork are of very high standard, as one would expect of Daimler; pockets are neatly trimmed, fillets fit as they should and we could find but one burred screwhead. Both carpets are rubber-backed and have underfelt; for the rear compartment there is an additional thick silk-pile rug. No body rattles developed during our test and the sealing against draughts and water was satisfactory so far as our tests could show. The two front doors can be locked and unlocked only with the aid of a key, which is, perhaps, timewasting. Accessibility under the bonnet is good, but although it is spring-loaded, the lid is still heavy. A long oil filler pipe protrudes beside the huge central air filter; its small bore will not result in slow filling in winter since multigrade oil is recommended for the Major. Distributor, hydraulic reservoirs, radiator filler, all are conveniently placed, only the oil dipstick is a little awkward to grasp and to replace under the left-hand cylinder bank. It could well be lengthened and provided with an extended guiding tube. The boot, with sprung lid, is both wide and deep, so, without being cavernous in the North American sense, it should be quite large enough. It has its own lamp and, at the left, a compartment beneath a lid for the battery. On its front bulkhead are sturdy wheel- changing tools; beneath a hatch is the spare wheel; and in a compartment beside this is a good roll of tools. A grease gun is also provided, but the 17 grease points, needing to be fed every 1,000 miles, would no doubt be a job for a garage. Provision is made for a starting handle, and the car can also be tow-started. In a category of its own, the Daimler Majestic Major has much to offer that is not easily found elsewhere. It appeals almost as a sports saloon to the owner driver with a large family; it may equally well be used as a chauffeur-driven limousine. With its powered steering it feels neither heavy nor cumbersome, so it would be no embarrassment to a woman driver in a city. Without doubt it is dignified and distinctive in a traditional way, yet the price is within the means of a great many people who favour a large car.

A huge air filter, mounted over twin S.U. carburettors, dominates the engine compartment. Note the accessible fillers for water, engine oil, brake and power steering reservoirs – also the fuses and distributor.

August~September 2014 21 Correspondence from New Zealand Federation of Motoring Clubs Inc. June 17 2014

Submission on 2015/16 ACC Motor Vehicle Account Levy Consultation On behalf of the Federation of Motoring Clubs (NZFOMC) The NZFOMC represents more than 125 member clubs covering heritage collector and recreational vehicles spanning all years of production and including cars, motorcycles, commercial and military vehicles, motor caravans, traction engines, tractors and farm machinery. Our member clubs represent approximately 60,000 individuals. Thank you for the opportunity to provide this submission.

In accordance with previous submissions we continue to support collecting a larger portion of the levy through a petrol tax as it is a fairer means of ensuring the cost to users is proportionate to their accident risk. Rather than reduce the petrol levy from 9.90cents/ litre to 5.90cents/litre we submit a 50–50 split would be more equitable. Loading two thirds of the levy onto the licence fee requires those vehicles covering low annual mileages and owners of multiple vehicles to make inequitable contributions to the motor vehicle account and effectively subsidise high mileage users. This is inconsistent with the guiding principles of the ACC that the contributions made by levy payers should be their fair share of the costs incurred. We also support a distance-based levy on diesel vehicles, as this will reduce the disproportionate cost imposed on our members who own military vehicles, motor homes, and other hobby and recreational vehicles which are a low accident risk as they cover minimal mileages each year. Enthusiast-owned collector vehicles of any age generally travel lower annual mileages, are well maintained, and driven carefully by their owners. While we appreciate this is recognised in the discount provided for vintage vehicles over 40 years old and are grateful for the intended further reduction, we submit the proposed risk rating regime will further increase the unfairness of the licence levy imposed on owners of vehicles aged between 30 and 40 years which, in the main, also no longer cover high mileages each year. The percentage of the fleet aged between 30 and 40 years is less than 2%. With a few exceptions, only car buffs continue to drive and maintain vehicles more than 30 years old, and the distances travelled annually are generally small. A survey of our members showed 90 per cent drove their collector vehicles less than 3000kms per year. And a high proportion of the 30–40 years fleet are covered by classic vehicle insurance which restricts the owners to no more than 5000kms a year. At $287.75 per year the cost of the fee prompts many vehicle enthusiasts to only licence them for brief periods in order to participate in rallies and similar events or use them just over the summer. As most collectors own multiple vehicles if they have more than one licensed at a time they are paying unfair and excessive ACC levies.

22 in New Zealand Inc Possibly because many tend to be better maintained, or maybe because they cover lower annual mileages, older vehicles are relatively under represented in road crash statistics. But if the petrol levy is reduced as proposed in the consultation document, owners of 30– 40 year vehicles could effectively be charged proportionately higher fees than all other car owners. Assuming a 30–40 year vehicle defaults to risk rating Band 1, its licence levy will be $125.45 if petrol tax stays at 9.9cpl, or $173.83 if it falls to 5.9cpl. But travelling just 3000km a year that car would only pay $29.70 in ACC petrol tax at the lower rate, or $10 for an annual mileage of 1000km. Keep the petrol tax at 9.9cpl, and the net ACC levy is $135–155 depending on mileage. Decrease petrol tax and the net contribution is $180–191.50, so some $36–45 worse off. In response to a request from the Associate Minister, the Ministry of Transport is currently assessing the merit of revising the classification of vintage vehicles to include those aged 30 to 40 years. This will bring New Zealand into line with many other countries where heritage vehicles aged over 30 years are charged much lower road user fees or even none at all. Data provided by the NZFOMC indicates there should be safety benefits if a reduction in costs results in the anticipated increase in year round licensing and more consistent use of heritage vehicles. As deterioration accelerates when vehicles are parked up with regos on hold and their seals and braking systems become inactive. We submit it will also be of assistance to the ACC if this requested change to vehicle classifications is approved. To summarise: 1. We oppose the proposed decrease in the petrol levy and continue to recommend the introduction of a distance-based diesel levy. 2. We would appreciate ACC support for the reclassification of vehicles aged between 30 and 40 years as vintage or heritage so they can be charged the lower levy. 3. If it is practical the FOMC would like to see alcohol impaired drivers targeted such as with a levy on liquor sales. Thank you for considering our submission.

Kindest regards

Roy Hughes Secretary NZFOMC Tel 03 332 7500

Representing the responsible special interest and heritage motoring enthusiast

August~September 2014 23 Hitting the Road ... Daimler Events Diary

Auckland August 9 Dyno Day – contact Martin August 16th Indoor Car Show – contact Bryan August 20th Technical Evening with the Alvis Club at Balance Specialists in New Lynn – contact Bryan September 20th 9am Saturday Bennetts Chocolate, Mangawhai Market Meet Hooten Reserve just off Oteha Valley Rd Ocober 3–5th Brits on the Beach November 16th Fish and Chip run farmers market. Start at Botanical gardens December 7th Xmas Lunch 2015 January 18th Zeelong Tea Plantation, and Woodlands Historic House February Car shows Ellerslie Western Springs ______Waikato BOP Sun 3 August British CC event organised by CC taking in collections [inc cars] in Thames district. BOP members to met at start at the carpark at Wairoa Bridge, Te Puna for 9.30am departure. Waikato members to meet at 10.00am on Main Highway into Thames by Airport on left.

24 in New Zealand Inc Sun 14 September Note change of date. DLOCC run which will involve garage raid on car collections. Details will be advised to members closer to date. Mark calendars now !! Weekend 2–5 October Brits on the Beach, Whangamata. Our Club will have an official display on the Saturday. Public Day Not to be missed as fantastic event. Three members already booked for entire event Full details of weekend programme on BOTB website. Sun 9 November BOP Swapmeet at Vintage CC clubrooms at Cliff Rd, Tauranga Gates open 7.00am. Sun 16 November Cambridge Swapmeet organised by VCC. Waikato at Racecorse. Gates open 7.00am. Always a great event. Sun 7 December Annual Hamilton Car Show at Classics Museum, Frankton, Hamilton. Huge turnout last year at this prestige event. Our Club will have an official display to lift our profile so start to prepare your Daimler now. Will email details of our 13 July luncheon after that date, record turnout so far. ______Hawkes Bay August 17th Timed Run Pukeora Hill. September 21st Go Cart event. October 18th Prepare for an overnight Daimler Club organised return run to Taihape. ______Manawatu August 17th Rover Challenge, this year organised by Val and Helen of the Rover Club. We meet at the Palmerston North Railway Station at 1pm. September 21st A trip to see Mavis and George Carter’s Woodcraft and Gardens at Apiti. Also an MG car collection to peruse. Leave from Feilding railway station at 11.00am. Pack your own picnic lunch. October 19th Visit to “Smash Palace” Horopito. We are also looking at an alternative for the ladies. Departure from Feilding Railway station at 9.00 am with lunch at Waiouru. November 23rd Christmas meal, proposed venue is at Waimea inWaikanae. Confirmation and details to follow August~September 2014 25 December 14th End of year BBQ at Peter and Charmaine Whitten’s in Wanganui. A couple of other attractions are also in the pipeline. For January, we are contemplating a trip to New Plymouth to see the spectacular “FESTIVAL OF LIGHTS” Perhaps members from Waikato, Auckland or even Hawkes Bay may like to join up. Please let us know if you are interested. Taranaki members, perhaps you could assist with organising accommodation and meals. A couple of other local events, November 16th is an open day at Southwards Museum, also the MG Classic at Manfeild 15th and 16th November. ______

Short, Sweet and Sometimes True! I dialled a number and got the following recording: “I am not available right now, but thank you for caring enough to call. I am making some changes in my life. Please leave a message after the Beep. If I do not return your call, you are one of the changes.” ~~~~~~~ My wife and I had words, but I didn’t get to use mine. Frustration is trying to find your glasses without your glasses. ~~~~~~~ The irony of life is that, by the time you’re old enough to know your way around, you’re not going anywhere. ~~~~~~~ God made man before woman so as to give him time to think of an answer for her first question.

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]. Wanted Distributer and tachometer drive, also oil pump drive gear for Daimler 104. This is probably in common with Regency & Majestic. Please contact Dave Patten if you can help. For Sale 2x new Hankook tyres 185/80/R15. $100 each, contact Richard Bennett in Napier phone 06-836-6322 or 027-366-1117. Daimler XJ8 1998. This is the car which won best in class and overall best car at the Rally! That speaks for itself! To register your interest, contact John Penman, 09-521-2011. Series 2 1978. This car was imported new from UK and purchased in Australia, first registered by present owner 08/06/1978. Colour is Morrocan Bronze. This car was used from 1978 until it was laid up on blocks in 2004. The car is not registered or warranted and not run since laid up. In 1994 @ 96000km’s the car was repainted and engine fully reconditioned. The upholstery has been renewed and is in very good condition, paintwork and tyres good with the mileage at 99365km’s Car also has towbar and is in exceptional condition for age. Asking price is $6000, contact Dot Tapuke, Phone 06-754-8930 Waitara. 1954 Daimler Conquest: very tidy condition in an attractive two tone green but not running due to broken piston. Car has been fitted with a Century twin carbs and aluminum head that has some repairable damage due to the piston failure. The brake master cylinder also requires some attention causing the car to fail the last WOF. Prior to the engine failure the car was running well and has good tyres. Present owner has decided it’s time to move on. The car is located in Masterton and owner is open to reasonable offers please contact Graeme 06-378-8710 Daimler Century 1957 (Grey), un-registered – but has Plate No. SY3962. Capacity: 2,500cc Fuel: Petrol. Vin: 7A8480C0794477092. Odometer: 79,800 miles. Is in original condition, but needs TLC. Has electric fuel pump in place of the mechanical original (still there). Has new battery ($220). Engine goes. Pre-select gear change. Brakes need attention. Needs TLC – inside mostly. Asking price is

August~September 2014 27 $4,000 negotiable. History – Used to be owned by the Prime Minister of Tonga – so we were told. Location: Waimauku. Call Greville Wills 09-411-5092 XJ40 Parts – Doors, bonnet, boot lid, front guards, electric door motors, lighting modules, door handles, lights, bumpers and heaps of sundry parts being the remains of seven cars I have dismantled. All parts going cheap to clear out. If you need any XJ40 parts call me as I may be able to help. XJ8 3.2 V8 engine. Low mileage to suit 1997–99 model. XJ8 5 speed ZF Auto transmission. Low mileage in good order. Australian Jaguar Magazine – Large quantity of this publication available from the first issue. Prefer to sell as a job lot but will consider selling individual issues. Contact Bruce Manning 06-323-2111 (Home) 06-952-6373 (Work) or 027-230-1388 (Mobile) e-mail [email protected] ______

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, Chris Wilson 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 (BOP) Lindsay Donoghue, 46 Petrie Street, Rotorua 07 348 8796 E-mail: [email protected] Club Captain (Waikato) Rod Mason, 407 Manawaru Road, Te Aroha 07 889 4220 E-mail: [email protected] Committee Fay Griffin, Shirley Olsen, Cathy Donoghue National Delegate Rod Mason, 407 Manawaru Road, Te Aroha 07 889 4220 E-mail: [email protected]

HAWKE’S BAY BRANCH President Colin Campbell, 1008 Reka St, Hastings 4172 06 878 5969 Sec/Treasurer Ann Bowes, PO Box 1074, Napier 4140 06 835 8469 E-mail: [email protected] Club Captain Robyn Boyce, 3 Northwood Ave, Hastings 06 878 9071 Committee Richard Bennett, Graeme Bowes, Mark Dickerson, Peter Mackie, Brian Rooke National Delegate Peter Mackie, E-mail: [email protected] 06 877 4766

MANAWATU BRANCH President Pauline Goodliffe, 194 Green Road, Awahuri, PN 06 323 7081 Sec/Treasurer Ian Hodgkinson, 7 Lyndale Place, Palmerston North 06 357 2073 E-mail: [email protected] Club Captain Brian Wolfsbauer, 16 Saxton Street, Levin 06 368 8906 E-mail: [email protected] Committee Barry Cleaver, Des Symons, Peter Whitten, Kevin Stephens, Hilton Zachan, Mike King National Delegate Mike King, E-mail: [email protected] 06 357 1237

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]