August ~ September 2018 August–September 2018 NATIONAL EXECUTIVE

President: Martin Walker 460 Blockhouse Bay Rd Ph: 09-626-4868, Mob: 027-666-1880 [email protected] Vice President: Mike King 21 Millar St, Palmerston North 4410 Ph: 06-357-1237 Fax: 06-356-8480 Email: [email protected] Secretary/Treasurer: Wayne Duncan 44 Grotto Street, Onehunga, Auckland 1061 Ph: 09-555-3669 Email: [email protected] Club Captain: Chris Wilson 26 Alexander Avenue, Torbay, Auckland 0630 Ph: 09-473-8498, Mob: 027-494-6257 Email: [email protected] Patron & Immediate Past President: Dave Patten Editor: Mike King Printer: Aorangi Print (Penny May) 125 Campbell Rd, RD 5, Feilding 4775 Ph: 06 323 4698, Mob: 021-255-1140 Email: [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. August~September 2018

CONTENTS Page From the Driver’s Seat – National President’s Report...... 2 Getting up to Speed...... 3 Editor’s Epistle...... 4 Round the Bazaars – Daimlers on the Run ...... 5 Timelines...... 8 Photo Gallery...... 14 & 15 Articles of Interest: In the Seat of Power...... 18 Commission’s planned electric conversion could end classic motoring...... 23 Hitting the Road – Daimler Events Diary...... 25 Members’ Market...... 27

Attention All Club Members A thoughtful Treat for your Daimler Enthusiast! We have supplies of “D” Key Rings and our Daimler & Lanchester Owners Club in N.Z. Custom Grille or Bumper Badge. As you will see from the photo the Badge has been reproduced using our original Die but cast in a lighter Alloy (originally Brass), with a Chrome and Blue Enamelled Centre section as opposed to the earlier Resin insert. The unit cost, including postage is • $6.60 for the Key Ring • $55.00 for the Grille/Bumper Badge. Please forward your requirements and cheque to:- DLOC in NZ Peter Mackie PO Box 8446 Havelock North 4157

June – July 2018 1 From the Driver’s Seat ... A Message from your National President

Middle of the year, with the usual cold snaps and sunny days, Auckland has been no exception to the rule of 4 seasons in a day. On returning from the Rotorua trip, I found a Daimler 104 on TradeMe, motor out but overhauled and gearbox out due to a whining bearing, as my mechanic had suggested a spare head in case we can’t fix my 104, I asked Paul E to go visiting in Katikati. Reports were all there and work done on the head. A few bids later, and at the closing time, I went 2 mins to go and I will go load the dishwasher, nearly a mistake. I walked back to see the had gone $250 over my auto-bid and still climbing, so another auto-bid was loaded, a call to my mechanic to ask if I was going to pay over the top, when it passed where I thought was reasonable and ended up paying a couple of hundred dollars more. The next weekend was Queens Birthday weekend so two trips were made, Josh and I headed off to pick up the engine and gearbox (note fine day) and on Sunday, with a change of clothes and towel packed (rain forecast all day), my brother and I headed off to drive the 2½ hours in medium to heavy rain and arrived to rain, after 90 mins of standing outside, drenched through, the car was loaded, we were dried and changed and headed home. Arriving at Waihi we stopped for lunch and

Morty, the 104, ex Morton Coutts of DB Breweries.

2 IN NEW ZEALAND INC tighten the straps (the rain bucketed down). Driving through the gorge, the road was covered in water and there didn’t seem much difference to the river and road. Driving at max 80k and a few stops later to check the straps, we arrived home at 5:30pm. Left the car on the trailer overnight thinking I would back it out on my busy street early Monday morning before traffic got busy and turn the car and trailer around, however, one of my nice neighbours had parked their car right next to the driveway and not enough clearance if I made a mistake, so plan B was implemented, push the car off the trailer slightly up a slope (I missed before but the brakes are slightly on and making rolling hard work) and onto the footpath, then drive car forward disconnect trailer, move car and trailer onto front lawn, push the 104 past, get the car and trailer out of the way. Luckily Ken arrived back in my other car mid process and the Volvo 360 became a towing machine, for the heavy work, when 3–4 people can’t push the car. So what else have I been up to? My spares V8’s have now all gone to Daimler heaven, and parts now being stored away. We did a run to Matakohe Kauri Museum, which we invited the Volvo club too, and they asked if I was going to their weekend away in Napier 6–8 July, where we visited the British Car museum, a private collection of Buicks, Auburn, and Packhard, all in a warehouse, with the interior of a 1930’s workshop, old printing press and a large collection of old valve radios, with some modified to take Bluetooth inputs and go through the old valves to give the deep rich sound. I have listed some parts on TradeMe, and when people pickup, I have ‘somehow’ slipped a membership form in with the pickup, hopefully we can encourage a few more people to join. The plans for Christchurch AGM have been progressing slowly, we have a date and hotel booked for the weekend, just waiting on a discounted room rate for our members. Each of the branch delegates are in the organizing emails, so if you have any questions please contact your local person. Happy Daimlering, Martin

Getting up to Speed ... A Word from your National Secretary

Welcome to our latest new members: • Robin and Karen White of Gordonton who own a 1957 Daimler Century. Since March we have four new members and five resignations. Resignations have been for various reasons – moving to Australia, vehicle sold and one who lives too far from a local branch and is unable to participate in events. Cheers Wayne Duncan

June – July 2018 3 Editor’s Epistle ....

Another couple of months have flashed by, now on the way to summer! Plans for our Christchurch Rally 12–14th April 2019 are slowly taking shape. Some of you will have received a survey questionnaire by email. We would like to know if you are planning to attend the Rally, and if so, your preferences for outings and events. Sandra Grace has compiled the survey which can be completed on line, but I have reproduced it here for those who prefer paper copy. Please complete and forward to Sandra or to your branch delegate, printed or emailed. Sandra’s email is [email protected] or post to 41 Quarry Road, RD1 Kaukapakapa, 0871. If you have ideas other than those listed, please make them known. Accommodation will be at Quality Hotel the Elms in Papanui. We have invited the Canterbury Enthusiasts Club and Daimler-Jaguar-Lanchester Spare Parts Club to join us, it promises to be a great weekend. I suspect a good many of our members would like the opportunity to visit Spares! It would also be a good opportunity for North Island members to include some South Island travels. At our last National meeting, we agreed to subsidise $100 to each member from the North Island, so get planning! The Federation of Motoring’s newsletter, “WheelTorque” for June July is now available on line at www.fomc.org.nz. I have included the lead article on the Commission’s planned electric conversion. The phasing out of fossil fuels sounds like a tall order given that almost all our transport relies in it, from airliners to mopeds! Where would all that electricity come from? The Carbon Cycle will continue regardless of our old ...... Take care on the road, treat every other driver as an idiot, summer’s coming, yippee! Mike

Two Glasgow boys, Archie and Jock, are sitting in the pub discussing Jock’s forthcoming wedding. ‘Aye, it’s all going like magic,’ says Jock. ‘I’ve got everything organised already: the flowers, the church, the cars, the reception, the rings, the minister, even ma stag night…’ Archie nods approvingly. ‘Hell, I’ve even bought a kilt to be married in!’ continues Jock. ‘A kilt?’ exclaims Archie, ‘That’s grand, you’ll look pure smart in that! And what’s the tartin?’ ‘Ach,’ says Jock, ‘I imagine she’ll be in white.’

4 IN NEW ZEALAND INC Round the Bazaars ... Daimlers on the Run

Auckland-Waikato BoP Amblings Auckland Mid-Winter Dinner With the weather forecast for a good old drenching on Sunday, and waking to a few centimetres of water sitting parts of the back lawn, my first thought was why are we going out tonight. The weather was pretty much rain, rain, cloud and rain all day, yet nearing 5pm, it had stopped. After our Xmas lunch didn’t feel very Christmassy, we had decided to purchase a few Christmas crackers, for the mid-winter, and those in attendance received a small gift. The dinner venue, Bryan had recommended some months prior, The Garden Shed in Mount Eden village, spades and shovels on the wall, we walked out the back door, into a covered area, that had a few gaps in the side walls, that made sure we knew outside was a bit nippy, soon the wine/beer orders flowed, mulled wine soon took the edge off the chills for a few. Delectable entrees followed, and then a wide range of mains followed, pork belly look like a winner, but I hear the Ravioli and Lamb Ragu where rated highly. Nigel’s burger needed to be deconstructed. Many had already checked out the dessert menu, and I was instructed ‘we are having dessert dad’, notice how those not paying dictate my life. Molten Lava cake, Pave, Shed Sundae or the apple and rhubarb skillet pie seemed to arrive along with those needing a little caffeine. I think we may have found another restaurant we must return too and sample some more options off the menu. Chat topics ranged from Daimlers to holidays at our end of the table. So I hope the other 17 attendees enjoyed as much as us (I have had only positive feedback). Brittany now likes mulled wine, and Josh did sample but stuck to his, I don’t drink. Thanks Bryan for this recommendation, we see why Sylvia and you like this restaurant. Martin ______Hawkes Bay Happenings The H.B. Branch continues to join with the British & European Club for their monthly events, the July run taking us to the Rush Collection near Fielding and then back to Dannevirke for lunch. Also this month we have had our mid-winter dinner. This year we had a Sunday evening dinner at the Puketapu Hotel, which is a country pub in the rural area of Taradale. This evening was well attended and enjoyed by all. Robyn.

June – July 2018 5 Manawatu Meanderings On May 27th, a small Manawatu contingent made our way over the Pahiatua Track, the destination, the famous Tui Brewery at Mangatinoka. Each month, they had organised an event for a different group of enthusiasts, this one for British cars. The day started out fine with a winter chill in the air, but not enough to prevent about 50 cars and their proud owners from turning out. On registering, each was given a Mangatinoka Passport with goody vouchers and entry into the judging contest. The Tui Girls were out making everyone welcome, photos were taken, cars were judged in various categories, live music was playing (not too loudly) and people mingled amongst the cars. After lunch, prize winners were announced, the weather started to turn nasty and all departed. A hot coffee on the way home concluded an interesting day.

Manawatu members mid-year dinner at Dannevirke. Our June event took us to the Palmerston North Rescue Helicopter based at the Palmerston North Hospital. We were able to park our cars in the landing pad area giving us the opportunity of a photo with the helicopter. Duty pilot, Lance Burn, along with his crewman, Tim Wilson, briefed us on all aspects of their operations. We were able to inspect the helicopter at close quarters, they gave us all an insight to the skill, Hilton tries the helicoptor for size. dedication and often danger involved in providing this invaluable service. We were able to make a significant donation, comprised of Branch and a collection from members on the day. We were accompanied by the local Rover

6 IN NEW ZEALAND INC Club which is now in recess, who donated the balance of their funds. Our helicopter service is one which we trust we will not need to avail ourselves of, but it is reassuring to know it is there! Our next stop was “Sosky’s” cafe on Napier Road for an enjoyable lunch. In the same building are “Mike Racing” and “MAutoz”. Mike Racing has a collection of saloon and sports race cars including AMG, Aston Martin, Porsche, Lotus and Mitsubishi Evo’s. They compete nationally and internationally and sponsor drivers. The MAutoz division import exotic cars, we were able to inspect vehicles Jean got into the KTM seat but couldn’t find the key! ranging from a vast Military spec American “Hummer”, to an exotic KTM X-Bow super from Austria. Mike’s wife, Tan, briefed us on their business and information on the cars. Another most interesting day out for our Manawatu Branch! ______Otago Outings Sunday 12th July Twelve members travelled to Port Lotus and other dilectable cars at Mike Racing. Chalmers and met at the picturesque and historic Carey’s Bay Hotel, built in 1874 of Port Chalmers bluestone, with excellent views of the harbour and the port. Our luncheon was enjoyed by all and we had a private room, which made it all the more special, as we could mix and mingle as we wanted. Needless to say, all our cars blended in well in the hotel’s car park.

June – July 2018 7 Timelines ... Items of interest from past magazines ...

Timelines Copies of full articles can be scanned, emailed or posted on request. August 1988 DRIVER’S-EYE VIEW OF THE D1/D2 VERSION OF THE BORG-WARNER MODEL 35 FULLY AUTOMATIC TRANSMISSION AND THE HEAVIER BUT GENERALLY SIMILAR MODEL 8 These notes are provided to enable purchasers of cars equipped with these two automatic transmission systems to familiarise themselves with the operating procedure, and to explain their advantages. 1. RECOGNITION. Both systems have six stations on the selector quadrant. The stations are, reading from left to right, P-R-N-D2-D1-L, denoting Park–Reverse– Neutral–Drive 2–Drive 1–Lockup. With D1 selected, take-off from rest is made in 1st gear and kickdown is effective from 3rd to 2nd or 1st, depending on road speed. With D2 selected, take-off from rest is made in nd2 and there is no 2nd-to-1st kickdown. 2. STARTING. As a safety precaution, the starter control is inoperative when the selector is in any of the driving positions – D1, D2, L and R; the engine will only start in P or N. When the engine has been started from cold with use of the mixture control, possible stalling will be avoided if this control remains set for a slightly faster-than-normal idling speed until the engine has warmed up, but the footbrake should be applied when a driving position is selected. 3. SELECTING. On Model 35 D1/D2 cars the selector lever can be moved freely between the N, D1 and D2 positions but. to prevent inadvertent selection, a fractional towards-the-driver movement of the lever, against light spring loading, is necessary before any other selective motions can be made. On cars with the Model 8 transmission, selector lever movement is unrestricted between N and D2 on the one hand, D1 and L on the other. Releasing the accelerator and applying the foot or handbrake before selecting the appropriate forward or reverse positions, D1, D2, L or R, will prevent any undesired “creep”, i.e., a slight and easily resisted tendency for the car to inch forward – or back, as the case may be – when the engine is idling. Under fast idling conditions (e.g., when using the mixture control following a cold start), moving the selector lever from N to D2, D1, L or R will produce a cushioned thump; this is not detrimental to the car. 4. MANOEUVRING. Manoeuvre the car out of the garage or parking space on its “creep”, merely by releasing the brakes. Also use “creep” when moving off on icy roads. 5. DRIVE. Under all normal motoring conditions, drive with D1 or D2 selected. Take-off is then made in either 1st gear (D1) or 2nd gear (D2) and fully automatic up-changes occur in accordance with road speed and throttle opening. In D1, automatic down-changes from 3rd

8 IN NEW ZEALAND INC to 2nd and from 2nd to 1st occur with decreasing vehicle speed; in D2, automatic down­changes take place from 3rd to 2nd gear only. The benefits of the D1/D2 arrangement, compared with the more familiar 5-station system, are as follows: – In association with relatively high-performance engines, it is markedly responsive to varying driving moods and road conditions. Dispensing with 1st gear for take-off, D2 is conducive to low engine r.p.m. at low road speed and therefore to “unfussy” performance. Also, the fact that kickdown to 1st gear – see paragraph 6 below – is unobtainable in D2 makes it very unlikely that wheelspin will be inadvertently provoked on wet or otherwise slippery roads in circumstances in which such spin may in turn cause a tail-slide. Note: At low road speeds in D1 or D2, the effect of the automatic cars unique flexibility is to minimise engine revolutions relative to m.p.h. (to the benefit, of course, of petrol economy). There is a resulting possibility of temporary engine under-cooling when ascending long hills at low road speeds in high ambient temperatures, due to low fan speed and limited air ram effect, and under these conditions it may be advisable to select L (Lockup). 6. LOCKUP. Normally, no advantage is gained by selecting L for take-off or slow-speed driving, because the available ratios (1st and 2nd) are the same as those of the D positions. If L is selected at rest or at speeds up to approximately 5 m.p.h., 1st gear will engage, remaining locked in until the selector is moved to or through the D positions. With 1st gear engaged and locked-up, full engine braking is provided. Assuming 3rd gear to be in operation, the selection of L at speeds above 5 m.p.h. produces an immediate down-change to 2nd: useful engine braking then becomes available and again there is no up-change. If speed is then reduced to below approximately 5 m.p.h. on Model 35 cars or 16 m.p.h. on Model 8 equipped cars, the transmission will automatically down-change to 1st gear and remain locked in this ratio. This down­change can also be obtained at speeds up to approximately 30 m.p.h. by “kickdown” action, i.e., depressing the accelerator to the full-throttle position, just before which a stronger resistance will be felt. The purposes of Lockup are three: – (a) To effect an instant drop in gearbox ratio at road speeds higher than those available by kickdown: (b) To provide engine braking when and where it is needed, e.g., on long and steep descents which are nevertheless traversable at a speed which, with D1 or D2 selected, would “command” 3rd gear: (c) To retain stepped-up r.p.m. in order, for instance, to maintain a required battery charge rate. To avoid over-revving the engine, however, L should not be selected at speeds above about 55 m.p.h. except in an emergency. 7. TAKE-OFF. Acceleration from a standstill is always smooth – indeed, cannot be anything else – however abruptly the accelerator is depressed: nevertheless, for safety on slippery roads and optimum fuel economy, delicacy of throttle control should be cultivated. 8. LIGHT THROTTLE. In D1 and D2, light accelerator pressure produces low-speed up- changes. 9. MORE THROTTLE. When greater accelerator pressures are applied, up-changes in D1 and D2 occur at higher speeds, yet fully under control in accordance with the amount of pressure applied. Only if the accelerator is depressed beyond the kick-down point, referred to earlier in 6, and held there, will the subsequent automatic up-changes occur at maximum engine speeds. Use of kickdown in D1 or D2 cannot lead to over-revving. 10. DOWN-CHANGES. Down-changes remain under control and will only occur in response to decreasing vehicle speed, as explained in 5, or when the accelerator is depressed to kickdown point. Maximum down­change speeds in each range are pre-set to protect the engine. 11. MANUAL CONTROL. As mentioned in 6, if L is selected at a stand-still, 1st gear will be retained until the selector lever is moved to D1 for engagement of 2nd. The lever can then be moved quickly back to L to hold 2nd until D1 or D2 is selected for 3rd gear.

June – July 2018 9 Note: Apart from the fact that it involves a technique that not everyone will wish to take the trouble to use, the only objection to this use of the transmission is that it increases both fuel consumption and engine wear. 12. STOPPING. Release the accelerator and apply the foot brake. No need to touch the selector. With either D1 or L selected, the transmission changes down automatically for a subsequent re-start in 1st gear; with D2 selected it changes down automatically for a subsequent re-start in 2nd. Note that on uphill gradients, however steep, the car will be held stationary without the help from the brakes in D2, with your foot off the accelerator but the engine running. 13. ROCKING. Extracting a bogged car from deep mud, snow or sand is far easier with automatic transmission than with a conventional gearbox and clutch. The method is simply to to-and-fro the selector lever between D2 and R positions while maintaining a fast idling speed, the resulting rocking motion being remarkably effective. 14. EMERGENCY STARTS. An automatic car suffering from a flat battery or a malfunctioning starter motor can be started either by towing. pushing, or coasting downhill. With the selector at N, the mixture control set as required and the ignition switched on, it should be allowed to reach approximately 25 m.p.h.; D2 is then selected and the throttle approximately half opened, whereupon, assuming the plugs to be sparking and other relevant factors in working order, the engine will fire. 15. PARKING. The parking lock, P, provides more simply and more positively the effect of leaving a manual gearbox in gear. When you park your car or stop long enough to warrant switching off the engine, select P and apply the handbrake as an additional precaution. If in these circumstances you select N rather than P, always apply the handbrake firmly, just as you would when parking a manual- transmission car in neutral. Note: As a safeguard. make a habit of checking that with the selector in the P position and both brakes off, the car is, in fact, firmly held on a gradient. If – an unlikely contingency – it isn’t, have the matter investigated by your dealer. Preparatory to re-starting on a steep gradient, apply the brakes before disengaging P to prevent the car from rolling; disengagement of the parking pawl will be audible. 16. REVERSING. Note during reversing how “creep” of your automatic car facilitates manoeuvring in confined spaces. Observe the availability of engine braking in reverse. 17. ICY ROADS. On icy roads your automatic car is easier to drive than any other, provided you apply the usual delicacy accelerator control demanded by such conditions, L or D2 selector positions may be used under extreme conditions when desired. Avoid using full-throttle kickdown under these conditions. 18. PERFORMANCE. With your automatic car you obtain without conscious effort the performance which only a hard driver can achieve with a manual-gearbox vehicle. This fact is not readily appreciated, because many drivers still tend to judge performance by the rate at which noise level rises. During initial acceleration in all gear ranges, the torque converter of the transmission holds engine revs to approximately 1,650 r.p.m. (converter stall speed). At this relatively low speed the engine is producing high torque; and vivid acceleration, without alteration in noise level, is achieved by the gradual change of ratio in the converter from 2:1 to 1:1. To convince yourself, compare the acceleration of your car with that of manual-gearbox vehicles of similar engine size when starting from traffic lights, etc. 19. ECONOMY. The torque converter provides unique flexibility, especially at low road speeds. Thus, in top gear effortless performance is available down to 10 to 15 m.p.h., combined with exceptional fuel economy. 20. MAINTENANCE. Maintaining your automatic transmission only requires Automatic Transmission Fluid for topping up. Periodic fluid changes are unnecessary and not

10 IN NEW ZEALAND INC recommended. It is important to ensure that the fluid level is correctly maintained at all times, and overfilling avoided – refer to the manufacturers’·literature for the correct method of checking the fluid level. When operating at high ambient temperatures and on unmetalled roads, verify that the slots and screens in the torque converter housing are not obstructed by dust or mud. Also remove mud, which could act as an insulator, from the transmission fluid pan. 21. TOWING. For recovery the car may be towed with the selector in N, provided the transmission is operating satisfactorily. The fluid level must be correct. If the transmission is inoperative, remove the propeller shaft or lift the rear wheels. 22. SERVICE. The transmission requires no periodic overhauls but if you notice anything unusual in its behaviour, get your car makers’ Main Dealer to investigate immediately. Most malfunctions can be instantly remedied by attention to fluid level or external adjustments. In the unlikely event of a breakdown, expert attention will put your car back on the road in the shortest possible time. Contrary to common belief, the automatic transmission is more easily serviced than many other components of the car. Note: The makers of the automatic transmissions under review do NOT undertake their servicing. All matters in a servicing context should therefore always be referred to the car manufacturers’ Main Dealer. 23. JOURNEY’S END. By the end of the trip you will appreciate the advantages of automatic transmission. You will notice that you have saved valuable time and, having been able to concentrate fully on the road and traffic conditions, your driving has been safer. You will also have profited by a reduction in driving effort of about 70 per cent. 24. FINALLY. A few simple don’ts: Don’t select P or R while the car is moving. Don’t select D1, 2, L or R when the engine is revving at high speed with the car stationary. Don’t select L at speeds above 55 m.p.h., except in an emergency. August 1998 DAIMLERS IN DRAG (by Roy Hughes) Over the decades more than one pundit has expressed regret that the Jaguar takeover prevented any further development of the dying ’s two magnificent V8 engines. Jaguar had already made a considerable investment in its own XK-XJ straight sixes and was apparently not in a position or willing to put any money into further developing Edward Turner’s brilliant design. So the DaimlerV8’s effectively died after just one generation. Right from its birth in 1958 the power output and performance of the 2.5 litre V8 was substantially better than most motors of equivalent size and certainly superior to Jaguar’s 2.4 XK engine. I can remember an lnvercargill racing hydroplane owner who used 2.5 litre V8’s. He regularly ran them up to 8000 revs and topped a hundred miles an hour. His only problems were the occasional broken con-rod and salt water interacting with the aluminium heads. After some years of successful racing he decided to upgrade to a 5 litre Monaro motor.

June – July 2018 11 But the best speed he could achieve with the more powerful engine was around 75 mph. The extra power was not sufficient to overcome the effect the heavier motor had on how the hydroplane hull floated on the water. But while Jaguar never developed the full potential of the Turner design various individuals have achieved some near mechanical miracles. Ian Price has sent in reports of drag racers in Britain who have obtained quite extraordinary power output from 2.5 Daimler V8’s. One is covering a quarter mile in under seven seconds, which would have been a world record time just a few years ago. And the other developed his engine to the point where it was producing 1400 bhp which is quite an increase on the standard but still impressive 140 bhp. After originally experimenting with a 4.5 litre Daimler V8 in his dragster, Russ Carpenter switched to the smaller V8 because the internal bits such as pistons, bearings etc. were more of a standard size and easier to obtain. In 1975 he won the British Championship and between then and his retirement in 1990 he only failed to win the national tide on four occasions. technicians told Russ the Daimler engine’s bearings and conrods would fail if the power output was pushed beyond 200 bhp. But a metallurgist friend said the engine block and head were made of exceptionally good metal and would stand the strain if good oil pressure was maintained. When Russ retired his V8 was producing 1400 bhp and covering a standing quarter mile in 7.2 seconds. In just 1.2 seconds or 66 feet of tarmac his dragster was reaching 100 mph which made it the fastest car in the world under 5.5litres. The performance of the little 2.5 litre V8 was comparable with many 6-litre American cars running on nitro-methane. The power output of Robin Read’s 2.5 litre V8 is also far in excess of 1000 bhp and his car is beating 7 seconds over a standing quarter. When he first decided to use a Daimler engine he acquired eight so he would be ready for the breakages. But there have not been any. He is still using the original block and crankshaft with stock heads. He has however made changes. They include new main bearing caps secured to the block with two bolts instead of one with the second running at an angle ready to tie the cap down. The conrods are specially made of a light alloy which provides both immense strength and minimal weight, and the pistons have also been manufactured to Robin’s own design. For a time the push-rods were bending and the rockers and tappet slides would break. Robin eventually traced the problem to the extreme cylinder pressures being generated – the valves simply couldn’t open. This was cured by making new push-rods from chrome molybdenum steel. New rockers were also made and the rapper slides were altered to accommodate a larger lift cam. Robin has also fabricated a new inlet manifold, ported the heads and fitted a super­charger and fuel injection. The result has been an engine which has pushed Robin Read to a terminal speed in excess of 200 mph and he has covered a quarter mile in 6.88 seconds. It makes you wonder what kind of cars Sovereigns might Initial warm-up in the paddock is done have been if they had been powered by on alcohol. Robin listens for even the second and third generation Daimler V8’s slightest hiccup from the Edward Turner- instead of XJ6’s and V12’s. designed V8.

12 IN NEW ZEALAND INC September 1998 SMITHS ELECTRIC CAR CLOCKS – LET US KEEP THEM RUNNING AND ENJOY THAT TICK TOCK SOUND (Robert Penn Bradley) This article is about the Smith’s battery driven car clocks c1945 to c1970, that were fit-ted to most middle and upper market English cars and also to some French cars under the brand name of Jaegar. Most people dismiss the Smith’s clock as being an ornament in the dash rather than a functioning instrument, as so few clocks were still working even when only 12 months old. To find an unrepaired working one today calls for champagne. These clocks really are an excellent item so long as they work properly and have been correctly regulated. Today there are several repairers available and once your clock had been serviced it should stay working so long as you observe one fundamental; perhaps I should briefly describe how the clock’s electrical mechanism works the mechanical gears etc. to enable members to understand the cause of the problem. The clocks escapement and energy source mechanism consists of a fork that oscillates back and fore and contacts the impulse pin. The action of the pin contacting each side of the escapement fork sends and electrical impulse which in turn drives all the clocks gears etc. which in turn of course rotates the clocks hands. The impulse pin is made of a special metal (platinum, I think), and is vulnerable to being burnt out, oxidized or burnt off if not cared for. The system works very well until the need occurs to disconnect the car battery, or replace it at which point the clock of course stops working and usually is also the moment when trouble starts. When the battery is reconnected very few people think to quickly restart the clock (all you do is set the hands). By not restarting the clock quickly it is most likely to cause the clocks eventual demise as it starts to bum out. In most cases the moment of disconnection of the car’s battery will occur at the end of the oscillatory movement in the clock’s escapement leaving the fork in contact with the impulse pin. The pin then gets hot and after some time burns enough to render the clock inoperative and impossible to restart. The only cure being to send it off to one of the many city repairers of instruments to have the pin replaced and the clock generally serviced. The lesson being to always re- start your car’s clock immediately after reconnecting the battery. If you are the forgetful type or person a simple relay could be fitted to alleviate this problem. The cheapest prompt is to put a notice on the battery lead to remind you to restart the clock. If you routinely restart your clock every time you reconnect the battery these clocks wiII generally last up to 20 years before needing another service. To regulate the clock there is a grub screw either on the back or the bezel which turns through about 1800 and there is a scale provided to enable you to judge how much you have turned the grub screw. These clocks come back from the instrument repairer reasonably regulated only, as the environment in each individual car is always different. You will need to regulate the clock when fully set up in the car in which it will be operating. Not even a similar model will provide an identical environment. The amount of electrical current the clock consumes is negligible so it will run for months and months without flattening the battery – happy tick tocking.

June – July 2018 13 John Penman’s Daimler Super Eight. See Some of the cars assembled at the Tui marketplace. Brewery British car display.

The Manawatu contingent braved the Manawatu visit to the Rescue Helicopter. outdoors for lunch.

Pauline delivers our donation to Pilot Lance Winston Wingfield on an old phone trying Burn. to call Gotleib Daimler (but he was out!).

14 IN NEW ZEALAND INC Otago members enjoy their meal out.

Old Carey’s Bay Historic Hotel, the Wingfield’s car looking resplendent out front.

Conquest at British Car Museum. Otago members enjoy their meal out.

Auckland members getting into Christmas Martin Walker’s Morty, ex Morton Coutts spirit! of DB Breweries 104.

June – July 2018 15 TERMS & REGULATIONS FOR THE CHAUFFEURS TO THEIR MAJESTIES, THE KING & QUEEN TERMS: • Wages: £3 per week. • Allowances, etc: Sleeping accommodation, and rooms for the partaking of all meals, will be provided at Sandringham, Windsor and Balmoral.

16 IN NEW ZEALAND INC When ordered away from London 3s 6d per day will be allowed, and when travelling 6/- per day. • Liveries: Two suits of clothes annually. HOURS FOR DUTY, ETC: • The Chauffeurs are required to be at their posts by 9.00 a.m. daily. • The motor cars are required to be cleaned and tit for use by 10.30 a.m. daily. • The addresses of the married Chauffeurs are to be left at the Office and at the Lodge with the Gate Porter, and any alteration at once notified. • On no account are the Chauffeurs to absent themselves without leave either from the Superintendent in London or at Windsor, or from Mr J. W. Prince at Sandringham. They are always to report their departure and arrival. CARE AND CLEANING OF CARS: • Any defects observed to be reported immediately to the Engineer. • Each individual Chauffeur will be held wholly responsible for the cleaning of the particular cars under his care. • One extra man will be allowed for washing and cleaning when more than two cars are in daily use. • On Sundays the cars are to be opened and ready for inspection by the Crown Equerry at 10 a.m. RUNNING OF CARS: • The cars will be run occasionally, and will be ordered out by the Crown Equerry through the Superintendent. • When a car is away a telegram is to be sent reporting its safe arrival or otherwise. • It is desired to particularly impress the necessity for turns to be taken most carefully and steadily. When the road is straight and clear speed may be put on accordingly, but no risk whatever must be run to endanger the occupants of the car. • The cars are always to go very slowly in and out of the Mews. ORDERS FOR STORES, ETC: • No orders are to be given to tradesmen, and orders for petrol, stores, etc., are to be handed to Mr Cullen, the Accountant, in London; Captain Hickey, at Windsor; or Mr J.W. Prince, at Sandringham. • All orders for new parts, such as tyres, will be given by the Crown Equerry. LEAVE: • Leave will be granted by the Crown Equerry. • Liveries are only to be worn on duty, as in the case of other servants, and they are not for ordinary every-day use. • It must be understood that it will not be permissible to undertake engagements to drive any private motor car during the period of absence on leave. GENERAL: • On no account is any unauthorised person to be allowed to enter the motor shed. • The motor sheds are to be kept locked. The keys are to be left every night in the Gate Porter’s Lodge. • Smoking is strictly prohibited in the motor sheds.

Henry Ewart, Major General and Crown Equerry, July 1905

June – July 2018 17 Articles of Interest ...

IN THE SEAT OF POWER (Classic & Sports Car, November 2012, pp130–133) Flamboyant Tory MP Sir Gerald Nabarro was fond of one make of car, says Martin Buckley, in particular his “Little Daimler” Conquest Drophead Coupé.

Sir Gerald Nabarro is a name that won’t mean much to anyone under 50 but, throughout the ‘50s and ‘60s, this Conservative MP for was a colourful part of the British landscape. Booming and fruity of voice, always nattily dressed, Nabarro was best noted for his extravagant and well-groomed facial hair and his equally extreme right-wing views, particularly when it came to ethnic minorities and the ‘permissive society’. His opinions made him an absolute gift to the political cartoonists of the day as well as a popular/controversial guest on the early TV panel shows. Wealthy and self-made, his upper-crust persona was perhaps a facade – he was no more of a ‘real’ toff than, say, Terry-Thomas – but Nabarro made no secret of his lower- middle­class beginnings in north London and relished playing the part. He openly enjoyed the notoriety that it brought him, plus the public loved and loathed him for it in roughly equal measure. Neither was he entirely a ‘rivers of blood’ merchant in the mode – his Clean Air Act was of genuine social value, banishing killer smog from British industrial

18 IN NEW ZEALAND INC towns and cities-and in his lighter moments Sir Gerald (he was knighted in 1963) was also keen on cars. He was very much the ‘the motorist’s friend’ in his political life. As Chairman of the House of Commons Motoring Committee, Nabarro almost certainly provided the inspiration for Peter Simple’s J Bonington Jagworth satires in The Daily Telegraph: the famous ‘Staines Motorist’, leader of the Motorists’ Liberation Front and owner of a Boggs Super-Oaf . Nabarro’s automotive passion was Daimlers. He owned a succession from the mid- ’50s onwards, his final examples being the Sovereign 4.2 and 2.8 models (replacing a Majestic Major and a V8-250), wearing his famous NAB 1 and NAB 2 personalised number plates that were almost as much as a trademark as his moustache. Nabarro was a keen ‘auto-numerologist’, a pioneer number plate collector who devoted an entire chapter to the subject in his second autobiography, Exploits of a Politician. In it he tells us that he owns NAB 1 to NAB 8, the first three allocated to the Daimlers used by himself and Lady Nabarro (the third for the ‘office car’), plus the others for those owned by his four children, which by 1973 included a variety of Minis (NAB 4, 5, 6 and 8) and an Escort Mexico (NAB 6). He secured NAB 10 in the end (he used it on a Riley Elf) but missed out on NAB 9. ‘NAB’ was actually Nabarro’s local Worcestershire prefix. He reallocated the plates freely between a range of vehicles that he kept at his magnificent Cotswold stone house – Humber Super Snipe, MG 1100, a Cortina estate and even a pair of mopeds used by his gardeners – so as to avoid having to put them on retention. When ‘NAB’ became the suffix rather than the prefix, Nabarro acquired 1 NAB to 20 NAB for his firm’s vans! Dozens of cars must have come and gone over the years, but the one he would never part with was NAB 3 – the dark green Daimler Conquest Drophead Coupé that he bought new in ‘56. Daimler’s blundering post-war story is one of a firm trying to reassert itself in a world of flashier values, in which its straight-eight-engined dinosaurs no longer had a place and its small batches of dumpy straight-six saloons struggled to compete with the latest sleek and speedy Jags on value or driver appeal. The ‘53–‘58 Conquest was one of the commercial bright spots of the Docker era, a car that recognised a demand for a smaller, handier Daimler saloon for the middle­class pocket that sold in reasonable quantities. The surprise launch alongside it at Earls Court in ‘53 was the Conquest , a two­seater based on the 2.4-litre saloon’s box-section chassis and the first sports Daimler for nearly 50 years. Model DJ254/5 was said to have been designed and built in six weeks and was a curious-looking car, particularly with the slightly miserable hood and side screens raised, thus emphasising the long tail – which at least allowed a big boot – and the fact that the saloon’s 8ft 8in wheelbase had been persisted with. A wrap­around windscreen and vestigial fins were concessions to fashion, but its 5in-squatter fluted Daimler radiator shell looked ill at ease. Sitting tall on 15in wheels, this awkward shape – which nonetheless won a coachbuilder’s medal at Earls Court that year-undermined the soundness of the engineering beneath. Priced within a few pounds of the Jaguar XK140, the roadster would top 100mph on 100bhp, thanks to its horizontal twin SU carbs (the reason for the twin bonnet ducts), a high-lift cam, larger valves and higher-compression alloy cylinder head. The engine was 25bhp stronger and 30lb lighter than the saloon’s and was more frugal at up to 30mpg. It had bigger brakes, too – the rears mechanically actuated – and there was nothing basically wrong with its laminated torsion-bar front suspension or the half-elliptic leaf springs supporting the live rear axle that it inherited from the four-door.

June – July 2018 19 Clockwise: Nabarro was a caricaturist’s favourite; Sovereign NAB 1, in which he went wrong way around Totton roundabout; wife and son Jeremy in NAB 3.

Had it been prettier, the Daimler Roadster, with its steel panels by of Coventry (only the early ones were all-alloy) might have been the XK challenger that Daimler had intended. It was by no means bad, yet only 65 found buyers before it was dropped in favour of the ‘New’ Drophead Coupé for 1956. This version had wind-up windows, a more substantial-looking hood, a heater and an extra sideways-facing third seat behind the driver’s that could be removed to increase luggage room. It was in this form, priced at justover£2000, that Nabarro placed his order for NAB 3 in ‘56. “Everyone will tell you that he had Rolls­Royces, but he only had Daimlers and before that Armstrongs,” says Nabarro’s son Jeremy, who inherited NAB 3 in 1973 and now uses it “just for pottering around in”. Why was his father so loyal to Daimler? “I think they were the right balance between being fairly smart without being as ostentatious as a Rolls-Royce.” The car lives on a Wiltshire farm with Jeremy, an architect, who retains a couple of ‘NAB’ plates on his moderns: “The ‘Little Daimler’, as he called it, was the love of his life.

20 IN NEW ZEALAND INC He kept it in a heated garage and didn’t use it all that much. He’d take mother on grand tours once a year, staying in posh hotels on the continent.” In the boot, as testimony, there is a set of fitted suitcases for Sir Gerald’s large selection of hand-tailored suits: “He was a bit of a clothes horse, my dad.” NAB 3, having deteriorated through the ‘70s and ‘80s in less-than-ideal storage, was restored at considerable expense in the early ‘90s by TT Workshops. Today it is still pretty sharp and is much less ungainly in the metal than it looks in photos; the sombre colour scheme suits it. With a break in the clouds, we lower the hood and settle behind the huge steering wheel in generously dimensioned saloon car-type seats with rather upright backrests. The straight-six catches immediately with choke and there is a ghostly whirring noise from somewhere under the dash as the cold oil in the fluid flywheel of the preselector gearbox finds its rightful place.

Hood tucks neatly out of the way to keep the car’s profile clean. Quirky fins hinted at SP250 to come. NAB was Nabarro’s local Worcestershire prefix.

The transmission is easily learned. If you want to extract maximum performance, you can shift cogs as quickly as you like simply by flipping the lever on the quadrant to the right of the steering column through positions 1, 2, 3 and ‘T’ (for top) and then pressing the gearchange pedal (not clutch) when you want that ratio. You can sit in gear at a standstill without stalling and pull away in top if you like because the fluid flywheel magnifies the engine’s flexibility. The ratios are quite closely stacked and there’s enough torque to make the rear wheels squeak when you punch the ‘clutch’ for second. More relevant is the neat way that you can set the car up for its next gear without taking your hands off the wheel as you move the selector with an extended forefinger. The Conquest is lively and willing. It makes well-bred six-cylinder noises as it accelerates, and once into top feels as if it could hold 80mph all day. The ton would mean pushing the engine out of its comfort zone beyond 5000rpm, but it feels good

June – July 2018 21 for it in short bursts of enthusiasm. Although it can give the occasional suggestion of skittish oversteer when provoked, the handling is determinedly conventional with safe under­steer and never feels soggy in ride or cornering. Neither does the steering, which lightens nicely as soon as the Daimler gets under way and is thoroughly acceptable in feedback and gearing through the 3½ turns of its 34ft locks. Had the firm only realised it, Daimler had pre-empted the modem appetite for comfortable grand tourers in the Mercedes SL mould with the lively and civilised Roadster and Drophead Conquest models. Well-made, easy to drive and reliable, the car could have become quite the fashion accessory had it been more conventionally attractive. As it was, only 54 Dropheads were ordered and production ended in 1957. Sir Gerald Nabarro at least loved his “Little Daimler”, but by the early ‘70s he was spending much more time in NAB l, which by then had reinvented itself as a Sovereign 4.2. It was in this car that he was famously found guilty (but later acquitted) of dangerous driving after it was spotted going the wrong way around a roundabout at Totton near Southampton. Guilty or not, it seems a minor misdemeanour compared to the exploits of his 21st-century counterparts. And it would be a shame to think it was the strain of defending his innocence that put this hard-working MP – who never started an illegal war, had relations with a rent boy or fiddled his expenses – in an early grave at 60years old in 1973. Daimler Conquest, New Drophead Coupé Sold/number built 1954–’55/65, Conquest Roadster; Construction steel chassis, steel body 1955–’57/54, New Drophead Coupé Engine iron-block, alloy-head, overhead-valve 2433cc Max power 100bhp @ 4400rpm straight-six, twin SU carburettors Max torque 130lb ft @ 2000rpm Transmission four-speed Daimler fluid flywheel preselector, driving rear wheels Suspension: front independent, by wishbones, Brakes Girling drums all round; hydraulic at front, laminated torsion bars, rear live axle, semi­elliptic leaf mechanical at rear springs; telescopic dampers f/r Steering Bishop Cam box Length 14ft 10in (4521mm) Width 5ft 5in (1651mm) Height 4ft 9¾in (1467mm) Wheelbase 8ft 8in (2642mm) Weight 2688lb (1220kg) 0–60mph 14.5 sees Top speed 101mph Mpg 21–30 Price new £2000, Price now £15–40.000

22 IN NEW ZEALAND INC COMMISSION’S PLANNED ELECTRIC CONVERSION COULD END CLASSIC MOTORING The draft game plan prepared by the Productivity Commission to transform New Zealand into a low emissions economy and the threat it poses to classic motoring was a central topic of discussion at the FOMC 23rd National Conference and AGM held in Auckland in May. To achieve the objective of net zero carbon emissions by 2050 the Productivity Commission is proposing to convert our transport fleet to all electric and phase out fossil fuels which would put most heritage vehicles amongst the targets proposed for elimination. Suggested strategies include a ”freebate” scheme by which petrol and diesel vehicle owners will effectively subsidise people buying electric vehicles. Stringent exhaust emission standards would be imposed on cars coming into the country, especially used ones including collectables. Other suggestions include restricting any ongoing use of fossil fuels to the electricity system so the remaining gas or coal is only available to boost generation when there are not enough “renewables” left to top up all our Teslas at the end of a mid-winter working day. Interestingly the Commission’s report confirms that the manufacture of lithium ion batteries does generate much higher CO2 emissions than building and using fossil­ fuelled vehicles. But as all the batteries are made overseas the Commission says there is no reason for New Zealand to be concerned as the CO2 emissions created to power our electric vehicles will be added to the totals of other countries. But the obvious practicalities of replacing the nearly four million internal combustion vehicles in the New Zealand fleet with electric-powered alternatives by 2050 would appear to be more insurmountable than the Commission apparently expects. With less than 8000 electric vehicles on the road so far and new and used imports being absorbed into our fleet at the rate of around 300,000 a year it would take a much greater economic upheaval than the Commission envisions to achieve anywhere near the net zero carbon target by 2050. In the meantime the Commission is proposing various measures to make the use of fossil-fuelled internal combustion vehicles much more costly and inconvenient. These include pushing up the price of petrol and diesel by increasing the carbon price by as much as 12 times and basing vehicle registration fees on a vehicle’s emissions potential. Potential policy changes that could endanger the continued use of fossil-fuelled heritage and collectable vehicles were the main focus of debate at the recent FOMC Annual Conference in Auckland. There was unanimous support for a motion initiated by Norman Pointon (Riley Club) that we urge the Ministers of Transport to give due consideration to the importance of heritage vehicles and associated industries and ensure the present unrestricted use of these vehicles is retained and not compromised by any changes in Government transport policies. It was also resolved that a FOMC delegation to meet with the Ministers of Transport comprise the President, Secretary and one other member, plus a representative of the Vintage Car Club of NZ. June – July 2018 23 Tony Bartlett (VCC) also proposed that a response to the Productivity Commission “Low-emissions Economy” draft report should be prepared listing bullet points of concern which can be elaborated on later as the debate develops. The FOMC will then be recorded as a submitter and stakeholder for ongoing consultation on proposals potentially affecting the country’s fossil-fuelled vehicles and owners. At a rough calculation it is likely the total value of the accumulated heritage collections of just the FOMC’s membership exceeds $10 billion. For a Government to arbitrarily declare all those cherished vehicles effectively obsolete and unusable would raise constitutional issues which are not adequately addressed in the Productivity Commission’s draft report. There is also a wide range of currently successful firms comprising a nationwide industry which relies on the repairing or restoring of New Zealand’s fleet of heritage vehicles to provide jobs for many thousands of highly skilled and valued workers. Beyond the bounds of the restoration industry there are also a vast number of other commercial operators such as magazine publishers, holiday resort owners and restaurateurs who rely on the steady flow of business from motoring enthusiasts to maintain their viability. ______

Operation Christchurch

Join Fellow DlOC, with invitations to DLOC Spares, and Daimler Enthusiasts clubs Members

April 12 –14 2019 National AGM

and Mini Rally

24 IN NEW ZEALAND INC Hitting the Road ... Daimler Events Diary

Auckland August 26th Hampton Downs Café Meet at BP Papakura Service Centre (motorway) At 10am for 10:15 departure, the Alvis club is joining us for this event, we need numbers for lunch reservation, we are looking visiting the Bruce Mclaren Museum and lunch at the new café. We may have another destination but TBA. September Riverhead Pub, date and time to be advised, check your emails. For either event please email [email protected] or call Martin 09-626-4868 ______Manawatu Wednesday 15th August A great winter activity, 10 pin bowling at Bowlarama in Cuba Street. This is a lot of fun for all ages and abilities. $10 each, wear your own socks, shoes and balls are provided. I would like numbers so let me know if you are attending. We meet at Bowlarama in Cuba Street at 1pm. Sunday 26th August We have been invited to join the VCC “Daffodil Rally for Cancer”. This will take the form of a display of interesting vehicles at the Coach House Museum in Feilding. All across New Zealand, hundreds of vehicles will be on the road, or on display, at the same time to raise money for the local Cancer Society. The display is from 10am till 1pm, entry is by gold coin donation, all proceeds to the local Cancer Society. Sunday 16th September 2018, run to Apiti Meet at Feilding Railway Station car park at 10.a.m. First car to depart at 10.15 a.m. and to follow the map and instructions issued. Each car to depart at 3 minutes intervals. Final destination will be Apiti Hotel for lunch. This will be a 3-course dinner from a set menu costing $20.00 per person. The drive time will be approximately 1 hour and 15 minutes driving at a comfortable speed of 80 to 90 kph where possible. The return trip can be at the driver’s discretion, either the scenic drive back through the Pohangina Valley to connect with the Pohangina/Ashhurst road back to Ashhurst and Palmerston North and elsewhere or directly back down the highway through Kimbolton, Cheltenham and Feilding. etc. Numbers attending will need to be known by 7.00 p.m. Sunday 2 September. Make sure you know you can attend or you will have to pay for the meal.

June – July 2018 25 Contact me: Glendys Bird 06-327-7267 or email: [email protected]. Proposed visits, to be finalized. October Another Waiouru visit, this time to the Army Military Vehicle Museum. This includes the restoration workshops and Museum. The Museum would prefer we made it a mid-week event to simplify staffing issues, let me know how this will effect you. I suggest we car pool as we require permits to enter the Military Camp. November End of year dinner. December President’s BBQ. Mid January Proposed Gentle Annie run. Taihape, Beechams in Hastings, overnight optional then home. ______Otago September 23rd Otago’s next rally will be to have Brunch at the Cafe at Wal’s Nursery out at Mosgiel. The time to meet is 10.30 a.m. All welcome. Any enquiries contact Kaye Wingfield, tel. 03- 476-2323.

Interested in Joining one New Zealand’s largest one mark/marque car clubs? Then Join the Daimler & Lanchester (Jaguar) Spare Parts Owners Club in New Zealand. The “Club” based in Christchurch, provides parts sales to members only, has a wide of parts available in stock for most Daimler/Jaguar motor vehicles from, MK1 Jaguar, XK120 through to modern Jaguars/Daimlers and Lanchester vehicles currently in stock. Both new and some second hand stock. We stock parts for X Type, S Type and the XJ range. We have approximately 3500 individual of line items available x stock for the above vehicles. The club is run by a group of volunteers, open for business/parts orders and information on Tuesdays and Thursdays from 8.30 am to 1.00pm. The majority of orders from x stock are shipped the same day with competitive overnight freight rates. We can also provide hassle free shipping from overseas for those hard to get parts. Some advantages of the club: Bi-monthly magazine. Parts availability and information. Hassle-free importing and supply of parts from overseas. Access and availability to some hard to source parts. Price advantage for modern vehicles over most suppliers. If you are interested in joining go to our website http://daimjag.org.nz to find out further information. If interested in joining forward an e-mail the club at [email protected] for a membership application form.

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 Daimler Century 1958 Fuel gauge and tank sender. Contact Joe Bruntlett in Hamilton, [email protected] or phone 07-849-7517. Hubcap for 1995 Daimler 6 either one or two. Contact Glendys (06) 3277267 or e-mail:- [email protected] For Sale 2007 Super Eight Daimler 44000 km. Absolutely Immaculate. This is the late John Penman’s car. It was his wish that it remain in the Daimler Club, photo in centrefold. Suggested price, $25,000. Please direct all enquiries to John Powell, 021-799-759. Series 2 Daimler, Royal Blue, ex Hamilton Mayoral car. It has a blown head gasket but is otherwise in excellent original condition. It is rust free, has new tyres and petrol tanks and comes with comprehensive service records. Open to offers, contact Susan Worthington, 04-904-9016 or susanworthington@gmail. com. Daimler Conquest motor and transmission, have had running in rolling car, with many other usable parts. $350. Late Series 2 XJ6 4.2 motor and auto transmission understood to have been running when removed from car. $250. Phone Tony Liddell, 06-329-2552 evenings. Personalised plates “S2XJ6L”. New Series 2 fuel changeover switch. New series 2 overdrive switch. Jaguar leaper small, 13mm OA length. Jaguar leaper large, 20mm OA length. Daimler Conquest-Century handbook in excellent condition. Daimer Conquest-Century service manual in excellent condition. Contact Mike 06-357-1237 or [email protected].

June – July 2018 27 Borg-Warner auto transmission type M12, from a XJ Series 2(?) Double-Six. Was told it was in excellent condition. Offers around $300. Set of 4 pepperpot alloys (20 holes) with Daimler centre caps. They have old tyres on them which are no good but the alloys are in reasonable condition and should be fine for a WOF although they have been outside for a while and could do with a clean-up. Offers around $80. The items are currently in Lower Hutt, but I could also deliver up the Kapiti Coast between Mana and Otaki any time. Contact [email protected]., phone 022-086-7814. Daimler Conquest Roadster (DAMIE). Exceedingly rare. Excellent running condition. Price on application. Willing to trade for Daimler Special Sport, or, Conquest Drophead Coupe, or, Daimler V8 Manual Overdrive with wire wheels! Cars must be in good roadworthy condition. Contact John on 09-408-7478, email [email protected] for further information.

28 IN NEW ZEALAND INC DAIMLER & LANCHESTER OWNERS’ CLUB BRANCH DIRECTORY

AUCKLAND BRANCH President Bryan Davis, 28 Shackleton Road My Eden 09 630 5172 [email protected] Vice President Christopher Wilson, 26 Alexander Ave, Torbay 09 473 8498 [email protected] Secretary Martin Walker, 460 Blockhouse Bay Rd 09 626 4868, 027 666 1880 [email protected] Treasurer Wayne Duncan, 44 Grotto St, Onehunga 09 555 3669 [email protected] Club Captain Stephen Boyle, 29 Bannerman Road, Wesstern Springs, AK 09 846 7397 Committee Ken Walker, Owen Jonkers, Sandra Grace National Delegate Martin Walker, [email protected]

WAIKATO/BAY OF PLENTY BRANCH ..... in Recess

HAWKE’S BAY BRANCH President Colin Campbell, 1008 Reka Street, Hastings 4122 06 878 5969 Secretary/Club Captain Robyn Boyce, 3 Northwood Ave, Hastings 4120 06 878 9071 [email protected] Treasurer Peter Mackie, [email protected] 06 877 4766 Past President Vaughan Cooper Patron Maurice Jolly Committee Vaughan Cooper, Mike Boyce, Margaret Duncan, Shane Clements National Delegate Peter Mackie

MANAWATU BRANCH President Pauline Goodliffe, 194 Green Road, Awahuri, Palmerston North 06 323 7081 Secretary/Treasurer Ian Hodgkinson, 7 Lyndale Place, Palmerston North 06 357 2073 [email protected] Club Captain Mike King, 21 Millar Street, Palmerston North 06 357 1237 [email protected] Committee Des Symons, Hilton Zachan, Brian Wolfsbauer, Peter Whitton, Glendys Bird, Laurance Ferguson National Delegate Mike King, [email protected] 06 357 1237

OTAGO BRANCH President Ken Whyte, Woodlawn,145 Coast Rd, RD1 Waikouaiti 9471 03 482 2727 Secretary Dianne Henderson, 535 Palmerston-Dunback Rd, RD3, Palmerston 9483, [email protected] 03 465 2056 Treasurer Kaye Wingfield, 7 Pioneer Cres, Helensburgh, Dunedin 9010 03 476 2323 [email protected] Club Captain Oliver Harman, 42 Thomas Street, Waikouaiti 021 0279 2325 Committee Winston Wingfield Past President Geoffrey Anderson National Delegate Winston Wingfield, [email protected]