April–May 2016 April–May 2016 NATIONAL EXECUTIVE

President: David Patten 156–160 New York Street, Martinborough 5711 Ph: 06 306 9006 Email: [email protected] Vice President: Martin Walker 460 Blockhouse Bay Road Ph: 09 626 4868 [email protected] Secretary: Mike King 21 Millar St, Palmerston North 4410 Ph: 06 357 1237 Fax: 06 356 8480 Email: [email protected] Treasurer: Peter Mackie P.O. Box 8446, Havelock North 4157 Ph: 06 877 4766 Email: [email protected] Club Captain: Winston Wingfield 7 Pioneer Crescent, Helensburgh, Dunedin 9010 Ph: 03 476 2323 Email: [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) 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. April~May 2016

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 Photo Gallery...... 14 & 15 Mailbox...... 16 Articles of Interest: SP250 progress...... 18 Weber Carburettor Conversion...... 20 Lucas DR3 Windscreen Wiper System...... 23 Cure For An Elusive Misfire...... 24 Hitting the Road – Daimler Events Diary...... 26 Members’ Market...... 28

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

April–May 2016 1 From the Driver’s Seat ... A Message from your National President

We are now well into 2016 and if you are not a farmer it’s been a fantastic summer. It has been a long time since the country has been so dry on such a scale but it does look like the weather is starting to change and winter is just around the corner. Planning for the AGM and Rally in Martinborough is well advanced. Peppers Parehua is a great venue, located in the Wine Village of Martinborough, surrounded by a Vineyard and adjacent to the Nga Waka Winery. The Rally Committee has been very busy organising everything that is required to make this event a great weekend. I look forward to catching up with old friends, making new friends and having fun. I was able to attend the Wellington British Day held in February at Trentham Memorial Park. The weather was good and there was a very good turnout of some 400 British built on display. A good number of Daimlers and Jaguars as well as all the regular makes and models such as MG, Triumph, Morris, Bradford, Bentley’s and Rolls Royce’s to name a few. Mike King had his Daimler SP250 rolling on display; that attracted a lot of interest. The event is held for the enjoyment of the participants and visitors but also to raise funds for the Wellington Free Ambulance – a great cause and a great day out. Once again Mike King provided the sound system for the event as he has done so over many years – great job Michael. I attended a “Garage Raid” in February, organised by the Wairarapa Branch of the Vintage Car Club. This was great fun although probably more of a “bloke thing” and not quite so interesting for the ladies. An assortment of 30 or so classic cars of various makes and models set off from the Clareville Show Grounds in Carterton. First stop in Greytown to look at a collection of old Austin’s some beautifully restored and others a “work in progress”. The next stop was to a site in Featherston, a large shed full of Vauxhall’s and some restoration projects. Then a twenty minute drive to Martinborugh for a picnic lunch and a look at my Daimler car collection. After lunch another shed and yard with a collection of restored Tractors, an assortment John Clark’s Conquest & Dave Patten’s Drop Head on the of Motor Bikes, Model T Ford, 1930 VCC Garage Raid Hudson, Morris 8’s and other collectables. To finish the day we visited a shed with twelve beautifully restored 1930’s MG cars. A really great day and it never ceases to amaze me what blokes have in their sheds. Take care and make the most of every day as there is a lot of fun out there to enjoy. Dave Patten

2 IN NEW ZEALAND INC Getting up to Speed ... A Word from your National Secretary

Welcome to this month’s new members. • Gary Bax & Murray Atkinson of Auckland, they have the Daimler V8 which was previously owned by the late Athol Hawkey. Athol was a long serving member and Club Patron. • Neil and Rosemary Mackintosh of Wellington have 2 Daimler V8’s in varying states of road-worthiness! • Simon Cheung is a new Auckland member. His recently acquired Conquest used to be owned by a past Manawatu President, the late Eric Yarrell. We are sorry to farewell Colin & Maureen King from Waikato. They have been members for many years and served at both Branch and National level. We wish them well and trust they have many happy days in their motor-home. There are still a large number of unpaid overdue subscriptions to date. PLEASE settle your account with Treasurer Peter Mackie, if unsure as to your current status, contact Peter or myself. The Martinborough Rally is almost upon us, it is looking to be a good muster of the troops and promises to be a memorable occasion. I look forward to seeing you there. Ensure that you have an FM radio in your car as we intend to stream a live commentary on the Saturday and Sunday runs. If you don’t have a radio let me know and I will sort out a portable for you to use. We have a couple of interesting articles this month. Paul Edginton has been “meddling” with his Daimler V8, modifying a Weber carburettor in place of the normal SU’s. Also the most interesting history (or lack of) on Simon Ganley’s E20. Most Branches will have had their respective AGM’s by now. The magazine directory will be updated in the next magazine. Please give a thought for your Branch committees, they do work hard to organise events for ALL members, let them know your preference for types of outings, even if it’s only for a catch up over a coffee. I look forward to meeting fellow members at Martinborough. Mike King

HAVE YOU PAID YOUR SUBS?????

April–May 2016 3 Round the Bazaars ... Daimlers on the Run

Auckland Amblings Ellerslie Concours 2016 The Club display theme this year was “Love Story” – the love of an owner lavished on their car or cars. I like my cars, enjoy driving them and spend a lot of time and money on them but in no way do I love them. The emotional side is really the interaction of people with my cars and the buzz it gives me. This concept was a bit foreign to me and my team mates, particularly on how translate this concept into a display. After some discussion, Richard came up with the suggestion that since his daughter Holly was getting engaged and a marquee was being decorated, this could be the basis of a display. We decided that the theme should be a wedding and as a further nod towards love of cars we would dress up Daimlers as a wedding party complete with ribbons, pink and white tulle streamers and silk flower petals to simulate a removable confetti. To give identity to each car, the bride was veiled in white tulle and flowers, the bridesmaids carried posies and the grooms were wearing black velvet bow ties. The wedding party was enshrined in an arch of pink and white tulle with the flower decorated marquee in the rear serving as a reception area. John’s car played the part of the going away vehicle, appropriately sporting a “JUST MARRIED” sign and trailing tin cans. As a further touch a pair gold painted hose clips simulated the wedding rings, were displayed on a pink cushion. Holly and Chris handed out sweets and cake to the public and the judges; being Saint Valentines Day, the heart-shaped sweets went down a treat with the ladies. Richard installed a photo booth (covered in hearts) and the images will be loaded onto the Daimler website. We came 4th out of 19 contestants, we all thought that we should have been better placed. The best outcome of the day was the teamwork displayed by all that participated in the display and the three new prospective members who took away forms. I would like thank all who took part, particularly Richard and Martin for their input for this event. Bryan Snapshots of Galaxy of Cars Parked in the same place as last year under the protection of a pair of pavilions, we were well placed to receive visitors. Ian Hill and Michelle called in to say hello and Doug Mac Donald who is restoring Neil Kruse’s car dropped in to see if he could source some interior light lenses, he was directed off John Stevens (09-626-4279) who had a stall in the swap meet area. John McDermott displayed his Jaguar and regaled us with his adventures at “Goodwood”, a car show that hopefully we could replicate in New Zealand one day. After many visits to swap meet Josh spent all Brittany’s pocket money I wonder if he has paid her back yet? At the swap meet I bought an old Phillips car radio without power supply, I informed the seller that it was half of it was missing and got it for half

4 IN NEW ZEALAND INC price; I intend to install a solid state version in the original case to retain the period look. Wayne and Paul’s V8 attracted a lot attention with its Webber modification and the throaty sounds made by the exhausts. Jack (who threatens to buy a Daimler) dropped in for a chat, it was he who left a book on my doorstep about Jaguars? Daimlers, thank you Jack. One of the Pavilions attempted flight, Martin leapt to the rescue and did the heavier than air trick – it worked! A new member Robert Banks brought along the ex- Wayne Marmont’s Car and later Wayne himself turned up to wish us well. I visited Brian at the Riley display, these cars have always held a fascination for me. Some Rileys have a gearbox similar to the Wilson Preselector, the big difference is that the fluid fly is replaced by a centrifugal one. There was a “Dingo” Daimler Scout Car on display, made in 1942, had a successful span of service until the early 1950’s, weighed 2.5 tons, max speed 50 mph, 155HP, amour plate front 30mm. Armament was either a Boys antitank rifle or a Bren gun. Bryan ______Waikato BoP Wanderings Sunday 14 February Unfortunately I was the only Club member who attended the Morrinsville Motorama although 760 cars did attend this year. In addition the annual growth of the swap meet saw a record variety of stands selling new and second hand parts and automobilia this year. Another growing trend is the appearance of the fabulous big truck rigs and up to the 30 rigs were in attendance. So something for everyone. Members should make this event a must attend next year. Sunday 20 March Eleven persons including seven members [25% of membership] attended our Branch AGM held at the Classic Car Museum’s Bel Air Conference Room, Hamilton. A number of our existing Committee chose to stand-down after some years in office which made it difficult to elect an incoming Committee on the day. This is reflected in our new Committee’s makeup for 2016/17. Our Branch is strong financially with more than adequate funding. After the official meeting and morning tea an encouraging discussion between those present resulted in a programme being devised for the remainder of 2016. Our Branch has a small core group which is determined to keep our Branch alive and we look forward to the 2016/17 year with keen anticipation. ______Hawkes Bay Highlights On the last Sunday of January we had an outing which looked as if the weather might spoil it (and we do need the rain) but it held off until we were done. We gathered at Silky Oak Chocolate Factory where they have a Café, we enjoyed the food and drink, had a look at the chocolates then set off up the Taihape Road to the De la terre winery. This place is a hidden gem and a labour of love by the owners. De la terre’ – literally ‘of the earth’ is a reference to both the vineyard soils and the earth brick construction used for the winery and cellar door. Both the leadlight windows and the

April–May 2016 5 furniture were handcrafted in Tony’s rammed earth workshop adjacent to the winery. We experienced full and informative tastings with Tony who has over 30 years’ experience as a winemaker, leaving the corporate winemaking world in 2005 to establish this unique boutique winery. There is also a small café where guests can enjoy wood fired pizzas or platters. The rain came as we were leaving but hadn’t spoilt our lovely and interesting afternoon.

On Sunday the 6th March we gathered for the Hawke’s Bay AGM. After the formalities we all enjoyed a BBQ with the great steaks and sausages supplied by the club. The potluck salads and desserts were so well balanced without any organisation and were a delicious meal. We also had an excellent social time lingering over the meal. Ann Bowes ______Manawatu Meanderings Our January picnic this year was held at Vinegar Hill Reserve on the Rangitikei River near Hunterville. We combine this event with the Club giving us a good muster of cars and members. We had a perfect day for the picturesque drive on Highway 54 through Cheltenham and Waituna West. The reserve covers a large area with excellent facilities for camping, swimming or just lazing about under the trees, which is just what we did. The only problem was that our shade, in the form of a large old man pine tree, kept on moving! This was overcome by the “shade shuffle” of seating arrangements to avoid burnt to a frazzle! What a great way to spend a lazy Sunday…. The following weekend was the Dannevirke “ With Attitude”. We had a few members turn up this year, although there were lots of interesting vehicles of all types to see. I went down to Wellington British Car Day at Trentham. I always supply their Sound System and this year took the SP250 completed chassis which attracted a lot of interest with many questions asked about it. Brian visited the Shannon car show which was a huge event this year with about 600 cars. The Shannon Domain was completely packed with classic and hot rod cars of all descriptions. Details of our Branch AGM will be included in the next magazine. Mike King

6 IN NEW ZEALAND INC Timelines ... Our club history from 5 decades of magazines ...

April–May 1976 V8 Steering Column Knock by Graeme Hore A problem suffered by myself and other V8 owners is an audible knock which appears to come from the steering column when the car hits a bump in the road. I said in the last mag that we thought we knew how to fix it and Allen Hawkey of Timaru has confirmed that we do. His car was tried out by a mechanic before and after fixing and the knock definitely vanished. The fault is caused by the joint at the top of the lower steering column becoming loose. Diagrammatically this joint is as shown below, there being nothing to hold parts A and B together. (I’ll leave you to wonder how it works.) The point to note is that parts A and B are meant to be 1 separated by an /8” air gap. If the joint becomes loose, A slides down the shaft to reduce the air gap. When the car hits a bump the slight movement of B causes it to knock against A – the sound heard inside the car. The remedy is simple. Lift the bonnet and find the joint. This is just behind the below the battery at the top of the steering column. The bolt (shown in the diagram) through this joint at right angles to the shaft is the culprit. If necessary, loosen this bolt using a ½” spanner so that A can be pushed down on its splines until it contacts B. Then move A back up the 1 shaft /8” to provide the necessary clearance and tighten the locking bolt. Your knock will now have vanished (I hope) and incidentally, you will also have removed a bit of play from your steering. April 1986 Service Bulletin DIFFICULT STARTING – Issued August 1953 A number of complaints have been received regarding difficult starting with the engine hot, which usually occurs if the engine stalls in traffic. In our view, the main difficulty is caused by the fact that the driver tends to pump his accelerator pedal, which floods the engine with petrol. We have found by experience that under these conditions, if the hand throttle is pulled out just sufficiently to move·the accelerator pedal the car will start readily and owners must be told that under no circumstances should the accelerator pedal be pumped. ELECTRICAL WIRING – DAIMLER CONQUEST Issued February 1954 We wish to draw the attention of all distributors and dealers to the fact that we have had a few cases where the rear light wiring has been burnt out due to a short between the wiring and the inner skin of the boot lid. On assembly, the wire is fed through the double skin of the boot lid and connects up to the rear

April–May 2016 7 light wiring by means of the snap-on connectors and it is at this point that the trouble has occurred due to the fact that the wires have been left hanging through the lightening holes of the inner skin panel. The trouble can be satisfactorily avoided if the wires are pushed back into their proper position within the double skin panel. LUBRICATION SERVICE – Issued May 1960 On the above models, particular attention is necessary with regard to regular lubrication of the propeller shaft joints which are very often neglected with the result that early wear occurs. The factory can accept no claims under the guarantee on the grounds that the trouble is due to neglect. DISTRIBUTOR ADVANCE SPRINGS – ‘104’ & MAJESTIC 3.8 MODELS A few cases of pinking and temporary fade have been reported from time to time under certain operating conditions. As a result of investigations carried out by our service department, it is found that better results are obtained with Lucas spring No. 406135-S than with the spring No. 5441027 which was originally fitted. It is recommended therefore, that when overhauling distributors, that the new type springs be fitted. May 1986 Technical Tips Borg Warner Model 35, 65, 66 kickdown cable adjustment By Bob Bate If at all possible I always like to road test a vehicle before carrying out any form of repair or service. With the M53 motorway virtually just around the corner a ten mile journey encompassing town and motorway driving and be completed in about twenty minutes, frequently time well spent. The 4.2 XJ6 was booked in for a “full” service and so after initial pleasantries I took the driver’s seat and set out for the customary road test. Customary! Not this one. During the first mile we discussed the rather poor performance, very smooth almost imperceptible gear changes and I was just about to mention the slight steering pull when the oil pressure gauge dropped to zero. Isn’t it amazing how the absence of oil pressure produces almost instant panic, heart palpitations, thoughts of decimated bank accounts and yet, sitting beside me the owner appeared quite unperturbed. It wasn’t until I had switched off the ignition and was coasting into the kerb that he advised, “Don ‘t worry about the oil pressure, the gauge has been faulty for months, will you check the circuits whilst the car is in?” “Yes, alright, but how do you mean faulty? Does the oil pressure actually drop or are you certain it is the gauge?” The reply was hardly convincing. “The gauge has not been tested but the engine must be good or it would not have lasted so long.” Less than reassured I restarted the engine and set off once again. That gear change! So smooth and in top at 12 mph. Was it my imagination or could that be a main bearing rumble filtering through the sound deadening? I don’t know how you react, but so far as I am concerned it is almost impossible to ignore a suspect oil gauge and have you ever noticed how many more engine noises suddenly appear? Whilst accelerating onto the motorway produced a protesting squawk from the automatic box once up to 70 mph the car drove quite happily. 70 with a faulty oil gauge? Yet I know it sounds crazy but Andrew (we were now on first name terms) kept assuring me that everything was OK. Leaving the motorway we slowed down to forty for a right hand bend and a large artic unit. Pulling out to overtake I sought permission to use kickdown. “Don’t bother,” was the reply, “the cable is disconnected.” “Disconnected! Why on earth did you do that, the gearbox could be almost burnt out by now?”

8 IN NEW ZEALAND INC “Oh, I don’t think so. My son uses the car sometimes. I felt it safer to disconnect the cable so that he could not use kickdown and be tempted to pass everything in sight.” Mental pictures of destroyed and smoking clutch packs flashed through my mind but before the topic could be discussed further the oil gauge gave another little lurch, settling quite firmly below the zero line. “Andy, this oil pressure is really worrying me. The engine has become very noisy, we should stop the car and check it, perhaps even arrange a tow.” Fortunately by this time we were off the motorway and only a mile from the garage. Fortunate, because as you will no doubt have been expecting, there was a loud metallic bank and the engine seized. Pushing the XJ back to the workshop gave us plenty of time to reflect on the morning’s events although discussion had to be left until the breathing equipment returned to normal. Apart from the obvious morale of paying much more attention to the oil pressure gauge Andrew also learnt by looking at his dismantled gearbox that the kickdown cable does more than just operate kickdown. Basically the cable had two separate functions, which, without going into too much technical detail I shall try to explain. 1 Pressure Controls The gearbox is controlled almost entirely by hydraulic pressure. A pump picks up oil from the sump and passes it to the valve chest where it is adjusted for pressure and directed according to the operation required. When the vehicle is idling and stationary the main or line pressure is maintained at a relatively low level which will enable a clutch pack to engage smoothly in readiness for drive to be transmitted to the rear wheels. Should the vehicle accelerate away very gradually then this pressure will be sufficient to maintain the drive condition. As acceleration increases so the torque increases and thus the clutch pack will almost certainly slip due to insufficient clamping pressure. In order that this may be prevented, the gearbox must have some form of sensing mechanism to tell it that the throttle is opened and increased oil pressure is required on the clutch packs. The cable is connected between the throttle linkage and a cam in the gearbox so that as the accelerator is depressed a message is transmitted requesting an increase in oil pressure. This pressure rise has a second function and that is to delay the gear change points so that they occur at higher road speeds, corresponding to increased throttle opening and consequential cable movement. If the cable is disconnected, pressure and therefore gear change control will not occur. In our particular example the clutch has been slipping due to low pressure and of course gear changes were occurring at very low road speeds. 2 Kickdown As the name implies, when the accelerator is almost fully open the cable moves the gearbox cam past a spring detent position which, provided the road speed is not too high, causes a forced downwards gear change. Kickdown adjustment is automatically set when the cable is adjusted initially. Loss of kickdown is frequently caused by insufficient movement on the carburettor linkages. Check that when the accelerator is pressed to the floor, the throttle linkage moves to the fully open position and pulls the cable past the detent position. 3 Cable adjustment When the cable is adjusted it should ideally be set to produce a pre-determined oil pressure rise in relationship to load and throttle opening. As this procedure necessitates access to fairly specialised equipment, the method outlined below will probably be of more interest to the DIY mechanic. First, disconnect the cable from the throttle linkage and check that the crimped stop (see sketch) is set in the correct position. To determine this pull the inner cable about ¼ of an inch and release. A light “tink” should be heard from the gearbox as the spring loaded control cam settles back to its initial position on the back of the throttle valve. Another check is to pull the cable very gently and feel the very small amount of free play before the cam spring resistance is noticed. If all is in order the crimped stops should be about .010” from the cable adjuster.

April–May 2016 9 Type 35F automatic . Position of downshift valve Jaguar XJ6, , cam with the accelerator pedal in the full released and fully Series 2 Manual E. 188 Issue 1. depressed positions.

If the setting is not correct try to move the stop along the cable. Why do I use the word try? Sometimes the stops are crimped so tightly that they cannot be moved. If this is the case the only satisfactory solution is to fit a new cable which will have a floating sleeve just waiting to be crimped. Yes, the stop could be cut and removed from the cable but this does introduce the risk of the cable being pushed too far into the gearbox and falling off the edge of the cam. Please don’t ask me how I discovered that little idiosyncrasy! The next step is to fit the cable to the throttle linkage so that in the closed throttle position the same cable inner to outer relationship is maintained – i.e. The crimped stop is still .010” from the cable adjuster. Now, move the accelerator pedal very slightly and confirm that the cable begins to move at the same time as the throttle linkage. A short road test will soon confirm whether or not the setting is acceptable. Whilst stationary, warm and with correct ideal speed, gear engagement should be “cushioned”, not harsh. On driving away with minimum or light acceleration gear changes should occur in accordance with data found in the respective manuals. Any variation from these figures will almost certainly be felt as unnatural gear changes, either very quick and soft or delayed changes with harsh shift quality. If the gear changes are too early the outer cable adjuster should be unscrewed i.e. the outer cable lengthened and vice versa or high shift speeds. May 1986 Service Bulletin STARTER MOTOR PINIONS Issued December 1957 DAIMLER TYPES DK400, all 3½-ltr MODELS & 2½-ltr CENTURY & CONQUEST etc. It has been found by practical experience that obstinate cases of starter jamming can be remedied by replacement of the 10 tooth starter pinion provided the flywheel ring-gear is not badly damaged. This information is provided for guidance only and does not constitute authority to carry out any change at the expense of the . The 11 tooth pinions will be fitted as standard in production of all our cars in future.

10 IN NEW ZEALAND INC DISCHARGING BATTERIES Issued March 1954 Isolated cases have been brought to our attention where owners have complained that the battery has become discharged on 2½-ltr Daimler Conquest Saloons. This trouble, in our view, is due to a bad earth on the battery owing to the fact that the cross member to which the earth cable is bolted is bonderised and painted, and the paint has not been removed to give a proper earth connection. Action is being taken on our assembly lines immediately to correct this fault and if any cars come in suffering from the complaint referred to in this bulletin, will you please ensure that the earth connection is checked to see that it is making a good contact and that the securing bolt is tight to the cross member. SPARK PLUGS – DB18 & LD10 CARS Issued July 1947 It has been ascertained that spark plug gaps can with advantage be closed down from .030” to .020” and it is recommended that this closer setting be adopted when fitting replacement plugs to these models. All future production runs will leave our works with the .020” setting. In 1957, the cost of the specialised tools for servicing the gearbox of the Century Automatic Borg-Warner, was £53/11/6. This was ex the works. JACKING SOCKETS – 2½-ltr CENTURY SALOONS Issued August 1954 Isolated cases have been brought to our attention where difficulty has been experienced in inserting the jack in the jack sockets, which are welded to the bottom of the rear bumper bracket. The jack stem, which fits into the socket, has a small stop to give the correct location and this may foul the bottom of the bumper over-rider. This condition is due to the face of the bumper bracket, to which the bumper is bolted, not being square with the bottom of the bumper bracket. The bracket is made of steel pressing and can be re-set cold with a suitable wrench to ensure that there is adequate clearance between the bumper over-rider and the jack stop. When cars come in to you for servicing will you please kindly check this point and carry out simple rectification quoted in this bulletin. MAROON PAINTWORK Issued August 1951 This is to inform our dealers that we cannot accept responsibility for any deterioration of Maroon Paintwork. Unfortunately, the shortage of cochineal has compelled the paint manufacturers to use substitute pigments, which are not satisfactory under certain conditions. As a precaution, should buyers insist on cars finished in Maroon colours, they should be instructed that, to preserve the paintwork, it is necessary to have the car thoroughly washed and polished at least every three weeks. T.R. Nicholl, Service Manager. BODY WATER LEAKS – CONSORT Issued June 1950 This body is now completely water-proof, but on some of the earlier bodies, trouble may be met with water leakage from the front scuttle panel where it turns over the front bulkhead. This trouble is dealt with by slackening off the panel screws and forcing dum-dum between the panel and the scuttle. We have introduced an additional screw between each of the existing screws and the panel is then tightened up solid. There is also a possibility of leakage at the bonnet top rear hinge. There is a double skinned panel here which should be completely filled in around the hinge with dum-dum. SIDELAMPS: The only trouble here has been water leakage into the lamp body and we have now properly sealed the metal tunnel and existing cars can be dealt with by applying bostik to the welded seams and also to the point where the wiring enters this metal tunnel.

April–May 2016 11 May 1986

April–May12 2016 IN NEW ZEALAND INC 12 May 1986 Overhauling the V8 MK2 Handbrake The handbrake mechanism on the above models has never been renowned for its high efficiency and unless everything is in perfect working condition, it is easy to fail a WOF test. Being an all mechanical system with the calipers situated alongside the rear wheels where they collect all the mud and slush flung up by the tyres, the various small parts soon seize up and become inoperative. This is especially true of the left-hand caliper which rusts up even more due to it being alongside the edge of the road. However, an owner with even a small amount of mechanical experience should have no great problem in overhauling the calipers as no special toots are required. Once the wheels are removed and the car placed on axle stands the calipers are readily exposed. First thing to do is disconnect the cables from the bottom of the operating levers (18) and then remove the four securing bolts (32) which hold the handbrake calipers to the main brake caliper. This is where you may have problems as these securing bolts may be seized and require liberal amounts of CRC around the threads just under the brass retraction plate (33). Once you have removed them though the rest of the overhaul is no problem and can be carried out on the work bench. Dismantle completely the calipers as shown in the exploded diagram, wash all parts thoroughly with kerosene and a stiff brush and once clean you can inspect and replace anything damaged or missing. With the exception of parts in the illustration numbered 15, 16, 18 & 27, all of the other parts are readily available from Spares. Make sure the squared block in the upper parts of the operating lever (18) will turn freely, that the springs 19 & 21 are not stretched, that the friction spring 24 grips the adjusting nut firmly and that the brass fingers of the retraction plate (33) are not twisted or damaged, otherwise the handbrake pads will drag on the disc. Before starting on the re-assembly, I paint all parts with Gold-X rust kill and when dry make sure everything is well lubricated before replacing the assembly on the main caliper. In conclusion, I should mention that virtually the same handbrake caliper set-up is used on all Sovereigns from the MK1 420 model of 1967 through to the Series Three XJ6 models. The only parts that differ are the pads, retraction plate and adjusting nut which The Spares Division carry in stock. However, being inboard on the rear axle, the calipers on these later models are much more difficult to work on. April 1996 New members in April were Clive Butler, Auckland branch, and Peter & Joy Neighbour from Hamilton.

April–May 2016 13 Auckland Ellerslie Concours d’elegance. Auckland Ellerslie Concours d’elegance.

Auckland Ellerslie Concours d’elegance.

11 Photo 11: Daimler Dyno results – see Weber report on page 22.

Manawatu Daimler & Rover members enjoy a relaxing day.

14 IN NEW ZEALAND INC Manawatu picnic at Vinegar Hill Domain. Simon Ganley’s E20 Daimler. As purchased!.

A couple of sharp V8’s at Hawkes Bay. Bonnets up! Daimlers on display at Hawkes Bay Car Day.

SP250 chassis at Wellington British Car day. Hawkes Bay members relax in the sunshine.

April–May 2016 15 Mailbox .....

From: Simon Ganley To: John Osborne Subject: E20 Daimler Hi John, Now that I am back from hiking about in the jungle.... Actually I am involved with a conservation lodge that gets kids out into the bush and gets them associated with our natural heritage. I’ve just built a large deck there. My E20 was advertised for ages on Beaded Wheels but it was advertised as having an Armstrong Siddeley body which intrigued me as AS never made bodies. But as an old friend who served his time with Daimler and owned a car restoration company was staying for 3 months, we went to have a look. We both went over the project closely and as a result I bought it. Now to clarify, it does NOT have an AS body. It has a Mulliner body that was designed pre-war to fit Daimlers. And even then, it only came with part of the body. It also was sold as a 1934 which is impossible as they didn’t make E20s then. It is actually from April 1938 and is from the last batch of E20s. There were 3 batches. So the body is totally authentic to the chassis. The engine is complete but in bits. It has new liners, pistons, rings, valve springs etc. Dion Coleman from White Metal Bearings is going to stick it together as he specialises in vintage and veteran engine rebuilds. My next door neighbour is a proper panel beater and he is doing all the panel work at present. But the car is a real mystery. It is basically brand new. The stencil marks on the brake linings are unmarked and the drums don’t have a scratch on them. I have attached photos. It has caused a buzz of excitement from the Daimler apprentices who also appreciate the mystery. None of the nuts and bolts have ever been touched. The screw slots are unblemished and every fastener is exactly as done up in the factory. Nothing burred and E20 Daimler starter. nothing rounded. Even the split pins are all new. The chassis is so good, I will simply water blast it to clean storage dirt off and then paint it. Amazing. The car has no provenance at all so it has obviously spent its life sitting in sheds. I have attached photos of it as I bought it, components in as-new condition and a photo of a similar car (DB18) to show what I’m working to. E20 Daimler Brake lining. Note original The E20 has wire wheels (new condition) whereas markings.

16 IN NEW ZEALAND INC the DB18 has smaller pressed steel wheels and no running boards. But apart from that, the two are the same or similar. It is an interesting project...... Cheers Simon Ganley From: John Osborne To: Simon E20 Daimler brake drum – unmarked! Subject: RE: E20 Daimler Many thanks Simon Looks like you are undertaking a massive project especially it being a very rare car. No doubt you could research its provenance which is very important, I was not aware that the E20 was made after 1936/7. They then became the ES24 in 1937 to 1940. What information do you have that the E20s were made in three batches? I understood they were made to order from 1935 to 1937. I have just found my pictorial on the Light E 20 in HB which you may find of interest. I have several DB18 saloon cars, one is in very original condition. I also have several DB18 Consorts one in very original condition. Good luck with your restoration. Best regards John From: Simon To: Mike Subject: E20 Daimler Hi Mike, Thanks for the mention in the newsletter. The car is an E20 that was made in April 1938 before being bodied and sent to NZ. It probably arrived just before the war. E20s were made in three series from 1935 to 1939 but with the records having been destroyed in the blitz, there are few details. The E20s were concurrent with other models. The E20 chassis was lengthened for the 20 Limousine and fitted with a 24hp engine. This became the EL24 and the E20 became the “Twenty”. At the same time was the LQ3 which was also a limousine. Now also in 1938 the DB series (Daimler Barker) arrived with the DB17/1, then DB17/2 and with a larger engine, the DB18/1 which lasted until after the war. At this point it may pay to get something alcoholic from the fridge. So the E20 with a head fixed to the block, 18” wire wheels and running boards sold beside the DBs with a separate head and pressed steel wheels. E20s were sent as consulate cars to the colonies so maybe that is where mine came from. Mine has been stripped down to the bare chassis for refurbishment. It has no provenance at all but we are discovering why. The car appears to be new. The stencil marks are still on the brake linings and there isn’t a slightest scratch on the brake drums. The starter is unblemished. Every nut and bolt is pristine, no split pin has been re-used and there are no burrs on any screw slots. Was it placed in storage for the duration of the war seizing the engine and rusting the body away? Who knows? It has a totally period Mulliner body with it. The jigs and bucks were made for pre-war Daimlers in 1938 but Mulliner used the same body moulds when they dusted everything off after the war for supply to other car makers who were rushing back into production. The panel work is being done at the moment with real steel by a proper panelbeater. I can hear the sound of a hammer on steel so I’d better check up on what is happening in the workshop. So that is where I’m at. Don’t expect me to turn up in it this year. I want to finish it to a high standard and then just wear it out giving it the life it has never had. Cheers Simon Ganley

April–May 2016 17 Articles of Interest ...

SP250 PROGRESS Mike King

Philip & I have completely gutted the interior in preparation for a total refurbishment of the body. Dealing to the underside was obviously going to be much easier with the body upside down. I bit of lateral thinking resulted in the purchase of a 10 foot round trampoline with a U/S mat and springs for the princely sum of $25 via “TradeMe”. The frame was cut down to form 2 hoops which were welded to the frame work we had already fitted to the A & B pillars. Voila, a rotisserie, now we can move it around on wheels or roll it over to any position required. We have got as far as repairing a couple of the broken body mount points in the boot area. We used perforated metal cut and shaped to the affected areas, then glassed it in to improve the strength. I took the completed chassis to display at the Wellington British Car day where it attracted lots of interest and a wide range of questions and comments.

18 IN NEW ZEALAND INC SP 250 90 degrees & inverted.

SP 250 90 degrees & inverted.

SP250 rotiserie. Wheels plug in to the sockets SP250. Metal reinforcing glassed into boot between the hoops. mounting positions.

April–May 2016 19 WEBER CARBURETTOR CONVERSION Paul Edginton As a dedicated fan of Jay Leno I regularly follow the blog and web site that features his envious car collection. (It is well worth a look at www.nbc.com/jay-lenos-garage.) Some time ago I noticed that he was rebuilding a SP250. Jay usually does some interesting modifications to his cars to improve reliability and overall performance. His SP250 now has upgraded brakes, a five speed Tremec gear-box and a two barrel down-draft Weber carburettor. As I had a spare in-let manifold and a very good friend (John Vreede) with a workshop full of machining tools I started to think about making the same carburettor modification as Jay hoping to get improved performance. Norm Foster, Waikato, had also recently fitted a Holley 4 barrel to his 1968 V8 250 and was happy with the result except for the increased petrol consumption! If you have read Brian Long’s excellent book on the SP250 you may have noted that the original experimental V8 were fitted with a similar two barrel unit by Solex. This carburettor was not fitted to the production engines due to the possibility of supply problems. 1 The Weber model that Jay used was a 38DGES which is very similar to the one fitted to the 3 litre Ford V6 as used in the Capri and other Ford models. The ‘specs’ suggest that the 38DGES is suitable for cars up to 3 litres. It has two 38 mm bores which open simultaneously. I looked on eBay for a supplier of Weber carburettors and found a Dealer in the U.S.A. who 2 3 would supply for U.S. $260.00. The total landed cost was about N.Z. $420 which was about half the cost of obtaining it locally. When the Weber arrived I took it and the manifold to John who set about milling off the top where the SUs bolt on. Here is John about to start the milling. (Photo 1) This is the end result with the areas which are still to be filled with weld marked. 4

20 IN NEW ZEALAND INC The water jacket which is visible to the right and left will also have to be welded to be water tight. (Photo 2) Here is the manifold after welding and media blasting. The manifold is set up in the mill and trued up with the level prior to cutting a flat surface. (Photo 3) Next John made up a spacer to fit between the manifold and the Weber as you can see in the next photo. You will notice that studs have been fitted to the manifold and a new connection has been provided for the water to heat the manifold. (Photo 4) Here is a close-up of the water ‘barb’ which replaces one of the frost plugs. There is a matching barb on 5 the other side for the water to return to the radiator. (Photo 5) This shot shows a ‘before welding’ view of the ‘barb’ mount sitting in the hole that John has machined. We then had to match the ports of the modified inlet manifold with the spacer so there would be a path for the air\fuel to enter the . To this end I ground out and finished the manifold passages as much as possible. (Photo 6) This is the finished item. The Weber throttle spindle lies at 90 6 degrees to the original SU spindle i.e. the accelerator connection is at the front not at the side. To overcome this John made up a bell crank, the parts of which are pictured. John’s craftsmanship is obvious, there is even a grease nipple fitted to keep the bronze bush lubricated. (Photo 7) Here it is mounted on the Weber using a 7 link kindly supplied by our Editor Mike King. Visible at the top of the photo is an adapter plate allowing the original air cleaner to be used. (Photo 8) Another example of John’s attention to detail is seen here with the drawing of the spacer plate and the semi finished item on the milling machine. All fitted up with a K and N filter element. (Photo 9) Everything fitted on the car and Wayne double-checked that everything was tight. (Photo 10) 8

April–May 2016 21 Time to start the engine and thankfully it turned over without hesitation. Everyone breathed a huge sigh of relief when the familiar burble of the V8 filled the garage. We let the car idle at 1000rpm and checked the action of the electric choke which opened very smoothly. Setting the idle speed at 600 and the idle mixture according to the manual it was time for a test drive. Our first impression was that the engine was running more smoothly and the revs dropped 9 more quickly during gear changing, the performance however, seemed unchanged. Since then I have run the car to Hamilton and back a distance of about 210 miles and recorded 27 mpg. I was cruising along at the open road speed limit with only a small amount of town driving. ‘Lead-foot’ Wayne later recorded 25mpg. These figures are very similar to previous results. Wayne and 10 I decided to have the car Dyno checked at the same facility in Auckland that we had used in 2014 in order to get comparative results. The blue lines are 2016, the red 2014. The ambient temperature in 2014 was 16°C and 23°C in 2016. As the graph indicates we are now producing a bit less power and torque. Obviously this was disappointing for all concerned. You will notice that fuel/air ratio indicates that the car is running quite rich compared the 2014 result when the car was running with the SUs. The ideal ratio i.e. the Stoichiometric ratio is 14.7 to 1. The jets in the Weber are straight out of the box and appear to be too large and may need to be changed, hopefully this will produce the desired result. The best power result is obtained when the engine is running just on the lean side of ideal so we may yet be able to find another few horse power. (Photo 11, on page 15 colour centrefold) In conclusion – was it worth doing the conversion? John, Wayne and I who have been friends since high school thoroughly enjoyed the challenge and the process so from that point of view it was a success. The results are not what we were hoping for but we are positive they can be improved. Watch this space…

22 IN NEW ZEALAND INC LUCAS DR3 WINDSCREEN WIPER SYSTEM Bill McMonagle (Queensland Jaguar Driver, January–February 2016, p28) A country member of this club phoned me with a tale of woe. His (same body as a MK2) had failed a safety certificate (roadworthy) due to a lack of windscreen wipers. He had been to every auto electrician he could find to get the wiper motor fixed but had achieved a 100% rejection rate. In desperation he had contacted some organisation in Victoria who had sold him a second hand wiper motor but it didn’t work either. Did I know someone who could repair the wiper motor? I told him that I didn’t know anyone whom I could recommend as these wiper motors commonly used in pommy cars in the 1950s and 1960s were well and truly obsolete and spares are nearly impossible to obtain. However next time he came to Brisbane he would be welcome to drop them at my place and I would have a go at repairing them. Long term readers of this magazine may remember that I wrote about these wiper motors many years ago. A week or two later he appeared on my doorstep with the wiper motors and his copy of the Daimler 250 Workshop manual. I said I can make no promises but I have found that the majority can be repaired if they are not burnt out in the field or armature windings. After he departed I opened up the original wiper motor and it seemed to be in good order but applying power it would not move and the built-in circuit breaker went open circuit (it will reset itself when it cools down). In attempting to separate the electric motor from the gearbox it became obvious that the gearbox main gear was jammed. What looked like grease was actually a hard shellac or varnish like substance. With some difficulty I removed the main gear which is made of nylon and carefully chiselled off this varnish. Then I twigged that I had run into this problem before when clay-based grease and lithium-based grease are mixed together they will react and form a hard varnish-like substance. Somebody had done this in the past and that was the cause of the gearbox being locked solid. Because I had it apart I gave the electric motor commutator a quick spin in my bench drill and cleaned off the bit of oxide and grunge adhering to it. The brushes in the motor were fair and I was able to reassemble it without any further need for parts. I bench tested the assembled wiper motor and gearbox and they were working OK. I mentioned he had left a copy of the Daimler 250 workshop manual with me. To my surprise I found that in the section on the wiper motor it gave a simple method of bench testing which I have never seen in my Jaguar manuals. If anyone wants a copy I have scanned it and can send it by email. Because it was there I thought I’ll have a go at the other wiper motor and if successful he could use it as a spare. All I can say is what a shambles! I think that wiper motor had been swimming in Port Phillip Bay as I have never seen rust like it before. The armature of the motor was rusted to the field and it was only with a lot of force (carefully used) that I was able to separate the motor’s components. Who in Victoria sold this wiper motor to our club member?

April–May 2016 23 CURE FOR AN ELUSIVE MISFIRE (The Driving Member, Vol 51, No 9, p17) David Small

What a joy it is to drive our old cars when they are running sweetly and trouble-free; but how frustrating when they are below par with a problem that is hard to find. We have heard about aftermarket rotor arms and contact- breaker sets of dodgy quality. There may be another replacement item that we are fitting to our cars that can be problematical. My Dart has proved to be remarkably reliable over the quarter of a million miles I have covered in it over the past 45 years, but that all changed about 18 months ago when it developed a misfire under load over about 3,000rpm. I spent many hours checking, testing and swapping components. Although the symptoms suggested fuel starvation I have always believed in the saying that 90% of fuel problems are electrical and was soon satisfied that my problems were with the sparks rather than the fuel. Although I suspected the coil could be at fault I remembered reading somewhere that they either work or they don’t. Nonetheless, I fitted a new one and my problems disappeared. At last I had my revs back – but not for long. Within a few weeks my misfire returned, but again only under load and at high revs.

February24 2016–March 2016 IN NEW ZEALAND INC24 I have heard many people praise the American-made Pertronix electronic ignition system: expensive but very reliable seemed to describe it. Perhaps my contact breaker set-up was not up to the standard of the original Lucas items. I decided to fit the Pertronix system together with the Pertronix Flamethrower coil. The car was transformed and on a drive to Spain last summer performed faultlessly and petrol consumption even improved by about 3mpg. At last that wretched misfire was a distant memory. Back in the UK I was driving up the M40 some months later, pulled out to overtake a lorry and again felt that familiar loss of power as the throttle opened. That damned misfire was back again. Once home I again started on my fault-finding routine. Could my third coil have failed, particularly the Flamethrower which has an excellent reputation for reliability? I returned it to the ever-helpful Distributor Doctor for testing and it was soon sent back to me and declared to be fault-free. I refitted it and, by now getting somewhat desperate, called on the services of a local auto-electrician to help with my detective work. After tinkering and testing he said that he could find no fault and suggested that the Pertronix ignition system may be the problem. Being unwilling to shell out another £240 to replace it, and having already had two coils fail, I began to doubt the results of the bench test of the Flamethrower. I bought a replacement for about £40 and once again my problems seemed to disappear. However, one could perhaps have two coils fail, but three was just getting silly! I had to discover why my ignition system appeared to be gobbling up coils at such a rate. By now I had again fitted the replacement distributor cap that I had bought a couple of years ago and, whilst examining it closely for the umpteenth time, I realized that the shoulders of the knurled nuts which attach the plug leads to the top of the cap were bottoming out on the moulded turrets of the cap. This meant that the plug wires, with their split copper washers, were not achieving a tight electrical connection with the tops of the electrodes; indeed one could observe some evidence of shorting at this point. One can see from the photos that on my original cap part of the threads of the knurled nuts are visible because the plug wires are already bearing hard against the tops of the electrodes. On the replacement cap the knurled nut is binding against the top of the cap turret, allowing the HT leads to rotate slightly within the cap with intermittent connectivity. I overcame this by using two split washers on each lead and putting a blob of solder on the wires where they fan out against the lower washer. Alternatively, I guess that one could simply file a millimetre off the top of each of the turrets. If you have replaced your original dizzy cap with an aftermarket version I suggest that you check it to ensure that when the knurled nuts are really tight it is because they are pressing the split washer and plug wires against the tops of the electrodes, not because the shoulders of the nuts are binding upon the turrets as were mine. Even if your engine is running well at present your coil could be working much harder than intended to get that current from the top of the electrodes into the HT leads. Sooner or later it will fail. It could, of course be, that my faulty distributor cap was a one-off. On the other hand it may not be!

April–May 2016 25 Hitting the Road ... Daimler Events Diary

Auckland April 15–17 National AGM, Martinborough Contact Martin, if you want to join fellow members from Auckland or Turangi May 22 TBC – Ever wanted to be a seagull? Heading to Thames Seagulls Shop, Museum, Winery and lunch all packed in to 1 day. Meet BP Service Centre sh1 Papakura at 9:15 for 9:30 departure. Please call or email Martin to RSVP. ______Waikato BOP 15–17 April A number of our members will be attending the National Rally in Martinborough and we wish then a safe journey and a great time. Sunday 15 May Third Annual Hamilton Swap Meet at the Classic Car Museum, 11 Railside Place, Frankton. This event has become Hamilton’s premier Swap Meet and is highly recommended. Gold coin entry and Sellers sites $10. Gates open 7.00am. Sunday 29 May Autumn Country Ramble. Start 1.30pm at the Tower Museum carpark, Tower Rd, Matamata. A fun run with simple route instructions finishing with afternoon tea. Sunday 17 July Mid-Year Social Barbeque at John Raynor’s car collection complex in Rewi St, Te Aroha. Make your own way for 11.00am arrival. Club supplies the meat and participants bring a salad. Car collection alone worth the trip. Sunday Sept TBA Guests of the Hamilton Model Boat Association to witness the fabulous radio controlled yachts and launches in action on Hamilton Lake. More details will follow. ______Hawkes Bay 17 April Back Country Run details will be posted. 22 April 25th Anniversary Dinner for the British and European Car Club Watch the mail for information as this will be a good event with Greg Murphy as guest speaker.

26 IN NEW ZEALAND INC 23 April Colin Campbell’s 80th Birthday Party at the Napier RSA. 15 May Timed run. ______Manawatu April 16 & 17 National Mini Rally at Martinborough. May 11 (Wednesday) Day trip to Paraparaumu, fish and chips at the seaside. It would be great to have some Wellington folk meet us. We are also awaiting confirmation for an event with the Rover Club. Details to follow by email and/or phone. June Mid-year dinner. Venue to be advised.

We are planning another Waiouru trip for later in the year. Kevin Stephens will be organising another aspect of the Army’s operation, if it is as good as the previous visits it will be another memorable occasion! Perhaps our Hawkes Bay and Waikato Branch members would like to join us. Contact Mike if you wish to align dates for this event. ______

Ever wondered what happened to Dennis the Menace when he got older?

April–May 2016 27 Members’ Market ...

Members are welcome to use this space free of charge. Forward details to Mike King before 10th of the month of publication. Name Badges These are available from Waikato BOP Branch. Cost is $21 each, contact Paul Edginton, [email protected]. For Sale 1980 Daimler in Mt Maunganui. Not going, suit restore or parts. Contact Wendy Stewart, [email protected]. Daimler V8 1964 in storage since 1980. Motor and trans were overhauled just prior to being laid up. Car appears sound but dusty – would need complete restoration. Has many receipts for work done plus lots of manuals and literature. Car was covered & on blocks, has good SP tyres – probably now perished! Open to offers. Email owner [email protected] or phone elderly mother on 06-379-7221. Wanted Daimler Century front bumper over-rider fog light mount brackets. Phone 06-836-6322after 6pm or 027-366-1117, [email protected]

A Daimler Conquest petrol cap. Phone Rod Mason at 07 887 5188 if you can help. Parts for Mk2 Jaguar. “A” post chrome finisher LH & RH. “B” post chrome finisher LH & RH. Chrome centre bar on grill, holding the round Jaguar badge. 4x door check arms and pins. Console ashtray handle & growler (original) Contact new member Samuel Chuffart, [email protected], or phone 04-479-2072, 021-179-6598.

HAVE YOU PAID YOUR SUBS?????

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 Christopher Wilson, 26 Alexander Ave, Torbay 09 473 8498 [email protected] Secretary Martin Walker, 460 Blockhouse Bay Road 09 626 4868 Email: [email protected] Treasurer Joe Price, 1 Cassino Street, Bayswater 021 798 288 Email: [email protected] Committee Valerie Penman, Clive Butler, Chris Wilson, K Walker National Delegate Martin Walker, 460 Blockhouse Bay Road 09 626 4868 Email: [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 Email: [email protected] Club Captain (Waikato) Rod Mason, 5 Tahuna-Ohinewai Road, Tahuna, RD 3, 07 887 5188 Morrinsville 3373. Email: [email protected] Committee Fay Griffin, Shirley Olsen, Cathy Donoghue National Delegate Rod Mason, 5 Tahuna-Ohinewai Road, Tahuna, RD 3, 07 887 5188 Morrinsville 3373. Email: [email protected]

HAWKE’S BAY BRANCH President Richard Bennett, 62 Buchanan St, Bay View 4104 06 836 6322 Immediate Past Pres Colin Campbell Sec/Treasurer Ann Bowes, PO Box 1074, Napier 4140 06 835 8469 Email: [email protected] Club Captain Robyn Boyce, 3 Northwood Ave, Hastings 4120 06 878 9071 Committee Mike Boyce, Graeme Bowes, Mark Dickerson, Brian Rooke, Peter Mackie National Delegate Peter Mackie, Email: [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 Email: [email protected] Club Captain Brian Wolfsbauer, 16 Saxton Street, Levin 06 368 8906 Email: [email protected] Committee Barry Cleaver, Des Symons, Peter Whitton, Hilton Zachan, Mike King National Delegate Mike King, Email: [email protected] 06 357 1237 OTAGO BRANCH President Geoffrey Anderson, PO Box 1259, Dunedin 9054 03 477 8798 Secretary Dianne Henderson, “Thornleigh” Rapid, 535 Palmerston-Dunback 03 465 1901 Road, R.D.3, Palmerston 9483. Email: [email protected] Treasurer Kaye Wingfield, 7 Pioneer Cres. Helensburgh, Dunedin 03 476 2323 [email protected] Club Captain Ken Harrex, 36 Formby Street, Outram 03 486 2056 [email protected] Committee Ken Whyte, Winston Wingfield Past President Alex Meikle National Delegate Winston Wingfield, Email: [email protected]