Daimler Regency
| Daimler Regency Mk II DF304 and Daimler One-O-Four DF310 | |
|---|---|
 Regency Mark II 3½-litre 1955 DF304 with body by Barker | |
| Overview | |
| Manufacturer | The Daimler Company Limited |
| Production | 1951–1956 |
| Body and chassis | |
| Class | Luxury |
| Body style | Four-door saloon bodies by Barker or Empress body by Hooper or Special Sports DF302 convertible by Barker |
| Powertrain | |
| Engine | 2952, 3468 or 4617 cc inline six-cylinder |
| Transmission | 4-speed preselector gearbox with fluid flywheel |
| Dimensions | |
| Wheelbase | 114 in (2,896 mm)[1] |
| Length | 195 in (4,953 mm)[1] |
| Width | 70 in (1,778 mm)[1] |
| Height | 62.5 in (1,588 mm)[1] |
| Kerb weight | 2,000 kg (4,409 lb) |
| Chronology | |
| Predecessor | Daimler Consort |
| Successor | Daimler Majestic DF316 Daimler Regina DF400 |
| Daimler DF300 3-litre engine | |
|---|---|
| Overview | |
| Manufacturer | The Daimler Company Limited |
| Layout | |
| Configuration | 6-cylinder in-line |
| Displacement | 2,952 cc (180.1 cu in) |
| Cylinder bore | 76.2 mm (3.00 in) |
| Piston stroke | 107.95 mm (4.250 in) |
| Cylinder block material | cast iron |
| Valvetrain | OHV pushrod cam-in-block |
| Combustion | |
| Fuel system | Twin S.U. carburettors |
| Fuel type | petrol |
| Cooling system | water |
| Output | |
| Power output | 90 bhp (67 kW; 91 PS) @ rpm |
| Chronology | |
| Predecessor | 2-litre four-cylinder Lanchester Fourteen |
| Successor | 3½-litre and 4½-litre variants (211.6 cu in) and (281.7 cu in) |
| Regency DF304 3½-litre engine | |
|---|---|
| Overview | |
| Manufacturer | The Daimler Company Limited |
| Layout | |
| Configuration | 6-cylinder in-line[2] |
| Displacement | 3,468 cc (211.6 cu in)[2] |
| Cylinder bore | 82.5 mm (3.25 in)[2] |
| Piston stroke | 107.95 mm (4.250 in)[2] |
| Cylinder block material | cast iron |
| Cylinder head material | cast iron |
| Valvetrain | OHV pushrod cam-in-block[2] |
| Compression ratio | 6.5:1[2] |
| Combustion | |
| Fuel system | twin S.U. horizontal carburettors[2] |
| Fuel type | petrol supplied by AC mechanical pump[2] |
| Oil system | submerged gear type pump, Tecalemit full-flow oil filter with safety by-pass[2] |
| Cooling system | water, pump and fan, thermostatically controlled[2] |
| Output | |
| Power output | 107 bhp (80 kW; 108 PS) @4,000 rpm[2] |
The Daimler Regency series was a luxury car made in Coventry by The Daimler Company Limited between 1951 and 1958. Only 51 examples of the first Regency were made because demand for new cars collapsed just weeks after its introduction. Almost three years later in October 1954, a lengthened more powerful Regency Mark II (DF304) was announced but, in turn, after a production run of 384 cars, it was replaced by the very much faster, up-rated One-O-Four (DF310), announced in October 1955.
Regency DF300/1
Displayed to press on 26 September and the following week at the Paris Motor Show, it was first shown to the British public at the October 1951 Motor Show.[3] The DF300 model designation was used for right-hand drive and DF301 for left-hand drive. The chassis included a number of new developments from the Daimler Consort which was still in production. The engine was moved well forward, the ground clearance increased by one inch and the chassis side members lowered. It was fitted with a new 3-litre 6 cylinder engine derived from the 4 cylinder 2-litre engine in the production Lanchester Fourteen. Twin SU carburettors were fitted to give 90 bhp at 4,100 rpm.[4]
The shape of the standard Barker saloon body closely resembled the much smaller Lanchester Fourteen, except that the headlights were fitted into the mudguards in the same position as the Daimler Consort. It was joined in 1952 by an Empress II saloon, limousine and convertible all with razor-edge styling by Hooper.
Only a small number of Regency Barker Special Sports were made, perhaps three. They were externally distinguished by having front-hinged doors, not the "suicide doors" of the smaller-engined version. The usual Daimler Fluid Flywheel coupled the engine and its Wilson pre-selector 4-speed gearbox.
All new car sales collapsed in 1952 while the nation waited for the removal of a "temporarily" increased purchase tax, finally eased in April 1953. Including Empresses, an estimated 51 3-litre cars were produced[5] before production stopped.[6]
DF300/1 chassis numbers[7]
| Model | Numbers allocated | Notes |
|---|---|---|
| DF300/1 | 57000-57009 | Pre-production prototypes chassis number allocation. Two were Hooper Empresses. 57009 was not built.[8] |
| DF300/1 | 80000-80007 | Production 3-litre Regency standard steel saloon, except for 80002 which was an Empress. |
Of the DF300/1 chassis produced (excluding DF302/3), it is believed that only three have survived into the 21st century.[9]
| 57001 | A pre-production prototype converted to a pickup and used as a factory runaround. |
| 80002 | Built as a Hooper Empress. |
| 80005 | Standard production saloon. |
As per company policy at the time, pre-production chassis were either dismantled or retained as factory runarounds. [10]
DF302/3 - Empress Mk IIs and Coupes
A Hooper Empress Mark II was first exhibited at Earls Court in 1952 (chassis 82002). Hooper produced 33 examples, plus one on a standard 3-litre chassis (80002). Power was boosted to 100 bhp at 4,400 rpm by using an aluminium cylinder head and a higher 7.5 to 1 compression ratio.[11]
Chassis numbers[7]
| Model | Number | Notes |
|---|---|---|
| DF302 | 82000-82027 | Right-hand drive Hooper Empress Mark II, except for 82001 a coupe and 82008 a fixed-head coupe. All Empress Mark IIs were six-light 4-door saloons, except for two four-light 2-door examples on chassis numbers 82006 and 82007[12]. |
| DF303 | 82400-82404 | Left-hand drive Hooper Empress Mark II |
It is thought that about half of all 3-litre Empresses Mk IIs survive.[13] Both 2-door examples survived into the 21st century.[14]
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Silver Flash
| Lady Docker's October 1953 Earls Court Motor Show car, Silver Flash, was a metallic-silver two-seater two-door fixed-head coupé on the 3-litre Regency DF302 chassis. Alloy panelled with a large 'Sundym' glass panel in the roof the black leather seats were piped in red. The usual vanity drawer with silver accessories slid out from below the dashboard. Dashboard and door cappings were red crocodile leather as were the two fitted suitcases behind the seats. A pair of fins decorated the long tail. The car was first finished in green. The green clashed with the interior trim so, 48 hours before the show was to open Lady Docker telephoned the designer, Osmond Rivers, to tell him to respray the car in metallic silver. The name Silver Flash was inspired by the famous BSA Golden Flash motorcycle. Silver Flash won no prize in the coachwork competition run at the Show.[15] The new Conquest roadster took second place in the coachwork competition.[16]
In the mid-1980s the car appeared in an auction catalogue. It had been repainted in tan/cream. The chassis/engine numbers were listed as 85001/76698.[17] |
 |
Regency Mark II DF304/5
The revised Regency DF304 labelled Mark II was announced in October 1954. Left-hand-drive cars used the DF305 designation. The new more flowing body was slightly longer with a much longer boot and mudguards and was lower-set. It could now be purchased with a 3½-litre or 4½-litre engine. Again there was a Hooper version, the Empress IIa and III but now also the Sportsman four-light saloon with coachwork by Mulliners (Birmingham).[18] The (at first only) 4½-litre Sportsman with three-piece wrap-around rear window and extra interior luxury features was announced a few days later[19]
- Introductory pricing including tax: 3½-litre / 4½-litre engine
- Regency Mark II saloon: £2,324 / £2,778 with the new Tubeless Tyres fitted as standard equipment
- Regency Sportsman saloon: £2,650 / £3,104[20]
The revised chassis was again made of box section steel and was cruciform braced. The side members rose over the rear axle and were not underslung like the Consort. The suspension was independent at the front using coil springs but retained traditional leaf springs and live axle at the rear. Automatic chassis lubrication continued to be fitted, operating "thermostatically every time the engine warm(ed) up", and the propeller-shaft centre bearing was "prepacked with grease" so did not require lubrication.[21] However, the propeller shaft itself was not served by the system and four grease points required "attention every 1,000 miles".[21] Marles worm and double roller steering was used.[1] Brakes were Girling hydro-mechanical - hydraulic at front, mechanical to the rear - as was standard Daimler practice at that time on the Consort, Conquest and Lanchester Fourteen.
4½-litre chassis
These examples had a chassis designation of DF400 (DF401 for LHD). The car differed from the DF304 in that a 4-speed pre-selector gearbox was fitted with direct drive in 3rd gear and an overdrive 4th gear. In addition, the DF304's Girling hydro-mechanical brakes were replaced with a fully hydraulic system with vacuum assist.[22] After pre-selector gearbox problems with the increased torque, very few 4½-litre cars survived. Most were recalled and converted to 3½-litre engines. Ultimately, the 4½-litre engine was restricted to the DK400 chassis.[23]
Performance
The British Motor magazine tested a 3468 cc Regency II saloon in 1955 recording a top speed of 82.8 mph (133.3 km/h) and acceleration from 0-60 mph (97 km/h) in 22.7 seconds and a fuel consumption of 15.7 miles per imperial gallon (18.0 L/100 km; 13.1 mpg‑US). The test car cost £2324 including taxes.[1]
Commercial
A spacious interior married with "an abundance of polished hardwood, not only for the facia but also for the door cappings, a floor .... covered with thick pile carpet" and the car's driving qualities will have attracted admiration, but purchase tax on cars was high and in 1954 the UK manufacturer-recommended retail price, including tax, for the standard bodied 3½-litre Daimler Regency was £2,324.[24] That price included a heater, but customer requiring a radio to be fitted would need to find another £48.[24] In the same year Jaguar's recommended UK retail price for the similarly sized (and very effectively promoted) Mark VII was £1,680.[25] (Jaguar buyers also received the heater included in the price, though they were obliged to find an extra £50 for a radio.) The price differential is probably enough to explain why relatively few Daimler Regencys found buyers but it should be pointed out that the Daimler was a much more substantial and durable product assembled with much greater care than Jaguars of that same day and aimed at quite different customers.
Replacing the Mark II
The Regency Mark II proved more successful than the first Regency, but after a short production run of only one year, was superseded in October 1955[26] by the 3½-litre One-O-Four (DF310) with a more powerful engine and various other upgrades.[27][28] While the top speed of the One-O-Four was tested at 102 mph compared to the Regency's 85 mph, the Regency actually had faster acceleration up to 50 mph. Standing quarter mile times for the One-O-Four were unchanged from the Regency. However when the automatic gearbox became available for the One-O-Four, the standing quarter mile was actually 2 full seconds slower than the Regency! [29]
Daimler One-O-Four DF310
Announced in October 1955[26] the 3½-litre engine was given a new cylinder head and compression ratio of 7.6:1 generating almost 30% more power (137 bhp (102 kW; 139 PS) @ 4,400 rpm) to push the same 2-tonne Mk II to 104 m.p.h.[30] With upgraded brakes and interior, branded firmly at its tail with a bulky fluted boss bearing a large D in the centre of its back bumper, it was advertised as the 100 m.p.h. Daimler One-O-Four. Named because a prototype reached 104 m.p.h. during testing when there were no open-road speed limits. During 1956 a Borg-Warner fully automatic gearbox became available.[26] Only seventeen chassis numbers were used by the automatic One-O-Four and another forty-nine for the One-O-Four Lady's Model. The special lady's items in the Lady's Model inspired by Lady Docker became optional extras the following year.
One-O-Four upgrades from the Regency
Numerous upgrades were incorporated into the Daimler One-O-Four. The following is a summary of the major changes. In addition, many minor changes were introduced.[31]
| Part or assembly | Notes[32] |
|---|---|
| Engine | Aluminium alloy cylinder head. Compression ratio increased from 6.5 to 7.6. Quick-lift camshaft. Diaphragm type SU carburettors. |
| Brakes | Fully hydraulic with vacuum assist. |
| Hand brake | On floor between door and driver's seat. |
| Steering box | The Regency's Marles steering box was replaced by a Burman unit. |
| Rear axle | Ratio raised from 4.3 to 3.92 or optionally 3.64. |
| Hub caps | Flatter hub caps fitted replacing the Consort style ones on the Regency. |
| Body | Cast A and B door pillars replaced by pressed steel sections. |
| Windows | Electric window option available. |
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References
- Citations
- ^ a b c d e f "The 3.5-litre Daimler Regency Mk II Saloon". The Motor. January 19, 1955.
- ^ a b c d e f g h i j k Road Test No. 3/55 (Continental) The Motor Temple Press, London 1955
- ^ The Motor Show.The Times, Wednesday, Oct 17, 1951; pg. 4; Issue 52134
- ^ The Daimler Tradition, Brian E. Smith 1972, pp. 189–191.
- ^ Douglas-Scott-Montagu & Burgess-Wise 1995, p. 260.
- ^ Daimler Car Cheaper Until Budget Day; Production of the new 3-litre model has been postponed until after the Budget.The Times, Tuesday, Feb 03, 1953; pg. 3; Issue 52536.
- ^ a b The Daimler Tradition, Brian E. Smith 1972, p. 189.
- ^ For a detailed list, see Daimler Days, Brian E. Smith, 1996, p. 757
- ^ A Unique Passion - Regency 3-Litre by Milo Kelly and Dave Philpot. The Driving Member, Dec/Jan 2012/2013; pg. 32-35; Volume 49 Number 7.
- ^ A Unique Passion - Regency 3-Litre by Milo Kelly and Dave Philpot. The Driving Member, Dec/Jan 2012/2013; pg. 32-35; Volume 49 Number 7.
- ^ The Daimler Tradition, Brian E. Smith 1972, pp. 195–196.
- ^ The Driving Member, June 2012; pg. 2; Volume 49 Number 1.
- ^ Daimler Days, Vol. 2, Brian E. Smith 1996, p. 758.
- ^ The Driving Member, June 2012; pg. 2; Volume 49 Number 1.
- ^ Douglas-Scott-Montagu & Burgess-Wise 1995, pp. 264–265.
- ^ Douglas-Scott-Montagu & Burgess-Wise 1995, p. 264.
- ^ The Silver Flash by Dennis Maynard. The Driving Member, May 2014; pg.26-29; Volume 50 Number 11.
- ^ New Big Daimler Models. "The Motor" Vol 106, October 6, 1954
- ^ Display advertisement, Daimler. The Times, Monday, Oct 04, 1954; pg. 5; Issue 53053.
- ^ New Daimler Models. The Times, Thursday, Sep 30, 1954; pg. 3; Issue 53050
- ^ a b "Daimler Regency Mark II 3½-litre". Autocar. October 1, 1954.
To reduce the need for maintenance, automatic chassis lubrication is provided thermostatically every time the engine warms up. The propeller-shaft is not served by this system, and four points require attention every 1,000 miles (1609 km). The propeller-shaft bearing, however, is prepacked with grease and does not require lubrication.
- ^ The Daimler Tradition, Brian E. Smith 1972, p. 245.
- ^ The Daimler Tradition, Brian E. Smith 1972, pp. 247–248.
- ^ a b "Daimler Regency Mark II 3½-litre". Autocar. October 1, 1954.
- ^ "Jaguar Mark VII saloon (with overdrive) (road test)". Autocar. January 15, 1954.
- ^ a b c Details of a new Daimler were announced yesterday. The Times, Friday, Oct 14, 1955; pg. 4; Issue 53351
- ^ Douglas-Scott-Montagu & Burgess-Wise 1995, p. 269.
- ^ New Standard Vanguard.The Times, Friday, Oct 14, 1955; pg. 4; Issue 53351
- ^ Comparison of The Autocar road tests for the Regency Mk 2 (January 1955), One-O-Four Ladies Model (October 1955), One-O-Four Automatic (April 1957)
- ^ High Performance As Part Of The Daimler Tradition. The Times, Tuesday, Jul 10, 1956; pg. 5; Issue 53579.
- ^ Daimler 3½-litre Range Service Parts Catalogue
- ^ Daimler 3½-litre Range Service Parts Catalogue
- Sources
- Douglas-Scott-Montagu, Edward John Barrington; Burgess-Wise, David (1995). Daimler Century: The full history of Britain's oldest car maker. Sparkford, Nr Yeovil, Somerset, UK: Patrick Stephens. ISBN 1 85260 494 8.
{{cite book}}: Invalid|ref=harv(help); Unknown parameter|lastauthoramp=ignored (|name-list-style=suggested) (help) - Smith, Brian E. (1972). The Daimler Tradition. Isleworth, UK: Transport Bookman. ISBN 0851840043.
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