History of the Daimler 250 V8
Edward Turner is the man behind the Daimler 2.5-litre V8. He was a
remarkable man and engineer who was heavily involved in the British
motorcycle industry. He was involved in engine development for Ariel,
Triumph and BSA. When Triumph bought BSA in 1951, Turner was made
managing director of BSA's Automotive Division and beneath this
umbrella was Daimler. Before Jaguar took Daimler over in 1960, Turner
had already been the driving force behind the V8 engine that was to
be one day fitted to the 250. Unfortunately, his new management job
didn't carry as much power as his previous job did.
Although he was drafted in as a consultant, Turner and Sir William
Lyons had a difficult working relationship. This questioned the
future of the Daimler V8. Prior to the SP 250 sports car, BSA
actually requested the 'DN 250' from Turner's division in 1956. A
saloon car that was to utilise a V8 engine. Although prototypes were
built, it never made it into production. Jaguar had no recognition of
it, which implies the idea was lifeless prior to the 1960 takeover.
When the V8 concept came about, by coincidence Turner owned a
Cadillac which sported a yep-V8. At that time, these engines were
highly regarded and the new Daimler engine was to take inspiration
from the caddy's bottom end. But Turner used his motorcycle
background to apply elsewhere. In particular, features from the
Triumph Speed Twin. The combustion chambers on this engine were well
ahead of their time and the power figures proved this (27bhp from a
498cc). So this trait was carried over to the larger 2547cc car
engine.
By October 1956, the final design sketches were presented to
Daimler's chief engineer, Cyril Simpson and his team. It took just 8
months to turn a design on paper to the real thing. In August 1957,
it made 116bhp at 4400rpm. Then Dr JNH Tait had to iron out any
problems and make the engine fit for production. The obvious choice
was a 90-degree V8 as this provides a short crank with minimal
torsional oscillation, good balance, a symmetrical layout, a
convenient shape for push rod operation.
The DN250 never saw the light of day and the SP250 already covered
the sports car market. The Daimler/Jaguar merger had produced a
Jaguar MK2. But rather than using Jaguar's 6-cylinder XK engine, the
Daimler V8 engine was the perfect choice for this upmarket car. An
engine that was in stark contrast to Jaguar's engine line-up, both in
terms of character and its place in the marketplace. Although similar
to the MK2, onlookers of the 1962 launch year would notice the
Daimler's twin tailpipes (one from each side), fluted grille and rear
number plate light surround. Also appropriate badging and wider
tyres. Inside the interior, the seats were broader on the Daimler and
the centre console found in Jaguar counterparts was missing. Instead
the radio was situated in its own veneered housing.
The Daimler
Tested on the Road:
The Daimler has an air of sophistication with folding picnic tables
behind the back seats and walnut trim dashboard and door panels.
There is sapping power through the torque converter. The Daimler has
got a 2.5-litre V8 engine. A sound that is not a familiar one from
the cabin of what really is a Jaguar MK2. It is a great alternative.
All four gears benefit from synchromesh and an overdrive function can
be drafted in via a stalk on the steering cowling, adjacent to the
indicators.
There are broader seats that encourage relaxed driving.
The tan-leather thrones have a berth reminiscent of a Chesterfield,
with a tabacco paper gap between driver and passenger that opens out
to accommodate the arc of the gear lever. The rest of the cabin area
is dominated by walnut.
Daimler's lighter engine offered handling advantages over the Jaguar
MK2.
Although this bench seat-esque arrangement is not very supportive
when pushing on. The fold-down arm-rest and door-card counterpart
makes you adopt a more relaxed driving style.
The Daimler 250 V8 does about 23mpg and high speed cruising is a
possibility. Having notched the overdrive stick upwards, the rev
counter is primed to build some inertia up. The V8 produces its
140bhp peak power at 5800rpm. It doesn't hesitate in edging the
erratic speedo needle further towards three figures. At this speed it
still manages the hustle of modern traffic. The Daimler V8 is more
frugal than any of the Jaguar MK2 line-up. When Jaguar took control
of Daimler in 1960, the Browns Lane boys placed the more compact and
lighter V8 into a MK1. But contrary to popular belief, the XK engine
was cheaper to produce. This meant that the 2.5-litre V8 could never
become its successor. The pedals are offset which is a disadvantage.
The organ-hinged throttle requires the foot to be up a floor or two
in order to get good leverage. The Daimler was launched in time for
the more adhesive radial tyre. The V8's lower and great position
means that the handling perks are passed on to both the brakes and
suspension. It benefits from discs all round and the middle pedal
doesn't require much persuasion to discard 00mph. But its elevated
position makes heel and toe work difficult.
The Daimler costs less to maintain than the Jaguar MK2. This leaves
the costly alternatives from the Jaguar aimlessly bobbing. The
Daimler is a car to be proud of and preserved for many decades to
come.
Specifications of
Daimler V8 250 (automatic):
Engine-2547cc V8 OHV
Transmission-3-speed automatic/4-speed manual with o/d (tested)
Power-140bhp @ 5800rpm
Torque-155lb ft @ 3600rpm
Fuel Consumption-17mpg
0-60mph-13.8 seconds
Top Speed-112mph
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