Austin Sheerline-Princess World

Austin Sheerline
&
Princess World
Bill Boag’s A125
The Official Magazine of the
Austin Sheerline and Princess Club
May – Oct 2014
CONTENTS
The Austin Sheerline-Princess World
FRONT COVER – ASPC
Is the bi-monthly news-letter of the Austin SheerlinePrincess Club and relies on its content from member’s
contributions. Please send any interesting articles,
restoration tips, restoration stories/ projects or letters
directly to the Editor or Publishing committee.
Any opinions expressed or articles produced are not
necessarily those of the Austin Sheerline-Princess
Club.
Whilst every care is taken to avoid errors and
omissions, the Club can accept no liability that may
arise from such. Copyright is with the Austin
Sheerline-Princess Club.
Data Protection Act 1984
Your membership details are held, at present, on
computer.
If you object to the Club holding your records this way
will you please advise the Membership Secretary in
writing and your details will be taken off and processed
manually
Ian Coombes: Membership Secretary
Bill Boag’s DS1
___________________
2
This Page
________________________
3
WHO’S WHO
IN THE ASPC
4
Chairman’s Report
7
Allan Eimert &
friends
________________________
8
From the Editor
________________________
9
Notice Board
________________________
10
For Sale - Wanted
_______________________
10
Websites & Forums
_______________________
11
Nut Quest – John
Averell
_______________________
13
The Australian Scene
In 1955
_______________________
15
Hoist Safety
_______________________
16
DS/M7 Timing Chain
______________________
18
Classifieds
20
Sheerline Advert
How to pay your subs
Members, particularly overseas members, may pay
their subscriptions (by Credit Transfer or E.F.T, not
cheques), directly into the Club’s Bank Account.
This will minimise Bank Charges and ensure that the
Club receives full payment.
To do this use the following details of the Club’s bank account:
Club Bankers:
H.S.B.C. Bank P.L.C.
Bank Acc. No:
GB19MIDL40281841364308
Branch Identifier Code: MIDLGB2138F
Please ensure that the sum deposited in to the Clubs
account is the full amount and that all bank charges etc.
have been met by the sender.
Cheques must be sent to either Ian Coombes or Colin
Cummings and must be made out in favour of the
Austin Sheerline – Princess Club
Club Web site :
www.austinsheerlineprincess.org
-2-
Who’s Who in the ASPC
Area Secretarys:
Area 1 Scotland: Norman Milne
Bass Rock, 14 Abden Avenue, Kinghorn, Fife.
Ph: 01592 890819
Chairman & Membership Secretary
Ian Coombes
44 Vermeer Crescent, Shoeburyness, Essex,
SS3 9T, J
Ph: 01702 295385
Email: sheerlineprincess@live.o.uk
Area 2 Lanc/Cheshire
Treasurer: Colin Cummings
2 Mapplewells, Kirkby Woodhouse,
Nottinghamshire NG17 9EX Ph: 01623 751636
Email: cummings-c1@sky.com
Position Vacant
Area 3 Yorkshire: John Jordan
(See Spares Advisor)
Area 4 Wales: Paul Collins
34 Tan-Y-Bryn Road, Llandudno, LL30 1UU,
Ph: 01492 860363
Email: whiterosecars@hotmail.co.uk
National Secretary: John Harding
155 Beehive Lane, Chelmsford, Essex,
CM2 95G
Ph: 01245 251226
Email: john_harding4@sky.com
Area 5 West Midlands: Colin Cummings
2 Mapplewells, Kirkby Woodhouse Nottingham
NG17 9EX
Magazine Editor: Joe Vavra
2 Badcoe Street, Gowrie, ACT 2904 Australia
Ph: 00 612 6292 0505
Email: joseph.vavra@bigpond.com
Area 6 South West: Dr Adrian Kendal
Manderville, 18 Thurlow Road, Torquay,
Devon TQ1 3EE
Ph: 01803 313336
Email: carisma@eclipse.com.uk
Magazine Publishing Committee:
John Harding Ph: 01245 251226
Email: john_harding4@sky.com
Robin Crump
Ph: 01438 365979
Email: joan.robin@talktalk.net
Area 7 South: Paul Tona
(See Regalia Secretary)
Spares Advisor: John Jordan
Milton House, Guilthwaite Hall, Pleasley Road,
South Yorkshire, S60 4NE
Ph: 01709 382652
(between 6 and 10 pm)
Email: jordanj@supanet.com
Area 8 South East: Robin Crump
(as above)
Australia: Joe Vavra
(see Editor)
Germany: Bert May-Hoppe
Christina Strasse 10, 50733 Koln, Germany,
Ph: 0049 221 5893994
Email:-Vanden-plas@t-online.de
Regalia Secretary: Paul Tona
5 Cormorant Drive, Hythe, Hampshire,
SO45 3GG
Ph: 023 8084 1999
Email: ambulanceworld@waitrose.com
Webmaster: Joe Vavra
(see Editor)
Technical Advisors:
John Jordan
Ph: 01709 382652
John Harding Ph: 01245 251226
www.austinsheerlineprincess.org
-3-
Chairman’s Report
May – Oct 2014
Lancaster Insurance
Classic Motor Show
National Exhibition Centre – Birmingham
14th, 15th & 16th November 2014
Hot off the press! I have just been notified by Clarion Events the show
organisers that we have been allocated a stand in Hall 12. If you wish to
volunteer your Sheerline or Princess for display at this premier show or offer
help in manning our stand please contact me on 01702-295385.
Legislation News
Tax Discs
On 1st October, DVLA will cease to issue tax discs. However, for reasons of
avoiding fraud, DVLA have decided that it is now necessary that on any sale of
a vehicle with an unexpired tax disc, the VED registration expires and a new
one has to be sought.
Ultra Low Emission Zone – London
Proposals are in the early stages for an Ultra Low Emissions Zone in the
greater London area. The F.B.H.V.C. is pursuing involvement at the initial
stages to ensure that historic vehicles are not excluded as they are used so
infrequently and then usually for defined historically related purposes.
Chromium Plating
FIVA is currently involved in investigating the possibility that inclusion of
certain chromium products into the EU REACH Regulations [which concerns
hazardous chemicals] could make chrome plating difficult or impossible in the
future.
Extension of Historic Vehicle Tax Class threshold
Although the last “D” Series was built in 1968 many members run other
classics of a lesser vintage so the following will be of interest.
On 1st April 2014, the threshold for Historic Vehicle taxation class moved from
1st January 1973 to 1st January 1974. This means that vehicles made in 1973, or
registered in 1973, are now entitled to have the tax class of Historic Vehicle.
However, the conversion from the existing tax class, e.g. PLG, to Historic
Vehicle is not automatic. The registered keeper will have to claim it using the
documents detailed below :
-4-
Keepers with an unexpired VED on that date will then be able to claim a rebate
from the date of notification of the change, using Form V14, which is called
Application for a Refund of a Vehicle Tax Disc.
If the year of manufacture is not recorded on the V5C, and the vehicle was
registered from 1st January 1974 up to and including 7th January 1974, DVLA
will let you register it as a Historic Vehicle, based upon the assumption that the
vehicle would have been made in the previous year.
There is no need to wait until the existing tax has expired, before applying for
the Historic Vehicle tax class.
The DVLA information leaflet, currently being updated to reflect the threshold
changes, which explains about the Historic Vehicle tax class is leaflet INF34
that is called Taxing Historic Vehicles.
Applying for the Historic Vehicle tax class
The following documents will need to be taken to a Motor Tax Post Office :
1. The V5C Registration Certificate. In the change section, put tax class as
Historic Vehicle, and sign and date the VS5C. [Ignore any legacy note
relating to DVLA local office]
2. A V110 Application for a tax disc. On the form indicate a tax class of
Historic Vehicle. [Ignore any note relating to an insurance certificate
requiring to be produced]. Any received V11 Renewal Reminder to Get a
Tax Disc should not be used.
3. MoT Certificate
The Post Office will retain the V5C and post it on to DVLA in order for them
to change the tax class to Historic Vehicle and issue a new V5C. Subsequent
V11 Renewal Reminders should have the tax class of Historic Vehicle.
Tyres
VOSA mandate that the driver dose a visual check of tyres every day. In the
case of an historic vehicle that takes to the road occasionally, checking tyres
and various other features, as part of the preparation before setting out on a
journey, is good practice. The VOSA checks require inspection of tread [to
verify that there is sufficient tread, remove any stones, etc] and the visible
surfaces [for exposed cords, cracks, etc] as well as checking the wheel nuts
visually.
All tyres should be stamped with a date code. Tyres manufactured in the 21st
century will have digits in the format 5212, where the first to digits are the
week and the last two are the year [therefore the quoted example was produced
-5-
in the last week of 2012]. Tyres manufactured in the 1990s will have three
digits and a triangle [where 017 is the first week of 1997] where tyres
manufactured in the 1980s and prior will just have three digits [017 could mean
the first week of 1987 or the first week of 1977.
How old tyres ought to be before replacement becomes necessary will depend
on various factors, including the typical use the vehicle will be put to.
On its website Bridgestone states:
“Many tyre companies warrant their tyres against manufacturing and material
defects for five years from the date of manufacture. Based on their
understanding a number of vehicle manufacturers are now advising against the
use of tyres that are more than six years old due to the effects of aging.”
Continental states :
“That all tyres [including spare tyres] that were manufactured more than ten
years previous be replaced with new tyres, even when tyres appear to be usable
from their external appearance and if the tread depth may have not reached the
minimum wear out depth”
Oxford Diecast
Oxford Diecast have just released the
DH3 Princess Hearse in white in the
guise of DLM 519C. As with the real
thing, twelve inch to the foot scale, it
seems much bigger in this light colour
scheme but is every bit as good as it’s
black predecessor. Available from
retailers at £22.95.
Princess Radiator Grille for Sale
Member Bill Lovell has a Princess Radiator grille he wishes to pass on to a
good home. If you are interested Bill can be contacted on 07887-386135.
Chairman’s Travels and Discoveries
DS7 Princess IV
Registration No. PMO 777
My friendly neighbourhood Banger Racer put me on to this one languishing in
a local scrap yard. A rolling shell with the engine and gearbox present this DS7
bears all the signs of an abandoned restoration project. The bodywork is in
primer and some complicated welding work has been done to the door pillar.
However the sills and floor are in a poor state but most of the bright-work
seems to be present in the numerous cardboard boxes loaded into the passenger
compartment. The builder’s plate is missing but number plates bearing PMO
777 were in amongst the general debris. The off side passenger door is missing.
-6-
If you fancy taking this Series IV on please give me a ring on 01702-295385
for more details.
2014 Annual Subscriptions Reminder
We have maintained subs at £15.00. Please complete and return the form with
all details requested, even if you have already paid or have previously paid for
2 years, so we can update member and vehicle details. It is especially
important that we have your current e-mail address to help us with
communication.
Allan Eimert and friends
-7-
From the Editor
Hello again members.
I must explain to you the reason for no magazine in the past months. The
explanation is embarrassing in that my dear wife Maureen and I went on a few
long caravanning holidays and on the last holiday I was to prepare the magazine
and guess what dummy did – he left his laptop at home. I could still receive emails
on my phone but could hardly prepare a magazine using the phone could I. So I
must apologise to you all for missing out.
Many of you would have received a barrage of emails concerning this subject from
a member in Australia. That email could have been avoided with its flow on
actions if that member would have phoned me personally. Instead the email was
sent to members both alive and deceased as well as to non-members. This was
not good for the image of the club to outsiders who might have become members.
It was also very insulting and embarrassing to me and a few regular contributors
of quality articles. The upshot is that I am most offended by that scatter gun
communication and I will not be standing for the position of Editor next year unless
you can convince me I should remain. I thank Ian Coombes and a good number of
members who have contacted me offering their continued support.
I have also found an interesting story (that required retyping) from 1955 about
British car exports with statistics showing Australia to be top importers of British
cars.
Keep the articles and photos coming. I am running out of content. So if you have
photo/s of your pride and joy with a brief story please send it to me.
Many of you good folk have sent me motoring magazine articles however only the
most interesting ones are published because I have to re-type the whole article.
That takes a good deal of effort. If I publish the articles as sent you would not be
able to read them because the print in motoring magazines is already tiny and we
reduce it to A5 size that would make the print even smaller. Even printing in A4
would be difficult to read in some cases.
Regards & Keep Safe - Joe Vavra Australia
Editor joseph.vavra@bigpond.com
Humour is the best medicine!!
________________________________________________
But I have nothing to laugh about in this edition – sorry!!!!
-8-
NOTICE BOARD
SHOWS & DISPLAY DAYS
14th, 15th & 16th November 2014 - Lancaster Insurance Classic Motor Show
National Exhibition Centre Birmingham
www.necclassicmotorshow.com
1st and 2nd Nov 2014 – Footman James Classic Vehicle Restoration
Show
-9-
Products available for Princess Owners
John Harding has been busy and had windscreen rubber manufactured for the
Princess. Contact John for details.
Products available for Sheerline Owners
Uncle Pete of Old Era Services
Sill bump rubbers –
A new batch has been manufactured.
These are in 2 meter (6.56 feet) lengths.
Prices
Australia $100 AUS per pair plus postage.
Other countries $90 AUS per pair plus postage.
Sheerline DM1 limousine owners need to contact Uncle Pete for a
special order stating the length required.
Front ¼ vent rubbers
Price: Australia $86 AUS per pair plus postage.
Other countries $78 AUS per pair plus air mail
(Limited stock and these are going fast so be quick or miss out)
Contact: Peter Jackson – Old Era Services (Australia)
Email: oes@jackson-s.com Website: www.oldera.com.au/
Ph: 61 2 6558 2987 or mob: 0405 170 973
INTERESTING WEBSITES & FORUMS
Loads of AUSTIN brochures to look at.
www.car-brochures.eu
Welsh Plugs with a difference http://mgaguru.com/mgtech/cooling/cool_105a.htm
After market Overdrive
http://www.odspares.com/
Austin Memories
http://www.austinmemories.com/page25/page25.html
Terry Hastings Forum
http://princessandsheerline.freeforums.net/
This form is available to members and non-members.
If you have more and would like to share with members send details to me. Editor
- 10 -
“NUT QUEST”
by John Averell (USA)
__________________________________________________
DM4-12751 Reg. SGY 710
We are refurbishing (versus restoring) a 1956 DM4 Limousine in Pine Island, New York,
USA, which is a veritable wrestling match - one that might be of interest to folks in the
UK and Australia who have it relatively easy, though they might not always think so.
Below is my story.
____________________________________________________________________
All of you British and Australian Princess owners who think you have a hard time finding
parts for your cars should try doing it from Pine Island, New York. (you think so?? Ed)
We (my wife Jeannette and I) have owned several British cars over the years, including
two DM4s, a Saloon, an Alvis TC21-100 Grey Lady, a Bentley T1 (which we still own),
an MGTD, an MGB and an MG Midget, but they were all in good to excellent condition,
needing little more than a gasket set, points, or maybe core plugs.
Our current vehicle, 1956 DM4 #
12751 (Reg. SGY 710) is a horse of a
different colour. Whoever owned it
previously used the "START THE
JOB AND THEN WALK AWAY"
maintenance method.
This car looked OK in photos, but
closer inspection revealed that the
steering linkage was not only
disconnected, but the anchor point
was detached from the front cross
member and the mounting holes
stripped. The master cylinder was
non-functional, the electric division lift was stuck in the down position, the horns were not
working (on my cars, EITHER the brakes OR the horns need to work), the rear valance
was askew (of course), the jacking system was a mess of “goop” and broken wires, and
several of the lug nuts were stripped. Oh, and there was no spare tire.
Now all that might not seem too scary to you whose suppliers know what a Whitworth
thread is, who know about left hand versus right hand threaded lug nuts, and from whom
parts can be obtained without paying a king's ransom to ship anything that weighs more
than a feather. From where I live, if I receive the wrong part, it might not even pay to ship
it back for a replacement. For instance, I ordered a replacement master cylinder (NOT
from one of the ASPW advertisers, as this was before I knew about the club) and received
what appeared to be the correct part, which bolted nicely into the vehicle, except that the
- 11 -
threads on the rear port, to which the distribution assembly and brake lines attach, were an
unknown size (we couldn't figure them out locally) and would not accept the old parts,
which have a 7/16-20 thread. Fortunately, the incorrect thread on the cylinder was the
smaller, and I could drill it and tap it to the correct size.
Similarly, when I tried to re-attach the steering linkage to the front cross member, the
threads were stripped. Drilling and tapping wouldn't work here, so I cut a hole in the cross
member, and fastened the linkage with thru-bolts, locking washers and (very tightly) nuts.
About those lug nuts. Someone had tried to power off the old (brass) nuts without taking
into consideration (or knowing about) left-hand versus right-hand rotation. (surprise – I
had the same problem, I thought I was going weak – Ed). Several needed replacement.
Now, in the U.K. or in Australia, that might not be a big problem. Here in Pine Island BIG PROBLEM ! Keep in mind
that our locals do not even know
what a Whitworth thread is, to
say nothing of LH versus RH
thread. But I did find a wrecked
donor car behind a barn, in the
weeds, in Burlington Flats, New
York. We drove 3-1/2 hours
from Pine Island to Burlington
Flats, where I grovelled in the
weeds, with the spiders and the
bees, to remove several lug nuts,
a dome light lens, and a spare
tire and wheel. I paid $ 100.00
for the lot, which was cheap
considering what it would cost
to ship these items from the
U.K., if I could find them.
On a brighter note, it was a delightful trip as, not wanting to do a round trip in a single
day, we spent the night on Otseo Lake in Cooperstown, New York (Home of the Baseball
Hall Of Fame). While we are not baseball fans, the lake and the area are indescribably
beautiful, and a worthy destination for anyone visiting New York.
And so now, with a car that starts, stops and steers, with a spare tire in case of a flat and
lug nuts to hold it on, we can proceed with the rest of the refurbishing. I'm certain that
there are more mysteries to come, and will relate them to ASPW readers in future articles,
in the hope that my slips and falls might ease the way for future travellers.
Regards - John and Jeannette Averell
- 12 -
The Australian Scene in 1955
from the Motor June 1956
Harold Hastings, who recently completed a Round-World tour, reviews the future
of Britain’s biggest overseas market.
During the next 10 years, the biggest single export outlet for the products of British
motorcar factories will largely be lost. It will be lost because Australia, which at
present takes more than a quarter of all cars shipped from the UK, will be in a
position to manufacture them herself.
A large proportion of them will continue to bear British names and be of British
design, built in factories established by British manufacturers with British capital,
but the labour will be Australian and so will a large proportion of the materials.
With these cars, Australian factories may even come eventually to take some
markets in the Far East at present catered for by British-built models.
This is the outstanding impression with which I have returned from a recent 9,000
mile tour of Australia as the guest of the British Motor Corporation. It is a sobering
but inescapable thought.
The tour, it may be added, followed earlier visits to the U.S., South Africa, and to
India, during which I have had opportunities to study conditions in these other
distant markets.
This however, is of purely general interest and of no importance beyond helping to
put any views I may express in clearer perspective – and it is vitally important that
what is going on at hte moment in Australia should be clearly understood in the
UK. Close on half of what she imports from overseas countries (actually 44.7% in
her last financial year 1954 -55) comes from Britain, nearly four time her
purchases from any other country. In the narrow field of the motor industry (still 2
½ times as many of our vehicles (of all types) as we sell in any other
Commonwealth market and more than five times as many as we find a sale for
any single foreign country. Taking cars alone, more than one quarter of the total
number exported last year (in complete C.K.D. form) went to Australia, where they
accounted for nearly 56% of the new negotiations.
On that basis, British manufacturers in general and the British Motor Industry in
particular, might well be tempted to feel complacent about Australia as a firm
market for British products, the more so as the ties of common blood and loyalty
to the Crown are so strong. In this case, however, the past is no reliable guide so
the future because there is in Australia at his moment an industrial revolution
which is gaining in impetus year by year and may eventually alter the whole
pattern of trade relations between the two countries.
The plain fact, as I see it, is that Australia is still anxious to buy British brains and
to welcome British capital – but she wants, as far as possible, to supply her own
labour (imported where necessary) and her own materials. She is, in fact, in the
van of movement I have witnessed in India and in South Africa – and which is
undoubtedly gaining ground in many other so far relatively undeveloped parts of
- 13 -
the world – to expand her secondary (manufacturing) industries and make herself
as independent as possible of products and factories outside her shores.
The strength of the movement can be appreciated more fully by taking a quick
look at the pattern of Australia’s post-war development and reasons which have
inspired it.
There are a few more pages to this article but I am sure you have an appreciation
of what was going on after the war in Australia as far as vehicle manufacture. The
biggest British company to expand production in Australia was BMC. Well I am
afraid that legacy has now disappeared. Until recent times there are the Ford,
General Motors, Nissan, Toyota and others manufacturing companies here but
soon we will see Ford and General Motors, the two major companies, withdraw
from our shores and will export to Australia. So we have completed the circle.
AUSTRALIA TOPS THE LISTS
The British Motor Industry's Best
Customers in 1955
£
Cars
Units
Australia
99,213
24,171,918
New Zealand
37,758
12,499,019
U.S.A
19,463
9,204,829
Union of South Africa
27,921
8,257,236
Sweden
19,268
6,107,706
Commercial Vehicles
Australia
Union of South Africa
British West Africa
British East Africa
New Zealand
35,431
12,935
9,254
8,221
11,383
13,352,426
7,444,493
5,773,333
4,872,195
4,842,866
Tractors
Australia
Union of South Africa
Finland
Sweden
Denmark
18,194
10,164
7,597
6,094
6,470
6,615,897
4,621,678
3,397,288
2,694,332
2,489,572
- 14 -
Hoist Safety
This contribution to the magazine may not benefit many members because there
cannot be many of us who have the luck of having a hoist in our work shop. I
acquired mine from my old commercial fleet mechanic when he retired. We both
retired at about the same time.
In my old home I had a pit. I cast it in concrete into the floor of my garage at
home. One of its advantages was that you felt very safe. There was no way a two
tonne Princess was ever going to fall down on me. Access to certain parts of the
car was restricted, but it was safe.
This is not quite the feeling you get with a two poster hoist even though access to
all areas under the vehicle is much better. My hoist has a maximum load spec of
2.5 tonnes, 20% more than a Princess. It has ratchet detents into which you are
instructed to park it and take the load off the hydraulic cylinder and the chain/cable
drive. The cables are well greased with no visible damage and no evidence of
stretching, yet I could not get away from the concern: “wot if it fell?”
So went looking for a solution.
First call was to Shore Hire, a firm specializing in building aids. Spoke to a very
helpful salesman who put me onto their adjustable props, each one has the
design capacity to hold up a Princess. Years in business has taught me the cost
of searching for better deals so I asked the salesman if he would sell me four of
them, one for each corner. He was a bit taken aback because as he explained
they were really in the hire business but the price was very acceptable and they
were delivered.
They have proven to be very successful. The Princess has some excellent
chassis surfaces to engage with when combined with an excellent solid concrete
floor, and considerable adjustment in each prop has meant that they can be easily
located in each corner or other locations under the chassis. They can be screwed
up tight so that there is no slack and given that the four of them can together
support eight tonnes, when combined with the hoist it is very reassuring.
At the recent All British Day, I visited the Rolls Royce boys. The purpose was to
discuss finding an experienced mechanic to service the oil seals on the Princess’s
Rolls Royce Hydromantic gear box. The RR owner I spoke to asked if I had a two
post hoist and was I aware of fore aft rocking when the car was on the hoist. I
have not experienced it, but these props will compensate for it as I lift out the
engine and gear box as a unit.
- 15 -
A point of safety:
Do not operate the hoist until you
have removed the props. If you do it
could be a disaster.
Question: What is better PIT or HOIST?
Answer:
I wish I had a pit as well as the hoist.
Why: The hoist is gives better access to the four corners under the vehicle.
The hoist is fabulous when working on wheels and brakes.
But: The pit is streets in front when you are lifting out an engine and gearbox
from above, because if you’ve forgotten to undo something, with a pit you
just climb down and walk around underneath.
I keep remembering my pit and thinking:
“Why don’t I cut a hole in the floor, dig it out, and cast a new pit.”
Will I? Probably not, I was a lot younger when I did the last one.
Peter Schweinsberg
______________________________________________________
Timing Chain Tensioner - DS/M7
We have had the DS7 now for about twenty three years. Not long after acquiring it
I was not satisfied with how the engine was running, this despite the previous
owner spending a significant sum of money on the engine. Eventually bit the bullet
and decided to check it out. The valve timing was not right.
- 16 -
To get at the valve timing you have to expose the front of the engine. Lift the
bonnet, drain the radiator, disconnect the hoses and the temperature sensor,
remove the machine screws holding the radiator in place and put it aside. Lower
the generator and the power steering pump and remove the belts. Remove the nut
on the end of the crankshaft and the belt drive pulley. Remove the timing chain
cover and have a look.
What did I find? The timing chain tensioner was loose on
its machine screws and the crankshaft sprocket (gear)
was minus some teeth. The chain had been thrashing
around.
What to do? Light the imaginary joint, put flowers in the
hair and think Haight-Ashbury. Well not really but you get
my point, it means don’t panic, try some lateral thinking.
At the back of the garage there are a couple of Sheerline motors on trolleys. Pull
one out and strip it down to expose the timing chain. Is there anything in common
between the engines? Well not quite, the DS1 does not have a timing chain
tensioner.
Stop and abandon all hope? No.
Remove the crankshaft sprocket and hold it up to the DS7 sprocket. Count the
number of teeth, the same, and they look the same shape. Get out the micrometer
and check some measurements, the same.
Wow here was a replacement. The DS/M7 engine looks like it is not totally unique.
Put it on the crank shaft. It fits. Before replacing the timing chain tensioner, drill
horizontal holes in the machine screw heads. Bolt the timing chain tensioner up
tight and wire the screws so they will not move. Retime the valve timing and
reassemble the engine and its ancillaries. Job finished, it runs well and has
continued for about twenty years.
Recently, motivated by excess oil leaking out of
the bottom of the timing case cover gasket,
Took it apart again. Timing chain tensioner still
in place, screws have not moved. The DS1
sprocket looks like it should. Word of warning:
The DS/M7 manual says: (5) If a new gear has
been fitted the alignment of the gear teeth must
be checked with a straight edge. Adjustment is
made by adding or removing shims between
the crankshaft and the crank shaft gear.
Mine was OK and did not need shims. Hope you never have this problem.
Peter Schwiensberg.
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Andy Fowler Specialist Spares Stockist
Hi my name is Andy Fowler and I am a Specialist spares stockist and supplier of new
parts to the Austin Sheerline, Princess, Vanden Plas and Jensen owners to name a few. I
am also a supplier to the high class carriage trade and funeral professions and this has
been my trade since 1981. Below I have listed some of my faster moving stock items for
the Austin Sheerline and Princess that are in stock and ready to go. This is just a sample
of what I sell so please contact me if you cannot see what you need or if you have a
question regarding your car.
Brake parts early and late: including master cylinders, wheel-cylinders, flexible
hoses, shoes, brake linings & rivets, springs and repair kits for all cylinders and servos.
Gaskets: Cylinder head gaskets and sets, bottom end gaskets and sets, rocker cover
gaskets, manifold gaskets, down pipe gaskets, all individual gaskets, gearbox gaskets
and seals.
Engine Parts: Pistons, Piston Rings, liners, main bearings, con rod bearings, valve
guides, timing chains, thrust washers, spigot bushes, oil filters etc.
Ignition: Distributors, caps, coils, plugs, points, rotor arms, condensers, lead sets and
regulators.
Clutch: Pressure plates, drive plates, thrust bearings and clutch linings and rivets.
Cooling: Water pumps, water pump repair kits, core plugs and radiator hoses.
Steering: Track rod ends, drag links, centre swivel pin and bushes, kingpins and bushes,
power steering ram seal kits, power steering pump seal kits, shock absorbers, lower
wishbone bushes, top shock absorber bushes and hub bearings.
Petrol pumps: Both mechanical and electrical.
Carburettors: Reconditioned for both the Sheerline and Princess cars
Wiper Motors: Wiper boxes, racks, wiper arms and blades for both the early and late
cars.
The condition of the parts is new with some reconditioned however, I do not recondition
brake cylinders or track rod ends, these are all new. All enquiries are dealt with speedily
and efficiently and parts can be supplied to you on a next day basis if required as 99% of
all parts are kept in stock.
I am available day and evenings as well as most weekends and owners can if they
prefer drop in to collect their parts. Some items are exchange with a refundable
surcharge in order that I can get the old units reconditioned thus ensuring that I can
continue to supply the items you need for your cars. I am always looking to buy vintage
spares/ new old stock, anything considered in either large or small quantities, if you
know of any for sale or items of stock that can be reconditioned, please get in touch.
For more information please email Stephanie.fowler2@btinternet.com or
Phone: 01258 881283 (Mon-Sat 9am-5pm). Home evenings 01258 8817979 (7-9pm)
The Dene, Clenston Road, Winterborne Stickland, Dorset DT11 ONP.
Payments accepted by most major Credit or Debit Cards or by Cheque.
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New Sheerline and Princess Spares
Eileen and John Jordan
Milton House
Guilthwaite Hall
Pleasley Road,
S.Yorks. S60 4NE
Tel:- 01709 382652 (between 6pm and 10pm)
Answer machine or fax at all other time.
Email:- jordanj@supanet.com
Austin Sheerline-Princess Club Membership only Service
New Parts for A125.135 engines Manifold Gaskets, Exhaust Manifold Gasket (pair)
Rocker Gasket, Head gasket (Copper) Head gasket (blue), Full Gasket Sets, Engine Top –end Sets
,Engine Bottom End Set, DS/DM7 Head Gasket Set, Manifold gaskets, Core Plugs Sets, Oil Filter
(manual cars),Paper type and re-useable felt types. Top and bottom cooling hose sets, Timing Chains,
Fan Belts, (early and late), inlet valves, exhaust valves, Main bearing sets, Big end sets, Ignition
distributor caps(early, middle and late types) Contact sets (early and late), Rotor arms (early and late),
Condensers (early and late).
New Parts for A125.A135 braking systems,:- Brake lining sets with rivets(set of eight formed linersnon asbestos & matched to D-Series brake drums) early 2” and late 3”. Master cylinder repair
kits,(early and late), Wheel cylinder repair kits, front and rear (early and late), Front brake flexible hoses
(early and late)
Clutch Systems:_ Factory manufactured with non asbestos matching linings, Full three piece Clutch
sets(exchange only), Centre plate only(exchange only), Clutch release bearing (exchange only).
Steering and Suspension:- Centre swivel pins and bushes, Rear spring metallastic bushes.
Large Items for collection only:-Used A125/135 engines (manual cars), Manual gearboxes, Rear
axles, Cylinder heads, Manifolds, Rocker shaft gear, Dynamos, Starter motors ,Suspension springs,
Steering Boxes/columns, Front hub sets, Brake drums, Window Glass (DM4), Complete windscreen and
surrounds, Front wings (Princess), Bonnets, Boot lids, Fuel tanks, Radiators ,Radiator surrounds (DM4),
Folding seats, Princess headlights, Princess dashboards, Various instruments, Lenses and surrounds,
Many other items.
Please call for availability
Collin’s Sheerline & Princess Spares
Specialists in Vintage & Early Classic Repairs & Restorations
34 Tan-Y-Bryn Road, Llandudno. LL30 1UU. Phone:- 01492 860363
whiterosecars@hotmail.co.uk
New Parts Available for Austin Sheerline and Princess Club Members
Oil Filters
£15.00
Gear Change Link Bushes(set)
Thermostat Gaskets
£3.80
Fuel Pump Gaskets
Sump Plug Copper Washer
£2.35
Petrol Tank Unit Gasket
Side-lamp Glass Lenses
£9.98
Head-lamp Glasses (as original)
Fog-lamp Glasses
£17.00
Rocker Cover Gaskets`
Petrol Filler Pipe
£19.50
Complete Brake Rod Sets
Contact Points Set
£9.95
Brake Unions (S/Line & Princess)
No. Plate Box Glass
£9.50
New Hub Caps (Sher & Princess)
New 12 volt Coils
£14.98
Special Sump Plug (over size)
Steering Pin Bushes
P.O.A.
Cotter Pins
T.R.E. Boots
£4.90
Like New Princess Overriders
Spark Plugs (choice of two types) £2.95
Wheel Cyl rubbers
Flexible Brake Hoses
£29.80
Master Cyl. Rubbers repair kits
Austin Badges to your specification (each) £1.49
New Side Strip Trims (Sheerline Sills)£12.50
£3.97
£3.45
£3.80
£19.50
£ 9.50
£46.00
£1.25
£54.50
£9.98
£2.95
P.O.A.
P.O.A
P.O.A
All Engine Parts Brand New, Breaking Sheerlines and Princesses,
Second-hand parts available:Please ring with your requirements
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