Daimler 2½-litre
Like the Rover, the Daimler 2½-litre V8 was created by installing a new engine in an existing car. Along with the 4.5-litre V8 in the Majestic Major, the 2.5-litre was designed by Edward Turner, the brilliant engine designer at Daimler’s parent company BSA. The part-spherical combustion chambers were based on a previous design for a Triumph bike engine, and there was a five-bearing crankshaft for smoothness and pushrod valve gear for simplicity. The engine was first used in the Daimler SP250 sports car in 1959, and Daimler worked on a related DP250 saloon to fill the gap left when the Conquest Century ceased production in 1958, but that project was cancelled after BSA sold Daimler to Jaguar in 1960. Instead, the well-regarded V8 was dropped into the Jaguar Mk2 to create an instant compact Daimler, with a mild makeover including a fluted grille and an upgraded interior with wooden dash and door trim that was of a higher grade than what you’d find in the Jaguars. Curiously, though, the upmarket Daimler never featured the picnic tables for the rear passengers that were a feature of the Mk2s.
The compact V8 produces more power and more torque than Jaguar’s 2.4-litre straight six and is about 63kg (140lb) lighter, so the Daimler is more accelerative than its closest Jaguar competitor and has a substantially higher top speed. In 1964 a longer rear axle ratio (4.27:1 instead of 4.55:1) blunted acceleration in return for quieter, more economical cruising, so by the late Sixties a manual Jaguar 240 could match the Daimler in a traffic light grand prix, though it still couldn’t reach the Daimler’s top speed. The V8 is a terrific engine, really getting into its stride around 2500rpm with plenty of mid-range torque but also a surprisingly free-spirited willingness to rev to the 6000rpm redline. It’s uncannily smooth throughout the engine-speed range and has an urgent exhaust note that’s at odds with the Daimler’s middle-aged image. Coupled to a Borgwarner automatic gearbox, as the majority of these were, it makes for refined cruising if not the best in straight-line urge.
Another benefit of the alloy engine’s lightness is an improvement in weight distribution – the Daimler is much better balanced than the nose-heavy Jaguars. It feels compact and wieldy as a result, turning into corners keenly when I swing the big, thin-rimmed Bakelite steering wheel that’s so close to the dashboard and windscreen that sometimes I fear for my knuckles. Up ahead I can just see the winged ‘D’ mascot poking up above the curves of the bonnet and front wings, but none of the tapering tail is visible through the rear screen, which must make precise reversing a nerve-wracking business.
Developments during the Daimler’s production life were few. The axle ratio change was followed in 1967 by the adoption of slimline bumpers, the interior was modified with less wood and more safety padding, and the car was renamed V8-250 up to the end of production in 1970. A manual gearbox and overdrive were made available as an option for the last couple of years and many cars have been converted since. The manual transmission improves performance and economy, but the clutch and gearchange need some effort and older gearboxes can suffer from weak synchromesh. The engines are reliable units (tuned versions
were favourites in British drag racing in the Seventies) but Daimler recommended a thorough top-end overhaul at 50,000 miles so don’t expect the V8 to cover a stellar mileage without some work. Arguably the overhead-valve design makes it easier to work on than the twin-overhead cam Jaguar XK engine. A puff of smoke on start-up is common but it should disappear when the engine is warm. Internal corrosion can cause overheating so it’s important that antifreeze with the right inhibitors is used.
The main concern on these cars is bodywork rust. Check the sills, floors, wings, doors, the front chassis box sections, front crossmember and rear suspension pick-up points.
The popularity of the Jaguar Mk2s means most spares are generally available, but Daimler-specific trim can be harder to find. Project cars can be had for less than £3000 while solid cars usually go for around £7500. Fine examples can be found under £15,000 and low-mileage concours cars can make £25,000 or more.
‘There’s plenty of mid-range torque but also a surprisingly free-spirited willingness to rev to the 6000rpm redline’