Although Daimler, Ltd., did not take a very active part in competitions, the concern produced some very fine pre-ww2 sports cars at various intervals. The super-sports "Double Six" of 1929 - 1930 was probably the only very large car of the period which was an attempt to compete, as regards performance and comfort, with the American Duesenbergs and the German Mercedes. The sports edition of the Double Six was an exceptional car in every way, being developed by L. H. Pomeroy (then managing director, Daimler, Ltd.) and the Brooklands firm of Thomson & Taylor. It was based on the 50-h.p. V-12 chassis, but the chassis frame was so lowered that the height from the top of the bonnet to the ground was a mere 3.5-ft. Both front and rear semi-elliptic springs were slung beneath the respective axles, and controlled by novel scissors-pattern friction shock-absorbers.
The engine was of 7136-c.c. (81.5 x 114-mm.), being of the double-sleeve pattern. Cylinders were arranged Vee-wise, in banks of six, each bank having its own carburetter. The power available was reputedly over 150 b.h.p., and the engine was certainly the last word in smoothness and silence
Unfortunately, the big Daimler proved to be rather disappointing as a sports car. Maximum speed and acceleration were not quite up to the performance of certain foreign cars in the large- engined class, and its 12-ft. 6-in. wheelbase made it rather unwieldy. However, braking was outstandingly good, Perrot-pattern stoppers being controlled by Dewandre vacuum-servo, a system widely adopted on commercial vehicles normally carrying large loads.
Just before the war the 2.5-litre chassis was fitted with an open sports body, and the car was an outstanding success in rallies, driven for the most part by R. S. Crouch. It was the only sports car on the British market to be fitted with a fluid flywheel and self-changing gearbox. The six-cylinder power unit had overhead (pushrod) valves, and was of 2,522-c.c. (69.6 x 110.4-mm.), developing over 54 b.h.p. at 2,400 r.p.m. Speeds of over 80 m.p.h. were achieved, and, on occasion, the needle could be pushed up to 87-90 m.p.h.; this was equal to an engine speed of about 4200 r.p.m. The engine gave yeoman service during the war, being utilised as the power plant for the wonderful Daimler Scout car. As a result, the post-war cars have had many improvements incorporated, and features such as the transmission and helical-spring, independent front suspension thoroughly vindicated themselves during the spot of bother. |
