April 2014

Austin Sheerline
&
Princess World
Colin Cummings’ A125
The Official Magazine of the
Austin Sheerline and Princess Club
March – April 2014
CONTENTS
FRONT COVER – ASPC
Colin Cummings’ DS1
___________________
2
This Page
________________________
3
WHO’S WHO
IN THE ASPC
4
Chairman’s Report
8
From the Editor
________________________
9
ASPC AGM
________________________
10
Notice Board
________________________
11
For Sale - Wanted
_______________________
11
Interesting Websites
_______________________
12
DS1 Sheerline
_______________________
13
These have Lorry
engines don’t they!!
_______________________
16
Memories of a Field
Service Engineer
_______________________
20
DS/M7 Steering Box
______________________
22
Classifieds
24
Sheerline Advert
(Australia)
The Austin Sheerline-Princess World
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
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: [email protected]
Area 2 Lanc/Cheshire
Treasurer: Colin Cummings
2 Mapplewells, Kirkby Woodhouse,
Nottinghamshire NG17 9EX Ph: 01623 751636
Email: [email protected]
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: [email protected]
National Secretary: John Harding
155 Beehive Lane, Chelmsford, Essex,
CM2 95G
Ph: 01245 251226
Email: [email protected]
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: [email protected]
Area 6 South West: Dr Adrian Kendal
Manderville, 18 Thurlow Road, Torquay,
Devon TQ1 3EE
Ph: 01803 313336
Email: [email protected]
Magazine Publishing Committee:
John Harding Ph: 01245 251226
Email: [email protected]
Robin Crump
Ph: 01438 365979
Email: [email protected]
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: [email protected]
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:[email protected]
Regalia Secretary: Paul Tona
5 Cormorant Drive, Hythe, Hampshire,
SO45 3GG
Ph: 023 8084 1999
Email: [email protected]
Webmaster: Joe Vavra
(see Editor)
Technical Advisors:
John Jordan
Ph: 01709 382652
John Harding Ph: 01245 251226
www.austinsheerlineprincess.org
-3-
Chairman’s Report
March - April 2014
Practical Classics
Restoration Show
National Exhibition Centre Birmingham
12th & 13th April 2014
This show was a new venture by Clarion Events organisers of the November
Classic Motor Show. As a sister to the established winter event it was more
trade orientated and was held in halls 1 & 2 at the NEC. The many visitors
were treated to live shows on three stages, celebrity appearances and autojumble stands. Barn Find displays were a very popular feature of an event that
must surely become a permanent feature of the classic calendar.
Legislation News
Roadworthiness Testing
Formal adoption by the UK is expected this April which will set a time table of
48 months [until April 2018] for incorporation into law. However it dose not
mean that it will necessarily take that long and an earlier incorporation date is
most likely.
Of key interest in this legislation is the definition of a “vehicle of historic
interest”. It is understood the definition to be “any vehicle which is considered
to be historic by the Member State of registration or one of its authorising
bodies and which fulfils all the following conditions :
 It was manufactured or registered for the first time at least 30 years ago
 Its specific type, as defined in national or EU law, is no longer
manufactured
 It is historically preserved and maintained in its original state and has not
sustained substantial changes in the technical characteristics of its main
components
The key phrase in the definition is the third one which the Department for
Transport will have to decide the official interpretation. FBHVC will work
with DfT with a view to applying this definition in the most favourable way.
VED Exemption for Historic Vehicles
-4-
At budget 2013 the government announced that it will extend the cut-off date
from which classic vehicles are exempt from VED by one year. From 1 st April
2014 a vehicle manufactured before 1st January 1974 will be exempt from
paying VED. Because this is a tax rates and bands related matter no draft
legislation was issued for public consultation as part of the publication of the
draft Finances Bill 2014 on 10th December 2013. The government will publish
the legislation when the final Finance Bill 2014 is laid in Parliament shortly
after Budget 2014.
Supermarket Petrol
A recent invitation to receive Tesco Club Card points when purchasing fuel
from an Esso petrol station has revealed that Tesco sell Esso petrol and diesel,
hence the Club Card offer.
As one of the three biggest fuel retailers in the UK Esso are keen to protect
their quality image, so the sale of Esso fuel by Tesco will go some way to
refute the popularly held myth that supermarket petrol is of lower quality than
that sold by the oil majors.
Updated V765 Documents
Updated versions of the following documents were forwarded to all primary
V765 Scheme club signatories in November 2013:
 V765 Form : The form indicates in summary the documentary proof
required to claim back an original number
 V765/1 List of Clubs: This leaflet lists the clubs/registers/societies
registered with DVLA.
 V765/3 Guidance Notes: for those countersigning V765 applications
and/or verifying.
Demise of Proof of Insurance Requirement
From 16th December, there is no longer a requirement to provide proof of
insurance when renewing VED, or when the vehicle is being taxed for the first
time. However, although the insurance certificate is not required to be
produced, in the case of an age-related application the owner will still need to
inform the insurance company of the allocated registration number, and get an
amended Certificate of Insurance.
Automatic SORN Renewals
Any SORN [Statutory Off Road Notification] which expired after 16 th
December will be renewed automatically. Previously the default after a SORN
had expired was that a vehicle needed to be taxed unless SORN was declared.
-5-
With the new continuous SORN system, there is still a requirement to notify
DVLA of any changes in the vehicle or keeper details, including address
change.
MoT and Exemption Declaration
When a vehicle is taxed, if it is subject to an MoT, then an original MoT
certificate is still required. If it is a pre-1960 vehicle, it will be exempt from an
MoT. However, DVLA have indicated that if it is exempt and being taxed for
the first time, or a tax renewal is being done, [except on-line] then there is still
a requirement for an MoT exemption form, V112 or V112G to be completed.
Gemini Events
Club members can obtain free entry to any of Gemini Events Classic Motor
Shows throughout 2014. A slimmed-down but comprehensive programme
includes :
The17th Bedfordshire Classic Motor Show
Woburn Abbey, Beds MK17 9WA
Sunday 4th & Monday 5th May 2014-04
Set in the beautiful 3,000 acre deer park with an anticipated attendance of over
400 classic and collectable vehicles taking part. There will be a number of
static displays, as well as an arena hosting stunning parades. Vehicles include
saloons, sports, American, commercial, military and classic motor cycles in
the arena with Sunday featuring car clubs. Monday sees the concours
competition. Trade and craft stands will be open throughout the Weekend and
a children’s play area will be provided. Classic Car Show ticket holders will
also receive discounted entry to Woburn Abbey and Gardens on the day of
their visit.
Brighton Beach Classic Motor Show
Sunday 1st June 2014
A new event on the calendar taking place on the world famous Maderia Drive.
Concours d’Elegance competition and a huge variety of vehicles, many
arriving from the London to Brighton Classic Run taking place on the day.
-6-
Father’s Classic Day Out
Woburn Abbey
Woburn, Beds MK17 9WA
Sunday 15th June 2014
For classics vehicles of all descriptions with general trade stands and family
entertainment.
The 3rd Hampshire Classic Motor Show
Breamore Countryside Museum
Nr Fordingbridge, Hampshire SP6 2DF
Sunday 17th August 2014
A great location with live arena, trade and auto-jumble stands.
The 24th Anniversary Knebworth Classic Motor Show
Knebworth, Herts SG1 2AX
Sunday 24th & Monday 25th August 2014
We plan to have a club stand on the Sunday at this the original and biggest
Knebworth Show. Over 2,500 classics attended in 2013.
If you wish to attend any of these shows please give me a ring on 01702295385 (Ian)
Oxford Diecast
Just as the January – February edition went to press I received a review
example of Oxford Diecast’s DH3 Princess Hearse which certainly lives up to
expectations with much pleasing detail such as the brightwork, split
windscreen, coffin deck, roof bars and rear door hinges. Nice to see they have
omitted the chrome radiator grille surround featured in the launch photograph
in the January-February edition. Available from all good model retailers at
£22.95.
2014 Annual Subscriptions
Enclosed with this magazine is your renewal form for 2014/15 and 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 expand the e-mail forum.
-7-
From the Editor
Hello again members.
Happy Easter
I trust we have all been good and have exercised moderate
self-control and not eaten too many Easter Eggs. I am sure the
All Mighty didn’t have eggs and hot cross buns in mind for us on
Good Friday or Easter Sunday.
You will read a contribution from Alan Stevens and Ken Gardiner where we have
revealed the differences between the Lorry and the Sheerline engines. Thanks
chaps. It would be interesting to hear from other members if you have anything
further to add.
Keep the articles and photos coming.
Regards & Keep Safe - Joe Vavra Australia
Editor [email protected]
Humour is the best medicine!!
__________________________________________________
_
-8-
ASPC Annual General Meeting
Roll Call:
Joan & Robin Crump, Ian
Coombes, John Harding,
David Haug, Colin
Cummings, Dave & Elaine
Goodey, Hugh Millington
Photographs provided by
Robin Crump ... Thank you,
-9-
NOTICE BOARD
ASPC SOCIAL FUNCTIONS
6th July 2014 - ASPC Lunch meeting 6/7 /2014
The Club Sunday Lunch will be held at the Chequers Pub and classic car show
Matching Green, Essex Post code CM17OPZ Please call Robin Crump 01438
365979 If you wish to attend.
SHOWS & DISPLAY DAYS
24th, 25th & 26th May 2014 - Enfield Pageant of Motoring at the playing fields,
Great Cambridge Road, Enfield, Middlesex. PH 0208 8367 1898
14th & 15th June 2014 - The Footman James 35th Bristol Classic Car Show &
Auction
The Royal Bath & West Showground, Shepton Mallet, Somerset. Go to link:
https://s5.newzapp.co.uk/t/gtp_pg.aspx?LID=OSw1MjczNTA2MTEsMw==
21st & 22nd June 2014 - Vintage & Classic Gt Abington Cambridge. We generally
have a good Display. PH 07780292018
(monies raised will go towards Cancer Research. In 2013 they raised £2,600.
There are more than 200 types of Cancer)
14th, 15th & 16th November 2014 - Lancaster Insurance Classic Motor Show
National Exhibition Centre Birmingham
Events at Battlesbridge
Sunday 11th May, 2014 - Classic Car Show and Autojumble
Saturday 21st June, 2014 - Essex Vee Dubbers Volkswagen Show
Sunday 6th July, 2014 - Classic Motorcycle Show and Bikejumble
Sunday 10th August, 2014 - Classic Ford Car Show and Autojumble
Sunday 31st August, 2014 - Essex Autumn Boat jumble
Sunday 28th September, 2014 - 28th Grand Motorbilia Day
- 10 -
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: [email protected]
Ph: 61 2 6558 2987 or mob: 0405 170 973
INTERESTING WEBSITES
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
Austin Memories
http://www.odspares.com/
http://www.austinmemories.com/page25/page25.html
I have more but most are in Australia – so if you would like to share with members
send details to me. Editor
- 11 -
DS1 Sheerline
owner Martin Roediger
The vehicle is thought
to have been the majors
car for Krugersdorp or
Carltonville in South
Africa.
Unfortunately
not much is known
about the vehicle. The
Sheerline was restored
some 25 years ago and
nothing has been done
since. I purchased the
vehicle three years ago
from the previous owner
who
needed
some
money urgently. I have
not done much to it in the time I have had it.
Currently the vehicle is
used for my pleasure and
to chauffeur my 5 and 8
year olds around to the
shop on a weekend.
In addition to this vehicle I
have got a 1933 Austin
A10/4, 1946 Austin A8
and a 1954 Austin A30. I
am in the process of
purchasing a 1957 Austin
A95 to add to the
collection.
Regards
Martin Roediger
 Tel: +27 (0) 83 265 2410
 Email: [email protected]
- 12 -
These Have the Lorry Engine – Don’t They !!!
With acknowledgement to Alan Stevens- Comments in bold italic by Ken Gardiner
Some people will come up to you tell you that your beautiful engine is actually
from a truck. A lot of owners will say no that’s a completely different engine.
The answer seems to be that both are wrong. (Not so, as set out below).
The commercial engine that Austin used in the trucks isn’t our engine but uses
a lot (only 3 basic components) of our engine parts.
All Austin / Morris (BMC) / BMC / Leyland, 1 1/2 ton (K9, 4x4) - 5 ton trucks
from 1950 - 1976 with a 6cyl petrol engine, basically had the same motor
(only similar in respect of bore and stroke) as our D series cars. The main
difference is in the cylinder head.
But as far as I can tell you can’t do a straight swap between the two because
for one the truck engine has different engine mounts. (The motors are NOT
interchangeable)..
Truck/Lorry engine
Sheerline engine
I will try to set the record straight, as follows:
- 13 -
1. The engine block in the Sheerline has the two front mountings on the
sides of the block; the truck has one mounting in the front under the
timing gear cover.
Correct, the front engine mount of the truck is actually the plate that bolts to
the front of the block under the timing gear, extended, with an angle turned
up on the bottom of the plate. It has a large rubber mounting that it mounts
onto, which is then fitted directly to the top of the front chassis cross
member.
2. The distributor is in a different position.
The cam shaft is totally different in the truck motor. The distributor and the
oil pump are driven off the cam shaft, through the 2nd 'web' in the block,
whereas the car motor drives the distributor and oil pump through the 3rd
'web'.
3. The oil filter is in a different position
This is brought about by the cramped conditions to the rear of the motor
compartment of the trucks, whereas the rear of the car motor compartment
is fairly roomy.
4. The manifolds are different; the truck intake manifold is smaller in
diameter. The exhaust manifold only has one outlet, not two like the
Sheerline.
The heads of the two motors are totally different. The trucks, with the
exception of the later 40E & 40V motors are only rated at about 75 bhp,
whereas the cars are 125 and 135 bhp. The extra horsepower is extracted via
the "Weslake patent" head, with larger valves, different combustion
chambers, larger manifolds, and larger carburettor.
5. The valves in the cylinder head are smaller on the truck engine bar the 40E
and 40V high power engine and high speed engines. (See more info below)
As set out above.
6. The sump is completely different
The cars have the cast aluminium, finned sump, with the oil pump cavity and
reservoir at the rear, behind the No 3 web, whereas the trucks have a
- 14 -
pressed metal sump with the oil pump cavity and reservoir to the front, in
front of the No 2 web.
7. Camshaft – I’m not sure if it's the same.
As set out in 2 above, the camshaft is totally different. It drives the
distributor and oil pump through No 2 'web' in the truck and through No 3
'web' in the car. Of the four bearings for the camshaft the only ones that are
compatible are No's 1 & 4.
In essence the only major parts that are interchangeable are:-- pistons,
rings, gudgeon pins,- conrods, and- crankshaft.Apart from the external
difference of the engine mountings, distributor and the oil filter, the car
motors have cast into the bottom of the block on the right side, under and
slightly forward of the "AUSTIN" emblem "4 LITRE CAR M".
Hopefully this will explain the differences in the two motors. The statement
that the two motors are completely different is closest to the true situation,
As can be seen from the above they are totally different, but with a three
common parts, ie pistons, con rods and the crank shaft.
Looking at the photos of the Jensen motor it would appear to me that the
motor fitted is the A135 motor of the early Princess' that were fitted with
the 3 SU carburettors. It is certainly the car motor with the distributor to the
rear of the block, through the No 3 web.
It would be interesting to be able to get hold of a complete Jensen gearbox
with the overdrive fitted and see if it could be fitted into a Sheerline or
Princess.
Anyway, why is it so detrimental to have a “truck
engine” powering such a luxurious and prestigious car
such as a A125 or A135…..????
Alan Stevens & Ken Gardiner.
- 15 -
Memories of a Field Service Engineer by Brian Dye
Provided by John Harding
Introduction: The author worked for one of the largest Ford tractor dealerships in
England as a trouble-shooter on tractor engines, hydraulics and combine
harvesters from 1963 to 1972. In 1972 he became a dealer manager and finally
left the dealer net in 1975 to run his own electronic design and manufacturing
company.
Most of my working life, I have been associated with combine harvesters. During
my years as a service engineer, I worked on them at least one day, every month
of the year.
Each engineer had a group of harvesters that he looked after. You did the winter
storage check, overhauled the machine in the slack periods and then were
responsible for the working of the machine throughout the harvest period. On
looking back to this period of my career I realise that the company and
management promoted a feeling of “ownership” by the way it gave you this
responsibility. These were “your” combines.
Our harvesting year started with grass in mid July, then moving on to winter and
spring barley, peas, wheat and beans. Occasionally we would have to set a
harvester for different crops such as sugar beet, cabbage or turnip seed.
Our dealership expected its staff to be able to demonstrate and set up combines
for work in all conditions as well as repair them. We young mechanics loved this
approach and, after a repair to a machine had been completed, always took the
machine a round or two to ensure everything worked. When I first started
working on the machines in the early 1960’s, my company sold the Claas
machine, but in the 1950’s it had also sold Massey Harris machines. Over the
years I worked on most machines from the Marshall combine, Massey 726 and
780 and the occasional 21!! Allis Chalmers Allcrop 80’s and Gleaners also
passed through our hands and we were agents for Ransomes combines. (The
Claas machines were also sold as Ford combines in the US, Ransomes went out
under the Ford name to other markets in the world).
All had their supporters. Some farmers had Massey machines and would here
nothing of the advantages of the Claas machine. It was not until crop yields
started to rise that the Massey started to become problematical.
Working on this wide variety of machines was a fantastic grounding for me.
Whilst I have always worked with Ford dealerships, my first love has always
been combines. Combines were the reason I left the dealership as I will tell in
later stories and, over the years from 1975 through to 1996 I worked part time for
a British organisation called the Agricultural Training Board training operators to
drive and set a wide variety of machines.
Farmers formed themselves into Training Groups to get training on all aspects of
farming for themselves and their staff. A Training Organiser ran this Group. They
- 16 -
identified areas in which training was needed, then booked instructors to carry
out the training.
Instructors were drawn from the agricultural industry and trained to instruct by
the ATB. They then passed their skills on to the trainee.
I would spend a day with them, going through the combine and its workings,
advising on crop settings then, when the machines were harvesting, would go
around each area with the Training Organiser and visit machines in the field.
There we would analyse the grain loss and advise on settings if needed. We
averaged about 10 combines a day from mid July till early October. Over the
harvest period I would see between 500 and 600 combines at work. This was
really hard work but I
loved it! We would start at 8 a.m. from the home of the organiser then work
through until 9 or 10 p.m.
I covered an area from Southend near London in the south of England, out to
Berkhamstead in the west and as far north as the river Humber.
This sometimes meant a drive of two to three hours before and after each
training day. I was lucky as my wife Ann, being a teacher, had the summer
holidays free and could accompany me on some of the long trips, reading in the
car or chatting to the Training Organiser through out the long day, then driving
me home in the evenings when I was totally shattered after chasing combines on
foot and doing the analysis on the straw and sieve losses.
At least 95% of the training organisers were women, mostly farmer’s wives, and
they were wonderful at their job. We made many friends over the years. In fact
the other Sunday, we all went out for a meal together, an event that is becoming
a regular yearly meet. As my life working in agriculture, unfolds, we shall return
again to the many stories of combines from these years. However, for the
present I must take my thoughts back to my early days at the dealership.
One of the first things I learnt was that a farmer has no sense of humour when
the sun is shining and his combine is broken down.
Mr Jones lived just on the other side of Norwich, our local city, about 30 miles
from the depot. He had a small farm of around 100 acres, which like most of the
farms around this area, was a mixed crop and cattle farm. He grew malting and
feed barleys and feed wheat. Some of these crops were used to feed his stock
for milk and beef production, the remaining portion sold to local millers and feed
merchants.
I mentioned earlier about the problems with the Massey combines. The 726 and
780 were produced in Scotland at Kilmarnock and based on the Massey 21. This
machine was rather narrow with only about a 2 foot wide threshing cylinder,
straw walker and sieve system. Whilst crops were yielding 1.5 to 2 tons per acre
and the straw was short, these machines were very good. But our crop yields
- 17 -
were increasing in the 1960’s and with a longer straw; the Massey Harris was
having a struggle to sort the crop.
Some Massey’s had a Chrysler 6 cylinder side valve petrol engine but this was
replaced with either a Morris 4 cylinder side valve, petrol / kerosene engine, the
same as was fitted to the early Nuffield tractors or the beautiful Austin-Newage
overhead valve 6 cylinder petrol / kerosene engine as home produced units
became available. (I think that what I call a “side valve” engine, you call a “flat
head” engine). The Austin - Newage was an industrial version of a car engine
that powered the luxury Austin cars of the time. I owned on of these, (bought
second hand I hasten to add, some years later). The engine used to purr like a
contented cat!!
An Austin - Newage, powered Mr Jones’s Massey-Harris 780. On the Massey
machine the engine was mounted underneath the combine threshing area. All
the rubbish that leaked from this area fell on the engine. Mr Jones had made the
fatal mistake of not cleaning the build up of chaff and rubbish from around the
kerosene vaporiser at least three times a day! The build-up caught fire. Luckily
the farm staff managed to save the combine but all the wiring was burnt out.
On these Massey combines the cutter bar was raised by an electric motor with
the aid of huge springs. With all the wiring burnt out the cutter bar could not be
raised so the machine was left in the field for us to repair. My apprentice, Tony,
and I drove down to the machine with our Ford
Anglia van laden down with cable and insulation tape. We were going to rewire
the whole machine, making up new wiring looms as required. There was one
major problem, the 780 were built in the early 1950’s and the wiring information
was non-existent. At least in our dealership.
We were going to have to make up everything from scratch. This would be no
real problem if it were not during the harvest. As always, the problem had
occurred on the one good day in a “catchy” season.
We cleaned off all the burnt wiring. All that was left were copper conductors, no
coloured insulation. Tony installed the new parts, regulator, solenoids on the
starter and on the cutter bar lift mechanism, new light and starter switches and
the ignition coil and distributor on the big Austin engine. I worked out the wiring
and fitted the new cable, binding everything with lots of insulation tape.
It was really bad working under the combine, fitting oneself between the angle
iron frames and getting black sooty gunge dropping on you. To make it worse,
the combine had been harvesting winter barley and there were lots of the harn
(the long sharp bit that is attached to the grain) to get in your shirt and down your
neck. The temperature was up in the 80F’s too.
We struggled on!
This Christmas (2000) we were given a jigsaw puzzle! The picture on the box
- 18 -
gave no clue to the picture the puzzle made!!! It was supposed to be like that!!!
Just to give you a little challenge!!! It was no challenge to some one who had
been sent out to that Massey nearly 40 years ago!!!
The added incentive on THAT day was the farmer who came back every half
hour and asked, “How are you getting on”? then stamped off with his ears gently
steaming when the reply came back “We’re getting there. Slowly”.
We worked through without any lunch. Just getting the odd drink of tea or
lemonade from the bottles we carried with us. Then about 3pm we were ready.
It was then I made my big mistake. I climbed out of the maze of metal framework
around the engine after making the last connections and said to Tony who was
on the seat “Right, fire her up, and when the smoke from those wires clears, we
will see where we went wrong”. Unfortunately I had
not seen the farmer approaching from behind me. All I saw was the look on
Tony’s face as Mr Jones went ballistic. His face went purple!! He threw his hat on
the ground and jumped on it!! He used language that I had not heard before. (He
could have taught my old friend Jack a few choice words). He ranted and raved
about a company who sent out totally incompetent fitters in the middle of harvest.
I stood there in total shock. I had only made a joke!!
Luckily at that moment Tony pressed the starter and the great old AustinNewage fired up and ran like a dream. There was nothing like the sound of that
six-cylinder motor crackling out of that straight piece of drainpipe that the Massey
called an exhaust. Tony tried the cutter bar lift and that worked too!!! The
ammeter showed charge!!! We had cracked it and all was well.
Mr Jones calmed down quickly once the machine was into work, but I had
learned that before you make joking comments, find out who is listening.
Especially on a harvest field when the farmer has been waiting most of the day,
in the sun, for his combine to be repaired!!!!
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The DS/M7 Steering Box
by Peter Schweinsberg
The Steering Box of the DS/M7 is virtually the same as the one in the Sheerline and other
Princesses. I say virtually because the principal part numbers are different, but there is
commonality in the numbers of minor parts.
That aside, they are a very impressive instrument. Of very large and very robust
manufacture, and mounted rigidly to the chassis. Everything is securely located in place
so provided all components are well fastened in place and adjusted, there is virtually no
room for movement which would be translated into vague steering.
The design of the box is called worm and peg, where the peg, called a thrust disc is
located in the worm of the steering shaft and can rotate using a race. It has three
adjustments, one each way for travel of the peg in the worm. This essentially controls
lock to lock and one for end float of the steering shaft in the worm.
An interesting modification on my car, is that someone has cut a hole in the flitch plate,
the panel separating the wheel arch from the engine bay, to enable this last adjustment
while the box is still in the car.
Although the Workshop Manual shows a steering box being removed while the engine is
in place, working on a steering box in a right hand drive DS/M7 would be much more
difficult than in an earlier D series. This is because the steering box on these cars shares
it’s space with the induction and exhaust systems, as well as the power steering pump
and ram.
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Replacing this seal was a bit scary as the car was on a two post hoist and if you followed
the Manual to detach it inside the car, the only way into front seats was over their backs.
Once or twice would be OK, but lots of times to fetch tools, not much fun. Fortunately
the engine and gearbox were out of the car, otherwise once again, not much fun.
Released drop arm and four steering box mounting bolts. Removed backing plate ( six
bolts). Jemmied steering box away from flitch plate and inserted a suitable diameter
socket between the steering box housing and the flitch plate. Steering shaft could now
be pushed towards the flitch plate. Using a suitable size open ended spanner as a lever
was able to lever out oil seal.
I took a spare steering shaft and the oil seal my bearing man. He could only find the
correct ID and OD in 1/8” thickness and not the original 1/4”. Ordered 2.
Pushed in the two new seals, one at a time, then the metal housed old one. The idea
was that the metal housed old one could act as a dust seal and also help to hold the
skinny new ones in place in case they wanted to move.
Reassembled steering and tested.
This was necessary because the oil was draining out through this seal regularly
Regards
Peter
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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 [email protected] 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:- [email protected]
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
[email protected]
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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