Daimler 2.5 V8 and V8 250 (1962 to 1969)

When Jaguar bought Daimler in 1960 it inherited, among other things, a pair of compact V8 engines designed by Edward Turner, best known for his Triumph motorcycle work. The smaller 2.5 litre unit already powered the SP250 sports car, and in October 1962 Jaguar installed it in the Mk2 bodyshell to create the Daimler 2½ Litre V8 saloon. It replaced the Conquest as the entry to the Daimler range and was pitched above the Jaguar 2.4.

Visually it differs from a Mk2 mainly in its fluted grille, flying D mascot and fluted boot lid plinth, while inside it has a different front seat design and centre console. In mid 1967 it became the V8 250, with slimmer bumpers, padded vinyl trim on the dash and door tops, reclining seats, a heated rear window and negative earth electrics. It was replaced by the XJ-based Daimler Sovereign in 1969.

The V8 is lighter than Jaguar's XK six and gives the car a smooth, eager character and slightly different front suspension settings. Performance is modest by Mk2 3.4 or 3.8 standards, but the engine note and refinement have a strong following. Almost all cars were automatics. The car shares the Mk2's appetite for rust, and its engine has particular needs, but it is a well-supported classic with a dedicated owners' club.

• Years: 2½ Litre V8 October 1962 to June 1967; V8 250 July 1967 to August 1969 (Daimler and Lanchester Owners' Club dates).
• Body style: four-door saloon on the Jaguar Mk2 shell.
• Engine: 2548cc overhead-valve V8 with hemispherical combustion chambers, alloy heads, iron block and twin SU carburettors; 140bhp at 5,800rpm and 155lb ft at 3,600rpm.
• Gearboxes: Borg-Warner three-speed automatic (Type 35 on most cars; Classics World also mentions earlier D1 and D2 units); four-speed all-synchromesh manual with optional overdrive late in production.
• Rear axle: Salisbury, with an optional limited-slip differential.
• Production: the Daimler and Lanchester Owners' Club gives 17,884 in total (17,157 right-hand drive, 727 left-hand drive), of which 760 were manual and 700 of those had overdrive.

• October 1962: 2½ Litre V8 launched with automatic transmission as standard.
• July 1967: renamed V8 250 with slim Jaguar-style bumpers, padded vinyl dash top and door cappings, reclining front seats, heated rear window, negative earth electrics and perforated leather.
• 1967 to 1968: manual gearbox option introduced. Classics World and Drives Today say 1967, the owners' club says 1968.
• 1968: strengthened piston crowns fitted.
• August 1969: last V8 250 completed; replaced by the Daimler Sovereign.

Bodywork and structure

• Concentrate on the bottom six inches: lower front wings, inner and outer sills, door bottoms and front and rear valances.
• Front chassis legs and the front jacking points by the A-posts. Rot here and in the sills can let the A-posts move, so check that doors open and close cleanly and that gaps are even.
• Rear spring hangers, which rot from the inside and need inspecting from below. Also the Panhard rod mounting on the offside rear and the anti-roll bar mounts.
• Floorpans, boot floor, and the junction between the rear door and the rear wheel spat.
• Bottom edges of the boot lid and doors, where water sits between skins.
• Many cars have been restored, so assess the quality of the work and ask for photographs. Front wings, bonnets and boot lids are expensive or scarce, and the slim V8 250 bumpers corrode more readily.

Engine

• Early pistons could fail at the crown; most affected engines were repaired long ago, and strengthened pistons arrived in 1968.
• The centre main bearing can wear surprisingly early. Listen for bottom-end rumble if the engine is started.
• Oil pressure should be roughly 15 to 20psi at idle and 35 to 45psi when running, though the gauge is not accurate. One source suggests at least 40psi when warm.
• Rear crankshaft seal leaks are common and need the engine removed for a proper repair.
• The alloy heads demand a correct antifreeze mix all year. Corroded or silted waterways lead to overheating and head gasket failure. Check the coolant colour and look for weeping hoses.
• A fan that roars constantly may have a failed viscous coupling.
• Twin sets of points make ignition setting fiddly; many cars now run electronic ignition.

Gearbox and drivetrain

• The Borg-Warner automatic is tough but needs regular fluid changes. Look for clean red fluid and smooth, prompt engagement if the car is run.
• On manual cars listen for synchromesh crunch and whine, and check overdrive engagement. The clutch is unique to the Daimler.
• The Salisbury axle is durable if kept topped up; look for oil leaks from the pinion.
• Some cars have five-speed gearbox conversions or taller axle ratios. These are acceptable to many owners but should be declared.

Suspension, steering and brakes

• Front springs and dampers differ from the Jaguar Mk2. A ride height that looks wrong may mean Jaguar parts have been fitted.
• Grease points on the front suspension need regular attention; sheared subframe bushes and worn wishbones cause wandering.
• Rear leaf spring bushes wear and springs settle.
• Power steering is a recirculating ball system. Sources disagree on its make: two describe a Burman set-up while a third refers to Adwest. Either way, look for leaks.
• Dunlop disc brakes can stick on cars that have been laid up. Steel brake pipes should ideally have been replaced with copper-nickel. A weak handbrake is normal for the type.
• Wire wheels need sound hubs and splines.

Electrics and interior

• Check the bullet connectors in the engine bay for corrosion, which causes lighting faults.
• Test every switch; some interior switches are hard to find.
• Veneer lifts and cracks, and full wood restoration is a big job. V8 250s had leather seats as standard, so vinyl suggests a cheap retrim.
• Padded vinyl dash tops and door cappings split in sunlight but are easy to replace.

Identity and paperwork

• The chassis number suffix indicates transmission: the owners' club notes DN for overdrive and BW for automatic.
• Check the grille, mascot and boot plinth are genuine Daimler parts, and that the engine is the original Daimler V8 type.
• Compare chassis and engine numbers with the V5C and any heritage or club records.

Because the car shares most of its body, trim and running gear with the Jaguar Mk2, supply of panels, suspension and brake parts is good, although Daimler-specific engine parts and some trim pieces need more searching. Jaguar specialists can usually help. The Daimler and Lanchester Owners' Club (https://www.dloc.org.uk/) is the principal club, and the Jaguar Enthusiasts' Club (https://jec.org.uk/) and the Jaguar Drivers' Club (https://www.jaguardriver.co.uk/) also support Daimler models.

• Has the engine been rebuilt, and does it have later strengthened pistons?
• When was the cooling system last flushed and refilled with the correct antifreeze mix?
• What structural repairs have been carried out to the sills, chassis legs and rear spring hangers, and by whom?
• Is the car an automatic or manual from new, and does the chassis suffix agree?
• Are there any non-original modifications such as gearbox, axle, steering or brake conversions?