Daimler Conquest

Engine

The standard 1953 Conquest used a straight-six engine developed from the inline-four engine used in Lanchester's Fourteen and Leda models. The engine was made from cast iron and had a single Zenith carburettor and a compression ratio of 6.6:1. With a bore of 76.2 mm (3.00 in) and a stroke of 88.9 mm (3.50 in), the engine displaced 2,433 cc (2.433 L; 148.5 cu in) and delivered 75 bhp (56 kW).

The 1954 Conquest Century model had an alloy head with larger valves, higher compression, high lift cams, and twin SU carburettors. These modifications raised the power to 100 bhp (75 kW) at 4400 rpm.

Origins

The body was a slightly modified version of that used on the earlier Lanchester Fourteen. Apart from the grille, The Conquest was identical in appearance to the Lanchester Leda. While the Fourteen had been coachbuilt of steel on a timber frame, the Leda had an all-steel body, on which the Conquest's was based. Lanchester was a subsidiary of Daimler. The whole car appeared to have been developed within four months of Bernard Docker, then managing director of BSA, taking on the additional responsibility of managing director of Daimler in January 1953.

Presented as a new car, the 75 hp (1953–1956) Daimler Conquest saloon chassis and running gear had originated in the 1950 Lanchester Fourteen or Leda.

The usual Daimler large cruciform chassis had a double wishbone front suspension, with laminated torsion bars, telescopic dampers, and an anti-roll bar, while the rear suspension used leaf springs with telescopic dampers.

The Conquest featured automatic chassis lubrication to 21 points, using a pump controlled by exhaust heat.

Cam and peg steering was used, and Girling hydro-mechanical brakes. (Hydro - mechanical = hydraulic front, mechanical rear brakes.) The cars had an 2,642 mm (104 in) wheelbase.

In January 1955 it was announced that all new Conquests had four inches more leg-space for rear-seat passengers. In addition doors now opened wider and there were "further interior embellishments".

Body styles

Conquest was offered in the following models:

Performance

The Conquest's engine produced 75 hp (56 kW) at 4000 rpm, and 124 lb·ft (168 N·m) of torque at 2000 rpm. In Century form the dry liner, pushrod engine with its balanced crank and large water jacket, delivered 100 hp (75 kW) at 4000 rpm, and 130 lb·ft (176 N·m) of torque at 2400 rpm. A Daimler four-speed preselector gearbox with "fluid flywheel" was used.

The Saloon had steel bodies weighing 1,397 kg (3,080 lb) (Conquest: 81 mph (130 km/h), 0-60 mph: 20.4 seconds. Conquest Century: 90 mph (140 km/h)).

The open two-seater Roadster (3) had an aluminium body, except for the bonnet, and aluminium castings were used instead of a traditional timber frame. The Roadster used (pioneered) the Century form of the Conquest engine though when it was first announced in the Roadster it was said to produce just 90 bhp. (100 mph, 0-60 mph: 14.5 seconds, 25.5 cwt (1300 kg))

The 4-seater drophead coupé (2) had a powered roof folding mechanism and shared few body parts with the Roadster. (87 mph (140 km/h)), 0-60 mph: 16.3 seconds)

The New Drophead (3) had steel to the B-pillars, and alloy from there back, apart from steel inner rear guards. (89 mph (143 km/h)), 0-60 mph: 19.7 seconds)

The lighter Roadster (3) was slightly taller geared; while the heavier New Drophead also (3) was slightly lower geared. Other differences to the Conquest saloon (1) include ¹⁄₂-inch-wider (13 mm) brakes, and steering that was 2½ turns lock-to-lock instead of 3¼.

A saloon tested by The Motor magazine in 1953 had a top speed of 81.6 mph (131.3 km/h) and could accelerate from 0-60 mph (97 km/h) in 24.3 seconds. A fuel consumption of 20.3 miles per imperial gallon (13.9 L/100 km; 16.9 mpg_‑US) was recorded. The test car cost £1511 including taxes.

Production history

The Conquest saloon was released to the public in 1953 as a replacement for the Daimler Consort, but was shorter and lighter, with better performance. The Daimler Conquest was meant to be an affordable Daimler, priced at 1066 pounds. (That price may well be linked to the name "Conquest".) It was pedigree with pace, at a reasonable price. They still had luxurious, well-appointed traditional wood-grain and leather interiors. Actual construction was by another BSA subsidiary, 'Carbodies'.

The open 2-seater Conquest Roadster was first shown to the public at the Motor Show in 1953 with the tuned engine later known as the Century engine. The Roadster was not available to the public till 1954.

The Daimler Conquest Century, released in 1954 was the best seller of the range with 4818 of them produced. A hundred-horsepower and, presumably downhill, a hundred miles an hour, hence the Century.

The Conquest Roadster was dropped from production in 1955. The dropheads had outsold them by over 3:1. Then a new drophead 4-seater and a drophead coupé version of the 2-seater Roadster were introduced at the 1955 Motor Show. This Mark II Conquest Roadster drophead coupé had a sideways-facing single rear seat, making the car a 2- or 3-seater and with wind-up side windows in place of the clip-on side-curtains of the continuing Mark II open 2-seater Conquest Roadster.

Two of the roadsters, at least, were coach-built as fixed head coupés. [ However at this time many very small businesses indeed offered low-cost glass-fibre-reinforced removable tops for all brands of open sports-cars. ] There is one fibreglass new drophead, and one fibreglass fixed head coupé (with a Hillman Minx Californian three piece rear window!!) One-offs seem to have been mostly done on Roadster allocated chassis, so there may have been even fewer roadsters built than officially indicated.

In October 1956 Daimler Conquest Century buyers were offered the choice of an automatic transmission or the traditional preselector system. Time was changing gear. Preselector gearboxes faded away as modern automatic transmissions took their place. Currency restrictions had meant that until Borg-Warner built a British plant automatic transmissions were only available on export cars.

Pricing

The price of the Conquest was reduced in April 1956 by 12% and again in September 1956 by between 7% and 16%.

The Suez Crisis in the summer of 1956 had brought Europe petrol rationing which began France on 29 November and two weeks later in Britain. In Britain the restriction lasted until mid May 1957 bringing, amongst other economic dislocation, short time working to the British motor industry.

The Roadster had started out priced close to the Jaguar XK120 at £1673, but by the time the New Drophead was released the price was £280 more than an XK140. While Jaguars became less expensive, the hand built Daimlers escalated in price. Jaguars sold in large numbers, and Daimlers sold in small numbers with frequent model changes.

Daimler's problems became increasingly obvious. In 1960 Daimler was bought by Jaguar, who wanted the additional factory space . Four years after the Conquest ceased production, Daimler introduced the Daimler 250 to the same market sector. The 250, using Daimler's 2548 cc V8 in the Jaguar Mark 2 body shell, proved to be the best selling Daimler motor car ever, with more than 17,000 sold between 1962 and 1969.

Production figures

In August 1956 a press release endeavoured to relieve the workforce's belief that all production was to stop. In the chairman's speech to the November 1958 shareholders' AGM he advised the only cars made in the year ended 31 July 1958 were the 3½ and 4½ litre models