July 2012







WEDGE WORLD is the magazine of the
Princess & Ambassador Owners Club.

Secretary: Harry Parker, 20 Maxstoke Close, Dosthill,
Tamworth, Staffordshire. B77 1NP

If you have a general query /enquiry please send an SAE.

Editor :
Open Position –all copy to info@princessandambassador.org.uk

Web site: www.princessandambassador.org.uk

Club Email: info@princessandambassador.org.uk

Member’s area access. User name: member, Password.  grapefruit

 Club Phone: 07801 445189. (Please respect Harry’s time when calling
as he is responsible for many aspects of running the club).

 Spares: The Club hold a nominal selection of popular spares, if this does
not forefill your requirement contact Terry Miller on
01775 767999. If Terry
can not meet your needs then try the internet, you like us may be surprised  as to the strange things that come up for offer especially on Ebay.

This club and its officers reserve the right to edit or not print Articles
submitted to the magazine, and website forum. Content of articles is not
necessarily endorsed by the club and officers but is the license of the article authors.

              Next Rally: Peterborough 2012
                       Annual BLBMC gathering at Ferry Meadows
                                        PE2 5UU.
                             Sunday 5th August




Contents for Edition 51    July 2012


4 Editorial.

5 ADO Numbers.

6 Petes Oil Filters.

7 Ebay Wedges.

10. Recently Received Email.

11. FBHVC ethanol Test Results.

15 Wedge Mart.


 A Warm Welcome to the following new member.
Ross Whatley    Andover    Ambassador.


Front Cover Image:  BMC BL Day - Peterborough 2011.
Rear Cover Image: Wedges at the pride of Longbridge -- 2012.





Thanks to members who have renewed their membership for the coming twelve months.  Membership cards will be sent out with this edition to members who have recently renewed.

We have heard from the organisers of the NEC Classic vehicle show, that our request for display space at this-years November classic vehicle show has not been granted, but they hope we will re-apply again next year 

 This tidy looking Ambassador came up for auction on Ebay on May 11th. Unfortunately, it did not reach its reserve selling price when the auction ended on June 2nd. The cars owner then contacted the club to tell us he had now sold the car privately for £300, but to someone known to have banger racing interests.  Very pleased to report that the car’s ownership has changed for the third time to someone who plans to put it back on the road, and has become a club member. Good news, and many thanks to Ross Whatley for saving this one.

  We are now able to publish the test results for additives to combat the likely corrosive effects of a 10% addition of Ethanol to petrol and diesel fuels, which is likely to happen in 2014. The testing has been carried out by the Federation of British Historic Vehicle Clubs, and we have published the complete test results in this edition.

It seems that this 10% addition would be likely to cause corrosion problems – especially as the test results tell us that the effects worsen with standing for long periods. (Like most of our cars do during the winter months). Seems it would be wise to use an additive when the 10% addition starts.  Worth a mention that pumps on filling station forecourts will be required to display a warning to customers that the fuel now contains 10% ethanol. 

Please see page 14 for details of approved additives.



Austin Design Product Numbers
When BMC was formed (1952) it was decided in Product Engineering
to bring out the ADO series for new products Contrary to popular belief ADO does not stand for Austin Drawing Office. In fact it stands for Amalgamated Drawing Office. Below are a few items from the list.   Thanks to John Baker https://www.austinmemories.co.uk/


ADO Number

Allotted To

Project and Production Vehicle


Austin A40 (Farina style)

Austin A40 Farina

ADO 10

Austin Westminster update

Austin A99/Wolseley 6/99

ADO 14

5-door saloon, 1500-1750cc engine

Austin Maxi,

ADO 15

Small 2-door saloon

The Mini range & derivatives

ADO 16

2-door & 4-door

Austin/Morris 1100/1300 including MG    Austin Morris 1100/1300 including MGsaloon Riley Wolseley & Vanden Plas

ADO 17

4-door saloon 1800-2200

Austin/Morris 1800 FWD. including 'S' Wolseley & 2200 versions

ADO 23

Replacement for MGA


ADO 25

6-cylinder engine

6 cyl. version of the Maxi ‘E’ series

ADO 28

2-4 door saloon & 5 door estate

Morris Marina range, Austin Marina in the USA

ADO 44

Revised A40 Farina

A40 Farina MK II

ADO 50

High performance versions

Austin-Morris Mini Cooper & S

ADO 67

ADO 16 replacement 1100/1300

Austin Allegro range & Vanden Plas 1500

ADO 71

Replacement for ADO 17

Became 18/22 "Wedge' Austin/Morris/Wolseley/Princess

ADO 88

Super Mini to replace Mini range

After various prototypes built, improved and became LC8

ADO 99

Replacement for Allegro range based on a 99in wheelbase

Changed over time to become the Austin Maestro LM 10




Oil Filters

This item is of relevance to “O” series powered Princesses & Ambassadors.

The three main ways of mounting an oil filter to an engine are to “hang” it (pendant mounting - the inlet/outlet ports uppermost), to have it “upside down” (inverted mounting - the inlet/outlet ports lowermost) or to have it at any angle in between.

“O” series engines have the oil filter mounted as per the latter, but nearer upside down than pendant. The problem with this method of attachment is that if the filter is not fitted with an “anti-drain” device, all the oil contained within it will drain back into the sump when the engine is switched off, as the oil pump stops working. The next time the engine is started, the oil filter has to be re-filled before any oil can be pumped through the pump, around the crankshaft bearings and into the rest of the engine. This process can take several seconds, during which the engine is running “oil pressure less”, which can lead to premature bearing (big end and main), piston ring and valve gear wear. The first an owner would know about this is that the oil pressure warning light would take some seconds longer to go out after starting the engine. This time period would increase when the engine is at normal operating temperature, due to the oil being less viscous (thinner, due to the engine’s heat)

.For an “O” series Princess/Ambassador, most aftermarket oil filters do not contain such anti-drain back devices. Indeed, the only one that I know of that does, is the T & J one ( number FB 5324). As I’ve used up my stock up of these, some time ago, I looked at alternative manufacturer’s parts and was horrified!!!!! I then looked at alternative filters (specified for vehicles other than “O” series engined  Princess & Ambassadors), with the same/similar dimensions. The limiting factor with the “O” series filter is it’s “odd” attachment thread. This is 13/16” U.N.F. Very few other vehicles share this thread. However, Rover “K” series engined vehicles (Rover Metro, 214, 414, etc.) do. Their filter is also the same physical size as an “O” series one and is fitted with an anti-drain device (a rubber “flap” behind the inlet (outermost) holes). I decided to try one (a Unipart one) on one of my Ambassadors (the one that I’d fitted a re-conditioned engine to). It fitted, and to date has covered over 40,000 miles without problem. I also tried a





“true” aftermarket part on my dad’s Ambassador, when he owned it. This was a Fram one, again, for a “K” series 214. This too, had covered several hundreds of miles, again, without trouble. 

Listed below are the popular manufacturer’s “correct” parts (non anti-drain device) with their alternatives (anti-drain device fitted);

                        Correct  (“O” series) part           “Anti-drain” (“K” series) part.
Unipart                         GFE 171                                        GFE 280

Fram                           PH 4751                                          PH 4952

Champion                   B101                                               B104
This list is not exhaustive and not necessarily my preferred choice. I will continue to use the “anti-drain” alternatives on my vehicles and monitor their progress. Last by no means least, the anti drain filter is about 40p (R.R.P.) cheaper (Unipart) than the “correct” one.

Pete.  (First published July 2002)

Ebay Cars.

Another classified sale. Princess 2 litre 1980 HL. Said to have less than 28,000 recorded miles – no rust, never welded. Asking price £2,695 or offers. No tax or MOT. Auction ended 13 May. Presumably sold!


Tired looking Princess 1.7 HL from Newton Abbot. 57,506 recorded miles. Offered for £400.  No bidders. Re listed for £420.Finally sold for £355 on 4 May





Listed as Ambassador 1.7L with 78,000 recorded miles on May 11.  Asking price £50, but with higher reserve, and a buy it now price -£650. No tax or MOT, and needing repairs to wings etc. Final bid on 20 May - £360. Reserve not met, Not sold. Re listed on May 25 with buy it now price of £500.  Ended 2 June. Reserve not met at £360. Finally sold privately on June 4 for £300.

Princess 2.2 HLS. Vermilion Orange. Several recent new body panels. First appeared on 29 March marked Classified Sale – (no bids) asking  price of £3,250. 11 months MOT, 6 months tax.  Re-listed 10 May, then withdrawn from sale on May 11.  Presumably sold!

Princes 2.2 HLS with 48,388 recorded miles. Twelve months MOT, new battery and tyres. Asking price £1,400. Situated Truro – Cornwall. Earlier offered for sale in November 2011 at £1,600. Auction ended on 20 May.  No sale – no bids.

Morris 1.8 1976. offered for sale on May 29. Starting bid £100 but with higher reserve. Condition - not good. (This car was sold on Ebay in November 2011 for £245).
Auction ended 31 May.  Eleven bids to £165. No sale – reserve not met.

Re listed June 9 as being broken with some parts for sale







1983 VDP Ambassador 2.0. auto 66,100 recorded miles. Garage stored since mid 90s.  Opening bid of £185.
Sold for £255 on June 8.

1973 Princess in Ireland, offered for restoration or spares Offered for sale on June 12 with reserve, and a buy it now price of 600 Euros.  Listing ended by the seller on June 13  – item no longer available.  Reserve of 300 euros (£241.00)  not met – no sale.

Princess 2.2 HLS 1979.  Manual Transmission – 24, 950 recorded miles. Opening bid on June 16, £0.99 with hefty reserve. 12 months MOT from day of sale.
Sold for £2,000 on June 23 after 28 bids.


 !977 Princess 2.2 HL in Reynard metallic with manual transmission.
31,000 recorded miles - Starting bid of £500 on June 16. MOT to May 2013.
Sold for £1,750 on 23 June following 18 bids.



Recently Received Email. Interested -- then contact Tom direct.
Tom Strong
Renegade Pictures (UK) Ltd
Casting Researcher – Car SOS
0207 449 3227

Hello my name is Tom Strong and I am a researcher at Renegade Pictures (www.renegadepictures.co.uk). 
We have been commissioned by Nat Geo (The National Geographic HD channel on Sky) to make a programme in which we take people's old cars and secretly restore them to their former glory. Let me explain more....

We are looking for someone who owns a much loved older car that has fallen into disrepair. Friends or family of this person, knowing how much this car means to them and that they will never get round to doing it up themselves, nominate them as potential candidates for this programme. Our plan is to then secretly take this car away, and service, paint and repair it until it's as close to original condition as we can manage. We then present it back to the very appreciative owner.

This might be an opportunity for you to give something back to a generous and kind soul or someone who has fallen ill and needs cheering up? Maybe somebody who started a project but no longer has the funds to complete the job? Or perhaps somebody whose car failed its MOT 10 years ago, is locked away in a garage, has particular sentimental value and it would bring huge joy into their lives to enjoy it on the road again.

The car will need to be from the late 1950s until the late 1980s and can be anything from an old Mini to a Ford Sierra, and while we do wish to work on interesting cars, time and budgets mean we won't be doing up any Maseratis or Bentleys I'm afraid.

If you have somebody in mind and would like to give a gift to a deserving member of your family or community please contact me either by phone or email. 


 Our goal is to keep the recommission secret from the owner so if you have somebody in mind please don't mention the show to them at any stage! 
If you are successful in your nomination we will then tell you more about how it will all work

 Please call or email any time.
Thanks Tom.




ADDITIVES FOR USE WITH BIOFUELS  (Info updated 25 / 04 / 2012)
Additives are available to protect against the main problems likely to be encountered for petrol and diesel fuelled vehicles (corrosion inhibitors, stability improvers and biocidal products).

A product for use with petrol has been designed to be added to the tank when re-fuelling to prevent degradation in storage in the fuel tank. It provides excellent protection against the possible corrosion through increased acidity, which can occur when petrol containing ethanol is stored for any length of time. One bottle should provide a season’s protection – although this is obviously dependent on the vehicle and amount of usage

A similar product for bio-diesel fuel (e.g. containing rapeseed methyl ester) has also been developed. There is no corrosion issue here but one of fuel filter blockage, injector fouling etc. It is also designed to be dispensed from a plastic bottle (with graduated optic) at refuelling time

These products existed in 2010 but did not have a commercial outlet and so through the Federation’s trade supporter scheme, seven companies were introduced to a manufacturer of a corrosion inhibitor additive for petrol. At the end of April 2011 the Federation contacted all seven companies inviting them to take part in the FBHVC test programme. Those products that pass the test may then carry the FBHVC logo on the packaging. This endorsement will be similar to that given to the lead replacement additives that protect against valve seat recession and the products submitted will either be given a ‘pass’ or a ‘fail’; we will not grade them for effectiveness

The biofuel test regime was different to the programme used for the lead replacement additives in that it was purely a laboratory test for corrosion

The tests were for additives intended to provide protection for metallic components frequently encountered in the fuel systems of historic vehicles. A table was published by FBHVC showing lists of materials incompatible with ethanol in petrol. The materials listed included coated steels such as those extensively used to make petrol tanks, plus copper, zinc, and brass, together with a number





 of plastics (seals and gaskets) and fibre-glass composite materials. The metallic materials listed were judged to be incompatible because of potential corrosion by degraded ethanol in the fuel. The additives tested are designed to protect metals only, by preventing corrosion.

 There are no known additive solutions for incompatibility between ethanol in petrol and plastic or composite materials. As has been previously stated, where compatibility problems occur with gasket and seal materials, or with fibre-glass petrol tanks, as used on some motor cycles, the only realistic course of action is to replace incompatible materials with suitable alternatives. A list of these was given in the table published by the Federation. At least one carburettor supplier can now supply components which incorporate materials compatible with ethanol in petrol.

 The tests carried out used an accelerated aging process (details can be found in ASTM D4625 Appendix 11) in which ethanol degrades to become increasingly acidic. One week of the aging process is equivalent to one month in normal storage, so the 13 week accelerated aging process used in the test method is equivalent to one year in normal storage. This procedure increased test severity, and was felt to offer a good margin of protection to those, for example, who may lay up their cars in the autumn, and take them out on the road again in the spring, having stored fuel in the tank over the winter. Corrosion tests were carried out every two weeks to assess the effects of the aging process on the corrosiveness of the fuel. The tests compared corrosion experienced with untreated fuel against corrosion using fuel treated with corrosion inhibitor additives. Rating of corrosion was carried out visually by trained operators, there being five performance categories, from ‘A’ to ‘E’. To achieve an ‘A’ rating, the test sample must show absolutely no rust at the end of the corrosion test, whereas an ‘E’ rating corresponds to extensive surface rust

 The results of the tests showed worsening corrosion as the ethanol aged for the test sample where no corrosion inhibitor was employed (test sample dropped from ‘D’ rating to ‘E’), whereas additive treated fuels continued to provide a very high standard of protection right to the end of the test (‘A’ rating throughout).



 These results should instil a high level of confidence that additives evaluated in the test programme, and endorsed by the FBHVC, will provide excellent protection from potential corrosion in fuel systems of historic vehicles, including those stored for long periods (up to and including 12 months).

 The tests used highly polished mild steel probes in accordance with oil industry practice, in a procedure developed by the National Association of Corrosion Engineers (NACE) of America. This method has been used for decades and is a recognised and widely used technique for establishing the performance of corrosion inhibitor additives. The use of mild steel as a medium in the corrosion testing is valid, on the basis that
 other metals in the fuel system (eg copper, brass) are less susceptible to acid-corrosion than mild steel. In addition, the widespread use of steel in fuel tanks in historic vehicles, creates a significant potential for corrosion damage where tanks may be up to 100 years old.

  The corrosion inhibitors used within the oil industry are non-metallic surfactant products, which have been proven to be a cost effective solution to the problem of metallic corrosion in the oil industry. Some candidate additive suppliers wished to be able to combine the ethanol-protection corrosion inhibitor additive with one already proven for protection against valve seat recession. This was permitted as long as the combined additive package was tested in the ethanol corrosion testing procedure. Some, but not all, additives used for valve seat protection may contain metallic components, so it is therefore possible that some dual-function additives offered for sale will contain metals. Additives sold entirely on the basis of corrosion inhibition alone will not contain metals. Some concerns have been raised about the use of metals in fuel, but it is still permitted to sell leaded petrol in the UK for historic vehicle owners, and although the volume of sales is low, this concession to owners of historic vehicles has not been revoked by the EU, and indeed was recently endorsed for the future. In addition, at least one manufacturer sells a product containing lead alkyl additive for historic vehicle owners to dose into fuel themselves.





 A limit has been placed on the permitted use of manganese in petrol by the EU, but this material has not been banned. Manganese is one metal which has been used in additive packages to prevent valve seat recession, and at least one dual-function package for use to prevent valve seat recession and ethanol corrosion was tested. The original use of the manganese containing additive to provide protection against valve seat recession was endorsed by the FBHVC in the 1999-2000 time frame after engine testing. There is no conflict in the view of the FBHVC with the renewed endorsement of dual-function additives which have been shown to perform well in both valve seat recession tests and corrosion inhibition tests, on the basis that metal may be used in the preparation. As indicated above, there is no EU ban on the use of manganese, iron or lead in fuel additives. Those who do not wish to use additive preparations containing metals can choose FBHVC-endorsed corrosion-only packages (which are non-metallic), and if desired, use a separate valve seat recession product which does not contain metal (one effective FBHVC-endorsed product uses phosphorus).

 The stability additives that passed the test are:

VSPe Power Plus, VSPe and EPS from Millers Oils;

Ethomix from Frost A R T Ltd

Ethanolmate from Flexolite

These all received an ‘A’ rating in the research which enables all these products to carry an endorsement from the FBHVC. The endorsement is in the form of the FBHVC logo and the words: ‘endorsed by the FBHVC as a fuel additive for protection against corrosion in metals’.

Millers’ Oils – email: enquiries@millersoils.co.uk; website: www.millersoils.co.uk

Frost A R T Ltd – email: order@frost.co.uk; website: www.frost.co.uk

       Flexolite – email: sales@flexolite.co.uk; website: www.flexolite.co.uk




Club Spares for sale.

Ambassador Front Disc Pads 
Princess Front Disc Pads
Princess and Ambassador Rear Brake Shoes
Rear Cross tube Mountings
Front Suspension Lower Arm Rear Bushes
Cover Sills (RH Only)
Ambassador Rear Brake Cylinder Repair Kits.
Princess Rear Brake Cylinders (VECO)
Front Suspension Steering Ball Joints (QH)
Thermostats (O) Series 88 Degrees.
Ambassador Twin Carb Air Filter Elements
Cambelts for (O) Series Engines
Ambassador rear Brake Cylinders (VECO)
Front Brake Discs
Factory Recon Outer CV Joints
Lucas CB Points
Lucas Condensers


Cars for sale:

Princess 2.2 HLS 1976. One Owner from new. Always garage stored. 12 Months MOT from sale date.  Please contact Chris at West End Garage Kingussie on 01540 661478 or mobile
07966 219246.  Possible help with delivery costs.



01775 767999