Wolseley Hornet Special Club of Australia Inc

Hornet Special
Newsletter
Issue 90 September 2022

T he Vintage Car Club of Queensland

recently displayed 37 cars at the RACQ
MotorFest in June, providing a choregraphed
tour through the history of motoring from
veteran, through vintage and post-vintage, to
post-war thoroughbred (up to 1960).
The 1933 Sanction 78 of Lyle and Margaret
Cooper, and the 1933 Sanction 81 Hornet
Coupe of Henry Hancock were included in the
post-vintage section.
Also there was the 1086 cc MG K3 No 004
which lapped Brooklands in 1933 in the hands
of Billy Cotton at over 123 mph. For more on
Hornets and MGs at Brooklands see John Ire-
land’s article A Hornet at Brooklands on page
6.....And for famous Hornet Special driver Jim
Gullen’s relationship to this K3 see page 7.
Lyle setting up the 1933 Special with Henry’s 1933 Coupe behind. Further
down a 1934 3.5 litre Bentley and a 1935 Sunbeam 20, one of the Bank of
NSW cash and bullion carrying cars, recently repatriated from the UK .
A t the Club’s annual Concours d’Elegance
a month later (with even more “proper”
cars in attendance) held in the historic Bris-
bane Arboretum with a 13-piece brass band playing period tunes, Lyle’s car was again on display, together with Peter
Baker’s 1933 red Sanction 78 and Geoff Kenward’s black 1934 Sanction 127. [Unbeknownst to Lyle, your Editor can
confirm that his car was runner-up to the beautiful “Silent 6” 1934 Derby Bentley which took out the Patricia Gamelin
Trophy for best Post-vintage Thoroughbred. Hornets must be doing well in Queensland because Geoff Kenward’s
car actually won this trophy in 2019].

WHSCA Club Contacts

Secretary
Margaret Cooper,
AGM & H0RNET EXTRAVAGANZA
ph (07) 3312 2365 Very close now, on
President
John Clucas 9th, 10th & 11th September 2022
ph +61 419 592 275
Editor For last minute queries, please contact John
Henry Hancock, Higham on 0457 894 010 or email at mouracreek@
ph (07) 3878 2850
3 Gilia Court Indooroopilly Qld 4068 optusnet.com.au
thenryhan@gmail.com
Website
whscaorgau.wordpress.com
1931 Vertical-Dynamo Wolseley Hornet Doctor’s Coupe.

A Little Progress – Peter Healy

As mentioned in the June 2022 Hornet Special Newsletter I am now the proud owner of Car No. 85467. Since purchase
from Mike Hawthorne it has been moved to Joe Farmer’s shed at Cashmere with the more portable items at home.
The internet has been trawled for contemporary and current information. A VD Hornet manual has been sourced
from Devon. I have also found a 1931 Dalgetys’ advertisement which strongly suggests that they carried out the
coachwork.
Minor work has been done on the motor
– the fuel reserve valve and carburettor

have been overhauled, new spark plugs,

and new fan belt fitted and the radiator
and cooling system flushed and filled
including corrosion inhibitor. The
motor is running well, over 60psi oil
pressure (cold). As an aside, the spark
plugs were Anchor brand – how long is
it since they were available?
Having wood working facilities at
home, I have started on the portable
body components, i.e. doors and boot
lid. The boot was initially a challenge
until the jigsaw puzzle from miscella-
neous scraps of wood was solved.
The offside door was in much worse
condition than the nearside and the
majority of its timber was replaced. An
initial challenge was the windows. The

Page 2 Hornet Special Newsletter

single existing window was large and heavy (5kg).
There was no mechanism, and the inside sills of both
windows were missing. It was decided to modify the
doors to take sliding windows.
The dashboard has been reinstalled to protect the in-
struments and stabilise the steering column. Speedo
has been sent for overhaul and refacing.
Next challenges - Remove some rusted sheet metal
and also the near side rear mudguard to investigate
how much timber requires replacing and remove the
back window before it gets broken.
Longer term challenges identified - While the car has a spare motor (less dynamo) and gear box, there are some miss-
ing items. There are no seats and the speedo cable is missing. The car has no shock absorbers although I have since
obtained two Luvax shocks requiring overhaul from Mike - unfortunately, one lacks the filling plug.
FOOTNOTE
The manual was interesting containing the owner’s details and a service record for the first three years.

Issue 90 Page 3
Which Wolseley model was Sanction No 52?
Did you ever wonder what happened to Hornet Sanction Number 52?
We have 50 & 51 and 55 to 65, but no 52!
Well, it was the D-type MG!
Refer to the excellent article Codes and Secrets by Sam Christie on the Pre-War Minor website:
http://prewarminor.com/wp-content/downloads/member_misc/Morris%20Group%20pre-war%20heiroglyphics%20
by%20Sam%20Christie.pdf
Sanction 65 is the 1932 Hornet Special, AND IS ALSO the MG C-type
– the Hornet with 6 cylinders and the MG with 4 cylinders!
Sanction 67 is the MG F-type, Sanction 69 is the MG K3 and Sanction
72 is the MG J-type.
Sanction 74 is the OHC Morris Minor!
There are other Wolseley models such as 16hp, 21/60 and Nine, etc in
the series and MGs up to the PB.
Wolseley built the engines for
themselves, for MG and for
Morris. With the same sanction
number for both 4 and 6 cylinder Top left and top right: Wolseley Hornet
engines at Sanction 65, assembly Bottom left: MG J-type Bottom right: Morris
and distribution must have been Minor
interesting. Photo: Oliver Richardson/Pre-War Minor

Here, left, is the first “missing” Wolseley Sanction number 52 – on an

MG D-type

PATRON’S CELEBRATION
T he Wolseley Hornet Special Club of Australia’s Patron, Gerry Dunford, turned 90 years young
in July.
A few of the Brisbane members got together at a restaurant to congratulate him on his becoming
a nonagenarian. Gerry was delighted that he was being acknowledged, and remembered his 80th
Birthday celebrated with WHSCA members at Lyle and Margaret’s home, 10 years earlier. It was
his first birthday party!
Gerry kindly stores all the Hornet spares under his home and it is where Lyle assesses the parts
members require.
Congratulations Gerry!

Page 4 Hornet Special Newsletter

MORE ON BRAKES - Assembling the Master Cylinder
In the last two newsletters we have had articles on hydraulic brake failure. Here is an extract from from Modern Mo-
tor Repair and Overhauling Vol 1 circa 1935, regarding assembly of the master cylinder.
Correct Method of Assembling Barrel Type Master Cylinder
Considerable care must be taken to ensure correct reassembly of the master cylinder components or their correct
functioning may be entirely destroyed.
In the first place it is absolutely essential that the check valve is correctly introduced into the cylinder. This can only
be done by holding the master cylinder in a vertical position with the discharge end downwards.
Assembled in the vertical position the washer will remain cor-
rectly positioned on its seating during the remainder of the
assembly, and thus ensure the correct action of the check valve
when replaced in position on the car. Always remove the master
cylinder from the chassis for examination and attention, and
remember that all parts should be cleaned thoroughly with fluid
before reassembly.
Sequence of Assembly
The sequence of assembly of the master cylinder components is
as follows:-
1. With the master cylinder in the vertical position, drop the check
valve washer in position on its seating in the head of the cylinder,
making quite sure that it is lying perfectly flat and central.
2. Insert the check valve body and internal cup assembly on the end of the spring and drop these two components in
position on top of the rubber washer.
3. Introduce the master piston rubber cup washer into the cylinder, pressing it firmly on the end of the spring.
4. Insert piston and secondary rubber cup assembly into the cylinder, using a special assembly sleeve for the purpose,
obtainable from the Lockheed Brake service Departments of Messrs. Automotive Products Co., Tachbrook Road,
Leamington Spa, Warwickshire. It is to be noted that there are two sizes of cylinder barrels – 1 in. and 1 ¼ in. – and
care must be taken to obtain the correct diameter sleeve.
WHY THE ASSEMBLY SLEEVE IS NECESSARY – Use of
this special assembly sleeve for the last operation is occasioned
by the design of the mouth of the cylinder, which is grooved
and counterbored for the stop washer and its retaining ring, and
which is apt to nip or jamb the edge of the secondary washer cup
between the edge of the counterbore and the skirt of the piston
on assembly, resulting in damage to the washer and consequent
leaking of fluid.
The sleeve possesses the same bore as the cylinder and is re-
duced in diameter at one end to enter the counterbored portion
of the cylinder mouth, so that when in position a smooth bore is
presented to the piston and its secondary washer, which can then
be dipped in fluid and pushed freely into position. The sleeves supplied by Lockheed Brake Service department are
of case-hardened steel, and care should therefore be exercised not to drop or otherwise ill-treat them so as to cause
chipping of the thin edge of the rim.
5. Holding the piston assembly well down the cylinder you may then remove the sleeve, place the stop washer in
position and insert the locking ring.
THIS COMPLETES THE ASSEMBLY OF THE MASTER CYLINDER WHICH CAN NOW BE FITTED WITH
ITS PROTECTIVE BOOT, OPERATING ROD AND BE REPLACED.

Issue 90 Page 5
A HORNET AT BROOKLANDS
WHSCA Past-treasurer John Ireland writes:
I was thumbing through an old magazine recently, when I came across a reference to the activities of a Hornet Special
at Brooklands that is not mentioned in Dick Serjeantson’s excellent little book. Well, ho-hum, but the outcome was
rather interesting and worth recording.
The race was the 1933, 500 mile (805km) race at Brooklands. Due to its length, few competitors would have entered
if it was early in the season, so it was held as the last race before the cars went for their winter strip down and rebuild.
This enabled the drivers to push the cars to the limit without worrying about next week’s racing.
The car was a McEvoy Hornet Special. Now the article hints that Michael McEvoy was the driver, so it was probably
“The” McEvoy Hornet Special, as Dick calls it. Robin Moore tells us that the car was run in both blown and unblown
form and says that the top speed unblown was 108mph (115 mph blown). As the car’s race average on the day was
96mph I think we can assume it was running unsupercharged.
Had it been running blown I think he would have taken the battle up to the winning car- which won at 106.53mph.
To finish off this part of the tale, the day ended in tears (of frustration I imagine) for the McEvoy as it cruised to a halt
after completing 470 miles of the 500 with a sheared camshaft. This was a fault more associated with the long, chain
driven camshaft, and was little known among vertical dynamo cars. 
Just to ram home the message, the race was won by an MG K3 Magnette, fitted with a modified version of our old
friend, the Wolseley Vertical Dynamo engine, which has a beautifully damped camshaft drive.
For those not familiar with MG types, the K3 engine had a shortened stroke (71mm) giving 1086cc and bringing it
into international class G – up to 1100cc. In addition, it had a water pump, magneto ignition, an alloy sump holding 2
gallons (7.5 litres) of oil, and a cross-flow head fed by a Powerplus eccentric vane supercharger (running at ¾ engine
speed) supplied by a 1.7/8 inch S.U. The blower pressure was over 14 psi.
Being sold as a racing car, it was offered
with three, different, straight-cut, rear axle
ratios, the highest geared of which (4.33:1)
gave a tad over 20 mph per 1000 RPM with
the 19 inch wheels. – useless for road racing
but handy for cruising round Brooklands,
which the K3 could do at 118 mph (190
kph). However, Eddie Hall, the driver, did
not need this speed and won at 106.53 for
the whole race. In 1934 a K3 averaged
117.03 for one hour at Brooklands. The car
had a great career with notable wins in the
Ross Kelly’s 1933 MG K3 004 at RACQ MotorFest, in which Billy Cotton lapped
Tourist Trophy (with the incomparable Tazio Brooklands at over 123 mph in 1933. See page 7.
Nuvolari at the wheel) and a class win in the
Mille Miglia – Stirling Moss’s victory is more famous than the MG’s but you cannot really compare his hand built
Mercedes to the MG with its mass produced Wolseley engine. 
By 1935 the K3’s day was about over – it was looking a bit “vintagey” by then, but our engine still had some amazing
achievements ahead of it.
Just before WW2, A.T. Goldie Gardner, a keen K3 racer, decided to do some record breaking. He had MG modify
him a simple chassis with semi-elliptic springs and no front wheel brakes and had a body designed by Reid Railton
(of John Cobb’s Napier Railton or Railton Mobil Special fame, apart from his own production cars). The body was a
fully enclosed, streamlined affair using German patents - the brilliant Bernd Rosemeyer had been killed in 1938 when
a similar bodied Auto Union (now Audi) left the road at over 200mph.
Gardner was a very tall fellow, so he had to recline in the car (just like F.1. drivers today) and the top and bottom of

Page 6 Hornet Special Newsletter

the steering wheel was cut off due to lack of space. The
engine was further modified with a new, bronze head, with
extra cooling around the valves and no coolant connec-
tion with the block – the head had the water pump and the
block was thermo – syphon. There was a Shorrock, vane
type blower fitted, pumping at high pressure.
The car took records in its standard 1100cc form; it was
then bored out to take it just over 1100cc and took re-
cords in the 1500cc class. After the war it was fitted with Goldie Gardner’s Reid Railton designed, record breaking car.
a shorter throw crank and cylinder liners to take it below
750cc and took records in that class. Then, the piece de resistance, they took out two pistons and brought it below
500cc and took records in that class!
The records –
Class F – 1500cc – 204.2 mph (328.6 kph)
Class G - 1100cc - 203.5 mph (327.4 kph)
Class H - 750cc - 159.09 mph (256.02 kph)
Class I - 500cc – 154.91 mph (249.29 kph). 
MG have taken the credit for these achievements, but we know they could not have done it without “our” Wolseley
engine to start with – a motor cobbled together to give Morris a cheap engine to break into the “family six” market,
and which with a bit of help, ended up holding world speed records.
Not bad eh? John Ireland

Jim Gullen’s Wolseley Hornet Special and MG K3

Jim Gullen in As Long As It Has Wheels recounts how in his Hornet Special which was“specially built by the M.G.
Racing Department”, he also had to play second fiddle to an MG K3.
He says after buying the car from Kellow Falkiner, “the first event entered was a hill climb at Mitcham, on a gravel
road which was part of a golf course. Being an outer suburb of Melbourne, it attracted a large entry, including the
newly imported K3 M.G. of Lyster Jackson, later to be driven with much success by Otto Stone. Achieving a second
fastest time after the K3 most likely influenced the Sporting Car Club of South Australia to send me an invitation to
drive in the 1936 Australian Grand Prix at Victor Harbour, of-
fering to ship the car to Adelaide by boat and then transport it by
road to Victor Harbour”.
His description of the car describes the Achilles heel of the 1271cc
Wolseley engines which was one of the first things “corrected” by
MG in their development of the engine - the cylinder head with
exhaust valves side by side for 3 and 4 with a siamesed exhaust
port, and he explains “there were two cast iron manifolds leading
into separate exhaust pipes on the left-hand side of the engine.
On the right-hand side of the engine a single exhaust pipe came
out of the centre of the cylinder head, this to obviate head gasket
failure through overheating of the cylinder head in the centre. This
resulted in having three exhaust pipes projecting out of the rear of the car”.
Later in the chapter he says, “My supercharged K3 M.G. had no gasket, the cylinder head was lapped to the top of
the cylinder block, a time-consuming task, but an effective solution”.
His “supercharged K3 M.G.” was No 004, the one on display with the Vintage Car Club of Queensland at the

Issue 90 Page 7
RACQ MotorFest, which Jim Gullen himself imported into Australia.
The Australian Grand Prix? – well, Jim says, “During the race, when handily placed on handicap, with the speedo
reading 147 miles [the race was 250 miles – Ed.], we came around the corner onto the Chilton Straight at about 75
mph to find that someone had cut the corner, hit the bank and spread sand across the road. I eased the throttle and
under normal circumstances
would have coasted around,
but still with an excess of fuel
on board, the tail swung out
and we fishtailed up the road
for 170 paces (we measured it
later), before going onto the
grass at the side of the road
where we pulled up to the
applause of about 200 specta-
tors, I selected first gear and
took off through the grass
only to come to an abrupt
halt, stopped by the stump
of a small tree hidden in the
grass”. That finished Jim’s
race, however after straight-
ening the bent front axle, 3
days later in the 50-mile race,
heavily re-handicapped due to
his speed in the Grand Prix, he came fourth.
Post script:
Jim says, “in the year 1936 I think that I was a little be-
wildered by it all. I had just turned 21, and most likely the
youngest driver to compete in an Australian Grand Prix,
against drivers from England and New Zealand”.
However he was not the only one, he also refers to another
maybe “bewildered” Hornet driver, “It was also most likely
the first time that the Grand Prix was more serious than a
social event, with what could be called a number of genuine
racing cars, carried to the track on motor trucks. A contrast
to Phillip Island days when most of the cars were street reg-
istered and driven to the circuit from Melbourne. Even so, at
the first practice session I passed the attractive blonde Betty
Corbin, driving an earlier model Wolseley Hornet Special
than mine, along Chilton Straight. Out as if for a Sunday
drive, her mind in neutral and not using her rear view mir-
ror. On our return to the pits, she stormed over and berated
me for not blowing my horn to indicate I wanted to pass,
frightening the daylight out of her”.

The Australian Grand Prix as it came to be known, was

originally The South Australian State Centenary Gand
Prix

The Wolseley Hornet Special Club of Australia Inc. (Victoria, No. A0035489S) exists to encourage the preserva-
tion and use of Wolseley Hornets, Sports and Specials. The Club and its Committee take no responsibility for the
accuracy of this newsletter’s content nor for the consequences of acting upon any information published herein.