Wolseley Hornet Special Club of Australia Inc

Hornet Special Newsletter

Issue 58 September 2014

WHS Club ContactsSecretary

Bill Russell, ph (03) 9349 2262

PresidentLyle Cooper

ph (07) 3312 2365Editor

Henry Hancock, ph (07) 3878 2850

3 Gilia Court Indooroopilly Qld 4068hlaevt@aanet.com.au

Colin Schiller spoke to Digby Cooke and wrote:-

Digby’s car and the one I currently own [recently purchased from Gerry Dunford - Ed] seem to be one and the same. He was familiar with many features on my car and able to provide information on what went where.

In the speculation of two cars existing, were they built in a similar time frame or many months apart?

Are the two cars meant to be identical?

I currently also own a MG TA Airline Coupe. It too has speculation of one or two being built. In that case the second one was meant to be built in 1938 and not 1936 like my TA and there are several rumoured differences. Like much speculation we may need to wait until the second one rolls out of a shed somewhere to really know the answer.

I am comfortable knowing that regardless of whether one or two were built, mine will be on the road or in my shed and able to be enjoyed.

This may not help everybody’s speculation, but I really appreciate being put in touch with Digby, we had a great chat about the car or cars.

Col Schiller

Digby Cooke was the owner of the 1934 WHS Airline Coupe photographed at Castlereagh Airstrip on 29 June 1952 as featured in the last Newsletter.....ANDJim Lowe was the owner of the 1934 WHS without a bonnet in the photo; see Newsletter issue 29, May 2007 and also Jim with the car and its current own-ers, John and Sharon Balthazar, in Newsletter issue 51, December 2012.

Digby Cooke with his black 1934 Airline coupe in the early 1950s.

It was suggested in the last Newsletter that the “other” Hornet Special may have been a 1935 model. Ron Turner, Registrar of the WHSC (UK), smartly identified that it wasn’t, which resulted in its identification as Jim Lowe’s. He also sent further information on the McEvoy Hornet featured on page 7 of that Newsletter, see next page.

Highlights this issue

AGM 2014 - Draft program ..p2

Wolseley Hornet Book Launch and Order Form Insert in Newsletter ..p4

Camshaft timing for Hornets ..p4

Identification of both WHS at the Cas-tlereagh Airstrip in 1952 ..p1

The colour of Joe and Bev Wilson’s Hor-net ..p8

Page 2 Hornet Special Newsletter

Letters to the Editor

RON TURNER writes:-Hi Henry,Many thanks for the copy of the excellent Newsletter.I think the Hornet without the bonnet in Castlereagh Airstrip has a 12hp engine as no filler upstand is vis-ible on the rocker cover.I attach another copy of the McEvoy Special Hornet article for you.Regards Ron Turner - Registrar

2014 WHSC AGM3-5 OCTOBER, BAROSSA VALLEY, SOUTH AUSTRALIA

Venue: Barossa Motor Lodge, 182 Murray Street, Tanunda (08 8563 2988)DRAFT PROGRAM (to be confirmed) ALL ACTIVITIES AT YOUR OWN COST

Friday 3 October Barossa Motor Lodge 6pm Launch of Wolseley Hornet Specials and Hornets, Nines & Wasps – Australia & New Zealand Authors: Bill Russell, John Clucas, Michael Santin AGM 7.30pm Dinner (2 course approx. $35 p/p)

Saturday 4 October am Join Vintage Collingrove on a tour of the valley with other beautiful prewar sports cars TBC - $20 per car and Morning Tea and Lunch $24 per person. CAMS event, see below for registration details. pm Visit a Jaguar car collection and restoration shop or other vintage car owners in the area TBC or maybe visit and vineyard and winery owned by a vintage car owner TBC Ladies: if not interested in the above – Maggie Beer’s Kitchen, 50 Pheasant Farm Rd, Nuriootpa for light lunch, demonstration and look over property 7.00pm Dinner at The Tanunda Club – President Room, 45 Macdonnell Street, Tanunda

Sunday 5 October am Those with Hornets can join in the Hillclimb – 15klm from Tanunda on road to Birdwood cost $110 (need crash helmet & fire extinguisher). CAMS event, see below for registration details. 10am National Motor Museum (Birdwood Mill Museum) Shannon Street, Birdwood (1/2 hr from Tanunda) Adults 12; Concessions $10 Lunch in the Museum or town pm Visit Jacobs Creek Winery or other wineries TBC Program ends – Dinner at leisure or return home

WHAT YOU NEED TO DO:Advise David and Yvonne Armstrong what activities you wish to join BY 26 SEPTEMBER (so that bookings can be made) Either by phone 08 8281 7878 or y.arm@bigpond.net.au

Note: The Vintage Collingrove Tour and the Hillclimb are Sporting Car Club of SA Inc events held under CAMS Permit. Entrys for these must be submitted on the formal entry form and close 17 September 2014. If you wish to participate in these, please advise David and Yvonne prior to that date.

Issue 58 Page 3

FROM THE PRESIDENTWOLSELEY HORNET SPECIALS and Hornets, Nines & Wasps BOOK - Australia and New Zealand

After many years of research and work by the three authors and members of the Club – Bill Russell, John Clucas and Michael Santin this project has come to fruition. A quality hard covered colour book has been produced covering 450 cars with history of 150, 650 photographs and competition results. This will be launched at the An-nual General Meeting in the Barossa Valley, South Australia on 3 October 2014.

On behalf of all members, I wish to acknowledge all the time and tireless work Bill, John and Michael so freely invested in producing this wonderful book. The team worked together to develop the comprehensive text, while Michael’s data base, developed over many years and assisted by numerous people’s detective work, provided a strong foundation for the information on the 450 vehicles mentioned. The 750 competitive results listed in an Appendix constructed by John Clucas, takes our understanding of Hornet competition successes to a new level. The team’s knowledge of Hornets cannot be surpassed, and with John’s expertise in book design and production, we have ended up with a superb publication.

Congratulations gentlemen and thank you!

HOW CAN I GET A COPY?The book is being produced in a limited numbered edition. Included in this Newsletter is an order form for your action. This will be your only chance to buy the book.Please note a discounted amount of $120 is being offered to financial members who take up the offer and order and pay the WHSC of A by 26 September 2014 and collect or make arrangements for the book to be collected at the AGM and Launch on 3 October 2014. The cost after that date will be $130 and will be offered to the public so will sell out fast.

AGM 3-5 October 2014If you are attending the AGM weekend in the Barossa Valley (about an hour from Adelaide) you will have already made arrangements and we look forward to seeing you there. Included in the Newsletter is a draft program for the weekend. I would like to thank David and Yvonne Armstrong for all the work they have done in preparing for the event. Those attending can be assured of a wonderful weekend and hopefully extend their stay to sample more of what South Australia has to offer.

Other things to see/do in the area:There are 13,000 hectares of vineyards in the Barossa dating back to 1842 with 150 wineries and more than 80 cellar doors. Seppeltsfield Road Nuriootpa has 16 wineries and close by Maggie Beer’s Pheasant Farm.Driving: Barossa Heritage Trail; Barossa Scenic Drive 57km (Brown/White signs marked 4) through Bethany (with its German Lutheran churches) Angaston (tastings of Eden Valley wines), Nuriootpa, Greenock, Seppeltsfield, Marananga. Yalumba Winery; Historic Chateau Tanunda with Small Winemakers Centre.Clare Valley has 40 wineries including Sevenhill established by Jesuits in 1851; and Skillogalee Restaurant (for lunch) is something special.Adelaide Hills: Stirling; Hahndorf (Australia’s oldest surviving German village, home to artist Sir Hans Heysen); Mount Barker Summit lookout; Mt Lofty Lookout and Botanic Garden; Carrick Hill House.Adelaide: North Terrace – State Library of SA with Mortlock Wing, Ayers House; Central Markets; catch a tram to Glenelg on the coast. Port Adelaide.

UK NEWSIt was with sadness that we learnt of the death of Libby, partner of Barry Baxter, Chairman of the United Kingdom Club. We pass on our deepest sympathy to Barry.

[Libby’s beautiful black Samuel Holbrook 2 seater WHS is pictured in Newsletter issue 49, June 2012, page 5 - Ed]

Page 4 Hornet Special Newsletter

Camshaft Timing for HornetsSome years ago Henry Hancock found that the camshaft in the 1933 Doctors Coupe he was restoring was badly worn.

John Ireland suggested that he get it rebuilt with the Double Twelve valve timing which, in 1930 had increased the power of the 847 cc, single carburettor, 4-cylinder MG M-Type with the original Wolseley camshaft timing, from 20 bhp at 4000 revs to 27 bhp at 4500 revs.

Henry was unable to find the specifications for the Double Twelve valve timing.

The book Maintaining the Breed written in 1950 by John Thornley, who was the MG Service Manager throughout the 1930s and was closely involved with the development of the MG sports, racing and record-breaking cars, has provided the answer. It has also prompted a further look into valve timing suitable for Hornets.

The Wolseley camshaft timing at that time, had the exhaust valve closing at 7° after top dead centre (“TDC”) and the intake valve opening at 9° after TDC, thus both the intake and exhaust valves were closed for 2 degrees of crankshaft rotation.

The Double Twelve timing was developed by MG’s chief designer, H. N. Charles, and left the exhaust valve timing unchanged, but opened the intake valve at TDC rather than at 9° after TDC and closed it at 50° after bottom dead centre (“BDC”) rather than at 35° after BDC.

The original MG M-Type (Wolseley) valve timing and the Double Twelve timing which was also used on the next MG sports car, the D-Type, are above, see Fig 1. Also on the next page, are the horsepower curves, see Fig 5.

During the development of the C-Type 746 cc (stroke shortened from 83mm to 73mm) International Class H racing car, MG again changed the camshaft and Thornley says this “... proved so successful that it was used, with two exceptions, for all subsequent cars up till 1935, both supercharged and unsupercharged, racing and sports.” See Fig 2, above.

The C-Type originally had the standard Wolseley cylinder head (designated “AA” by MG) with the carburettors and the exhaust on the same side. MG developed the AB crossflow cylinder head1 to produce considerably more power, but with a compression ratio of 9.5:1 for the racing car, necessitating 50:50 petrol / benzol fuel. The horsepower curves for the (unsupercharged) C-Type with the AA and AB heads are also shown in Fig. 5. Variations of this crossflow cylinder head in lower compression form were used on the J-type sports car in mid 1932 and subsequent cars.

Wolseley retained their original valve timing from 1930 to 1933, See Fig. 3 on the next page2.

In 1934, Wolseley changed the valve timing to the Double Twelve timing, See Fig. 4 on the next page3, and maintained this in 19354.

1 For 1934, Wolseley developed a crossflow cylinder head which retained the siamesed intake ports on cylinders 1/2 and 5/6, and the siamesed exhaust ports on cylinders 3/4. For 1935, Wolseley redesigned the crossflow cylinder head to have six sepa-rate intake ports and six separate exhaust ports.2 Instruction Manual for the Hornet Special No 932 Page 42 3 Hornet Six-Cylinder Technical Information for Distributors and Dealers Workshop Practice Ref. No. H.W.P. 100, November 1933 4 Hornet Six-Cylinder Technical Information for Distributors and Dealers Workshop Practice Ref. No. F.W.P. 4, May 1935

Fig. 1 Figs. 1, 2 and 5 from Maintaining the Breed by John Thorley Fig. 2

Issue 58 Page 5

Because MG developed the new, “MG standard” valve timing together with the new AB crossflow cylinder head, twin carburettors and a higher compression ratio, it is not possible to directly compare the effect of the “MG standard” valve timing’s incorporation into a WHS engine, however together they increased the power of MG’s next 4-cylinder sports car, the 847 cc 1932 J-Type to 36 bhp at 5,500 revs, an 80% increase in power from the original Wolseley camshaft and cylinder head design in just two years.

MG went on to develop the 6-cylinder 1271 cc motor in a sports car to 56 bhp at 5500 revs with the 1934 NA Mag-nette and in a racing car to 73.4 bhp at 6,500 revs with the NE Magnette.

With the development of the more powerful, higher revving motors, MG lowered the rear axle ratio from 9/44 (4.89:1) on the M-Type, to 8/43 (5.375:1) on the D and J Types, with an even lower 8/47 (5.875:1) being optional on the J-Type.

Wolseley maintained the rear axle ratios, at least on the Spe-cials, at 8/39 (4.875:1), 9/44 (4.89:1) and 10/49 (4.9:1).

The Hornet Specials in 1932 and 1933 with twin carburettors and a split exhaust system would have produced better than 30 bhp at 4,000 revs so would have felt much calmer, but with similar performance to the buzzy 4-cylinder MGs5. In 1934 with the Double Twelve camshaft timing, and about 40 bhp at 4,500 revs and again in 1935 with the increase in engine size to 1604 cc and 50 bhp at 4,500 revs6 they would have maintained their distinction7.

Of course if you wanted to race, there were plenty of experts such as McEvoy or Derrington selling camshafts, carburet-tors, exhausts and race-prepared Hornets ... and Wolseley could do in Australia what William Morris wouldn’t let them do in England and prepared the triple carburettor 1934

WHS raced by Noel Spark, which in 1935 set Australian class records for unsupercharged cars up to 1500 cc of 18.5 seconds and 102 mph for the Standing and Flying quarter mile.

So, what is the “best” of the older camshaft timings for use on a 1932/33 Wolseley Hornet Special? The Double Twelve timing with its maximum power at 4,500 revs is nice and safe and based upon Fig. 5 above, can be expected to provide a uniform 20% increase in performance up to 3000 revs with a 30% increase in power at 4500 revs which

5 In The Story of the MG Sports Car, 1972, F Wilson McComb states “... the general “fussiness” of the o.h.c. models made them tiring on long journeys”6 Hornet Six-Cylinder Technical Information for Distributors and Dealers Workshop Practice Ref. No. F.W.P. 122, May 19357 MG’s next 1271 cc 6-cylinder sports car, the mid 1933 KD Magnette, had a rear axle ratio of 9/52 (5.78:1) and the mid 1934 NA Magnette, the last of the 6-cylinder sports cars, had 8/41 (5.125:1) to 8/47 (5.875:1)

Fig. 3 1932 and 1933 WHS Valve Timing Fig. 4 1934 and 1935 WHS Valve Timing

Fig. 5 Note that the figures for the C-Type with the “MG standard” timing can’t be directly compared with those for the M-Type because other engine parameters changed.

Page 6 Hornet Special Newsletter

is a road speed of 72.5 mph - a good “touring” timing. For those happy with 5,500 revs, the “MG standard” timing gives significantly more power from 3000 revs upwards, but there may be less effect below this compared with the Double Twelve timing.

The Club (UK) is supplying replacement 1932/33 camshafts and the Spares Secretary, Dave Phillips, advises that they are similar to the MG timing. Barry Baxter, Chairman WHSC (UK)8, advises that the camshaft is based upon the J-Type MG, with significantly improved valve duration and increased valve lift.

And Henry’s camshaft ?

Can you see the problem in the photograph? The local camshaft expert also didn’t know what the Double Twelve timing was, so he was requested to provide a profile which would deliver maximum power at 4,500 revs. The camshaft was rebuilt and reground the “expert” said, with a little more inlet valve lift to “the MG timing”.

The photograph shows the inlet valve for cylinder 3 on the left, apparently close to standard profile with 4.8mm of lift, but the exhaust valve for cylin-der 4 on the right, with a “square” nose for increased duration and with an increased lift of 5.1mm ... They are reversed!

Henry has ordered a new camshaft from the Club.

8 See Barry racing his ‘35 WHS in Newsletter Issue 56, March 2014, page 6

Letters to the Editor

JOHN IRELAND was asked to review the Camshaft article and the photo of Henry’s camshaft and he replied -

Interesting stuff Henry. I must confess that I have never seen a camshaft with such a squared off nose and assume it would make quite a difference. I agree that they have got them the wrong way round.

The difference between the original timing and the 12/12 timing is only in the earlier opening of the inlet valve, but what a difference it makes! I am quite happy with my 12/12 timing and my 1930 car can mix it in modern traffic without annoying other drivers – this is not usual with most vintage cars. The light weight – about 750 kg – is a big factor, as is the later four-speed gearbox which enables me to use the power available, which was not possible with the original three-speed.

A bit of trivia:The famous 1914 French Grand Prix winning Mercedes, driven by Christian Lautenschlager, had the following valve timing:-Inlet: Opens TDC Closes 35 deg after BDC.Exhaust : Opens 50 deg before BDC Closes 9 deg after TDC.Looks rather familiar, doesn’t it? 1914 seems a long time ago to us, but in 1929 it was a mere 15 years earlier and the designs of that era were in the minds of the engineers of the later time.

This was a momentous victory because Georges Boillot in his twin OHC Peugeot which had previously swept all before it and was designed by a Swiss engineer named Ernst Henry, was expected to win. The principles of the layout were provided by three successful Peugeot drivers: Paul Zuccarelli, Georges Baillot and Jules Goux. Henry designed using their ideas, which for Grand Prix cars, have not changed since that time. The only later successful users of a single camshaft were Mercedes in that race, the post war Bugatti and the V16 Auto Union of 1934 (though this was placed in the centre of the “V” and operated the exhaust valves by short pushrods and the inlets directly - like ours) ... I have a niggling thought that Ferrari used a SOHC a one time?.

An indication of how unprepared the world was for World War 1 and how unexpected it was, is that Mercedes sent their car to London only a month before war was declared.The pictures are self-explanatory, see opposite page, the DOHC is the Peugeot and the other the Merc.

Regards, John

Issue 58 Page 7

WHSC OF AUSTRALIA Inc. FINANCIAL RETURN FOR YEAR 1.4.13 TO 31.3.14

RECEIPTS:Subscriptions WHSC of Aust: $ 855.00 Subscriptions WHSC of U.K.: $1100.00Payment for Parts UK: $ 347.34 Interest: $ 0.41Total: $2302.75.Banked: 1.4.13. to 31.3.14: $2492.34Interest Credited: $ 0.41Less 12/13 subs banked 13/14 $ 305.00Plus 13/14 subs banked 14/15 $ 115.00Total: $2302.75------------------------------------------------------------------PAYMENTS:Newsletter: $586.49Registration Fee: $51.40U.K. Subs & Parts: $3615.08Petty Cash: $20.00Lodging Fee – New Constitution: $75.20Engraving Trophy, Printing Constitution: $84.80AGM Expenses: $150.56Flowers – Funeral Alison Kenward: $115.90 Total: $4699.43BALANCE:Bank Balance @ 1.4.13: $5184.81Plus Deposits 1.4.13 – 31.3.14: $2492.75Total: $7677.56 Less Payments: $4699.43Total: $2978.13Plus two cheques not presented $ 273.30 Final Balance: $3251.43

BANK BALANCE @ 31.3.14: $3251.43

Balance reconciled: John Ireland, Treasurer WHSC Of Aust Inc.1.4.14

Treasurer’s Report, 2013/2014Another successful year for the Club, with 35 paid up members. Our income was $1030.00 and expenses $1084.35.However, as you will see from the Report there were a number of “one-off” expenses which come to $426.46 so that if they are stripped out we had a comfortable surplus of $372.11. The surplus, of course, enables us to cover unexpected “one-off” costs without fuss.

FURTHER COMMENTS ON THE 2013/14 AC-COUNTS The Treasurer’s Report refers only to the affairs of our lo-cal Club. However, we also act as Agents for the UK Club and the cash at bank reflects sums that we collect on their behalf, so this can show considerable fluctuations.Those who look closely may be wondering why we sent $3615.08 to the UK when we only collected $1447.34 for them.This is easily explained:Our financial year runs from 1st April to 31st March in the following year – this is the UK Club’s financial year and it makes things much easier for us to be the same. However, they have a cut-off for renewals of subscriptions on 31st

July. After that date non payers become unfinancial and their membership is suspended. We, therefore, remit any monies owing to them in early August (I advise them by email who is financial), so that monies sent to the UK are from August to August and can be higher or lower than the amount collected in the financial year. In the period August ’12 to August ’13 there were a large amount of spares bought, coming to $2257.64 and this sum plus the subs accounts for the large payment in the 13/14 year even though most were bought in 12/13. I hope that this clarifies why our cash at bank varies by quite large amounts from year to year.

John Ireland. Treasurer WHSC of Aust. May 2014.

Peugeot DOHC Mercedes SOHC

The Wolseley Hornet Special Club of Australia Inc. (Victoria, No. A0034589S) 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.

Letters to the Editor

BARRY BAXTER was also asked to comment on the Camshaft article on page 4 and he replied:-

Henry, you are quite correct with the Wolseley Hornet Special timing – the MG info is not my field.

However as you know for the last 40 years I have been experimenting with Wolseley valve timing, cam profiles and tuning cylinder heads.

With regards to performance, it is not possible to look at the camshaft in isolation. Gas flow, or more correctly the ease with which the gas can flow through the ports is a factor. The 1935 cylinder head is by far the best and can be further improved by porting and increasing inlet valve size.

It is surprising how the heads can vary, some heads as standard can be different from the next. Some 1935 heads have a smooth exhaust tract and others have quite a large lump supporting the valve guide.

Cam profile in combination with valve duration is the key to optimum performance; cam timing in itself can be mis-leading. The cam profile on the McEvoy car was likened to a camy Norton with very straight sides and a flat top. It went very well, but I suspect not for long. Carburation and exhaust systems also play a part in achieving maximum brake horse power.

The Club spares 1932/3 camshafts are based on the J2 MG. Valve duration is significantly improved as is lift. Inlet opens approximately 16 degrees BTDC and closes much the same as the original timing of 35 degrees. A tappet clear-ance is in the order of 6 thou inlet and 8 thou exhaust.

I think we still have the new 1932/3 camshafts and cam followers in the Club spares. We now try to keep these items in stock.

Best regards,

Barry

[Dave Phillips, Spares Secretary WHSC (UK), has advised that 1932/33, 1934 and 1935 camshafts are now available from the Club - Ed]

Photographed at the Vintage Car Club of Queensland Concors d’Elegance on 30 June 2014 is the answer to the question in Newsletter issue 56, March 2014, “What colour will Joe and Bev Wilson’s supercharged 1934 / 35 WHS be?” The car is awaiting a camshaft from the UK.

West Australian, South Australian, Victorian, ACT, New South Wales and Queensland News - Come to the AGM and find out.