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Wolseley Hornet Special Club of Australia Inc
Hornet Special Newsletter
Issue 42September 2010
WHS Club ContactsSecretary
Bill Russell, ph (03) 9349 2262
PresidentHoward Kenward, ph (07) 3267 6046
EditorHenry Hancock,
ph (07) 3878 28503 Gilia Court Indooroopilly Qld 4068
John reports:-I had my wheels re-spoked and repainted and got them back on the car just in time (the day before) for the VSCC’s 2010 Rob Roy Hill Climb event. The car was driven out to the track, about 40 minutes from home, on a crisp clear morning through the picturesque Yarra Valley with the blue morning sky broken only by the occasional hot air balloon. This was the first time I had driven the car in over two months while the wheels were getting repaired and it took a little time to get used to its rather fussy gear change, but the dense cold air really made the car feel smooth and powerful. I had four runs up the hill, one practice and 3 official. The practice run turned out to be the fastest time, the next two runs were badly flawed by fumbled gear changes (trying too hard!). The final run was better but I didn’t hold first for long enough which slowed progress a little. I did however manage to win my class (PVT up to 1500cc) against a couple of prewar MG’s and a Singer 9; however none of them were supercharged so it wasn’t really a fair contest. It was my first competitive event in the Woseley Hornet and I am quite im-pressed with the handling and performance and look forward to doing some more events, time permitting. The Hornet attracts a lot of interest wherever I take it, and I had a few people comment on how good it is to see something other than yet another MG. It would be great to see a few more in the flesh.
John Balthazar at Rob Roy Hillclimb
The MG Car Club of Victoria says that the first meeting at Rob Roy was run by the Light Car Club of Australia and the 760 yard track was fully bitumenised in 1939 being one o f the ear l i e s t specially designed bitumen surface hillclimbs in the world.
John Balthazar at the VSCC Rob Roy Hillclimb August 2010
The legendary Rob Roy Hillclimb, about 25 km north east of Melbourne, was Australia’s first dedicated hill climb circuit. It opened in 1936 on the site of a former leisure park, and the following year, Jim Gullan, driving his 1934 Wolseley Hornet Special, set the under 1500 cc Record, storming the loose screenings of the circuit in the car in which he had competed the previous year in the Australian Grand Prix at Victor Harbour. The circuit closed in 1961, but since re-opened, and it is great to see that John Balthazar has signalled the return of Hornet Specials to this great circuit.
Bill Russell
Hornets return to Rob Roy
Page 2 Hornet Special Newsletter
201080th Anniversary of the Wolseley Hornet
60th Anniversary of the Wolseley Hornet Special Club
36 Hornets at the 2010 Concours d’Elegance at Heythrop Park Hotel, Ernstone, Oxfordshire, UK
Could 36 Australian Wolseley Hornet Specials get together?Within our Australian register we record not only Hornet Specials but all Hornets (and beyond) from 1930 to 1936. While we have a great many records of vehicles, how many actual vehicles still exist? Michael Santin, our registrar, says “By my reckoning, there are:
1930/31 Hornets 151932 Hornets 12 including those ‘pre’ Specials – sanction 511932 Hornet Specials 21933 Hornets 9 including 4 Doctor’s Coupes1933 Hornet Specials 7 including 1 WHS Coupe1934 Hornets 61934 Hornet Specials 20 including 2 WHS Coupes1935/36 Hornets 21935 14hp 41935 14hp Hornet Special 21934/35 9hp 8 including 3 Doctor’s Coupes1935/36 Wasp 0
Total 85 cars
Answer ...To be considered at the Hornet Extravaganza in Canberra
Issue 42 Page 3
Canberra 2010Friday Oct 15 to Sunday Oct 17
Friday 15 Oct 2010
Welcome Dinner and AGM from 5.00pm: John and Lyn Prentice 3 Denham Place, Curtin Ph (02) 6281 2618 1904 De Dion Bouton 1913 Sunbeam 1914 Hispano-Suiza 1934 WHSJohn will be home in the afternoon and early arrivals are welcome to drop in.
BYOG .... John and Lyn have generously volunteered to provide dinner, but as in the past we will each contribute.
Saturday 16 Oct 2010
Morning tea: Mike and Clara Ryves 96 Rivett Street, Hackett Ph (02) 6247 3524 Tasman Series Brabham BT11A 2.5 litre Coventry Climax Lotus Elan, Elan +2 and Esprit Turbo Formula Ford WHS – retirement project
Lunch: Malcolm and Herta Smith 22 Hamelin Crescent, Narrabundah Ph (02) 6295 0857 or (02) 6230 2254 1932 WHS believed to be John O Sherwood’s 1934 WHS
Dinner: Dickson Tradesmens Club 6.45 pm
Sunday 17 Oct 2010
To be organized - John recommends the National Gallery and in particular the new National Portrait Gallery, the National Library (where copies of this newsletter are retained), Questacom (science and technology)
Accomodation:Some club members are staying at the Canberra Motor Village and also the Novatel Canberra
Acceptances and apologies please (very important) to John Prentice
Email [email protected], or
Phone (02) 6281 2618
WHSCA AGM
Our President, Howard Kenward, is looking forward to seeing you in Canberra
Page 4 Hornet Special Newsletter
From the “Modern Motor Repair and Overhauling” Vol II pp 461 to 469SHOCK ABSORBER ADJUSTMENT AND REPAIR
By A. F. HOULBERG, A.M.I.Ae.E.
Shock absorbers may be divided into two categories - the friction type which employs surfaces composed of mate-rials having a high coefficient of friction held in contact with each other, and the hydraulic type which employs a quantity of fluid which is forced backwards and forwards through a relatively small aperture under the action of the shock absorber.The hydraulic type consist of an oscillating vane in a partitioned container or of a piston and cylinder device with suitable transfer valves and provision for a reserve supply of fluid.
The Luvax Hydraulic Shock AbsorberThe Luvax shock absorber (see Fig. 4) consists of a drum-
like cylinder, through the centre of which passes a spindle on which is formed a vane or rotor whose outer edge is a close fit against the inner wall of the cylinder.The cylinder is filled with oil and provided with a fixed partition, directly opposite to the vane on the rotor spindle,
which also makes close contact with the spindle so that the cylinder is virtually divided into two parts by the fixed partition and the rotor vane. The rotor spindle is attached by an arm and suitable linkage to the axle, and spring de-flection therefore has the result of partly rotating the rotor spindle and thus moving the vane from side to side, paddle fashion.
Wide Operating Angle.The Luvax shock absorber provides a very wide operating angle, the shock absorber arm being capable of rotation through 180º before the rotor and the reaction block come into contact with each other.
Why Viscosity of Oil Causes Varying Action.One of the main drawbacks of the hydraulic type of shock absorber is its varying action as the viscosity of the oil var-ies. For instance, when the car is first started on a run and the oil therefore cold, it has a relatively high viscosity and shows considerable reluctance to being forced through the small regulating orifice. Under these conditions it provides a high degree of damping to the springs.As the car is driven the oil is heated up by the friction gen-erated, due to the oil being forced backwards and forwards through the regulating ducts, and it therefore becomes more fluid. This reduces the resistance to motion of the rotor and less restraint is placed on the springs.
How this Difficulty is Overcome. In one model of the Luvax shock absorber this fundamental difficulty is overcome by providing additional oil transfer ducts between the two sides of the cylinder which are located in the rotor. These ducts register with the hollow centre
Fig. 1. WHEN ADJUSTING THE OLDER TYPE LUVAX SHOCK ABSORBER IT IS ADVISABLE TO EMPLOY THE SPECIAL BOX SPANNER AND SHORT SCREWDRIVER OBTAINABLE FROM THE MAKERS FOR THIS PURPOSE.The screwdriver has a knurled head with indicating peg to give visual indication of the adjustment.
Fig. 2. DRIVING OUT THE RUBBER BUSH FROM THE END OF A LUVAX SHOCK ABSORBER ARM.Two short lengths of thick tube in a vice are used; one large enough to allow the bush to pass freely into it and resting on the corners of the socket, the other of a diameter which will allow it to pass freely through the socket.
A sequel to “The Great Shock Absorber Rebuild” by Howard Kenward in Issue 26, July 2006John Balthazar provides an article on how the factory does it, Part 1...
Issue 42 Page 5
of the spindle in which is housed a small thermostatic regulator provided with a tapered head, which closes or opens the orifice connecting the two ducts as temperature differences demand. When the oil is cold, the thermostat contracts and withdraws the tapered head from its seating, thus providing an easy path for the oil through these ducts to help out the main regulating ducts. As the oil heats, the thermostat expands, bringing the a tapered head closer to its seating, thus providing additional resistance to oil transfers and levelling up the action of the shock absorber.
Adjustments.There is only one possible adjustment, and this controls the action of the shock absorber on rebound.The regulating screw which controls the size of the oil return orifice is situated at the top of the working cylinder, and access to it is obtained by removing the filling plug at the top of the recuperating chamber. When this plug is removed the regulating screw will be found immediately beneath the plug opening, and it is then a relatively easy matter to adjust it.
Adjustment on Earlier Luvax Shock Absorbers.In some of the earlier Luvax shock absorbers this regulat-ing screw had a slotted head and was locked in position by a lock nut. In this case it is necessary when adjusting the screw to engage the nut with a box spanner, and pass a screwdriver down the hollow centre of the spanner into engagement with the slotted head of the screw. Holding the adjusting screw against rotation with the screwdriver, the lock nut may be released by the box spanner and the adjusting screw then regulated.
Adjust a Quarter Turn at a Time.It must be remembered that the adjustment of the regulating screw is very critical, a quarter of a turn being sufficient to effect the adjustment appreciably. The screw should never be adjusted more than a quarter of a turn at a time, and care must be taken not to forget to tighten up the lock nut after adjustment.
A sequel to “The Great Shock Absorber Rebuild” by Howard Kenward in Issue 26, July 2006John Balthazar provides an article on how the factory does it, Part 1...
Fig. 3. THE NEW RUBBER BUSH CAN EASILY BE PRESSED INTO POSITION IN A VICE IF ITS OUTER SURFACE IS WELL SMEARED WITH SOFT SOAP.
Fig. 4. THE COMPONENT PARTS OF THE LUVAX SHOCK ABSORBER SEPARATED TO SHOW ITS CONSTRUCTION.
Page 6 Hornet Special Newsletter
Self-locking Type of Regulating Screw.In later models of the Luvax shock absorber the regulating screw is arranged to be self-locking and possesses an ordinary hexagon head. Which type of regulating screw is fitted can easily be ascertained when the filling plug is
removed.
Another Type.On another type of Luvax shock absorber the regulator screw is extended and protrudes from a boss on the top of the recuperator chamber. It is equipped at its upper end with a short lever, which is connected to a control within easy reach of the driver so that he may vary the action of the shock absorber at will in order to accommodate its action to varying road conditions.
Shock Absorbers Must Give Same Resistance.It is, of course, essential that the shock absorbers on op-posite sides of the car be regulated to give precisely the same resistance to obtain the maximum comfort.
What to Do if Riding is Harsh.If harsh riding develops it is advisable to disconnect the shock absorbers from the linkage to the axles and check them for resistance. Any appreciable difference in the
resistance can be felt when the shock absorbers are worked by hand, but if difficulty is encountered in balancing up the shock absorbers in this way they may be removed and checked on the bench by the following method :
The Hanging Weight Test.Hold the shock absorber in the vice by its fixing lugs so that it is in its working position, and move the shock absorber arm upwards as far as it will go. Now hang a weight on the end of the arm, which will apply a torque to the shock absorber of 200 in. lb., if the large type, that is to say, if the length of the shock absorber arm is 5 in. the weight will have to be 40 lb. as the torque in inch pounds is the product of the length of the arm and the load ap-plied. With a stop watch note the time taken by the shock absorber arm to travel through an arc of 100º, and set the shock absorber on the other side of the car so that it takes precisely the same time. The smaller type Luvax should be set with 100 in. lb. load. What to Do if Correct Setting is Lost.If for any reason the correct setting of regulating screws is lost it may be regained by screwing up the regulating screws until they are right home and then unscrewing them exactly 1½ turns. It may be found after a road test that a slight modification is desirable, and this should be carried out carefully in the manner previously indicated.The shock absorbers are stamped on the back with the time factor to which they were set at the works and this adjustment can be recovered by the method shown.
continued next issueUniversal Testing Board, Replenishments, a Temporary Expedient, etc.
Fig. 6 TESTING THE RESISTANCE OF A LUVAX SHOCK ABSORBER WITH THE HELP OF A TEST PANEL OF THE TYPE SHOWN IN FIG. 9 AND A STOP WATCH.
Fig.5 THE REBUSHED LUVAX SHOCK ABSORBER ARM CAN BE FORCED IN POSITION ON TO THE ANCORAGE PINS BY PRESSING IN A VICE WITH A SHORT PIECE OF TUBE TO PERMIT THE PIN TO PASS THROUGH.The surface of the pin should be well smeared with soft soap to facilitate its insertion.
Issue 42 Page 7
From July 2010 edition of Sports Car Market magazine
Vic NewsVictorians are pleased that the ’34 machine that Ian Boughton in Perth brought back to life after it had languished in Sydney for many years has come back to the east coast again. John Clucas had a drive of John and Sharon’s car and reports that the super-charger smooths the power out very nicely. He also reports that his skills at changing gear in a Hornet are in need of refining. One day soon John will get some practice. After six years, his own car is nearing completion. Might we see it in Canberra in September? A few recent photos are included here.
Alec Sturgess has now completed several hun-dred miles in his freshly restored ’35 Daytona two-seater, but he has had the gearbox out again, to at-tend to an oil leak.The’33 Hornet rolling chassis that Michael San-tin advertised in edition 37 has gone west, literally. Peter Partridge in Perth is now it’s owner. It will be interesting to see what Peter makes of it.Meanwhile Don Santin has finished his new shed and is ready to get back into some restoration.
NSW NewsRoy West, from Campbelltown, has bought a Nine that was partly restored in Sydney many years ago, so John Summerfield has suggested he might like to join him in travelling to the AGM. He’s doing a pretty fair job from what John has seen so far with the timber work. Very little rust, but a few small items missing – sidelights, taillights, etc, and John has pointed him in the right direction to obtain appropriate period bits and has even found an ignition switch with key for him lying in the dirt at the local rubbish dump!!Tony Eccles, with that 32 sedan we saw in Epping all those years ago, is considering to buy a Nine from QLD and using the Nine body to replace the parlous 34 Hornet’s saloon body, if dimen-sions match. Pretty much the same, but to be confirmed.Victor Kucinskas has sent his Swallow engine to Vintage Motor Garage for a report on potential rebuild.
Qld NewsMonty Schofield’s Flood bodied 1934 WHS is now running well and he has found some hen’s teeth – the correct large Luvax front shock absorbers - which he has rebuilt with Howard Kenward’s tools made especially for “The Great Shock Absorber Rebuild”. He also reports that suitable oil seals are available.
Page 8 Hornet Special Newsletter
VALE ALAN CARDWELL
Alan Cardwell 8.11.1931-18.6.2010
Alan past away into the big garage in the sky in June. Over the years he owned many English cars but was best known for his love of automobile engineering and the exercising of his unique racing cars.A tool maker from Melbourne, Alan made at least 5 racing specials based around the little Austin 7 and developed a reputation for exotic engine transplants including Cooper, MG and Morris. One of many projects included a Wolseley Hornet Special which he and his father repaired back to service in the early 1950s.
The grey 2-door 1934 Hornet Special Coupe engine number 101A/127 was obtained by Alan’s dad Fred in ’55 (see photos in WHSCA issue 22). It had been in a smash and the team succeeded in replacing its chassis with a shorter wasp chassis. They sold it in ’57 and it quickly disappeared somewhere in the Kinglake area. By 2005 John Clucas cleverly stumbled upon its remains including wasp-like chassis. There is a reasonable chance this car was the 1934 motorshow car 25/5/’34 in pearlite lustre with scarlet interior and black fabric top, sold in December of that year to Mr Ron Henderson.
In his later years, only slightly slowed by his wheel chair, Alan built 2 specials in his tiny back yard in Richmond, Melbourne, in all weather and against all adversity.Alan will be remembered by the motoring fraternity for his unbeatable enthusiasm, hospitable nature and through the many cars he constructed that can still be seen at historic speed events today.
Louis Santin
Motoring.Light Car Club’s Night Trial. Final results of the New South Wales Light Car Club’s night trial, which was held on Saturday night in conjunction with the National Roads and Motorists’ Association, were declared yes-terday, as follow:- J. O. Sherwood (Wolseley Hornet Special), 75 points; Alan Muston (Le Mans singer), 75; S. W. Higginson (Wolseley Hornet Special), 75; Noel Spark (Wolseley Hornet Special), 75; A. Doyle (Terraplane), 75; G. Conolly (Terraplane), 75; A.W. Turner (Willys 77), 75; B. S. Middleton (Crysler), 75. J.W. Brewster (Citroen) lost 25 points; R.V. Coghlan (Chevro-let), lost 65.
The Sydney Morning Herald Thursday 20 December 1934 page 15
New ZealandJohn Cooke’s Swallow bodied Hornet Special in NZ which is known to us, but few of us have seen it.The photo appeared in the April-May edition of NZ’s “Beaded Wheels”magazine.
Request for DetailsThe UK Club has requested details of our cars for the Registrar, as most of ours are listed “NK” (not known) in their lists. This also applies to NZ cars. Can ALL of our members and recipients of the Newsletter forward their car details i.e. year, body type and builder, sanction number, car number, chassis number, engine number, to:The Registrar : Ron Turner. email: [email protected] Ireland, our Treasurer, says “Anyone without access to email can forward the details to me and I will send them on. Even if they are not UK members the information will be of huge value in identifying surviving cars”.John’s address is : 83 Riverside Resort, Riverbrooke Drive, Coomera, Qld 4209
