Wolseley - The Trustworthy Car

Much attention has been given by motoring historians to the fate of MG in the context of the 1935-36 Nuffield group re-organisation which put a stop to Abingdon's racing programme and killed off MG's o.h.c. models. But the story of the Wolseley sister company at the same time has attracted less notice although the effects on the Birmingham company were no less far-reaching. However, the 1935-36 rationalisation proved more beneficial to Wolselcy than to MG and, even if the Ward End cars lost their overhead camshafts and back-to-front gearchanges, the Wolseley “Series” models of the Miles Thomas era of 1935 to 1948 were commercially far more successful than their immediate predecessors, and not quite so “de luxe Morris” as the casual observer might suppose.

Up to 1935-36 the Wolseley programme consisted of six models, all with overhead cam engines of Wolseley's own manufacture, carried out in the Drew Lane, Ward End factory from whence also came all MG's small o.h.c. engines. These included the 2.6 litre 21/60 which had roots back in the vintage era and which was also available in a long wheelbase version for the carriage trade.

Within a period of nine months these were completely swept away, replaced by the Series II family which eventually embraced eight different models from 10 to 25 h.p. They were in looks strongly reminiscent of the Series II Morris models which had been introduced in mid-1935, and the chassis were very similar as well; but the Wolseley engine, although now supplied by Morris Engines Branch at Coventry - most of them of the ubiquitous 102mm stroke family - wore their valves, if not their camshafts, upstairs, and the gearboxes continued four forward speeds, both luxuries denied the Morris customer for another two seasons. While Morris bodywork used panels pressed by Pressed Steel at Cowley (except for short run styles which came from Morris Bodies Branch at Coventry), Wolseley bodyworks continued to be the responsibility of Wolseley's own Ward End factory where final assembly was also carried out; later Series models with all-steel coachwork had this supplied by Fisher and l,udlow in Birmingham. In consequence there were notable differences between Morris and Wolseley bodies, although initially both makes favoured the typical mid-1930's streamlined styling with “fastbacks” and pontoon wings.

In terms of engineering, the Series Wolseley's were strictly conventional, even if their push-rod overhead valves and their Lockheed hydraulic brakes set them apart from the majority of British cars of the period. As expected on Nuffield cars, carburation was by SU, the downdraught version being preferred; six cylinder cars had two, and Series III versions (which arrived in 1938) featured an electric starting carburettor instead of a manual choke control. Initially synchromesh was restricted to 3rd and top speeds but the Series III, 2nd was also so treated; another transmission difference was that Series II models used a cork lined clutch running in oil, Morris-style, while Series III models had a Borg and Beck single dry plate clutch. Beam axles were hung from semi-elliptic springs front and rear, with damping by hydraulic lever-arm type shock absorbers. Electrics were 12 volt on all models bar the later Wolseley Eight which made do with six of Mr Lucas' best. Smith Jackall hydraulic jacks were a standard fitment, or available against a modest extra charge, on most models.

The first Series II Wolseleys were the “Super Sixes” introduced on the eve of 1935's Olympia Motor Show. There were four models under this heading; the smallest was a still-substantial 16 hp model with a 2,062cc engine in a 9ft. 9in. wheelbase chassis. This was followed by a 21 hp 2,916cc model and a 25 hp 3,485cc model, both having a wheelbase of 10ft. 1 ½ in. All these were available with saloon conchwork, or with a rather stylish coupe body - a two-four four-light job with a large external boot. Finally there was a long-wheelbase 25 hp model with its axles 12ft. 1 ¼ in. apart, and this was available with either limousine or landaulette coachwork.

All engines were of course sixes, and the two bigger sizes had a common 110mm stroke - a devolpment of the Morris 25 hp design which was admittedly more often seen in Morris-Commercial trucks. Saloons cost £325 (16hp) or £340 (21 and 25hp) with coupes being £70 more expensive; the l.w.b. cars were no less than £725. These prices were some 30% higher than for equivalent Morris models but apart from o.h.v. and four speeds, Wolseley buyers got a better ration of wood and leather (even if the dashboard still contained that depressing Morris feature, the square speedometer with auxilliary gauges hidden in its dial), easi-clean wheels where Morris (apart from export models) made do with wire wheels until 1937, a greater choice of colour schemes including three-tone combinations - and of course, lots more snob value. The bigger cars were no sluggards either, the 25 h.p. having a comfortable top speed of 80 mph. The formula was successful and by April 1936 the range was extended downwards with the introduction of the 10/40 and 12/48 models. This pair of fours had cylinder capacities of 1,292cc and 1,548cc, and the wheelbase common to both was 8ft. 4in. Again o.h.c., four speeds and easi-cleans set them apart from Morris counterparts; bodies were not quite so similar to Morris this time however, as the saloon model had a bustle-back in the interest of boot space where the Morris made do with a sloping flat back. But a shortcoming common to both Morris and Wolseley saloons with this body style is that the boot is only accessible from the inside of the car. The 10/40 saloon cost £220, with a charming coupe version at £252 10s - this had blind rear quarters and fake hood irons. The bigger 12 hp engine added just £5 to the price of either model. The 10/40 and 12-48 replaced the Wasp/Hornet range which in its latest form had only been in production for a year, and they were generally well received. Tommy Wisdom, Mrs “Bill” Wisdom and the Hon. Brian Lewis took a 12/48 from London to Bagdad in 20 days, across the Libyan, Sinai and Syrian deserts.

But the real best seller In the Wolseley range had yet to appear. In June 1936 the last o.h.c. car, the NF 14 hp, gave way to the new 14/56. This was similar to the Morris 14 as the other Wolseleys were to similarly rated Cowley products, with the same basic differences. The six cylinder engine of 1,818cc was in fact quoted as developing 54 bhp rather than 56 indicated by the title, but this was still respectable in 1936 and sufficient for a 70 mph top speed. The 14/56 was the first only available with a saloon body at £265. And it became a firm favourite with the Constabulary, especially the Metropolitan Police which had already brought the NF model into use - the beginning of Wolseley's long career as a police car.

The well-informed observer will have spotted that there was a notable gap in the Wolseley range - no 18 hp model comparable to the Morris 18. Such a Wolseley did not appear before February 1937, l ½ years later after the Morris. Where Cowley’s 18 shared the Morris 16 chassis (9ft. 9in. wheelbase), Ward End elected to instal their 2,322cc six in the chassis of the 14/56, with the 8ft. 10in. wheelbase. The result was the aptly named 18/80 - as both power output and top speed were close to the latter figure - selling at £290. The twin carburettor engine was in more or less the same state of tune as the similar engine fitted to the MG SA. And in consequence the 18/80 was the real flyer in the Wolseley range. A feature unique to this model were rear shock absorbers adjustable from the dashboard.

But by then, Wolseley's managing director Miles Thomas must have grown tired of seeing these all-but Morrises roll down his assembly lines (even if the steadily increasing numbers were a cause for satisfaction: in a good week in 1936-37, Wolseley production would hit 400 cars) and a series of semi-custom bodies had started to appear on Wolseley chassis. First to receive the treatment, in time for the 1936 Motor Show, were the 14/56, 21 and 25 h.p. models. All three were now offered with an alternative saloon body, the “Salon de Ville”. The styling was rather more restrained, with generally more upright lines and front wings flowing into running boards; and there was an external opening boot. Overall, this was one of the most elegant saloon bodies on a mass-production chassis of the period. With more luxurious equipment than the standard saloon bodies, prices were £295 for the 14/56, and £425 for the 21 and 25 h.p. models. Also priced at £425 was the 25 hp Sportsman's saloon which in effect was a four-door version of the previously encountered coupe body; this was officially only quoted on the 25 h.p. chassis, but one suspects there may have been a few of the 21 chassis as well, The Salon de Ville body also appeared on 18/80 in due course, with a price tag of £330.

The final additional body style was the 25 hp Single Limousine which appeared at the unseasonal time of January 1937, possibly timed to co-incside with the entry of such a car in the Monte Carlo Rally in the hands of no less than S.C.H. “Sammy” Davis (his everyday car was an 18/80), who came successfully through from Umeaa in Sweden and won the main award in the concourse de confort it repeat for Wolseley as a 25 saloon had taken this award in 1936. Sammy's car obviously had a few special features but even in standard form the Single Limousine was well appointed. It was based on the Salon de Ville and the main difference was a glass division, a fixed bench front seat and built in foot rests for the rear passengers. At £450 a splendid alternative to the l.w.b. limousine for those who did not require occasional seats

Other than Wolseley’s own bodies, there were a number of special bodies available from a variety of coachbuilders who had got used to Ward End's wares in the days of the Hornet Special and now tried to continue the tradition with various tourer and drophead bodies offered on the 10, 12 and particularly the 14 chassis. Maltbys, Vehicle Developments (Ranalahs) and Whittingham and Mitchell were among these, the latter's offerings being sold through Eustace Watkins. What at the time the average man in the street would have had more chance of seeing, if not driving, was the only open body offered by Wolseley themselves, on the 14/56 chassis: a splendid open tourer, very vintage with loose sidescreens, supplied exclusively to the Constabularies as a traffic control or radio car. Most undoubtedly saw service in London but there is also a reference in The Autocar to such a car being used in Chesterfield.

Ward End was just getting the hang of it when, in the Autumn of 1937, it was all change again. Of the series II models only the 14/56 and 18/80 continued in production; the 10/40 was completely discontinued, and the 12/48 and the super six 16/21/25 models were replaced by the new all-steel bodied Series III models. Chassis were redesigned with cruciform bracing and were somewhat lower; wheelbases were shortened to 8ft. 2in. for the 12/48, and 9ft. 9in. now shared by all the Super Six cars including the 16 hp model. Engines were mounted further forward, and Wolseley found an excuse for these changes by spouting scientifically about the ideal placing of axles in relation to the vehicle, and their “phased” suspension which seemingly had to do with carefully chosen periodicities of front and rear springs in relation to each other. Another good gimmick was the “anatomically correct seating” some thirty years before Volvo invented it. What meant more to the average family man was that the Series III Wolseleys were particularly roomy cars, even if the relative elegance of Series II proportions were forsaken in favour of rather dumpy styling with radiator grilles well forward. All cars now had external opening boots and the spare wheel had dissappeared in a separate compartment under the boot.

Prices were £245 for the new 12/48, £380 for the 16 and £395 for the 21 and 25 model. Still reasonable, except for the 16 which was ; £100 more expensive than the 18/80 and wouldn't pull the skin of'f a rice pudding either; it was not a success and was only listed for one year. Even so, there is evidence that many a Super Six 16 was re-engined with either a 21 or a 25 hp unit before it was finally possible to sell it. Only saloon bodies were available and a notable absentee for the time being was a long wheelbase 25.

In the spring of 1938 two new Wolseleys appeared, both variations on the 25 hp theme. First came the 25 Drophead Coupe which used a shorter chassis of 8ft. 8 ½ in. wheelbase. This was a rather delectable machine with a top speed of 90 mph - offering, as Michael Sedgwick has said, MG performance without the scary MG image. Equipment was comprehensive, with Lucas P100 headiamps, trumpet horns, two fog lamps which were also used as dipped headlamps on the now illegal “night-pass” system also seen on most other Wolseleys, and provision for radio with built in aerial. The prototype of the Drophead Coupé had been the Christmas present from Wolseley employees to Lord Nuffield in 1937. His car is now in the National Motor Museum at Beaulieu, and there are not many others left. This particular version of Wolseley luxury gave you exactly £2 change out of £500.

A month after the Drophead, the missing l.w.b. car followed. Wheelbase was now 1lft. 9in., only limousine body was offered - at £775 - and weight was getting close to two tons. While not in the Rolls-Daimler bracket, this car served to keep Nuffield in competition with the Austin 20 and 28 models, as well as the biggest Humbers. The limousine was roomy and well-finished but had good manners and reasonable performance as well; a very specially-equipped example finished in the 1939 Monte Carlo Rally and gained the third grand Prix d'Honneur in the Concours de Confort.

For the 1938 Motor Show, it was the turn of the remaining Series II models to be revamped in Series III form. At the same time the unsuccessful Super Six 16 wwas replaced, and as a result there were three new Wolseleys - the 14/60, the 16/65 and the 18/85. All shared a common wheelbase of 8ft. 8 ½ in.; in effect, the same chassis used for the 25 h.p. Drophead- and engine capacities as before, with slightly improved power outputs. The 14/60 used the 12/48 body and therefore had somewhat longer bonnet than the two bigger engined cars, which had a rather larger body. The new models cost £285, £320 and £325 respectively. An 18/85 was chosen by Humfrey Symons as his mount for an attempt on the London to Cape Town record in December 1938; the car fell 30 ft. through a bridge in the Congo, was hauled out of the river a few days later and roughly restored to something like its original shape, whereupon Symons and his companion H.B. Browning continued undaunted on their way, reaching the Cape and still breaking the record. The car, nick-named the “Voortrekker”, was shipped back to Britain and Symons proceeded to take it through the 1939 RAC Rally - a most effective demonstration of Wolseley strength and durability.

The last pre-war Wolseley appeared in February 1939. This was the New Ten which had the Morris Ten Series M engine of 1,140cc installed in a separate chassis - the Morris had unitary construction bodywork - with a Wolseley-styled body selling at £215. On a 7ft. 6in. wheelbase the body was not of the roomiest and it looked as you would expect but there was a touch of Wolseley luxury and it was quite quick with a 70 mph top speed. The saloon was followed in June by £270 worth of Ten Drophead Coupé, looking for all the world like a minature of the 25 hp model. There were still some special bodies available on Wolseley chassis, and Eustace Watkins offered a Singer Nine-like tourer on the Ten chassis, also a drophead on the 18/85 chassis. Wolseley's own Police Tourer made a very fleeting appearance on the 14/60 Series III chassis, with not more around half a dozen such cars being built.

For the 1940 season, Wolseley planned two interesting developments. One was the fitting of the French Cotal electro-magnetic preselector gear-box – seen on French high-grade chassis such as Talbot in the late 1930s – as standard equipment on the 21 and 25 h.p. Super Six models. After extensive testing had been carried out in a rather special car, which had a Ten drophead body on an 18/85 chassis, this unfortunately never came to anything, but Wolseley’s other novelty was put to good use after the War. This was the Eight, a development of the new Morris Eight, Series E, but in true Wolseley tradition with overhead rather than sidevalves, and a traditional front with separate headlamps rather than the Morris bug-eyes. Otherwise, the car was almost stock Series E four door saloon and a proposed price of £172 10 s. was quoted when the prototype car, FOF 112, was released to the magazines on test in September 1939. At the same time it was announced that production would not commence for the duration.

This Eight prototype later led a chequered career; it was reputedly stolen in Birmingham in November 1945 but turned up, undamaged, in London five days later. According to The Motor it was then the only one of its kind. FOF 112 later became Lord Nuffield's favourite car and Lady Nuffield also had a Wolseley Eight. When Nuffield's staff got tired of seeing him drive this pre-war car around they arranged to have a new Wolseley Eight built for him in secret. This was in 1951 well after production had stopped. There must have been some long faces when Lord Nuffield was presented with the new car and promptly gave it away to a local hospital. FOF 112 was however not given and is now in the heritage Motor Museum at Syon Park.

Wolseley production officially stopped at the outbreak of war but undoubtedly small numbers of cars were still put together to use up parts, and it is probable that the 18/45 at least was kept going until about 1941 to meet official orders. It was also the first model which went back into production in early 1946, again as a result of government order. Gradually the post-war range was built up, with the 12/48, the 14/60, the Ten and the Eight being introduced in that order during 1945-46. The Super Six models did not reappear, with the exception of the 25h.p. limousine which was built in very limited numbers during 1947-48. Another post-war product from Ward End, although never badged as a Wolseley, was the Nuffield Oxford taxi cab. There were no great changes in the post-war models compared with the pre-war offerings but black with brown trim was now the only colour scheme on offer, in marked contrast to Wolseley's comprehensive pre-war colour range which had included some of Britain's first metallic colours.

But in 1948-49 the Nuffield Organisation, now effectively under the leadership of R F Hanks after Miles Thomas had left (following , typically, a row with Lord Nuffield), was due for another major reorganisation. New post-war models of Morris and Wolseley were waiting in the wings, and with the launch of the 4/50 and 6/80 Wolseleys at the 1948 Motor Show, all the Series III models were discontinued. With the new cars, o.h.c. engines were back but bodies were unitary construction, and 75% pure Morris. After the first few had been put together at Ward End, production of the new models was transferred to Cowley, and Ward End became the home of Nuffield's Tractors and Transmissions Branch.

The Series model Wolseleys - or, as they are sometimes referred to, the Miles Thomas Wolseleys - established the make’s reputation as “The Trustworthy Car”. They were solid, conventional, well-engineered and thoroughly dependable. They were also extremely successful; by 1938-39, Wolseleys annual production was around 18,000 cars (never quite the 20,000 claimed by their publicity department) and Wolseley was aiming for a 5% share of the home market, the undisputed leader of the industry's second battalion and comfortably ahead of Rover and Humber. The total production of Series models was in excess of 87,000 of which 32,000-plus were Series II. Furthermore, Wolseley's sixes outnumbered any British competitor with the exception of the Vauxhall 14 hp family, and even the European standards, Wolseley production was respectable - only Opel made more six cylinder cars than either of the two British makes. The Series models turned Wolseley's rather mixed fortunes completely around in four short years - unfortunately their success was never really followed up in post-war years and Wolseley did not achieve such a good market coverage before the 1960's when most of their cars were badge engineered Austins, in the heyday of the BMC combine. But it is probably as Police cars that most people now remember the Series model Wolseleys. Perhaps for this reason the marque suffers from lack-lustre image but the enthusiast will know that if you buy a pre-1948 Wolseley today, it is still a matter of “Buy Wisely - Buy Wolseley”.

Enjoy your Wolseley motoring; it is a civilised and almost stately progress, as you look down the long bonnet towards the winged mascot and can delight passengers with the illuminated radiator badge.

Adapted from an article in The Automobile, September 1984 by Anders Clausager.