Hornet Special Newsletter - WordPress.com · soul provided a roadworthy certificate with the car looking like that.] The VicRoads appointment was for the Monday before the planned

Wolseley Hornet Special Club of Australia Inc

Hornet Special Newsletter

Issue 43December 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

[email protected]

The title of this story only hints at what John and Sharon Balthazar learned about their Hornet when they drove from Melbourne to the Australian Club’s AGM in Canberra in October.

The Balthazars have been bullnose Morris afficiandos for years, and when a supercharged Hornet Special came on the market mid 2010, the prospect of six cylinders, an OHC and a supercharger all on one open-topped two-seater (available at a reasonable price) had them sold.

John had given the car a good shake down leading up to the AGM, includ-ing the Rob Roy hillclimb, but nothing could have prepared them for their journey from Melbourne to Canberra – 680km (420miles). Australians are accustomed to travelling long distances and journeys of 800km in a day are commonplace even in pre-war machines. However this was to be no commonplace journey.

Blowers don’t work underwater

continued page 3

Highlights this issue

CongratulationsJohn and Annabelle Clucas -1935 WHS Daytona registered

AGM CANBERRA 2010

Treasurers Report 2010

Reconditioned ‘32 - ‘34 Water Pumps available

Luvax shock absorbers cont...

Wanted ...

A Merry ChristMAs to All

Page 2 Hornet Special Newsletter

It was on March 22 this year that John Clucas realized that there was some chance of getting his car finished in time for October’s AGM. He remembers the date because that’s when he put together a completion program. The decision was made to scale back the day job, put the wife to work harder and go for it. Needless to say: progress went nothing like the plan. Manufacture of the bonnet and front apron commenced a week late and took five weeks instead of one, and the first of many coats of copper on the grille (prior to chroming) started just two weeks before the AGM. Manufacture of the hood and tonneau got squeezed right off the program.Timing was critical and VicRoads required two weeks notice for an appointment for pre-rego inspection, so at the

time of making the appointment the car was without a floor, seats, steering wheel, guards, bonnet, windscreen, lights and grille. [A kindly soul provided a roadworthy certificate with the car looking like that.] The VicRoads appointment was for the Monday before the planned departure on Friday. That left a few days in case of hic-cups. Just as well – VicRoads dithered around, requiring the car to be presented twice. And that meant driving it 6km each way, each time in heavy traffic with a brand new engine that ran but hadn’t been tuned.Registration was finally achieved at 4:10pm on the Thursday. The VicRoads office shut 20 min-utes later. Three hours after that the car was on the trailer ready for Canberra.

1935 WHS Daytona registered 14 October 2010Congratulations John Clucas

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Their car is a rebodied 1934 Sanction 127 Hornet Special, with pale blue paint, a polished “ally” bonnet and yellow wheels – a most attractive combination. As a special Special it has two miserly aero screens and no roof, side screens or wipers.

Adventure beckoned and the foul weather forecast was irrelevant. Rugged up and tucked in, John hit the starter button on the dot of 6:00am. The button was silent. Wearing three jumpers plus a jacket and gloves, John’s extraction from the cockpit and reinstatement after fixing a minor glitch filled the first 20 minutes of the day. Problem solved, the Balthazars joined fellow Horneteers John and Annabelle Clucas to form a two-vehicle convoy for the trip – although the Clucases had their ’35 Daytona on a trailer (behind a Nissan) because, after a complete restoration, it had only been registered 14 hours earlier and was “unproven”.

Then the rain started!

Undaunted, the Balthazars sat up in the Hornet - brave and proud.In the Nissan the wipers worked solidly for more than an hour before the Balthazars came to a halt. In driving rain the front right cycle guard was removed because the mounts had fatigued and the guard was about to fly off.Mobile again, a bad smash on the freeway forced a detour, and added unwelcome miles in the heavy rain.The prospect of a hot coffee at the first fuel stop seemed appealing. However when you’re wet to the skin, the heat off an engine and gearbox is much more appealing than the cold tiles and laminex of a cafe - regardless of how hot the coffee.

The rain was incessant.

The Balthazars’ spirits were dampened and they recon-sidered their options. Going home was very tempting. The region they were heading into had had 2½inches of rain in the past two days, but as there couldn’t be much water left up there, they decided to press on. Continuing rain was one issue, but the volume of water running across the road from swollen creeks was becom-ing another. When you’re doing 58mph, staring through a wet aero screen and sitting just 250mm off the road you don’t get much notice of a flood ahead. The first few creeks were only two or three inches deep and were crossed suc-cessfully, despite trucks flying past in adjacent lanes and throwing water at you harder than a fire hose.

Then came the big one.

Blowers don’t work under water ... continued from Page 1.....

The white lines disappeared under water for 300m ahead. The whole landscape was a sea. Worse still, the sea wasn’t calm. The current was strong. While the Horneteers were considering their options, sev-eral trucks and four wheel drives ventured in and made the crossing, but nothing smaller had been game. Large trees floated rapidly across the road, carried by the current . The Horneteers sallied forth and took the plunge. The Nissan and its trailer went first. With no lines to follow, you had no idea where the road was. Did it take a bend? Was the car still on the bitumen? The water was about 450mm deep and the Nissan and trailer chugged across without mishap.But, getting the lightweight Hornet across was the chal-lenge. It weighed less than the Nissan and much less than those trees that had floated past. And this car has a supercharger out the front with the air cleaner just 475mm off the road.

A third of the way across the car died.

If the occupants had climbed out they would have been swept away in an instant to an uncertain fate. Thoughts of family and children flashed through their minds as the starter motor (which was misbehaving anyway) whirred, whirred again and whirred again. Probably one minute passed as the car sat tiny and alone in the muddy tor-rent with spectators on each shore waiting nervously. As branches bounced off the car’s bodywork, the starter took its last gasp and the engine coughed, spluttered and came to life on a very soggy ratio of fuel, air and water.Reverse was selected and the Hornet chugged back to the bank. With the full offside of the car facing the current, the water flowed up and over the drivers’ door in a wave.

continued next page...


Who knows what kept the wheels on the road.Back ashore the supercharger was found to have sheared its drive. No wonder, blowers aren’t designed to work under water. There was nothing for it but to fix the drive and wait for the water to subside. Meanwhile the right front cycle guard had come adrift too, so it was removed.The journey was now six hours old and the rain hadn’t let up. Morale couldn’t have got much lower.

Two hours later the water level had dropped sufficiently for the Hornet to cross successfully.

The blower sheared its drive again but, after all the Balt-hazars had been through, that was nothing.The next town offered a welcome lunch and a tank refill, but two hours later that cafe and petrol station went under water as the adjacent levee bank spilled over.Apart from having to sit stationary, in continuing rain for half an hour while tow trucks and ambulances cleared another car accident, the remainder of the journey was wet but relatively uneventful.

The 680km journey took 12½ hours and exactly three tanks of fuel for the Hornet.

By day’s end the Balthazars had officially sat through exactly one inch of rain, but that was nothing compared to the volume of water dumped onto their laps by flooded roads, flooded creeks and passing trucks.

Three days later they drove the 680km home again; with-out mishap.

Girls and boys, the Balthazars have set you a serious example to follow.

John Clucas

Victor’s SwallowJohn Summerfield visited Victor Kucinskas and his 1930 Swallow Hornet and as these pictures below show, it is rather parlous, but not, he thinks, as bad as the 32 found under the mango tree in Kuranda, North Queensland, now with Monty Schofield! See Newsletter Issue 39. He is using iron bark for body timber and John says that furniture Victor has made are absolute gems, real artistry, so the frame should soon be looking good.

Issue 43 Page 5

Bill Trollope, Peter Partridge and Lyle Cooper admire John Prentice’s 1934 WHS

Left: J O Sherwood’s 1932 Maroubra Relay Race and Muston Trophy, etc, etc, winning car, now owned by Malcolm Smith.Above: Malcolm Smith’s 1934 very elegant bodied WHS with recessed spare wheel well.

John explains the secret of the wooden hood bows to Malcolm Smith, Don Santin and Peter Baker.

The work required on Myke Ryves’ car being considered byJohn Summerfield, Mike, Don Santin and Roy West.Behind is one of Mike’s other classics, a Lotus Elan +2 130S.

Mike’s car with a necessary accessory on the right.

The tour of our Canberra hosts’ cars


Presidents ReportWithout a doubt, the October AGM in Canberra was one of the liveliest gatherings we have had. Everyone seemed to be in good spirits and the discussion on restoration problems and solutions was at a peak.Added to this was the appearance of John Clucas’ 1935 WHS, registered in Victoria the day before it appeared at the meeting in Canberra. The amazing fortitude of John and Sharon Balthazar in driving from Melbourne in re-volting weather behind only aero-screens will be one of the club legends for many years to come. Of course there was also John Prentice’s newly completed 1934 restora-tion tucked away warm and dry in its garage, but a superb achievement never the less.On the Saturday morning (between little flurries of “white moisture” falling from the sky) we visited the workshops of Mike Ryves and Malcolm Smith. Mike has a 1934 project car as well as many other interesting vehicles. Mike and Clara supplied a lovely morning tea as well as a viewing of their beautiful home and I know how much the ladies in our group enjoyed this aspect. Then it was off to Malcolm’s and Herta’s home to view one of the 1933 Maroubra Relay Team cars and an elegant upswept design on a 1934 chassis. It is gatherings like this that prompt action into restorations which are flagging.At the AGM held in John Prentice’s spacious family room on the Friday night, the Executive awarded the Club Trophy for 2010 to the President for many years of meri-torious service. While I accept this honour with pleasure, I consider I have only tried to act for the betterment of the Club on all occasions and will continue to do so.

The success of the weekend was due to the efforts of our Canberra members and I thank John and Lyn Prentice, Malcolm and Herta Smith, and Mike and Clara Ryves for the manner in which they accepted us all. They have set the example for our Melbourne people to follow in 2011.Howard Kenward

WHSCA AGM Canberra 2010

Howard receives the Wings and Wheels Trophy

John Clucas explains tuning the tripple SUs to President Howard Kenward and Secretary Bill Russell

Issue 43 Page 7

WHSCA AGM Canberra 2010

AttendeesHoward and Allison Kenward Bill Russell and Liz Bill and Rhonda TrollopeDon and Carole SantinJohn and Sharon BalthazarJohn and Annabelle ClucasJohn and Lyn PrenticeJohn SummerfieldRoy WestLyle and Margaret CooperMalcolm and Herta SmithMike and Clara RyvesPeter Baker and Jo LordPeter and Lynley PartridgeHenry Hancock

John Clucas explains tuning the tripple SUs to President Howard Kenward and Secretary Bill Russell

Above: Following an exciting day inspecting the Canberra cars, 27 “tradesmen” enjoyed dinner at the Dickson Tradesmens Club

Left: Welcome Dinner and AGM at John and Lyn Prentice’s house Photos: John Summerfield

WHSCof A Inc. Elected for 2011President: Howard Kenward VP (Qld): Lyle Cooper VP (NSW): Bill Trollope VP (Vic): John Clucas VP (WA): Peter Wells Secretary: Bill Russell Treasurer: John Ireland Editor: Henry Hancock Registrar: Michael Santin


WHSC OF AUST INC. TREASURER’S REPORT.

1.4.09 - 31.3.10.

The Club has enjoyed another excellent financial year with a number of new members and subs at a new high, a factor that has enabled us to hold our subscription unchanged since 2004. With an income of just under $700.00. (the figure in the Return includes $75.00. of current year payments) we just about break even. In 2007 we had a donation for parts of $300; in 2008 we had donations of $300; and this year we had a sale of parts to the UK of around $300; all of which has given us a useful balance of funds.

The $70.00 of Petty Cash included $50.00 for postage of the UK mags which was, in fact, not needed, so it was used for postage of the part to the UK – which cost will be recovered when we do the funds transfer to them later in the year.

You will note that the interest on our funds is way down this year due to the appallingly low interest rates that applied during the year. Hopefully these will return to normal over coming months.

Excerpt from UK Club Rules and Regs adopted June 2010 as reported to the WHSC of Aust Inc. AGM by the Secretary.

Nomenclature.

The name of the Club shall be the “Wolseley Hornet Special Club”.For the purpose of the Club rules, a Wolseley Hornet Special is defined as a Hornet chassis equipped with a Hornet engine as manufactured by Wolseley Motors (1927) Ltd, and fitted with open or closed sports coachwork in keeping with the period of the Thirties (1930 – 1936). This includes as a matter of course, Batch Nos 51, 65, 78, 114, 127 and 163.

Constitution of the club

The Club shall consist of members in the United Kingdom and Overseas and be known as the Club. The affairs of the Club shall be conducted by a National Committee whose Officers shall be drawn from Club members.For members’ convenience, local areas may be set up, each with its own Area Secretary. Each may have a Committee of up to three additional members. These are known as Area Committees.If the partner of an existing member is elected to office they do not need to be a member in their own right.

Object

To encourage the preservation and use of Wolseley Hornets, Sports and Specials.

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WHSC OF AUSTRALIA Inc. FINANCIAL RETURN FOR YEAR 1.4.09. TO 31.3.10. RECEIPTS: Subscriptions WHSC of Aust: $760.00Subscriptions WHSC of U.K.: $1090.00.Payment for Parts U.K. $974.41.Interest: $ 00.92Total: $2825.33. Banked: 1.4.09. to 31.3.10: $2824.21.Interest Credited: $ 00.92Total: $2825.33.-----------------------------------------------------------------------------------------PAYMENTS:Newsletter: $637.71Registration Fee: $00.00.U.K. Subs & Parts: $1115.34.Petty Cash: $70.00.Total: $1823.05. BALANCE:Bank Balance @ 1.4.09: $1471.28.Plus Deposits 1.4.09 – 31.3.10. $2824.21.Interest: $ 00.92.Total: $4296.61. Less Payments: $1823.05. Final Balance: $2473.56. BANK BALANCE @ 31.3.10: $2618.01.Less cheque 238 not yet presented: $ 144.45.True Bank Balance @ 31.3.10: $2473.56. Balance Agreed.

John Ireland. Treasurer WHSC Of Aust. Inc.1.4.10.

Thanks to the generosity of The Victorian Govt there was no Registration Fee this year which saved us around $40.00. This will return to normal we assume and probably at a higher rate, knowing how governments work! J.G. Ireland. Treasurer WHSC of Aust Inc. 2.4.10.


Continuing the sequel to “The Great Shock Absorber Rebuild”Part 2 of the article John Balthazar has provided on how the factory does it

Replenishments.It is essential that the recuperator chamber be kept reason-ably full of fluid and an occasional inspection through the filling plug is advisable.The level should be such that it is just visible at the base of the adjusting nut, or, in other words, just covering the working cylinder. Do not completely fill the recuperator chamber or no room will be left for expansion as the fluid becomes warm, and excessive pressure will be set up within the shock absorber.Unless a leakage has developed, the shock absorbers do not require very frequent replenishment, but every 10,000 miles it is advisable to remove the filler plug and make good any loss of fluid.

A Temporary Expedient if Special Fluid is Not Avail-able.The special Luvax fluid should always be used for replen-ishing these shock absorbers as its composition has been carefully developed to ensure the best results. If Luvax fluid is not available and replenishment is imperative, pure castor oil may be used as a temporary expedient, but the shock absorbers should be emptied and refilled with Luvax fluid at the earliest opportunity. Castor oil is of lower viscosity than Luvax fluid, so that the shock absorber will provide less damping action, and as a result it will be necessary to screw up the regulating screw slightly to compensate for this.

Maintenance Points.Indication that the shock absorbers are not functioning efficiently is given by excessive bouncing of the car on in dif-ferent road surfaces, and this is usually the result of neglect to replenish the shock absorbers at the necessary intervals. The level of the fluid in the recuperator chamber should be checked and replenished when necessary.

What to Do if the Fluid Has Been Allowed to Get Too Low.In cases where the fluid has been allowed to become low, air may have found its way into the working cylinder. Indication that air is present in the working cylinder is given by a springy or spongy feeling when the operating arm is worked by hand, and if the shock absorber has been used for some time in this condition it is probable that an emulsion of air and oil has formed which must be expelled from the working cylinder by operating the shock absorber arm by hand until the springiness disappears and only a steady resistance is felt.

In Extreme Cases Remove the Regulating Screw.In extreme cases the regulating screw may be removed, thus allowing the emulsified air to be forced out quickly, but the recuperating chamber must be well filled so that the

Fig. 7 THE END OF THE TEST The time taken for the shock absorber arm to travel through an arc of 100° with the necessary weight to apply a torque of 100 in. lb. in the case of the smaller models, or 200 in. lb. in the case of the larger, is the basis of regulation employed at the works before despatch.

Fig. 8. THE TIME FACTORThe time factor to which the shock absorber was set at the works is usually stamped on the back of the shock absorber as shown. The specimen photographed took 14 seconds to traverse 100° with a load of 200 in. lb.

Issue 43 Page 11

regulator screw opening is below the level of the fluid before doing this, and the regulating screw must immediately be replaced and correctly reset before restoring the fluid to the correct level and replacing the shock absorber.If the shock absorber fails to offer the necessary resistance to movement of its arm after the recuperating chamber has been filled, all air excluded, and the regulating screw correctly set, it should be returned to the makers for attention or to one of the many Lucas service depots.

Cause of Harsh Action.Harsh action of the shock absorbers may be due to the non-return valve sticking, and this can easily be ascertained by disconnecting the shock absorber links and testing the shock absorber by hand. If it is found not to be free on the return stroke it is an indication that the nonreturn valve is not functioning, and the shock absorber should be returned to the makers for attention.Leakage of fluid past the spindle gland is unlikely as the gland is of an efficient type. The gland nut should never be interfered with, except to rectify a leakage of fluid, and even then it must be used with care and only tightened up just sufficiently to effect an oil seal.

The Connecting Links.The connecting links are attached to the pins on the axle and shock absorber arm by rubber bushes of square section which fit into the squared ends of the links, and are firmly clamped on to the pins by a lock nut and retaining washer on each side.The relative movement between the link and the pins is taken up by the rubber which flexes to a sufficient extent. No relative movement takes place between the pin and the rubber bush, so that no actual rubbing takes place, and no lubrication of any sort is required.In the course of time the pounding and flexing to which the rubber bush is constantly subjected enlarges the hole for the

Fig 9. A SIMPLE UNIVERSAL TESTING BOARD FOR REGULATING ALL TYPES OF LUVAX SHOCK ABSORBERS.This may be made up from a piece of hardwood approximately 1 in. thick and 17 in. x 141/2 in., with four wood stops aranged as shown. If the wood base is cut accuraely to the sizes indicated the included angle between the diagonals will be 100°.


pin which then has a slight rotary movement, that rapidly produces wear of the bush. This state of affairs is indicated by a dull knocking noise as the car is travelling, and when this develops new bushes should be fitted.

How to Fit New Bushes.The fitting of new bushes is not a difficult matter, it being only necessary to remove the lock nuts on the ends of the pins, remove the link, press out the bushes, force into position the new ones, and replace the link on the pins, not forgetting to replace the retaining washers and lock nuts.

General.It is important that all shock absorber attachment bolts and nuts be kept quite tight, and it is advisable to go over the fixing bolts occasionally to ensure this.

Replacing the Shock Absorber Arm.If the shock absorber arm is removed from the spindle care must be taken to see that it is replaced in the correct position. On some Luvax shock absorbers the arm is attached to the spindle by splines which provide a variety of positions, and on other models the arm is located to the spindle by a key. In the latter case the shock absorber arm is provided with two keyways, and since there is only one correct position for the arm, care must be taken to see that it is in the right position.The shock absorbers are made to function clockwise or anticlockwise, and the direction in which they are intended to work is marked by an arrow on the recuperator chamber. It must be remembered that component parts of Luvax shock absorbers vary greatly on different makes of cars, and that great care must be taken to see that identical replacement parts are employed. For this reason, it is always advisable to return the shock absorber to Messrs. Lucas, Ltd., for attention when any serious irregularity necessitating dismantling of the shock absorber occurs.

From the “Modern Motor Repair and Overhauling” Vol II pp 461 to 469 SHOCK ABSORBER ADJUSTMENT AND REPAIR By A. F. HOULBERG, A.M.I.Ae.E.

1932-34 WATER PUMPSA couple of extra water pumps that I have reconditioned are available – i.e. skimmed shaft, new bush, new bronze sprung thrust plunger with a new sealing washer (made from a wonderful piece of dense carbon that Bill Trollope supplied). I can make these available at no cost to members on an exchange basis – freight cost to you.

This offer extends to all members and I will continue to recondition pumps as I receive them. Even if you have any extra pumps – with parts broken or damaged – the good part may go with the good part of another pump or it could be repaired.

Lyle Cooper, 11 Kernel St, The Gap Qld 4061 Ph 07 3312 2365

1933 BRAKE/CLUTCH PEDAL RUBBERSI have been able to obtain rubbers from The Rubber Shop at 148 South Pine Rd, Enoggera at $16 ea Part No 240 017. My brake/clutch pedals are oval 3” long x 2” wide. The rubber caps are for a commercial Hillman – still beggars can’t be choosers!

WANTEDThree dash lights for 1933 Wolseley Hornet Special – or even one that I can copy and return.Temperature gauge and bulb i.e. entire unit for ’33 WHS.1 ⅛” Carburettor bodiesLyle Cooper 07 3312 2365

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Hornet Special Newsletter - WordPress.com · soul provided a roadworthy certificate with the car looking like that.] The VicRoads appointment was for the Monday before the planned