WOLSELEY 1500 REVIEW

The Wolseley 1500 was the upmarket small family saloon of the late 1950s and early 1960s. It’s affordable, stylish and fun...

Wolseley continue to appeal thanks to their simple engineering, high gearing and a healthy spares back-up. They also have period charm, with two-tone interiors on early cars, and the illuminated Wolseley badge on the grille. 

The 1500 combined the Morris Minor’s floorpan and suspension with a more roomy body and the 1.5-litre B-series engine. There were MkI models from 1957 to 1960; MkIIs had concealed bonnet and boot hinges, and arrow-head side trim; while the 1961-1965 MkIII had larger side grilles and rear lamps, and single-tone upholstery on the interior. 

VITAL STATISTICS

Engine                                    1489cc/4-cyl/OHV

Power (bhp@rpm)                  50bhp@4200rpm

Torque (lb ft@rpm)                 71lb ft@2600rpm

Top speed                                78mph

0-60mph                                  24.4sec

Consumption                            35mpg

Gearbox                                    4-speed manual

WHAT TO LOOK FOR

BODYWORK & CHASSIS

Look carefully for rust on inner and outer front wings, and lift the bonnet to check where they join. The front panel rusts, particularly where it joins the front wings. The bottoms of the rear wings also go, and blocked drain holes will rot the door bottoms. The rear door also goes around the wheelarch, and the wheelarch can be affected.

Underneath, check the sills and floorpan. Move on to the front chassis legs and the crossmember that supports the floor, particularly the mounting-points for the front suspension’s torsion bars. At the back of the car, it’s the rear spring mountings that are vulnerable. There’s very little that can’t be fixed, but major structural repairs are expensive.

ENGINE

The engine is simple and robust, and there are spares galore. A single SU carburettor simplifies tuning, but you usually have to fiddle with the choke while the engine warms up. The B-series may run-on even when in good condition; prolonged and persistent running-on needs proper investigation, though. Expect it to use quite a bit of oil, but really high oil consumption suggests problems. Noise from the valve gear means the clearances must be re-set – in some cases, worn shafts and bushes will have to be replaced first.

Some owners have sought better performance by uprating the engine to Riley One-Point-Five or MGA 1500 specification, which is relatively easy to achieve. Other cars have been converted with modern units such as the Marina’s 1.8-litre. In such cases, the issue is how well the conversion has been achieved. With the Marina engine fitted, uprated brakes are advisable.

RUNNING GEAR

Expect some whine from the gearbox and rear axle, though not too much, and enjoy the high-geared third. The steering should be light, direct and precise, so be wary if it feels heavy. The steering swivels and joints need greasing every 1000 miles, and wear quickly if this is not done. Dry swivel pin joints eventually seize, the pin can shear and the front wheel collapses.

The dampers are Armstrong lever-arm types, and don’t last very long. Some owners have converted to telescopics (which is quite involved), but experts say you’ll get a better result by fitting an aftermarket anti-roll bar kit – though you’ll still have to keep an eye on those dampers.

Brakes are Lockheed drums all round, and not directly interchangeable with the equivalent Riley’s bigger Girling drums. Plenty of roll on corners and axle hop over bumps are only to be expected.

  INTERIOR

The interior combines cost-saving with luxury touches, so the seats have only fore-and-aft adjustment, but wear leather upholstery (the Fleet model from 1959 had Vynide trim). On the 1957-1961 MkI and II cars, the leather is two-tone – there were several combinations, so finding good seats in the right colour from a scrapyard isn’t likely. All cars come with walnut dashboards, complete with large radio speaker in the centre, and with matching door cappings.

OUR VERDICT

If you’re looking for a loveable, affordable classic to enjoy rather than to impress the lads, a Wolseley 1500 would suit you very well. Maintenance isn’t expensive, and if you’ve bought a good one, you won’t have to spend your time scouring autojumbles and small ads for obscure parts. You’ll be able to keep a 1500 on the road easily, but if you’re missing interior trim or chromeware, you might spend a very long time hunting for replacements.

WOLSELEY 15/50 REVIEW

The Wolseley 15/50 came along in 1956 as a replacement for the 4/44, having finally graduated to a 1489cc B-series of its own. Apart from a few trifling differences in chrome trim, there were no other changes, unless you consider an extra fog lamp to be the dawn of a new age. Later cars have a BMC back axle and changed to front wheel cylinders matching those used on the Wolseley 1500. Production continued until 1958, when the 15/50 - and its MG ZB equivalent - was superceded by the 15/60 Farina-bodied family car.

WOLSELEY 4/44 REVIEW

The Wolseley 4/44 appeared at the 1952 Motor Show, complete with 1250cc Nuffield XP engine (XPAW to be precise), column gearchange, rack-and-pinion steering and independent front suspension. Production, however, didn't get underway until 1953, alongside the sportier MG Magnette iant boasting a BMC B-series engine.

VITAL STATISTICS

Engine 1250cc/4-cyl/OHV

Power 46bhp@4800rpm

Torque 58lb ft@2400rpm

Top speed 72mph

0-60mph 33sec    

Gearbox 4-speed manual

WHAT TO LOOK FOR

BODYWORK

This is the most important matter to consider with one of these cars. The bodyshells were very well built, but the rustproofing was lacking. Only the front doors, bootlid and inner sill/box section are common with the MG Magnette, though some repair panels can be adapted. Secondhand Wolseley wings are to put it mildly, thin on the ground, but with some work you should be able to adapt an MG one, should you be lucky enough to discover such a thing in some farmyard where you're in danger of having a hen sink its teeth into you.

Look for corrosion at the front valances, seam across the wings, tops of the inner wing, front floorpans, rear spring hangers and bootlid. Check the area around the A-posts and look at the splash panels at the rear of each front wheelarch. If there's rot here there's almost certainly been a riot going on inside the sills, and rust can spread into the floor. The inner sills form part of a box section, the good thing being that they are the same as on the MG, and available. The outer sills are unique to the Wolseley and perform less of a strengthening function than the inners.

Less important potential rot spots are the door bottoms and area around the front sidelamps. Also around the front and rear windscreens, where rot can often result from water seepage.

ENGINE

The XPAW engine in the 4/44 is scarcer than the ubiquitous B-series in the 15/50 but you should be able to get just about naything for both. The XPAW engines are rugged but they are prone to leaking oil from the timing cover/front sump joints.

Unless the bodywork is wonderful, a 4/44 with a tired engine is probably best avoided. These engines aren't pleasant when they are worn and parts for an overhaul can be expensive.

TRANSMISSION

The gearbox tends to be long lived and should only be exhibiting wear you can live with, such as worn synchromesh on second and wear to the baulk rings. A sloppy 4/44 gearchange may be due merely to worn linkages or even just the spring at the bottom of the gearchange shaft. 

BRAKES

The 4/44 had Lockheed 9in hydraulic brakes, and you shouldn't have much difficulty getting anything for those at a reasonable price. The master cylinder is a double unit for brake and clutch, but available from several specialists, a stark contrast to the situation a few years ago.

STEERING & SUSPENSION

The 4/44 has an excellent rack-and-pinion set-up, giving surprisingly good handling. Steering racks can go for huge mileages without problems. The front suspension is a coil spring system and semi-elliptic springs at the back, with telescopic dampers all round.

Rubber bushes can perish, but you can replace them. Kingpins wear, and this will happen quickly if they're not kept well-greased. Again, specialists can supply everything you need.

INTERIOR & ELECTRICS

The cars offer a real touch of luxury for their price, with leather seat facings and polished wood. Carpet seats are available from several specialists.

OUR VERDICT

It's great looking vehicle, the interior is the same as much more expensive and temperamental Wolseleys plus the cars are lucky in that the XPAW engine shares components with the MG T series.

Rot is a problem, so think about it before you take on a major project. Otherwise, these are reliable and charismatic cars ready to provide real enjoyment.

WOLSELEY 6/80 REVIEW

Forever associated with stiff upper lip postwar British police films, the Wolseley 6/80 really is well worth seeking out.

‘Long, low and graceful. It fits the Ritz entrance. Doormen stand slightly straighter when it glides up.’

So which car of the late 1940s inspired that bizarre piece of advertising copywriting? Cadillac, Rolls-Royce? No, the Wolseley 6/80.

Yes that very car which to some resembled a bloated Morris Minor with a traditional Wolseley grille stuck on the front when it was introduced alongside that very car at the 1948 Motor Show. The line-up also included a Morris Six, which shared the Wolseley’s larger bodyshell and six-cylinder 2215cc overhead cam engine, though with only one carb, but lacked the Wolseley’s refinements, and, dare we say, presence. The 4/50 was a four-cylinder version of the car but with a shorter bonnet and 1476cc four-cylinder version of the 6/80.

The big Wolseley won a massive fanbase among the police, where its relatively good handling and top speed were very useful. Rather than ‘standing straighter’, many an errant driver would cower into their seat at the sight of the big Wolseley looming up behind.

The car continued in production until 1954, when 25,281 had been produced.

VITAL STATISTICS

ENGINE 2215cc/6 cyl/OHC

POWER 72bhp@4600rpm

TORQUE 101lb ft@2200rpm

MAXIMUM SPEED 80 MPH

0-60MPH 24 sec

FUEL CONSUMPTION 20mph

TRANSMISSION RWD, four-speed manual

WHAT TO LOOK FOR

ENGINE

Almost a work of art in itself, the cars’ overhead-cam unit is a joy to hear not that hard to work on.

There was one problem that probably led to the death of more of these vehicles than any other – the original valves were really not up to the job. In 1952 the engine was altered, with changes to the cylinder head and waterways, which is felt by those in the know not to have really helped.

There is an easy solution to the problem – to have hardened valves fitted. The Wolseley 6/80 and MO Club - which performs miracles in helping keep the cars on the road, now has stainless steel valves available and can provide a secondhand cylinder head and block. Pistons are shared with the Wolseley 4/44 and available from Shropshire-based FW Thornton.

BODYWORK

As the Nuffield Organisation’s first venture into monocoque construction these cars were extremely strong. The most significant rot area is the bottom of the A-post which is difficult to rectify.

The area where the sills meet the outer edges of the floor needs serious checking, as does the floor around the front mountings of the spring hangers.

Wings can corrode, particularly at the edge where repair sections. Body panels are in extremely short supply, and only available secondhand.

MIND YOUR TRUNNIONS

The torsion bar, twin telescopic damper (except for the lever arm variety on a few early cars) suspension is relatively straightforward. Currently unavailable are the lower suspension trunnions, which need careful greasing to live long term. You might be lucky with something secondhand. The cars have Lockheed brakes and most parts are available.

AUSTRALIA

As we’ve mentioned, many 6/80s went Down Under and the British Wolseley 6/80 and MO Club (which you MUST join) has a huge Aussie contingent, with which it works very closely in sourcing new and used components. Many a Wolseley bit has recrossed the seas!

OUR VERDICT

Even saying the name ‘Wolseley’ brings back a lost, respectable world of tea and a nice scone, and here is probably the greatest example of the marque. Beautifully built and appointed, the car cars are supremely imposing, sound magnificent – the overhead-cam engine was based on an Hispano-Suiza design. The sight through the split windscreen along the imposing bonnet is akin to rounding a corner and finding the Hanging Gardens of Babylon.

A 6/80 will give 80mph to the brave, or at least has little problems in modern traffic, and the torsion bar suspension provides half-reasonable handling for a car of this size and era.

No classic really has more presence the cars have excellent club support and their one-time Achilles heel, valve problems, have long been cured.

Sadly we can’t report a nationwide network of 6/80 specialists but the car does have fantastic club support. Buy one and join them!

WOLSELEY HORNET (1930) REVIEW

The Wolseley Hornet was introduced in 1931 alongside the Viper series, whose price and body styles were a departure from the previous 12 and 16 hp models, proving to be an immediate and phenomenal successs.  The Hornet was fitted with a 12 hp six cylinder ohv engine, and made available as a fabric saloon, coachbuilt saloon, or a sports two-seater - all options with just two doors.  These were all considerably reduced in weight compared to previous models, with wire wheels replacing the previous models artillery wheel.  Lightweight pattern bumpers were also fitted, with the exception of the two seater sports being without bumpers.

In 1932 the Hornet range was extended to also include a 4 door light saloon, and a 2 door occasional four seater coupe.  The existing variants also continued: 2 door coachbuilt saloon, 2 door fabric saloon, semi-sports 2 seater, and 2 seater coupe.  Differences from the 1931 are minor, for instance the wheelnuts are now enclosed under a round steel chrome plated hubcap. 

For 1933 the range was reduced to a light 4 door saloon, occasional four coupe.  A new Hornet Special in chassis only form was introduced - bodywork being fitted by outside specialist coachbuilders.  The enamel grill badge was replaced with an illuminated Wolseley badge.  Trafficators were added to the front and rear above the number plate.

In 1934 the addition of a 'Free-wheel model' option on the 4-door saloon was added, and the trafficators relocated to the door pillars.

Initially in 1935 the options of Preselector 12/6 Saloon, or Occasional Four Coupe with a larger 14 hp engine were offered.

On 29th April 1935 the 'Series' models of Wolseley were introduced - replacing the former 'yearly' range of models.  This new Hornet being larger, and also distinguishable by the inclusion of easiclean wheels of the pressed steel type.

WOLSELEY HORNET (MINI) REVIEW

With longer, slightly finned rear wings and larger boot capacity, the Wolseley Hornet was billed as a more luxurious, upmarket version of the Mini. The Hornet also has a higher quality interior trim and more external chrome than the original mini. The Riley Elf was introduced as a sporty version.

In the original Wolseley Hornet sales brochure the car was described as a small car with a big inside, big enough for family motoring, big enough for long distance touring where comfort and luggage capacity are essentials.

The exceptional economy of B.M.C mini motoring and the altogether outstanding road performance that goes with it are now so well-known as to become significant of a new and refreshing way of motoring. Lively acceleration, excellent road holding and cornering characteristics, together with compact dimensions to facilitate manoeuvring and parking are features which have never before seen so effectively combined in a four seat saloon.

Over its 8 years, it had two minor facelifts, the first of which in 1963, saw the original Mini 850 engine replaced by the Cooper's 998cc. This gave added speed and better performance. The Mark III, launched in 1966, featured wind-up windows, and integral door hinges - features not seen on the Mini until 1969.

The car was killed off, in both guises, with the axing of all Riley Models in 1969, and was indirectly replaced by the Mini Clubman Models. In total 30,912 Riley Elfs were built. During the same period 28,455 Hornets built.

WOLSELEY LANDCRAB (1964-1975) REVIEW

‘Landcrab’ may not sound like much of a term of endearment, but there’s plenty to love about BMC’s under-rated family saloon, not least as it’s available at bargain prices

Wolseley Landcrab (1964-1975) Review

If the 1100 and 1300 took all the best bits of the Mini and added space with practicality, the 1800 and 2200 took the concept to its ultimate conclusion, with a seriously roomy cabin and comfort levels way beyond anything a Mini owner could ever imagine. But despite its great dynamics, comfort and space, the 1800 and later the 2200, together known as the Landcrab, never really captured buyers’ imaginations.  

VITAL STATISTICS

Engine                                    1798cc/4-cyl/OHV

Power (bhp@rpm)                  86bhp@5300rpm

Torque (lb ft@rpm)                 101lb ft@3000rpm

Top speed                                93mph

0-60mph                                  16.3sec

Consumption                           27mpg

Gearbox                                   4-sp man/4-sp auto

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

Most Landcrabs have been welded by now. Most rust-prone is the MkIII, with its thinner steel, but all can suffer rotten sills and jacking points; cover sills are common. Rusty floorpans are likely too, so lift the carpets to check from inside and get underneath too.

The rear wheelarches are double-skinned, making repairs trickier, but they’re fairly hardy. Doors can rust because of blocked drain holes, but Maxi items are a straight swap for MkII and MkIII Landcrabs. Also check the headlamp surrounds.

The rear of the front and rear wheelarches rot badly, as can the trailing edge of the bootlid and bonnets along the front edge.

ENGINE

The six-cylinder engines are less stressed than the B-series units, but also less durable; you’ll get 100,000 miles out of a 2.2-litre powerplant, but 150,000 from an 1800 unit. 

The B-series engine sounds tappety even when set up properly. At tickover expect 15-25psi oil pressure and 50-65psi at 3000rpm. Anything less means the crankshaft is worn – which means an engine rebuild – or the oil pump is on its way out.

Crankcase breather pipes get blocked, causing oil to be burned; the plastic oil filler cap is a consumable to be replaced every 12,000 miles. 

Oil consumption can also be through worn valve guides or stem seals, so check for smoke when you apply the throttle after the over-run. Oil leaks are common too, from the front and rear crankshaft seals, and the tappet chest side covers behind the exhaust manifold.

RUNNING GEAR

The 1800’s carbon clutch release bearing wears quickly; feel for a vibration through the clutch pedal. Autos are rare – the Borg-Warner Type T35 differs in detail from the standard unit but it’s possible to fit an Ambassador or Princess unit, with detail modifications.

The Hydrolastic suspension is reliable if the displacers are pumped up every five years or so. The problems don’t lie with the displacers – it’s the hoses which lead into them that give up.

Also check the rubber doughnut driveshaft coupling for cracks and splits, on manual 1.8-litre cars, which wears; the coupling between the steering column and rack can suffer the same ailment.

On cars with power-assisted steering, fluid may be leaking from the hose unions, reservoir or hydraulic ram. At worst you’ll have to fit a reconditioned steering rack, with a kit of seals available from the club for around £15 or a rebuilt unit weighing in at £100 or so.

The braking system is usually trouble-free, but the brake servo is expensive to replace at £225, so make sure it’s working okay. MkII and MkIII Landcrabs use an MGC unit.

INTERIOR

All MkIIIs suffer from poor quality carpets, but the Wolseley Six suffers especially from disintegrating brushed nylon seat trim and headlinings.

There’s good interchangeability with the electrical components, although the Wolseley had its own rear lights throughout production. MkI Austin and Morris cars had different rear lights and the MkII and MkIII cars had different units again. 

OUR VERDICT

The Landcrab has much to recommend it, with comfort and space especially prominent on the menu. With trim and panels hard to find you have to think twice about taking on a major restoration project, and with good examples worth relatively little you’re much better buying one that doesn’t need anything significant doing to it.