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Wolseley
Wolseley Motors Limited was a British motor vehicle manufacturer founded in early 1901 by the Vickers Armaments in conjunction with Herbert Austin. It initially made a full range, topped by large luxury cars, and dominated the market in the Edwardian era. The Vickers brothers died and, without their guidance, Wolseley expanded rapidly after the war, manufacturing 12,000 cars in 1921, and remained the biggest motor manufacturer in Britain.
Over-expansion led to receivership in 1927 when it was bought from Vickers Limited by William Morris as a personal investment. He moved it into his Morris Motors empire just before the Second World War. After that, Wolseley products were "badge-engineered" Morris cars. Wolseley went with its sister businesses into BMC, BMH and British Leyland, where its name lapsed in 1975.
1890
c1896 Wolseley Tri-car
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024. Vehicle not registered.
The notice displayed with the vehicle states:
This unusual vehicle was built by Herbert Austin and his partner H H Mulliner at the time when Austin was manager of the Wolseley Sheep-Shearing Machinery Company's Birmingham branch. it was one of Austin's first car designs, possibly influenced by the French Leon-Bollee 'Voiturette' which had appeared in December 1895. It is also one of the earliest British cars.
The frame was made from bicycle type tubing and the wheels fitted with solid rubber tyres. The two cylinders of the horizontally opposed engine share a common valve chest and combustion chamber, both firing at the same time.
This design did not prove particularly successful and Austin concentrated on his other tri-car design which had been completed in December 1896.
The notice displayed with the vehicle states:
This unusual vehicle was built by Herbert Austin and his partner H H Mulliner at the time when Austin was manager of the Wolseley Sheep-Shearing Machinery Company's Birmingham branch. it was one of Austin's first car designs, possibly influenced by the French Leon-Bollee 'Voiturette' which had appeared in December 1895. It is also one of the earliest British cars.
The frame was made from bicycle type tubing and the wheels fitted with solid rubber tyres. The two cylinders of the horizontally opposed engine share a common valve chest and combustion chamber, both firing at the same time.
This design did not prove particularly successful and Austin concentrated on his other tri-car design which had been completed in December 1896.
c1896 Wolseley Tri-car
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024. Vehicle not registered.
The notice displayed with the vehicle states:
This unusual vehicle was built by Herbert Austin and his partner H H Mulliner at the time when Austin was manager of the Wolseley Sheep-Shearing Machinery Company's Birmingham branch. it was one of Austin's first car designs, possibly influenced by the French Leon-Bollee 'Voiturette' which had appeared in December 1895. It is also one of the earliest British cars.
The frame was made from bicycle type tubing and the wheels fitted with solid rubber tyres. The two cylinders of the horizontally opposed engine share a common valve chest and combustion chamber, both firing at the same time.
This design did not prove particularly successful and Austin concentrated on his other tri-car design which had been completed in December 1896.
The notice displayed with the vehicle states:
This unusual vehicle was built by Herbert Austin and his partner H H Mulliner at the time when Austin was manager of the Wolseley Sheep-Shearing Machinery Company's Birmingham branch. it was one of Austin's first car designs, possibly influenced by the French Leon-Bollee 'Voiturette' which had appeared in December 1895. It is also one of the earliest British cars.
The frame was made from bicycle type tubing and the wheels fitted with solid rubber tyres. The two cylinders of the horizontally opposed engine share a common valve chest and combustion chamber, both firing at the same time.
This design did not prove particularly successful and Austin concentrated on his other tri-car design which had been completed in December 1896.
1896 Wolseley Autocar Number One, O 4094
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
1018cc petrol engine.
The notice displayed with this vehicle states:
One of the earliest Wolseleys, designed by Herbert Austin, this car made its first public appearance as Wolseley Autocar Number One at the National cycle Exhibition at Crystal Palace in December 1896. In June 1898 Austin drove this car 250 miles from Birmingham to Rhyl and back, remarkable for an early car.
The tri-car looks like a bathchair, with the occupants sitting back to back with the engine underneath the seats. The frame is constructed from steel tubes rather like a bicycle. There is no suspension on the front wheel, but the rear wheels employ spring radius rods, a very early use of independent suspension.
The car was originally fitted with a twin-cylinder engine but this was replaced after a year or so by a single cylinder unit mounted horizontally, ignition is by a single spark and trembler cog. Most of the engine save its moving parts is made from bronze used for the ease of casting. The casting spikes on the cylinder head look much like a medieval torture instrument.
Two speeds are available using parts on fixed and loose pulleys. There are two pairs of brakes, one operated by a foot pedal and one by hand, both acting internally on the rear rims.
Engine One cylinder 1018cc. Top speed 12mph (19kph) Power 3BHP. Coachwork Car. Price new £110. Registration mark O 4094.
1018cc petrol engine.
The notice displayed with this vehicle states:
One of the earliest Wolseleys, designed by Herbert Austin, this car made its first public appearance as Wolseley Autocar Number One at the National cycle Exhibition at Crystal Palace in December 1896. In June 1898 Austin drove this car 250 miles from Birmingham to Rhyl and back, remarkable for an early car.
The tri-car looks like a bathchair, with the occupants sitting back to back with the engine underneath the seats. The frame is constructed from steel tubes rather like a bicycle. There is no suspension on the front wheel, but the rear wheels employ spring radius rods, a very early use of independent suspension.
The car was originally fitted with a twin-cylinder engine but this was replaced after a year or so by a single cylinder unit mounted horizontally, ignition is by a single spark and trembler cog. Most of the engine save its moving parts is made from bronze used for the ease of casting. The casting spikes on the cylinder head look much like a medieval torture instrument.
Two speeds are available using parts on fixed and loose pulleys. There are two pairs of brakes, one operated by a foot pedal and one by hand, both acting internally on the rear rims.
Engine One cylinder 1018cc. Top speed 12mph (19kph) Power 3BHP. Coachwork Car. Price new £110. Registration mark O 4094.
1896 Wolseley Autocar Number One, O 4094
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
1018cc petrol engine.
The notice displayed with this vehicle states:
One of the earliest Wolseleys, designed by Herbert Austin, this car made its first public appearance as Wolseley Autocar Number One at the National cycle Exhibition at Crystal Palace in December 1896. In June 1898 Austin drove this car 250 miles from Birmingham to Rhyl and back, remarkable for an early car.
The tri-car looks like a bathchair, with the occupants sitting back to back with the engine underneath the seats. The frame is constructed from steel tubes rather like a bicycle. There is no suspension on the front wheel, but the rear wheels employ spring radius rods, a very early use of independent suspension.
The car was originally fitted with a twin-cylinder engine but this was replaced after a year or so by a single cylinder unit mounted horizontally, ignition is by a single spark and trembler cog. Most of the engine save its moving parts is made from bronze used for the ease of casting. The casting spikes on the cylinder head look much like a medieval torture instrument.
Two speeds are available using parts on fixed and loose pulleys. There are two pairs of brakes, one operated by a foot pedal and one by hand, both acting internally on the rear rims.
Engine One cylinder 1018cc. Top speed 12mph (19kph) Power 3BHP. Coachwork Car. Price new £110. Registration mark O 4094.
1018cc petrol engine.
The notice displayed with this vehicle states:
One of the earliest Wolseleys, designed by Herbert Austin, this car made its first public appearance as Wolseley Autocar Number One at the National cycle Exhibition at Crystal Palace in December 1896. In June 1898 Austin drove this car 250 miles from Birmingham to Rhyl and back, remarkable for an early car.
The tri-car looks like a bathchair, with the occupants sitting back to back with the engine underneath the seats. The frame is constructed from steel tubes rather like a bicycle. There is no suspension on the front wheel, but the rear wheels employ spring radius rods, a very early use of independent suspension.
The car was originally fitted with a twin-cylinder engine but this was replaced after a year or so by a single cylinder unit mounted horizontally, ignition is by a single spark and trembler cog. Most of the engine save its moving parts is made from bronze used for the ease of casting. The casting spikes on the cylinder head look much like a medieval torture instrument.
Two speeds are available using parts on fixed and loose pulleys. There are two pairs of brakes, one operated by a foot pedal and one by hand, both acting internally on the rear rims.
Engine One cylinder 1018cc. Top speed 12mph (19kph) Power 3BHP. Coachwork Car. Price new £110. Registration mark O 4094.
1899 Wolseley 3 1/2HP Voiturette, OWL 707
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
DVLA records show the vehicle was registered on 1st November, 1980.
1300cc petrol engine.
The notice displayed with this vehicle states:
This was Herbert Austin's third design for Wolseley and his first four-wheeled car. It formed the basis of the production modals that Wolseley introduced in 1901. The gilled-tube radiator surrounding the engine was a trade-mark of the early Wolseley cars but was discarded together with the horizontal transverse engines when Austin left the company on 1905.
The specification includes a front-mounted engine with a single horizontal cylinder which projects forward, as the crankshaft is transverse in relation to the chassis. There is a belt drive to the centrally mounted gearbox, a chain drive to the rear wheels and steering is by tiller rather than a wheel.
Austin drove this prototype in the Thousand Miles Trial in 1900 and was awarded first prize in his class. The car completed the course at 12mph in England and 10mph in Scotland (the legal limits at the time), only matched by eleven other competing cars.
The Wolseley was one of the exhibits in Britain's first motor museum that opened in 1912. The museum was the brainchild of Edmund Dangerfield, proprietor of The Motor magazine and hence was known at The Motor Museum. It was located in London, at Waring and Gillow's furniture store on Oxford Street.
Engine 1 cyl. 1300cc. Top speed 20mph (32kph). Power 4 bhp. Coachwork Voiturette. Price new £270. Registration marl OWL 707.
DVLA records show the vehicle was registered on 1st November, 1980.
1300cc petrol engine.
The notice displayed with this vehicle states:
This was Herbert Austin's third design for Wolseley and his first four-wheeled car. It formed the basis of the production modals that Wolseley introduced in 1901. The gilled-tube radiator surrounding the engine was a trade-mark of the early Wolseley cars but was discarded together with the horizontal transverse engines when Austin left the company on 1905.
The specification includes a front-mounted engine with a single horizontal cylinder which projects forward, as the crankshaft is transverse in relation to the chassis. There is a belt drive to the centrally mounted gearbox, a chain drive to the rear wheels and steering is by tiller rather than a wheel.
Austin drove this prototype in the Thousand Miles Trial in 1900 and was awarded first prize in his class. The car completed the course at 12mph in England and 10mph in Scotland (the legal limits at the time), only matched by eleven other competing cars.
The Wolseley was one of the exhibits in Britain's first motor museum that opened in 1912. The museum was the brainchild of Edmund Dangerfield, proprietor of The Motor magazine and hence was known at The Motor Museum. It was located in London, at Waring and Gillow's furniture store on Oxford Street.
Engine 1 cyl. 1300cc. Top speed 20mph (32kph). Power 4 bhp. Coachwork Voiturette. Price new £270. Registration marl OWL 707.
1899 Wolseley 3 1/2HP Voiturette, OWL 707
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
DVLA records show the vehicle was registered on 1st November, 1980.
1300cc petrol engine.
The notice displayed with this vehicle states:
This was Herbert Austin's third design for Wolseley and his first four-wheeled car. It formed the basis of the production modals that Wolseley introduced in 1901. The gilled-tube radiator surrounding the engine was a trade-mark of the early Wolseley cars but was discarded together with the horizontal transverse engines when Austin left the company on 1905.
The specification includes a front-mounted engine with a single horizontal cylinder which projects forward, as the crankshaft is transverse in relation to the chassis. There is a belt drive to the centrally mounted gearbox, a chain drive to the rear wheels and steering is by tiller rather than a wheel.
Austin drove this prototype in the Thousand Miles Trial in 1900 and was awarded first prize in his class. The car completed the course at 12mph in England and 10mph in Scotland (the legal limits at the time), only matched by eleven other competing cars.
The Wolseley was one of the exhibits in Britain's first motor museum that opened in 1912. The museum was the brainchild of Edmund Dangerfield, proprietor of The Motor magazine and hence was known at The Motor Museum. It was located in London, at Waring and Gillow's furniture store on Oxford Street.
Engine 1 cyl. 1300cc. Top speed 20mph (32kph). Power 4 bhp. Coachwork Voiturette. Price new £270. Registration marl OWL 707.
DVLA records show the vehicle was registered on 1st November, 1980.
1300cc petrol engine.
The notice displayed with this vehicle states:
This was Herbert Austin's third design for Wolseley and his first four-wheeled car. It formed the basis of the production modals that Wolseley introduced in 1901. The gilled-tube radiator surrounding the engine was a trade-mark of the early Wolseley cars but was discarded together with the horizontal transverse engines when Austin left the company on 1905.
The specification includes a front-mounted engine with a single horizontal cylinder which projects forward, as the crankshaft is transverse in relation to the chassis. There is a belt drive to the centrally mounted gearbox, a chain drive to the rear wheels and steering is by tiller rather than a wheel.
Austin drove this prototype in the Thousand Miles Trial in 1900 and was awarded first prize in his class. The car completed the course at 12mph in England and 10mph in Scotland (the legal limits at the time), only matched by eleven other competing cars.
The Wolseley was one of the exhibits in Britain's first motor museum that opened in 1912. The museum was the brainchild of Edmund Dangerfield, proprietor of The Motor magazine and hence was known at The Motor Museum. It was located in London, at Waring and Gillow's furniture store on Oxford Street.
Engine 1 cyl. 1300cc. Top speed 20mph (32kph). Power 4 bhp. Coachwork Voiturette. Price new £270. Registration marl OWL 707.
1900
1901 Wolseley 10hp, O 4156
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
Vehicle first registered on 1st December, 1901.
DVLA shows 1000cc petrol engine.
The notice displayed with the vehicle states:
In 1901 Wolseley signalled its move into serious car production by changing its name from the Wolseley Sheep Shearing Machine Company to the Wolseley Tool & Motor Company. It was owned by the large engineering combine Vickers.
A plant was set up at Adderley Park in Birmingham in 1901 and Wolseley delivered 327 cars in that year, making it one of the largest and most important car manufacturers in Britain. At the outbreak of the First World War they were market leaders and were delivering 3,000 vehicles each year.
The 10hp tonneau featured in the firm's first catalogue, issued in May 1901. Choices included solid or pneumatic tyres and a sprag brake was available to prevent it from running backwards on hills. The car was fitted with Herbert Austin's hallmark: a horizontal twin-cylinder engine, as he distrusted the performance and lubrication abilities of engines with vertical cylinders. He didn't change his mind about this until he set up his own company.
This particular 10hp has a body constructed by Anne Cowburn's Manchester based coachbuilding firm. The company had been a horse carriage builder and harness manufacturer since 1779 and continued to build horse carriage and motor car bodies until the First World War.
Engine: 2cyl. 2593cc. Top speed: 20mph (32kph). Power: 12bhp. Coachwork: tonneau. Price new: £360. Registration mark: O 4156.
Vehicle first registered on 1st December, 1901.
DVLA shows 1000cc petrol engine.
The notice displayed with the vehicle states:
In 1901 Wolseley signalled its move into serious car production by changing its name from the Wolseley Sheep Shearing Machine Company to the Wolseley Tool & Motor Company. It was owned by the large engineering combine Vickers.
A plant was set up at Adderley Park in Birmingham in 1901 and Wolseley delivered 327 cars in that year, making it one of the largest and most important car manufacturers in Britain. At the outbreak of the First World War they were market leaders and were delivering 3,000 vehicles each year.
The 10hp tonneau featured in the firm's first catalogue, issued in May 1901. Choices included solid or pneumatic tyres and a sprag brake was available to prevent it from running backwards on hills. The car was fitted with Herbert Austin's hallmark: a horizontal twin-cylinder engine, as he distrusted the performance and lubrication abilities of engines with vertical cylinders. He didn't change his mind about this until he set up his own company.
This particular 10hp has a body constructed by Anne Cowburn's Manchester based coachbuilding firm. The company had been a horse carriage builder and harness manufacturer since 1779 and continued to build horse carriage and motor car bodies until the First World War.
Engine: 2cyl. 2593cc. Top speed: 20mph (32kph). Power: 12bhp. Coachwork: tonneau. Price new: £360. Registration mark: O 4156.
1901 Wolseley 10hp, O 4156
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
Vehicle first registered on 1st December, 1901.
DVLA shows 1000cc petrol engine.
The notice displayed with the vehicle states:
In 1901 Wolseley signalled its move into serious car production by changing its name from the Wolseley Sheep Shearing Machine Company to the Wolseley Tool & Motor Company. It was owned by the large engineering combine Vickers.
A plant was set up at Adderley Park in Birmingham in 1901 and Wolseley delivered 327 cars in that year, making it one of the largest and most important car manufacturers in Britain. At the outbreak of the First World War they were market leaders and were delivering 3,000 vehicles each year.
The 10hp tonneau featured in the firm's first catalogue, issued in May 1901. Choices included solid or pneumatic tyres and a sprag brake was available to prevent it from running backwards on hills. The car was fitted with Herbert Austin's hallmark: a horizontal twin-cylinder engine, as he distrusted the performance and lubrication abilities of engines with vertical cylinders. He didn't change his mind about this until he set up his own company.
This particular 10hp has a body constructed by Anne Cowburn's Manchester based coachbuilding firm. The company had been a horse carriage builder and harness manufacturer since 1779 and continued to build horse carriage and motor car bodies until the First World War.
Engine: 2cyl. 2593cc. Top speed: 20mph (32kph). Power: 12bhp. Coachwork: tonneau. Price new: £360. Registration mark: O 4156.
Vehicle first registered on 1st December, 1901.
DVLA shows 1000cc petrol engine.
The notice displayed with the vehicle states:
In 1901 Wolseley signalled its move into serious car production by changing its name from the Wolseley Sheep Shearing Machine Company to the Wolseley Tool & Motor Company. It was owned by the large engineering combine Vickers.
A plant was set up at Adderley Park in Birmingham in 1901 and Wolseley delivered 327 cars in that year, making it one of the largest and most important car manufacturers in Britain. At the outbreak of the First World War they were market leaders and were delivering 3,000 vehicles each year.
The 10hp tonneau featured in the firm's first catalogue, issued in May 1901. Choices included solid or pneumatic tyres and a sprag brake was available to prevent it from running backwards on hills. The car was fitted with Herbert Austin's hallmark: a horizontal twin-cylinder engine, as he distrusted the performance and lubrication abilities of engines with vertical cylinders. He didn't change his mind about this until he set up his own company.
This particular 10hp has a body constructed by Anne Cowburn's Manchester based coachbuilding firm. The company had been a horse carriage builder and harness manufacturer since 1779 and continued to build horse carriage and motor car bodies until the First World War.
Engine: 2cyl. 2593cc. Top speed: 20mph (32kph). Power: 12bhp. Coachwork: tonneau. Price new: £360. Registration mark: O 4156.
1904 Wolseley 6hp Phaeton, P 1860
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
Vehicle first registered on 1st January 1904.
600cc petrol engine.
The notice displayed with the vehicle states:
This was one of Wolseley's last products before Herbert Austin left to found the Austin motor Company in 1905. This particular car is an early production model, with an open two-seater body and a 6hp single-cylinder engine. Only about eight other examples are known.
The car has many interesting mechanical features including a single chain drive to the rear wheel, and rear wheel braking consisting of friction belts binding on the rear rear axle. The steering mechanism is worm and wheel, and the horizontal engine is gravity fed from an overhead petrol tank, controlled by a hand operated throttle that is bolted to the steering column.
The water cooling system can be seen mounted around the front of the vehicle in six tiers. Lubrication is hand operated from a selection box mounted on the dashboard. The clutch and brakes are reversed with the clutch on the right and the brake on the left.
Unlike Wolseley's other models, the 6hp was assembled in the Vickers & Maxim factory at Crayford in Kent, which was owned by Vickers Engineering Company, co-founders of Wolseley Motors Ltd. At the time, Vicker's sister company, Siddeley, produced an almost identical car in the same factory, although characterised by a more traditional radiator - a veteran form of badge engineering.
Engine: 1 cyl. 1300cc. Top speed: 30mph (48kph). Power: 8bhp. Coachwork: two-seater phaeton. Price new: £175. Registration mark: P 1860.
Vehicle first registered on 1st January 1904.
600cc petrol engine.
The notice displayed with the vehicle states:
This was one of Wolseley's last products before Herbert Austin left to found the Austin motor Company in 1905. This particular car is an early production model, with an open two-seater body and a 6hp single-cylinder engine. Only about eight other examples are known.
The car has many interesting mechanical features including a single chain drive to the rear wheel, and rear wheel braking consisting of friction belts binding on the rear rear axle. The steering mechanism is worm and wheel, and the horizontal engine is gravity fed from an overhead petrol tank, controlled by a hand operated throttle that is bolted to the steering column.
The water cooling system can be seen mounted around the front of the vehicle in six tiers. Lubrication is hand operated from a selection box mounted on the dashboard. The clutch and brakes are reversed with the clutch on the right and the brake on the left.
Unlike Wolseley's other models, the 6hp was assembled in the Vickers & Maxim factory at Crayford in Kent, which was owned by Vickers Engineering Company, co-founders of Wolseley Motors Ltd. At the time, Vicker's sister company, Siddeley, produced an almost identical car in the same factory, although characterised by a more traditional radiator - a veteran form of badge engineering.
Engine: 1 cyl. 1300cc. Top speed: 30mph (48kph). Power: 8bhp. Coachwork: two-seater phaeton. Price new: £175. Registration mark: P 1860.
1910
1919 Wolseley E2A Stellite, BW 285
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
DVLA records show the vehicle was registered on 3rd December, 1974.
1975cc petrol engine.
The notice displayed with the vehicle states:
The Stellite was originally produced by the Electric and Ordnance Company, a subsidiary of Vickers with a factory at Aston in Birmingham and it was introduced in 1913. Among the features of its specification were a wooden chassis with quarter-elliptic springs all round. The engine had overhead inlet and side exhaust valves while the two-speed gearbox was combined with the worm final drive in the rear axle.
During World War One, the Electric and Ordnance Company built a new factory at Ward End, two miles from Birmingham city centre, a distance which was considered sufficiently safe for a munitions factory with a vast output of high explosive shells.
In 1919 Vickers transferred the plant to another subsidiary, the Wolseley Tool and Motor Car Company. With the Ward End factory, Wolseley inherited the Stellite light car which continued in production for a time with a new three-speed gearbox. It was soon superseded by their own new light car, the Ten, which used some of the Stellite's chassis design features.
Engine: 4cyl. 1075cc. Top speed: 28mph (45kph). Power: 15bhp. Coachwork: two-seater tourer. Price new: £285. Registration mark: BW 285.
DVLA records show the vehicle was registered on 3rd December, 1974.
1975cc petrol engine.
The notice displayed with the vehicle states:
The Stellite was originally produced by the Electric and Ordnance Company, a subsidiary of Vickers with a factory at Aston in Birmingham and it was introduced in 1913. Among the features of its specification were a wooden chassis with quarter-elliptic springs all round. The engine had overhead inlet and side exhaust valves while the two-speed gearbox was combined with the worm final drive in the rear axle.
During World War One, the Electric and Ordnance Company built a new factory at Ward End, two miles from Birmingham city centre, a distance which was considered sufficiently safe for a munitions factory with a vast output of high explosive shells.
In 1919 Vickers transferred the plant to another subsidiary, the Wolseley Tool and Motor Car Company. With the Ward End factory, Wolseley inherited the Stellite light car which continued in production for a time with a new three-speed gearbox. It was soon superseded by their own new light car, the Ten, which used some of the Stellite's chassis design features.
Engine: 4cyl. 1075cc. Top speed: 28mph (45kph). Power: 15bhp. Coachwork: two-seater tourer. Price new: £285. Registration mark: BW 285.
1919 Wolseley E2A Stellite, BW 285
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
DVLA records show the vehicle was registered on 3rd December, 1974.
1975cc petrol engine.
The notice displayed with the vehicle states:
The Stellite was originally produced by the Electric and Ordnance Company, a subsidiary of Vickers with a factory at Aston in Birmingham and it was introduced in 1913. Among the features of its specification were a wooden chassis with quarter-elliptic springs all round. The engine had overhead inlet and side exhaust valves while the two-speed gearbox was combined with the worm final drive in the rear axle.
During World War One, the Electric and Ordnance Company built a new factory at Ward End, two miles from Birmingham city centre, a distance which was considered sufficiently safe for a munitions factory with a vast output of high explosive shells.
In 1919 Vickers transferred the plant to another subsidiary, the Wolseley Tool and Motor Car Company. With the Ward End factory, Wolseley inherited the Stellite light car which continued in production for a time with a new three-speed gearbox. It was soon superseded by their own new light car, the Ten, which used some of the Stellite's chassis design features.
Engine: 4cyl. 1075cc. Top speed: 28mph (45kph). Power: 15bhp. Coachwork: two-seater tourer. Price new: £285. Registration mark: BW 285.
DVLA records show the vehicle was registered on 3rd December, 1974.
1975cc petrol engine.
The notice displayed with the vehicle states:
The Stellite was originally produced by the Electric and Ordnance Company, a subsidiary of Vickers with a factory at Aston in Birmingham and it was introduced in 1913. Among the features of its specification were a wooden chassis with quarter-elliptic springs all round. The engine had overhead inlet and side exhaust valves while the two-speed gearbox was combined with the worm final drive in the rear axle.
During World War One, the Electric and Ordnance Company built a new factory at Ward End, two miles from Birmingham city centre, a distance which was considered sufficiently safe for a munitions factory with a vast output of high explosive shells.
In 1919 Vickers transferred the plant to another subsidiary, the Wolseley Tool and Motor Car Company. With the Ward End factory, Wolseley inherited the Stellite light car which continued in production for a time with a new three-speed gearbox. It was soon superseded by their own new light car, the Ten, which used some of the Stellite's chassis design features.
Engine: 4cyl. 1075cc. Top speed: 28mph (45kph). Power: 15bhp. Coachwork: two-seater tourer. Price new: £285. Registration mark: BW 285.
1920
1922 Wolseley E3 Ten, XK 9395
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
Vehicle first registered on 1st January 1922.
1184cc petrol engine.
The notice displayed with the vehicle states:
Doctor's Coupe
The Ten chassis was based on the design of the earlier Stelite light car but made of pressed steel rather than wood. It had a three-speed gearbox built together with the worm-driven back axle. The chassis was neat and simple, with quarter-elliptical leaf springs - front springs leading, rear springs trailing - for suspension.
The engine was a new overhead camshaft design, inspired by the Hispano-Suiza aero engine which Wolseley had built under licence as the 'Wolseley Viper' during World War One. The engine was the basis of power units used in Wolseley, MG and some Morris Minor models up to 1936.
The little 'Doctor's Coupe' was an advertising ploy, designed to suggest that this type of coachwork was ideal for the professional man, such as a doctor doing his rounds.
Engine: 4 cyl. 1261cc. Top speed: 40mph (64kph). Power: 23bhp. Coachwork: Doctor's Coupe. Price new: £635. Registration mark: XK 9395.
Vehicle first registered on 1st January 1922.
1184cc petrol engine.
The notice displayed with the vehicle states:
Doctor's Coupe
The Ten chassis was based on the design of the earlier Stelite light car but made of pressed steel rather than wood. It had a three-speed gearbox built together with the worm-driven back axle. The chassis was neat and simple, with quarter-elliptical leaf springs - front springs leading, rear springs trailing - for suspension.
The engine was a new overhead camshaft design, inspired by the Hispano-Suiza aero engine which Wolseley had built under licence as the 'Wolseley Viper' during World War One. The engine was the basis of power units used in Wolseley, MG and some Morris Minor models up to 1936.
The little 'Doctor's Coupe' was an advertising ploy, designed to suggest that this type of coachwork was ideal for the professional man, such as a doctor doing his rounds.
Engine: 4 cyl. 1261cc. Top speed: 40mph (64kph). Power: 23bhp. Coachwork: Doctor's Coupe. Price new: £635. Registration mark: XK 9395.
1922 Wolseley E3 Ten, XK 9395
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
Vehicle first registered on 1st January 1922.
1184cc petrol engine.
The notice displayed with the vehicle states:
Doctor's Coupe
The Ten chassis was based on the design of the earlier Stelite light car but made of pressed steel rather than wood. It had a three-speed gearbox built together with the worm-driven back axle. The chassis was neat and simple, with quarter-elliptical leaf springs - front springs leading, rear springs trailing - for suspension.
The engine was a new overhead camshaft design, inspired by the Hispano-Suiza aero engine which Wolseley had built under licence as the 'Wolseley Viper' during World War One. The engine was the basis of power units used in Wolseley, MG and some Morris Minor models up to 1936.
The little 'Doctor's Coupe' was an advertising ploy, designed to suggest that this type of coachwork was ideal for the professional man, such as a doctor doing his rounds.
Engine: 4 cyl. 1261cc. Top speed: 40mph (64kph). Power: 23bhp. Coachwork: Doctor's Coupe. Price new: £635. Registration mark: XK 9395.
Vehicle first registered on 1st January 1922.
1184cc petrol engine.
The notice displayed with the vehicle states:
Doctor's Coupe
The Ten chassis was based on the design of the earlier Stelite light car but made of pressed steel rather than wood. It had a three-speed gearbox built together with the worm-driven back axle. The chassis was neat and simple, with quarter-elliptical leaf springs - front springs leading, rear springs trailing - for suspension.
The engine was a new overhead camshaft design, inspired by the Hispano-Suiza aero engine which Wolseley had built under licence as the 'Wolseley Viper' during World War One. The engine was the basis of power units used in Wolseley, MG and some Morris Minor models up to 1936.
The little 'Doctor's Coupe' was an advertising ploy, designed to suggest that this type of coachwork was ideal for the professional man, such as a doctor doing his rounds.
Engine: 4 cyl. 1261cc. Top speed: 40mph (64kph). Power: 23bhp. Coachwork: Doctor's Coupe. Price new: £635. Registration mark: XK 9395.
1930
1932 Wolseley Hornet, WD 3790
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August 2024.
Vehicle first registered on 26th April 1932.
1271cc petrol engine.
The notice displayed with the vehicle states:
the first true sports car made by Swallow Company.
This car was found in a very sorry state in 1994 by Gavin Head who, understanding its importance as a Swallow bodied Wolseley, bought it and started its restoration. In 2003 the Jaguar Daimler Heritage Trust managed to convince Gavin to part with the car and finished the restoration to fill a gap in the history of the evolution of the swallow cars.
The Wolseley Hornet and later the Hornet Special with Swallow bodies were a milestone in Swallow history. These were the first true sports cars that William Lyons of Swallow had offered, and were also his first six-cylinder cars.
The Wolseley company in Birmingham was one of the first British motor manufacturers, having built its first car in 1896. In 1927, Wolseley was taken over by the Morris Company, and in April 1930 launched the Hornet model. This was fitted with a small six-cylinder engine of 1,271cc with an overhead camshaft, and was based on the four-cylinder Morris Minor which had itself been a Wolseley design. The standard saloon body of the Hornet was also similar to that of the Morris.
The Hornet had excellent performance, coupled with refinement and flexibility, and quickly became popular. Soon a fashion started for fitting alternative more sporting bodies on the Hornet chassis, and in 1931 Wolseley introduced a special version of the Hornet, a chassis supplied exclusively to selected coachbuilders who finished it with many different types of sporting bodywork. In 1932, a twin-carburettor version of this car was added, the famous Hornet Special.
By this time, Swallow of Coventry was already one of the leading specialist coachbuilders on smaller chassis, and it was natural that Swallow should be supplied with Wolseley Hornet chassis. Two Swallow bodies were offered, a boat tailed two-seater, and this four-seater costing £225 which was claimed to offer comfortable accommodation for four passengers. Both were very stylish and came in a wide variety of bright colour schemes. Production of these models was contemporary with the early SSI and continued until 1933, later than any other Swallow-bodied car. Around 324 Hornets and 206 Hornet Specials were bodied by Swallow.
Registration mark: WD 3790. Engine: 1,271cc, 6cyl. Chassis number: 105621. Price new: £225. Owner: The Jaguar Daimler Heritage Trust. Inventory no.: 136/S.07.
Vehicle first registered on 26th April 1932.
1271cc petrol engine.
The notice displayed with the vehicle states:
the first true sports car made by Swallow Company.
This car was found in a very sorry state in 1994 by Gavin Head who, understanding its importance as a Swallow bodied Wolseley, bought it and started its restoration. In 2003 the Jaguar Daimler Heritage Trust managed to convince Gavin to part with the car and finished the restoration to fill a gap in the history of the evolution of the swallow cars.
The Wolseley Hornet and later the Hornet Special with Swallow bodies were a milestone in Swallow history. These were the first true sports cars that William Lyons of Swallow had offered, and were also his first six-cylinder cars.
The Wolseley company in Birmingham was one of the first British motor manufacturers, having built its first car in 1896. In 1927, Wolseley was taken over by the Morris Company, and in April 1930 launched the Hornet model. This was fitted with a small six-cylinder engine of 1,271cc with an overhead camshaft, and was based on the four-cylinder Morris Minor which had itself been a Wolseley design. The standard saloon body of the Hornet was also similar to that of the Morris.
The Hornet had excellent performance, coupled with refinement and flexibility, and quickly became popular. Soon a fashion started for fitting alternative more sporting bodies on the Hornet chassis, and in 1931 Wolseley introduced a special version of the Hornet, a chassis supplied exclusively to selected coachbuilders who finished it with many different types of sporting bodywork. In 1932, a twin-carburettor version of this car was added, the famous Hornet Special.
By this time, Swallow of Coventry was already one of the leading specialist coachbuilders on smaller chassis, and it was natural that Swallow should be supplied with Wolseley Hornet chassis. Two Swallow bodies were offered, a boat tailed two-seater, and this four-seater costing £225 which was claimed to offer comfortable accommodation for four passengers. Both were very stylish and came in a wide variety of bright colour schemes. Production of these models was contemporary with the early SSI and continued until 1933, later than any other Swallow-bodied car. Around 324 Hornets and 206 Hornet Specials were bodied by Swallow.
Registration mark: WD 3790. Engine: 1,271cc, 6cyl. Chassis number: 105621. Price new: £225. Owner: The Jaguar Daimler Heritage Trust. Inventory no.: 136/S.07.
1932 Wolseley Hornet, WD 3790
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August 2024.
Vehicle first registered on 26th April 1932.
1271cc petrol engine.
The notice displayed with the vehicle states:
the first true sports car made by Swallow Company.
This car was found in a very sorry state in 1994 by Gavin Head who, understanding its importance as a Swallow bodied Wolseley, bought it and started its restoration. In 2003 the Jaguar Daimler Heritage Trust managed to convince Gavin to part with the car and finished the restoration to fill a gap in the history of the evolution of the swallow cars.
The Wolseley Hornet and later the Hornet Special with Swallow bodies were a milestone in Swallow history. These were the first true sports cars that William Lyons of Swallow had offered, and were also his first six-cylinder cars.
The Wolseley company in Birmingham was one of the first British motor manufacturers, having built its first car in 1896. In 1927, Wolseley was taken over by the Morris Company, and in April 1930 launched the Hornet model. This was fitted with a small six-cylinder engine of 1,271cc with an overhead camshaft, and was based on the four-cylinder Morris Minor which had itself been a Wolseley design. The standard saloon body of the Hornet was also similar to that of the Morris.
The Hornet had excellent performance, coupled with refinement and flexibility, and quickly became popular. Soon a fashion started for fitting alternative more sporting bodies on the Hornet chassis, and in 1931 Wolseley introduced a special version of the Hornet, a chassis supplied exclusively to selected coachbuilders who finished it with many different types of sporting bodywork. In 1932, a twin-carburettor version of this car was added, the famous Hornet Special.
By this time, Swallow of Coventry was already one of the leading specialist coachbuilders on smaller chassis, and it was natural that Swallow should be supplied with Wolseley Hornet chassis. Two Swallow bodies were offered, a boat tailed two-seater, and this four-seater costing £225 which was claimed to offer comfortable accommodation for four passengers. Both were very stylish and came in a wide variety of bright colour schemes. Production of these models was contemporary with the early SSI and continued until 1933, later than any other Swallow-bodied car. Around 324 Hornets and 206 Hornet Specials were bodied by Swallow.
Registration mark: WD 3790. Engine: 1,271cc, 6cyl. Chassis number: 105621. Price new: £225. Owner: The Jaguar Daimler Heritage Trust. Inventory no.: 136/S.07.
Vehicle first registered on 26th April 1932.
1271cc petrol engine.
The notice displayed with the vehicle states:
the first true sports car made by Swallow Company.
This car was found in a very sorry state in 1994 by Gavin Head who, understanding its importance as a Swallow bodied Wolseley, bought it and started its restoration. In 2003 the Jaguar Daimler Heritage Trust managed to convince Gavin to part with the car and finished the restoration to fill a gap in the history of the evolution of the swallow cars.
The Wolseley Hornet and later the Hornet Special with Swallow bodies were a milestone in Swallow history. These were the first true sports cars that William Lyons of Swallow had offered, and were also his first six-cylinder cars.
The Wolseley company in Birmingham was one of the first British motor manufacturers, having built its first car in 1896. In 1927, Wolseley was taken over by the Morris Company, and in April 1930 launched the Hornet model. This was fitted with a small six-cylinder engine of 1,271cc with an overhead camshaft, and was based on the four-cylinder Morris Minor which had itself been a Wolseley design. The standard saloon body of the Hornet was also similar to that of the Morris.
The Hornet had excellent performance, coupled with refinement and flexibility, and quickly became popular. Soon a fashion started for fitting alternative more sporting bodies on the Hornet chassis, and in 1931 Wolseley introduced a special version of the Hornet, a chassis supplied exclusively to selected coachbuilders who finished it with many different types of sporting bodywork. In 1932, a twin-carburettor version of this car was added, the famous Hornet Special.
By this time, Swallow of Coventry was already one of the leading specialist coachbuilders on smaller chassis, and it was natural that Swallow should be supplied with Wolseley Hornet chassis. Two Swallow bodies were offered, a boat tailed two-seater, and this four-seater costing £225 which was claimed to offer comfortable accommodation for four passengers. Both were very stylish and came in a wide variety of bright colour schemes. Production of these models was contemporary with the early SSI and continued until 1933, later than any other Swallow-bodied car. Around 324 Hornets and 206 Hornet Specials were bodied by Swallow.
Registration mark: WD 3790. Engine: 1,271cc, 6cyl. Chassis number: 105621. Price new: £225. Owner: The Jaguar Daimler Heritage Trust. Inventory no.: 136/S.07.
1932 Wolseley Hornet, 2328 DU
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
DVLA records show the vehicle was registered on 1st February 1983.
1271cc petrol engine.
The notice displayed with the vehicle states:
EW Special
When Morris took Wolseley over in 1927, he encouraged continued development of the company's Hispano Suiza based overhead camshaft engine, which was produced with four or six cylinders. The Hornet that was introduced in 1930, used the six cylinder version and helped to establish a fashion for small sixes.
In the case of the 'Specials', Wolseley built only the rolling chassis. The Specials had wider wheel tracks than the factory built saloons, as well as tuned engines with twin SU carburettors. The purchaser would then take his car to a coachbuilder of his choice to have a custom made sports body fitted. The styles varied, with some bodies more suited to the flimsy chassis frame than other more over-elaborate designs.
This example has a body built by Whittingham and Mitchell, sold through Wolseley's London distributors Eustace Watkins (hence the EW in the model's title). The Hornets were popular and provided some competition for MG, which was also owned by Morris. When Morris decided to rationalise the selection of models across his companies in 1935, he chose MG to dominate sports car sales and finished off the Hornet range.
Engine: 6 cyl. 1271cc. Top speed: 80mph (129km/h). Power: 40bhp. Coachwork: two + two-seat tourer. Price new: £298. Registration mark: 2328 DU.
DVLA records show the vehicle was registered on 1st February 1983.
1271cc petrol engine.
The notice displayed with the vehicle states:
EW Special
When Morris took Wolseley over in 1927, he encouraged continued development of the company's Hispano Suiza based overhead camshaft engine, which was produced with four or six cylinders. The Hornet that was introduced in 1930, used the six cylinder version and helped to establish a fashion for small sixes.
In the case of the 'Specials', Wolseley built only the rolling chassis. The Specials had wider wheel tracks than the factory built saloons, as well as tuned engines with twin SU carburettors. The purchaser would then take his car to a coachbuilder of his choice to have a custom made sports body fitted. The styles varied, with some bodies more suited to the flimsy chassis frame than other more over-elaborate designs.
This example has a body built by Whittingham and Mitchell, sold through Wolseley's London distributors Eustace Watkins (hence the EW in the model's title). The Hornets were popular and provided some competition for MG, which was also owned by Morris. When Morris decided to rationalise the selection of models across his companies in 1935, he chose MG to dominate sports car sales and finished off the Hornet range.
Engine: 6 cyl. 1271cc. Top speed: 80mph (129km/h). Power: 40bhp. Coachwork: two + two-seat tourer. Price new: £298. Registration mark: 2328 DU.
1932 Wolseley Hornet, 2328 DU
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
DVLA records show the vehicle was registered on 1st February 1983.
1271cc petrol engine.
The notice displayed with the vehicle states:
EW Special
When Morris took Wolseley over in 1927, he encouraged continued development of the company's Hispano Suiza based overhead camshaft engine, which was produced with four or six cylinders. The Hornet that was introduced in 1930, used the six cylinder version and helped to establish a fashion for small sixes.
In the case of the 'Specials', Wolseley built only the rolling chassis. The Specials had wider wheel tracks than the factory built saloons, as well as tuned engines with twin SU carburettors. The purchaser would then take his car to a coachbuilder of his choice to have a custom made sports body fitted. The styles varied, with some bodies more suited to the flimsy chassis frame than other more over-elaborate designs.
This example has a body built by Whittingham and Mitchell, sold through Wolseley's London distributors Eustace Watkins (hence the EW in the model's title). The Hornets were popular and provided some competition for MG, which was also owned by Morris. When Morris decided to rationalise the selection of models across his companies in 1935, he chose MG to dominate sports car sales and finished off the Hornet range.
Engine: 6 cyl. 1271cc. Top speed: 80mph (129km/h). Power: 40bhp. Coachwork: two + two-seat tourer. Price new: £298. Registration mark: 2328 DU.
DVLA records show the vehicle was registered on 1st February 1983.
1271cc petrol engine.
The notice displayed with the vehicle states:
EW Special
When Morris took Wolseley over in 1927, he encouraged continued development of the company's Hispano Suiza based overhead camshaft engine, which was produced with four or six cylinders. The Hornet that was introduced in 1930, used the six cylinder version and helped to establish a fashion for small sixes.
In the case of the 'Specials', Wolseley built only the rolling chassis. The Specials had wider wheel tracks than the factory built saloons, as well as tuned engines with twin SU carburettors. The purchaser would then take his car to a coachbuilder of his choice to have a custom made sports body fitted. The styles varied, with some bodies more suited to the flimsy chassis frame than other more over-elaborate designs.
This example has a body built by Whittingham and Mitchell, sold through Wolseley's London distributors Eustace Watkins (hence the EW in the model's title). The Hornets were popular and provided some competition for MG, which was also owned by Morris. When Morris decided to rationalise the selection of models across his companies in 1935, he chose MG to dominate sports car sales and finished off the Hornet range.
Engine: 6 cyl. 1271cc. Top speed: 80mph (129km/h). Power: 40bhp. Coachwork: two + two-seat tourer. Price new: £298. Registration mark: 2328 DU.
1934 Wolseley 9, AAU 695
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August 2024.
Vehicle first registered on 29th March 1934.
1056cc petrol engine.
The notice displayed with the vehicle states:
Wolseley was taken over by Morris Motors in 1927. The new management decided that the Wolseley marque would serve the luxury market, leaving the mass market to Morris.
The Wolseley Nine, brought out in 1933, was therefore the smallest car made by the company since the takeover. The overhead camshaft engine was traditional Wolseley practice but the illuminated radiator badge had only been introduced the previous year.
The Nine was only slightly more expensive that the Morris Ten and offered rather up-market motoring to the status conscious car buyer. A surviving list of car numbers suggests that approximately 13,000 Nines were made during the two seasons the model was current. Of these, 12,500 were saloons, most of the rest were unassembled chassis exported to Australia.
Engine: 4cyl. 1018cc. Top speed: 59mph (95km/h). Power: 30bhp. Coachwork: four-door saloon. Price new: £179. Registration mark: AAU 695.
Vehicle first registered on 29th March 1934.
1056cc petrol engine.
The notice displayed with the vehicle states:
Wolseley was taken over by Morris Motors in 1927. The new management decided that the Wolseley marque would serve the luxury market, leaving the mass market to Morris.
The Wolseley Nine, brought out in 1933, was therefore the smallest car made by the company since the takeover. The overhead camshaft engine was traditional Wolseley practice but the illuminated radiator badge had only been introduced the previous year.
The Nine was only slightly more expensive that the Morris Ten and offered rather up-market motoring to the status conscious car buyer. A surviving list of car numbers suggests that approximately 13,000 Nines were made during the two seasons the model was current. Of these, 12,500 were saloons, most of the rest were unassembled chassis exported to Australia.
Engine: 4cyl. 1018cc. Top speed: 59mph (95km/h). Power: 30bhp. Coachwork: four-door saloon. Price new: £179. Registration mark: AAU 695.
1934 Wolseley 9, AAU 695
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August 2024.
Vehicle first registered on 29th March 1934.
1056cc petrol engine.
The notice displayed with the vehicle states:
Wolseley was taken over by Morris Motors in 1927. The new management decided that the Wolseley marque would serve the luxury market, leaving the mass market to Morris.
The Wolseley Nine, brought out in 1933, was therefore the smallest car made by the company since the takeover. The overhead camshaft engine was traditional Wolseley practice but the illuminated radiator badge had only been introduced the previous year.
The Nine was only slightly more expensive that the Morris Ten and offered rather up-market motoring to the status conscious car buyer. A surviving list of car numbers suggests that approximately 13,000 Nines were made during the two seasons the model was current. Of these, 12,500 were saloons, most of the rest were unassembled chassis exported to Australia.
Engine: 4cyl. 1018cc. Top speed: 59mph (95km/h). Power: 30bhp. Coachwork: four-door saloon. Price new: £179. Registration mark: AAU 695.
Vehicle first registered on 29th March 1934.
1056cc petrol engine.
The notice displayed with the vehicle states:
Wolseley was taken over by Morris Motors in 1927. The new management decided that the Wolseley marque would serve the luxury market, leaving the mass market to Morris.
The Wolseley Nine, brought out in 1933, was therefore the smallest car made by the company since the takeover. The overhead camshaft engine was traditional Wolseley practice but the illuminated radiator badge had only been introduced the previous year.
The Nine was only slightly more expensive that the Morris Ten and offered rather up-market motoring to the status conscious car buyer. A surviving list of car numbers suggests that approximately 13,000 Nines were made during the two seasons the model was current. Of these, 12,500 were saloons, most of the rest were unassembled chassis exported to Australia.
Engine: 4cyl. 1018cc. Top speed: 59mph (95km/h). Power: 30bhp. Coachwork: four-door saloon. Price new: £179. Registration mark: AAU 695.
1936 Wolseley Super Six Series II, CKR 623
Image taken at the NEC Classic Motor Show on 9th November 2024.
Vehicle first registered on 6th May 1936.
3499cc petrol engine.
The notice displayed with the vehicle states:
Series II 25HP LWB Limousine.
Manufactured 1936 - 1938.
Engine 3,485cc 6 cylinder OHV.
Top speed 72 mph.
Number LWB produced 301.
Vehicle first registered on 6th May 1936.
3499cc petrol engine.
The notice displayed with the vehicle states:
Series II 25HP LWB Limousine.
Manufactured 1936 - 1938.
Engine 3,485cc 6 cylinder OHV.
Top speed 72 mph.
Number LWB produced 301.
1937 Wolseley 14/56 Series II Redfern Tourer, EPJ 479
Image taken at the NEC Classic Motor Show on 9th November 2024.
DVLA records show the vehicle as being registered on 1st July 1980.
2322cc petrol engine.
The notice displayed with the vehicle states:
This example was purchased in 1983 and a full restoration was undertaken when time and space allowed, with much of the work being done by the owner, including respraying to the original colour scheme. The upholstery, hood and headlining were all completed professionally by 2019, since when it has attended local events and National Rallies, being awarded the Series II Trophy in 2022.
DVLA records show the vehicle as being registered on 1st July 1980.
2322cc petrol engine.
The notice displayed with the vehicle states:
This example was purchased in 1983 and a full restoration was undertaken when time and space allowed, with much of the work being done by the owner, including respraying to the original colour scheme. The upholstery, hood and headlining were all completed professionally by 2019, since when it has attended local events and National Rallies, being awarded the Series II Trophy in 2022.
1937 Wolseley 14/56 Series II Redfern Tourer, EPJ 479
Image taken at the NEC Classic Motor Show on 9th November 2024.
DVLA records show the vehicle as being registered on 1st July 1980.
2322cc petrol engine.
The notice displayed with the vehicle states:
This example was purchased in 1983 and a full restoration was undertaken when time and space allowed, with much of the work being done by the owner, including respraying to the original colour scheme. The upholstery, hood and headlining were all completed professionally by 2019, since when it has attended local events and National Rallies, being awarded the Series II Trophy in 2022.
DVLA records show the vehicle as being registered on 1st July 1980.
2322cc petrol engine.
The notice displayed with the vehicle states:
This example was purchased in 1983 and a full restoration was undertaken when time and space allowed, with much of the work being done by the owner, including respraying to the original colour scheme. The upholstery, hood and headlining were all completed professionally by 2019, since when it has attended local events and National Rallies, being awarded the Series II Trophy in 2022.
1938 Wolseley 14/56 Series II, DUR 348
Image taken at British Motor Museum, Gaydon, Warwickshire, on 10th November 2024.
Vehicle first registered on 8th April 1938.
1701cc petrol engine.
The notice displayed with the vehicle states:
Between 1935 and 1938 Wolseley introduced no less than eight different Series II models, ranging from the 1.3 litre 10hp to the 3 1/2 litre 25hp limousine. Nearly all were six cylinder models. In Britain, only Vauxhall made more sixes than Wolseley, who became leader of the market for medium-sized quality cars.
The 14/56 was the smallest six-cylinder model and best seller of the range, reaching a production figure of 14,000 cars. The 18/80 was a companion model with a 2.3 litre engine.
Together, the 14/56 and the 18/80 were the cars which established Wolseley as the preferred make with many constabularies, in particular London's Metropolitan Police. For this reason, the car displayed is shown in the police livery typical of 1930s police cars, although this car is privately owned and has been in the same family since new.
Engine: 6cyl. 1818cc. Top speed: 75mph (121 km/h). Power: 56bhp. Coachwork: Four door saloon. Price new: £275. Registration mark: DUR 348.
Vehicle first registered on 8th April 1938.
1701cc petrol engine.
The notice displayed with the vehicle states:
Between 1935 and 1938 Wolseley introduced no less than eight different Series II models, ranging from the 1.3 litre 10hp to the 3 1/2 litre 25hp limousine. Nearly all were six cylinder models. In Britain, only Vauxhall made more sixes than Wolseley, who became leader of the market for medium-sized quality cars.
The 14/56 was the smallest six-cylinder model and best seller of the range, reaching a production figure of 14,000 cars. The 18/80 was a companion model with a 2.3 litre engine.
Together, the 14/56 and the 18/80 were the cars which established Wolseley as the preferred make with many constabularies, in particular London's Metropolitan Police. For this reason, the car displayed is shown in the police livery typical of 1930s police cars, although this car is privately owned and has been in the same family since new.
Engine: 6cyl. 1818cc. Top speed: 75mph (121 km/h). Power: 56bhp. Coachwork: Four door saloon. Price new: £275. Registration mark: DUR 348.
1938 Wolseley 14/56 Series II, DUR 348
Image taken at British Motor Museum, Gaydon, Warwickshire, on 10th November 2024.
Vehicle first registered on 8th April 1938.
1701cc petrol engine.
The notice displayed with the vehicle states:
Between 1935 and 1938 Wolseley introduced no less than eight different Series II models, ranging from the 1.3 litre 10hp to the 3 1/2 litre 25hp limousine. Nearly all were six cylinder models. In Britain, only Vauxhall made more sixes than Wolseley, who became leader of the market for medium-sized quality cars.
The 14/56 was the smallest six-cylinder model and best seller of the range, reaching a production figure of 14,000 cars. The 18/80 was a companion model with a 2.3 litre engine.
Together, the 14/56 and the 18/80 were the cars which established Wolseley as the preferred make with many constabularies, in particular London's Metropolitan Police. For this reason, the car displayed is shown in the police livery typical of 1930s police cars, although this car is privately owned and has been in the same family since new.
Engine: 6cyl. 1818cc. Top speed: 75mph (121 km/h). Power: 56bhp. Coachwork: Four door saloon. Price new: £275. Registration mark: DUR 348.
Vehicle first registered on 8th April 1938.
1701cc petrol engine.
The notice displayed with the vehicle states:
Between 1935 and 1938 Wolseley introduced no less than eight different Series II models, ranging from the 1.3 litre 10hp to the 3 1/2 litre 25hp limousine. Nearly all were six cylinder models. In Britain, only Vauxhall made more sixes than Wolseley, who became leader of the market for medium-sized quality cars.
The 14/56 was the smallest six-cylinder model and best seller of the range, reaching a production figure of 14,000 cars. The 18/80 was a companion model with a 2.3 litre engine.
Together, the 14/56 and the 18/80 were the cars which established Wolseley as the preferred make with many constabularies, in particular London's Metropolitan Police. For this reason, the car displayed is shown in the police livery typical of 1930s police cars, although this car is privately owned and has been in the same family since new.
Engine: 6cyl. 1818cc. Top speed: 75mph (121 km/h). Power: 56bhp. Coachwork: Four door saloon. Price new: £275. Registration mark: DUR 348.
1939 Wolseley 8 prototype, FOF 112
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
Vehicle first registered on 6th June, 1939.
918cc petrol engine.
The notice displayed with the vehicle states:
Lord Nuffield's personal car.
The Wolseley Eight was derived from the Morris Eight Series E and used the Morris structure, with a distinctive Wolseley nose and an overhead valve engine. The model was due to be introduced in 1939 but the start of World War Two delayed its appearance until 1946. Some 5,000 had been sold by October 1948, when a new range of models was introduced to replace the pre-war designs.
The car on display as a pre-war Wolseley Eight and was road tested by three magazines in the autumn of 1939. Perhaps three such prototypes were built but only this one survived the war. it was stolen briefly in 1945 but recovered by the Metropolitan Police a few days later.
This vehicle was used as Lord Nuffield's personal car and the eight became a favourite of his. He used to travel back and forth to Cowley from his home, Nuffield Place, a journey of 17 miles.
Even though he had access to much grander models from his range, the Wolseley was the one he chose to use, right into his eighties when he could no longer drive. his wife, Lady Nuffield, also had a Wolseley Eight, which still survives at Nuffield Place.
Engine 4 cyl. 918cc. Top speed 65mph (105 kph). Power 33bhp. Coachwork four door saloon. Price new £172 10s. Registration mark FOF 112.
Vehicle first registered on 6th June, 1939.
918cc petrol engine.
The notice displayed with the vehicle states:
Lord Nuffield's personal car.
The Wolseley Eight was derived from the Morris Eight Series E and used the Morris structure, with a distinctive Wolseley nose and an overhead valve engine. The model was due to be introduced in 1939 but the start of World War Two delayed its appearance until 1946. Some 5,000 had been sold by October 1948, when a new range of models was introduced to replace the pre-war designs.
The car on display as a pre-war Wolseley Eight and was road tested by three magazines in the autumn of 1939. Perhaps three such prototypes were built but only this one survived the war. it was stolen briefly in 1945 but recovered by the Metropolitan Police a few days later.
This vehicle was used as Lord Nuffield's personal car and the eight became a favourite of his. He used to travel back and forth to Cowley from his home, Nuffield Place, a journey of 17 miles.
Even though he had access to much grander models from his range, the Wolseley was the one he chose to use, right into his eighties when he could no longer drive. his wife, Lady Nuffield, also had a Wolseley Eight, which still survives at Nuffield Place.
Engine 4 cyl. 918cc. Top speed 65mph (105 kph). Power 33bhp. Coachwork four door saloon. Price new £172 10s. Registration mark FOF 112.
1939 Wolseley 8 prototype, FOF 112
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August, 2024.
Vehicle first registered on 6th June, 1939.
918cc petrol engine.
The notice displayed with the vehicle states:
Lord Nuffield's personal car.
The Wolseley Eight was derived from the Morris Eight Series E and used the Morris structure, with a distinctive Wolseley nose and an overhead valve engine. The model was due to be introduced in 1939 but the start of World War Two delayed its appearance until 1946. Some 5,000 had been sold by October 1948, when a new range of models was introduced to replace the pre-war designs.
The car on display as a pre-war Wolseley Eight and was road tested by three magazines in the autumn of 1939. Perhaps three such prototypes were built but only this one survived the war. it was stolen briefly in 1945 but recovered by the Metropolitan Police a few days later.
This vehicle was used as Lord Nuffield's personal car and the eight became a favourite of his. He used to travel back and forth to Cowley from his home, Nuffield Place, a journey of 17 miles.
Even though he had access to much grander models from his range, the Wolseley was the one he chose to use, right into his eighties when he could no longer drive. his wife, Lady Nuffield, also had a Wolseley Eight, which still survives at Nuffield Place.
Engine 4 cyl. 918cc. Top speed 65mph (105 kph). Power 33bhp. Coachwork four door saloon. Price new £172 10s. Registration mark FOF 112.
Vehicle first registered on 6th June, 1939.
918cc petrol engine.
The notice displayed with the vehicle states:
Lord Nuffield's personal car.
The Wolseley Eight was derived from the Morris Eight Series E and used the Morris structure, with a distinctive Wolseley nose and an overhead valve engine. The model was due to be introduced in 1939 but the start of World War Two delayed its appearance until 1946. Some 5,000 had been sold by October 1948, when a new range of models was introduced to replace the pre-war designs.
The car on display as a pre-war Wolseley Eight and was road tested by three magazines in the autumn of 1939. Perhaps three such prototypes were built but only this one survived the war. it was stolen briefly in 1945 but recovered by the Metropolitan Police a few days later.
This vehicle was used as Lord Nuffield's personal car and the eight became a favourite of his. He used to travel back and forth to Cowley from his home, Nuffield Place, a journey of 17 miles.
Even though he had access to much grander models from his range, the Wolseley was the one he chose to use, right into his eighties when he could no longer drive. his wife, Lady Nuffield, also had a Wolseley Eight, which still survives at Nuffield Place.
Engine 4 cyl. 918cc. Top speed 65mph (105 kph). Power 33bhp. Coachwork four door saloon. Price new £172 10s. Registration mark FOF 112.
1950
1951 Wolseley 6/80, JVE 589
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August 2024.
Vehicle first registered in June 1951.
2215cc petrol engine.
The notice displayed with the vehicle states:
Police Saloon.
The post-was Wolseley range was launched at the 1948 British Motor Show and consisted of two models; the 4/50 and the 6/80. In terms of general design, they followed the also new Morris Oxford and six models, sharing the same unitary construction body and independent front suspension with torsion bars. Both the 4/50 and 6/80 had new overhead camshaft engines.
This generation of Morris and Wolseley cars had been designed under the influence of Alec Issigonis, whose Morris Minor had been launched in 1948. The larger cars in some way resembled scaled up Morris Minors.
Of the two Wolseley cars, the 6/80 was the most popular and almost 25,000 were made before 1954. By contrast, the 5/50 had been discontinued at the end of 1952 after a production run of only 9,000 cars. The 6/80 partly owed its success to excellent export sales, particularly in Australia.
The 6/80 was also, like earlier Wolseley cars, popular with police forces. This particular vehicle has featured on TV in programmes such as the 'Miss Marple' series.
Engine: 6cyl. 2215cc. Top speed: 85mph (137km/h). Power: 72bhp. Coachwork: four-door saloon. Price new: £767. Registration mark: JVE 589.
Vehicle first registered in June 1951.
2215cc petrol engine.
The notice displayed with the vehicle states:
Police Saloon.
The post-was Wolseley range was launched at the 1948 British Motor Show and consisted of two models; the 4/50 and the 6/80. In terms of general design, they followed the also new Morris Oxford and six models, sharing the same unitary construction body and independent front suspension with torsion bars. Both the 4/50 and 6/80 had new overhead camshaft engines.
This generation of Morris and Wolseley cars had been designed under the influence of Alec Issigonis, whose Morris Minor had been launched in 1948. The larger cars in some way resembled scaled up Morris Minors.
Of the two Wolseley cars, the 6/80 was the most popular and almost 25,000 were made before 1954. By contrast, the 5/50 had been discontinued at the end of 1952 after a production run of only 9,000 cars. The 6/80 partly owed its success to excellent export sales, particularly in Australia.
The 6/80 was also, like earlier Wolseley cars, popular with police forces. This particular vehicle has featured on TV in programmes such as the 'Miss Marple' series.
Engine: 6cyl. 2215cc. Top speed: 85mph (137km/h). Power: 72bhp. Coachwork: four-door saloon. Price new: £767. Registration mark: JVE 589.
1951 Wolseley 6/80, JVE 589
Image taken at British Motor Museum, Gaydon, Warwickshire, on 9th August 2024.
Vehicle first registered in June 1951.
2215cc petrol engine.
The notice displayed with the vehicle states:
Police Saloon.
The post-was Wolseley range was launched at the 1948 British Motor Show and consisted of two models; the 4/50 and the 6/80. In terms of general design, they followed the also new Morris Oxford and six models, sharing the same unitary construction body and independent front suspension with torsion bars. Both the 4/50 and 6/80 had new overhead camshaft engines.
This generation of Morris and Wolseley cars had been designed under the influence of Alec Issigonis, whose Morris Minor had been launched in 1948. The larger cars in some way resembled scaled up Morris Minors.
Of the two Wolseley cars, the 6/80 was the most popular and almost 25,000 were made before 1954. By contrast, the 5/50 had been discontinued at the end of 1952 after a production run of only 9,000 cars. The 6/80 partly owed its success to excellent export sales, particularly in Australia.
The 6/80 was also, like earlier Wolseley cars, popular with police forces. This particular vehicle has featured on TV in programmes such as the 'Miss Marple' series.
Engine: 6cyl. 2215cc. Top speed: 85mph (137km/h). Power: 72bhp. Coachwork: four-door saloon. Price new: £767. Registration mark: JVE 589.
Vehicle first registered in June 1951.
2215cc petrol engine.
The notice displayed with the vehicle states:
Police Saloon.
The post-was Wolseley range was launched at the 1948 British Motor Show and consisted of two models; the 4/50 and the 6/80. In terms of general design, they followed the also new Morris Oxford and six models, sharing the same unitary construction body and independent front suspension with torsion bars. Both the 4/50 and 6/80 had new overhead camshaft engines.
This generation of Morris and Wolseley cars had been designed under the influence of Alec Issigonis, whose Morris Minor had been launched in 1948. The larger cars in some way resembled scaled up Morris Minors.
Of the two Wolseley cars, the 6/80 was the most popular and almost 25,000 were made before 1954. By contrast, the 5/50 had been discontinued at the end of 1952 after a production run of only 9,000 cars. The 6/80 partly owed its success to excellent export sales, particularly in Australia.
The 6/80 was also, like earlier Wolseley cars, popular with police forces. This particular vehicle has featured on TV in programmes such as the 'Miss Marple' series.
Engine: 6cyl. 2215cc. Top speed: 85mph (137km/h). Power: 72bhp. Coachwork: four-door saloon. Price new: £767. Registration mark: JVE 589.
1953 Wolseley 6/80, YMG 570
Image taken at Aylesford Classic Car Show on 10th September 2023.
First registered on 14th May 1953.
2215cc petrol engine.
First registered on 14th May 1953.
2215cc petrol engine.
1953 Wolseley 6/80, YMG 570
Image taken at Aylesford Classic Car Show on 10th September 2023.
First registered on 14th May 1953.
2215cc petrol engine.
First registered on 14th May 1953.
2215cc petrol engine.
1953 Wolseley 6/80, YMG 570
Image taken at Aylesford Classic Car Show on 10th September 2023.
First registered on 14th May 1953.
2215cc petrol engine.
First registered on 14th May 1953.
2215cc petrol engine.
1956 Wolseley 15/50, MFN 480
Image taken at the Heritage Transport Show on 6th April, 2024.
First registered on 7th September, 1956.
1489cc petrol engine.
First registered on 7th September, 1956.
1489cc petrol engine.
1956 Wolseley 15/50, NBL 377
Image taken at Woodchurch Steam Rally, Kent, on 4th August, 2024.
Vehicle first registered 14th November, 1956.
1489cc petrol engine.
Vehicle first registered 14th November, 1956.
1489cc petrol engine.
1956 Wolseley 15/50, NBL 377
Image taken at Woodchurch Steam Rally, Kent, on 4th August, 2024.
Vehicle first registered 14th November, 1956.
1489cc petrol engine.
Vehicle first registered 14th November, 1956.
1489cc petrol engine.
1960
1963 Wolseley Hornet, 994 EVN
Image taken at Thurnham Classic Car Show on 18th August, 2024.
Vehicle first registered on 1st August 1963.
998cc petrol engine.
Vehicle first registered on 1st August 1963.
998cc petrol engine.
1963 Wolseley Hornet, 994 EVN
Image taken at Thurnham Classic Car Show on 18th August, 2024.
Vehicle first registered on 1st August 1963.
998cc petrol engine.
Vehicle first registered on 1st August 1963.
998cc petrol engine.
1964 Wolseley 1500, YJL 556
Image taken at Aylesford Classic Car Show on 10th September 2023.
First registered on 10th June 1964.
1489cc petrol engine.
First registered on 10th June 1964.
1489cc petrol engine.
1964 Wolseley 1500, YJL 556
Image taken at Aylesford Classic Car Show on 10th September 2023.
First registered on 10th June 1964.
1489cc petrol engine.
First registered on 10th June 1964.
1489cc petrol engine.
1970
1971 Wolseley 18/85, AKJ 480K
Image taken at the Wickhambreaux Classic Motor Show on 18th May 2025. Vehicle first registered on 4th August 1971. 1798cc petrol engine.
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