The Wolseley Hornet, introduced in 1930, followed a brief trend to fit six-cylinder engines to even the most modest cars, to reduce the vibrations inherent in the more common four-cylinder machines. The tiny 1,271cc overhead-camshaft six-cylinder engine in the Hornet was so good that cars based on the Hornet Special chassis developed a fine reputation on the road and in club racing. The Special was launched in April 1932 in chassis-only form, available for suitably sporting bodies to be built for it by coachbuilders such as Avon, Abbey, Swallow, Cunard and – as the example in our Snapshot – by the London Wolseley dealer Eustace Watkins, who named its creation the Daytona Special.
The engine of the Special was significantly modified from the standard powerplant. It had twin carburettors, higher compression from the use of domed pistons, and numerous smaller modifications including a revised exhaust system and duplex valve springs. The Special chassis was also modified from standard: metal instead of fabric universal joints in the propeller shaft, three inches wider front track and large 12-inch brake drums. The long flexible gear-lever was replaced by a remote control and a small short-travel lever. A particularly large speedometer (a quick-reading chronometric five-inch dial), matching engine revolution counter, and ten-inch headlights were supplied as part of the complete kit for the coachbuilder.
The Hornet Specials were not just effective in club competition. A team of three Hornet Specials driven by F.S. Hutchens, B. Wickens and E. Erith won the 1932 LCC Relay Race at Brooklands (averaging 77.5mph for 270 miles).
A Daytona Special was tested by no less a sporting personage than Sir Malcolm Campbell. Published on 2 July 1932 in The Western Morning News and Daily Gazette, his report mentioned the car’s twin S.U. carburettors, a designed maximum engine speed of 5,000rpm which could be very quickly achieved in third gear and a maximum speed in top in the region of 75 mph. He praised the comfortable front seats with ample leg room for the tallest driver, the light steering, smooth and powerful brakes and good suspension, and amazing acceleration if the gears were judiciously used. Sir Malcolm summed up with these words: “This car is really a most attractive proposition. Its acceleration is so good that it would take a really powerful and well-tuned car to keep on its heels, and its upkeep is low.”
Image displayed with the kind permission of the Haynes Motor Museum.
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