Buying Guide
If a classy and spacious saloon is on your shopping list, then the 4/44 is more than worthy of consideration
Wolseley 4/44
‘The cabin provides more than adequate space, so it’s an ideal tourer’
Gerald Palmer has an impressive design CV, and his work for Jowett produced the lovely Javelin. But having left the Bradford firm his next stop was the Nuffield Group, where he penned the fine saloon you see here.
Launched in 1952, the Wolseley 4/44 didn’t go on sale until March the following year, by which time the badge was part of BMC. Closely related to the MG Magnette ZA that arrived a year later, the 4/44 was the more luxurious of the two and the walnut and leather interior meant that it was certainly a fine place to be. And while the exterior styling could be considered fairly conservative in its execution, flourishes like the illuminated grille badge certainly added a touch of class to things.
Under the bonnet is a modest powerplant in the form of the 1250cc XPAW engine – essentially a single-carb version of the MG XPAG unit – so buyers shouldn’t expect any performance fireworks. In fact, outright pace is somewhat sedate with 0-60mph taking half a minute and action curtailed at just 73mph. Still, it has plenty of character and the cabin provides more than adequate space, which ensures that the 4/44 is still considered the ideal family tourer. It rides well, too, while accurate rack-and-pinion steering and amply powerful drum brakes mean that it can be properly hustled along should you ever find yourself in the mood for such shenanigans. Such sporty behaviour might still be considered a bit unbecoming, though.
In any case, the model was impressive enough to find 29,845 buyers during a production run that lasted until 1956 when it was replaced by the similar 15/50. Fast forward more than 60 years and you’ll discover modest values and charm that is hard to resist.
CABIN CONDITION MATTERS
There’s nothing inherently complicated about the interior, so focus on the condition of trim and fittings. If the wood and leather are looking especially decrepit (water ingress from a leaking windscreen can damage the former) then the cost of professional refurbishment can soon mount up, so budget accordingly. A new carpet will set you back around £200 and a replacement headlining about half as much again. The electrics are equally uncomplicated, so just ensure that the wiring and connectors are sound and that the loom hasn’t been compromised by amateur tinkering. And check that the semaphore indicators work properly, although it’s not difficult to refurbish them or fit conventional blinkers (a safer option these days).
LOOK OUT FOR CORROSION
Replacement panels are hard to find, but there’s a reasonable supply of repair sections available from clubs and specialists. That’s just as well because a 4/44 without a detailed record of restoration will need a thorough check for the ravages of tin worm as shiny paintwork can hide bodges. Places to concentrate on are the inner and outer wings and seams, paying particular attention to the bottom sections and the areas around the headlights, the boot lid, door bottoms, valances, rear wheel arches and the A- and B-posts. Rot can also set in behind the windscreen seals, so don’t ignore minor bubbling here. And don’t forget to check the condition of Mazak exterior trim, because damaged bits will be pricey to sort.
IS IT OIL-TIGHT?
The engine makes up for its lack of power with impressive longevity – if the oil is changed every 3000 miles. Aside from the usual signs of wear – knocks, rumbles, smoke – the main problem is likely to be oil leaking from the sump and/or timing chain cover. The crankshaft’s rear seal is another weak spot; sorting it is an engine-out job, and best done as part of a general overhaul; a £290 conversion kit includes a proper seal and cures the problem once and for all. Check the state of the cooling system, too. Parts availability is excellent, though, and it’s an easy engine to work on so a DIY overhaul is nothing to be feared.
CHECK THE HYDRAULICS
The column gear-change can take a little getting used to, but it’s fine with practice. Sloppy linkages are easy to sort, but watch for crunching from worn second gear synchromesh. And ensure that the combined clutch/brake master cylinder isn’t leaking – it costs more than £200 and its awkward location beneath the battery makes fitting it a pig of a job. A whine from the back axle is less of a worry, and a top-up with decent oil should see it soldier on for years.