Dodge

US, 1914 to date

(1) Dodge Brothers, Detroit, Mich., 1914 – 1928

(2) Chrysler Corp, Detroit, Mich., 1928 to date

The brothers John and Horace Dodge, early Ford shareholders and builders of engines for the Ford Motor Co, produced their first Dodge car in November 1914. It was a conventional side valve Monobloc four of 3½-litres, developing 25bhp. The Dodge was noted for its 12-volt electrics, and ‘back-to-front’ gear change, features that were not discarded until 1926. The tough Dodge 4 won early acceptance by the American army after being used in General Pershing’s punitive expedition to Mexico in 1916, and the Dodge type was widely used in World War 1 as a staff car and ambulance. Also in 1916 Budd all-steel tourer bodywork was adopted; some saloons were also made in this year, using the same construction. The price of open Dodge cars was $785, and Dodge was fourth in overall US sales in 1916 with 70.700 Dodge cars delivered, following this up with a second place in 1920. The Dodge four was still the staple product in 1924, when 1.000 cars were being made a day. A new departure for Dodge in 1927 was a 3.7-litre side-valve six with internal-expanding hydraulic brakes.

In July 1928, Walter P. Chrysler paid $175.000.000 for the Dodge company. Discontinuation of the Dodge four, now developing 40bhp and fitted with front-wheel brakes, followed almost immediately, but for the next three years Dodges preserved their individual appearance. Though their cars were reckoned more expensive than DeSotos, Dodge offered a very cheap Dodge Standard 6 at $765 in 1929, their other models being the Dodge Victory at about $1.000, and a big Dodge Senior which paralleled Chrysler’s 75 at $1.675. A straight-8 was listed from 1930 to 1933. Free wheels were among the regular Chrysler improvements which appeared on the scene in 1932, followed by synchromesh gearboxes in 1933. In this year Dodge again took fourth place in sales, with 86.062 Dodge cars delivered. There were no Dodge versions of the Chrysler Airflow, but 1935 Dodge cars had the Airstream styling and side-valve 6-cylinder engines of 3.6-litre capacity. Overdrive, hypoid rear axles and independent front suspension made their appearance in the later 1930s, and Dodge cars of the 1940s were hard to distinguish from DeSotos or the de luxe Plymouths.

The expected ohv V8, publicized under the name Dodge Red Ram, materialized in 1952; it was a modest-sized 3.8-litre unit, and in 1955, when Chryslers were largely restyled, the Dodge cars were available both with the old 3.8-litre side-valve six and with V8s in three ratings up to 193bhp. By 1959 – the last year of the sv 6-cylinder – the most powerful eight disponed of some 345bhp, from 6.3-litres. Dodge has continued to offer more potent alternatives to the regular sedans, with a brisk Dodge Charger fastback coupé available in 1966. A ‘compact’ car, the Dodge Lancer, was listed in 1961, but this was vitually indistinguishable from the Plymouth Valiant. Regular 1967 Dodges had Chrysler’s unitary construction and alternator ignition introduced in 1960, and there were three basic ranges: the semi-compact Dodge Dart on a 9ft 3in wheelbase; the medium-sized Dodge Coronet; and the big Dodge Polara and Dodge Monaco on a wheelbase of 10ft 1in, with V8 engines of up to 7.2-litres’ capacity. The more sporting Dodge Charger coupé appeared in 1968, available with a 6.981cc hemi-head V8 of 425bhp; concealed wipers came on the 1969 Dodge models; and in 1970 the Dodge Challenger filled the gap between Dart and Coronet: standard engines were a 3.7-litre six or a 5.2-litre V8. There was a Dart sports coupé, the Dodge Demon, in 1971, but this was also the last year of the hemi-head engine and of convertibles in the Dodge range.

For 1973 there was the Dodge Dart on a 9ft wheelbase, the Dodge Challenger coupé, the Dodge Coronet and its sporting sister, the Dodge Charger, and the full-sized Dodge Polara and Dodge Monaco series. The Monaco had concealed headlamps. The biggest Dodge cars had V8 engines, automatic transmissions and power steering as standard. Electronic ignition was standard on all Dodge models, and all but the basic Darts had front disc brakes. Engines available were sixes of 3.245cc and 3.688cc, and V8s of 5.2, 5.6, 6.6 and 7.2 litres.

Since 1970 Dodge have been selling the Japancese Mitsubishi Colt as a small-car line in the USA.

Source: Georgano, encyclopedia of motorcar; MCS  

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Hillman

GB, 1907 to date

(1) Hillman – Coatalen Motor Car Co Ltd, Coventry, 1907 – 1909

(2) Hillman Motor Car Co Ltd, Coventry (1910 – 1946); Ruton-on-Dunsmore, Warwickshire (1946 – 1970); Linwood, Glasgow (1963 – 1970

(3) Chrysler United Kingdom Ltd, Ruton-on-Dunsmore, Warwickshire; Linwood Glasgow, 1970 to date

The Hillman car was originally known as the Hillman-Coatalen, the first cars being the work of Louis Coatalen, who designed a 25hp 4-cylinder for the 1907 Tourist Trophy. Pre-1914 production of Hillman cars was on a small scale, and consisted initially of big sv machines with separately cast cylinders (a 6.4-litre four and a 9.7-litre six) and shaft drive. The traditional shape of Hillman car radiator emerged in 1908, and continued on all Hillman car models up to 1930. Neither a little-known 1.8-litre 2-cylinder of 1913 nor a very small six of 2 litres’ capacity in 1914 made much impression, but much more successful was the 9hp Hillman car, a monobloc 1.357cc sv four, selling at £200. This Hillman car was brought up to date with electrics after World War 1, and progressively developed until 1925, by which time it had grown to 1.6-litres. A sports version with a V-radiator, outside exhaust, and polished aluminium bodywork was raced quite extensively in the early 1920s and Raymond Mays served his apprenticeship on one of these. All 1923 – 1925 Hillman cars came with drophead bodywork and winding windows. A conventional sv Hillman Fourteen with a 4-speed gearbox and magneto ignition was the only Hillman car model offered from 1926 to 1928, and production of this was stepped up after Rootes took over in the latter year. In 1929 prices started at £295, and ‘Safety’ versions were fitted with safety glass and servo brakes. Less happy was a companion to the Hillman Fourteen, a 2.6-litre ohv straight-8 with coil ignition. However, Hillman moved into the mass-production class in 1932 with their excellent 1.185cc sv Hillman Minx car at £159. This Hillman car was progressively developed up to the outbreak of World War 2, with 4-speed gearbox and the options of free-wheel and radio in 1934, all-synchromesh boxes in 1935 (these were dropped again in 1939), integral luggage boot in 1936, and unitary construction in 1940. The underslung Hillman Aero-Minx sports model of 1933 formed the basis for the Talbot and Sunbeam-Talbot Tens which resulted from Rootes’ acquisition of the S.T.D group, and there was even a luxury Hillman car Minx-based Humber Ten, though this was marketed only in New Zealand. Alongside these there were also some sv 6-cylinder Hillman cars, 1936 and later versions having transverse independent front suspension, but they gave way to another sv 1.9-litre Hillman Fourteen, sold with hydraulic brakes by 1940; these were not added to the Hillman Minx until the Phase II Hillman car models of late 1947, which also featured steering-column change.

Post-war Hillman Minxes continued the model’s reputation as a style leader of conventional mechanical specification. 1949 Hillman cars had full-width five/six-seater bodywork, there was a more powerful 1¼-litre engine in 1950, and a hardtop coupé version, the Hillman Californian, in 1953. In 1955 the Hillman car range was extended to include the Hillman Husky short-wheelbase station wagon, while de luxe Hillman Minxes acquired 1.395cc short-stroke ohv power units, and licence-production was taken up in Japan by Isuzu. The Hillman car model continued to keep abreast of the times with its cylinder capacity increased to 1½-litres in 1959, to 1.6-litres in 1962, and to 1.7-litres with a 5-bearing crankshaft in 1966. Automatic transmission became optional in 1960 with Hillman cars, hypoid final drive replaced the spiral bevel type in 1961, and later cars had front disc brakes. From 1957 onwards the Rootes-owned Singer company’s Gazelle had a Minx-type hull, and the Minx engine was used after 1959. A bigger Hillman Super Minx car joined the Hillman car range in 1962, and 1963 produced a challenger in the baby-car class, the Hillman Imp car. Made in the Rootes’ Group’s Scottish factory at Linwood, this Hillman car had an inclined, rear-mounted ohc 875cc 4-cylinder engine, 4-speed all-synchromesh gearbox, and all-round independent suspension. In 1966 Hillman Imps did well in the saloon-car racing, and Singer and Sunbeam versions followed, as well as a new Hillman Husky station wagon: the engine was used by a number of specialist manufacturers, notably Bond, Ginetta, TVR and Clan. It was also fitted to one version of the Greek Farmobil cross-country vehicle.

Chrysler acquired a majority interest in Rootes in 1964, the first consequences of the new management being the 1967 Hillman Minx car and Hillman Hunter car that replaced the existing Minx, and Super Minx types. Design was entirely new on these Hillman cars, though the 1.496cc and 1.725cc engines (now inclined in the ‘chassis’) were retained. These were assembled in Iran under the name of Peykan. Vehicles assembled in South-Africa used Peugeot engines. A Hillman Hunter won the 1968 London-Sydney Marathon. An entirely new shape from Hillman cars, the Avenger, appeared in 1970. Its suspension, by McPherson struts at the front and by rigid axle and coils at the rear, was similar to that of French Chryslers, there was a choice of 1.248cc or 1.496cc ohv 4-cylinder engines, disc brakes were fitted at the front, and automatic transmission was optional. Prices of these Hillman cars started at £765.

At the end of the 1970 season the Hillman Minx was dropped after an unbroken run of 38 years. Its replacement was a 54bhp Hillman Hunter De Luxe with the 1½-litre engine. Hillman Avengers went on sale in the USA as Plymouth Crickets. Two new Hillman Avenger cars were added during 1972: a station wagon and the twin-carburettor high-performance Hillman Tiger, a limited-production saloon with magnesium alloy wheels, capable of 105mph and retailing at £1.328. A 78bhp GLS Hillman car version with power brakes, radial-ply tyres and wide-rim wheels appeared in 1973, when the Hillman Imp was continued, and the Hunter line-up ranged from the basic Hillman De Luxe up to the 93bhp 1.7-litre GLS with twin Weber carburetors and close-ratio gearbox.

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com