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

Pontiac

US, 1907 – 1908

Pontiac Spring and Wagon Works, Pontiac, Mich.

The Pontiac car was a two-seater high-wheeler with right-hand steering by wheel. The Pontiac car was powered by a 2-cylinder, water-cooled engine mounted under the body. The drive of the Pontiac car was through a friction transmission and double chains to the rear wheels. The cost of the Pontiac car was $600.

US, 1915

Pontiac Chassis Co, Pontiac, Mich.

A chassis without body was all that this Pontiac car company marketed. This Pontiac car chassis was furnished with a 4-cylinder engine, by Perkins, rated at 25hp, driving through a 3-speed transmission.

US, 1926 to date

(1) Oakland Motor Car Co, Pontiac, Mich., 1926 – 1932

(2) Pontiac Motor Co, Pontiac, Mich., 1933 to date

Oakland’s Pontiac Six was intended as a lower-priced running mate, and prices of this conventional 3-litre sv six Pontiac cars started at $825. Only closed bodies were offered initially, but a sales of over 140.000 Pontiac cars was an indication of acceptance, especially when followed by an increase to 210.890 Pontiac cars in 1928. The 1930 Pontiac cars closely resembled Buick’s Marquette, and had 3.3-litre engines, the six being joined in 1932 by a V8 which Pontiac car was really a revamped 1931 Oakland.

In 1933 Pontiac car company scored an important success with a 3.7-litre, 77bhp straight-8 Pontiac car selling for less than $600 with General Motors’ new no-draught ventilation, the 6-cylinder Pontiac cars being dropped for the time being. The 1934 Pontiac cars had Dubonnet-type independent front suspension, and ‘turret-top’ all-steel bodies. Fencer’s mask radiator grilles were found on the 1935 Silver Streak line of Pontiac cars. Capacities of the six and the eight were 3.6-litres and 4.1-litres respectively in 1937. In 1939 Pontiac car company’s cheaper cars had body shells very similar to those of the Chevrolet, as befitted a make which ranked next in the GM hierarchy – though in fact only $20 separated the cheapest Pontiac car, the 4-door sedan from the corresponding Oldsmobile model.

Pontiac cars Torpedo Streamliners brought back the fastback style in 1941, and the immediate pre-war Pontiac cars were continued with little alteration until 1949, when the whole group’s products were restyled, and Pontiacs emerged with lower bodies, redesigned X-frames, and the option of Hydramatic transmission. Though maintaining high sales – they beat Plymouth cars into 4th place overall in 1954 – Pontiac cars remained conservative in engine design, and the well-tried 127bhp sv straight-8 Pontiac car was not supplanted until 1955, when all US-produced Pontiac cars received a 4.7-litre ohv V8. The L-head six was retained for some Pontiac cars made for the Canadian market.

Along with some of the other staider American makes, such as Plymouth and Mercury, the Pontiac car company stove to build their reputation on performance in the later 1950s; the 1958 Pontiac Super Tempest attained 330bhp, and in 1959 Pontiac car came out with a wide-track chassis and concentrated on a 6.4-litre V8 available in a variety of powers from 245 to 345hp.

The Pontiac Car Division’s compact, the Pontiac Tempest arrived in 1961, and was an unusual ohv oversquare four of 3.2-litres’ capacity, mounted in a unitary-construction hull, with its 3-speed synchromesh gearbox in the rear axle. Floor change was standardon the Pontiac car: it was listed at $2.240. A small V8 Pontiac car was available as an option in 1963. The big Pontiac cars went over to GM’s perimeter-type frame in 1963, when the V8 engine was available in a variety of guises on the Pontiac car, from a ‘cooking’ 215bhp version burning regular-grade petrol at $2.725 up to the sporting Pontiac Grand Prix coupé with 303bhp and a revolution counter as standard equipment, at $3.489. The Tempest’s 4-cylinder engine was dropped on the Pontiac car in 1965 in favour of a 140bhp six or 5.4-litre eight. Sporting qualities were emphasized in 1966, by which time the Pontiac Tempest had grown from a 9ft 4in wheelbase to 9ft 8in, and the range of Pontiac cars included the Pontiac GTO Grand Prix and 2 plus 2 models, all Pontiac cars disposing of more than 330bhp from engines of 6.4 and 6.9 litres’ capacity. In 1967, 3.8-litre ohc 6-cylinder engines were introduced: in the sporting Pontiac Firebird Sprint this unit developed 215bhp.

By 1970 the more sporting Pontiac cars (GTO, Firebird and Grand Prix) had front disc brakes, and all full-sized Pontiac cars came with automatic transmission as regular equipment. New for 1971 was a compact Pontiac car, the Pontiac Ventura II on a 9ft 3in wheelbase. The 1972 Pontiac car range covered most sectors of the market, from the Pontiac Ventura at $2.394 up to the luxury Pontiac Grand Ville with 220bhp 7.456cc V8 engine at $4.368. For the sporting motorist there were the Pontiac Le Mans Sport, the Pontiac GTO, and a wide selection of Pontiac Firebirds up to the Pontiac Trans Am with 300bhp V8 unit, giving the Pontiac car a top speed of about 120mph. Peculiar to Canada was the Laurentian, a hybrid Chevrolet-Pontiac on a 10ft 3½in wheelbase, available with  110bhp 6-cylinder or 165bhp V8 unit. In the main 1973’s improvements concerned styling, the Pontiac cars being longer and wider, but new Pontiac cars were the Grand Am 2- and 4-door hardtops, with 6½- or 7½-litre V8 engines, power steering, power disc front brakes and 3-speed automatic 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