71-460: Hillman 14 (1938-40) four-cylinder; The Humber Hawk is a four-cylinder automobile manufactured by British-based maunufacturer Humber Limited from 1945 to 1967. The Hawk, a re-badged Hillman 14 (1938–1940) was the first Humber car to be launched after World War II. Slightly longer because of the new bootlid superimposed on its fastback tail and narrower having shed its running boards it also managed to be 112 pounds (51 kg) lighter than
142-594: A Panhard rod added to the rear suspension which limited sideways movement of the rear wheels and so permitted the use of softer springs. The 1950 car can be readily distinguished from the previous model by the simpler dome-shaped bumpers and the rectangular stainless-steel foot-treads on the running-boards. A Mk III tested by The Motor magazine in 1951 had a top speed of 81.6 mph (131.3 km/h) and could accelerate from 0-60 mph (97 km/h) in 19.1 seconds. A fuel consumption of 17.7 miles per imperial gallon (16.0 L/100 km; 14.7 mpg ‑US )
213-502: A 2-door drop head coupé, a 4-door safety tourer and a 6-light Weymann saloon with a sunshine roof. Front seats could now slide for adjustment and a petrol gauge was provided on the instrument panel. The brakes receive servo assistance on the safety model. All the cars displayed had safety glass. The following month the chairman advised shareholders at the annual meeting that the Fourteen continued to be well-received but six months after
284-534: A 2.6-litre Sixteen and a 3.2-litre Hawk, all of six cylinders. For four years Hillman had no offering in the 2-litre slot. The six-cylinder cars were not as successful as had been expected, and in October 1937 a new 2-litre four-cylinder Hillman Fourteen with a handsome new body filled their previous place in the Hillman range. Hillman now offered just their Minx and this new Fourteen. In 1946 production resumed but
355-442: A 6-light Safety saloon (fitted with Triplex safety glass) joined the range. The artillery wheel option was dropped. Dipping headlights were a new feature. Separate seats replaced the front bench seat and both back and front seats were widened. There were also changes to the mudguards and running boards. The export car was widened to 67 in (1,700 mm) inches and its track to 56 in (1,400 mm) inches. A water-impeller and
426-462: A Bermudian driving licence in order to drive the car obtained for the use of the Governor, a Hillman 14. Humber Super Snipe The Humber Super Snipe is a car which was produced from 1938 to 1967 by British-based manufacturer Humber Limited . The Super Snipe was introduced in October 1938, derived by combining the four-litre inline six-cylinder engine from the larger Humber Pullman with
497-478: A considerable resemblance to a base model 1955 Chevrolet 4-door sedan. The missing rear quarter-lights were returned in Series IV. The estate version featured a horizontally split tailgate—the lower half opening downwards (to provide an extra length of luggage-platform if necessary) and the upper half upwards. The fuel-filler cap was concealed behind the offside rear reflector. There were several revisions during
568-476: A flat roofline and rear window, six-light side windows and a larger, taller windscreen. The Estate body in both marques remained unchanged. Twin Zenith Stromberg 175CD carburettors were fitted along with a Harry Weslake tuned cylinder head, increasing the power to 137.5 bhp (102.5 kW), and synchromesh was fitted to all ratios in the gearbox—on the previous versions it had only been on
639-493: A full six-seater with a bench-type front seat it was given a wider track and a variable ratio steering unit. The gear lever was now mounted on the steering column. Like Humber's Pullman the headlights were fitted into the wings and running-boards were re-introduced. The transverse-spring independent suspension, first introduced on the Snipe and Pullman in 1935, continued but with 14 leaves instead of eight. The smaller-engined Snipe
710-503: A half inches (38 mm) lower. Despite the lower height the new hypoid back axle allowed more head room in the rear seat. In the early spring of 1951 the Mark IV version arrived with a larger, 2267 cc engine incorporating, as before, an aluminium cylinder head and with a 58 instead of 56 bhp output. However, at mid range speeds around 15 per cent more power was generated. The Mark IV also used larger, 15-inch wheels. The steering
781-553: A large top radiator tank were also fitted to export cars. During 1928 the Rootes brothers obtained control of Hillman. A new deeper radiator appeared in early September 1928 with larger headlamps on a cross-bar between the wings. The wider bodies had been lowered three inches without reducing ground clearance or head clearance. The body range was rationalised to a standard saloon, fabric saloon, Segrave coupé, tourer and Huski (sic) fabric-bodied sports tourer. There were major changes to
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#1732787313433852-459: A maximum speed of 97.0 mph (mean) and 98.9 mph (best). 0–60 mph acceleration was 14.8 sec, with a 0–90 in 38.2 sec, The Standing Quarter Mile was 20.4 sec. The axle ratio was 3.7:1 and maximum bhp 122 on a 7.13:1 compression ratio, as stated in the data panel of this road test. In 1957 The Times commented that the car was handsome if somewhat dated. It attracted favourable attention from passers-by and gave its occupants
923-552: A modest speed. The brake lining area is now 40 per cent more than on the Mark V. The driver's windscreen wiper is badly located. A Mk VI estate car with overdrive tested by the British magazine The Motor in 1956 had a top speed of 79.7 mph (128.3 km/h) and could accelerate from 0-60 mph (97 km/h) in 25.2 seconds. A fuel consumption of 22.8 miles per imperial gallon (12.4 L/100 km; 19.0 mpg ‑US )
994-445: A quieter fan. Seats were redesigned to give more leg space for back seat passengers. When tested by The Times , complaints focused on a perceived need for more logical grouping of instruments, a horn ring obstructing the driver's view of the instruments and an over-bright white choke warning light. The power steering seemed to lack "feel". In direct top gear a speed of 95 mph was obtained, less if overdrive had been engaged. For
1065-414: A satisfying sense of solidity and respectability. The two separate front seats were described as "enormous" and it was noted their backs could be reclined to the horizontal for a passenger to sleep. The steering was described as generally imprecise, uncomfortably low-geared for parking, and in need of power assistance. The car represented "remarkably fine" value for money. In October 1958, a new Super Snipe
1136-575: A status it retained until the Jaguar Mark X was launched in 1961. The 2267 cc engine was carried over, though with modifications to the distributor mounting, and other details; and an automatic transmission, the Borg Warner D.G. model, was now available. The body was styled in Rootes' own studios and featured more glass than previous models, with wrap-around front windscreen, which gave it
1207-498: A strengthened chassis and an increase in the track of the home market cars from 52 in (1,300 mm) to 56 in (1,400 mm). Other upgrades included a stronger Hardy-Spicer propeller shaft with metal joints, more powerful brakes and shock absorbers all round. An oil pressure gauge was added to the dashboard. For 1930 a stronger frame was provided together with longer springs employing Silentbloc spring shackles and improved brakes. Three Fourteens were on Hillman's stand,
1278-568: A top speed of 83.9 mph (135.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 19.7 seconds. A fuel consumption of 22.5 miles per imperial gallon (12.6 L/100 km; 18.7 mpg ‑US ) was recorded. The test car cost £1261, including taxes of £421. In March 1967 Rootes announced that production of the Humber Hawk, along with that of the Super Snipe and Imperial had ceased. The announcement stated that
1349-448: Is by semi-elliptic springs but the front Evenkeel independent suspension was by transverse leaf springs. Steering was by a worm and nut device. Engine power was transmitted from the gearbox to the half-floating rear axle through a needle bearing open propeller shaft and a spiral bevel final drive. A system of jacking points was built-in. The new engine was a return to the medium-sized simpler and more efficient 4-cylinder type rather than
1420-604: The Imperial shared the basic specification and performance of the Super Snipe with the addition of a vinyl roof, fully reclining front seats, automatic transmission and hydrosteer power steering as standard. However, a manual 3-speed transmission could be ordered. The car also featured electrically adjustable rear shock absorber settings, a separately controlled rear passenger heater and optional West-of-England cloth-trimmed seats as well as many smaller amenities such as individual reading lamps. The Rootes Group ceased production of
1491-544: The Series III which the Rootes Group announced in October 1960 was distinguishable by its four headlights and revised full-width grille. This Snipe was the first British car to fit two pairs of headlamps. The suspension of the car had been considerably modified along with the car's floor structure which improved the car's high speed stability. The front of the car was redesigned to give a lower bonnet line. The nose of
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#17327873134331562-421: The 6-cylinder engines fashionable earlier in the 1930s. It had been given an oil bath air cleaner and an automatic choke for the downdraught carburettor. The valves were mounted to one side of the block and operated by pushrods. Cooling water was circulated by an impellor and the amount of cooling provided by the radiator was regulated by thermostat. The design, then displacing 1669 cc, was a scaled down version of
1633-477: The Hawks until the model's demise in late 1967/early 1968. When compared with the prewar style body with vestigial running boards the car's weight was reduced by 3 cwt or 336 lb (152 kg) and the new flush-sided body gave room for the front bench seat to be three inches (76 mm) wider. The rear seat was a full five inches (130 mm) wider. Overall the car was six inches (150 mm) shorter and one and
1704-639: The Humber Hawk, the UK market for large estate cars quickly came to be dominated by the Volvo 145 , introduced to the UK in March 1968, and its successors. Hillman 14 Track The Hillman Fourteen is a medium-sized 4-cylinder car announced by Hillman's managing director Spencer Wilks , a son-in-law of William Hillman , at the end of September 1925. This new Fourteen substantially increased Hillman's market share and remained on sale into 1931. During this time it
1775-635: The Mk IV The main change with the Mk VI, which was introduced in June 1954, was the fitting of an overhead-valve cylinder head to the engine. The rear of the body was slightly changed, which made the car longer. In 1955 an estate version with fold-down tailgate appeared. The April 1956 Mk VIA was a fairly minor upgrade, with changes mainly to the interior. A de-luxe version was added to the range. A replacement, slightly more powerful and with an entirely new body
1846-413: The October 1962 Motor Show there were minor improvements. The rear window was changed to give the roof line an improved appearance and now more nearly match the original 1955 Chevrolet shape. Engine output was now rated at 132.5 bhp (99 kW) bhp and the rear axle had been given a higher gear ratio. Manual gearbox cars received a new type of diaphragm clutch made by Borg and Beck and the petrol tank
1917-559: The October 1964 Series IV. The roof was made flatter, the rear window smaller and an extra side window fitted behind the rear doors. Synchromesh was fitted to bottom gear. An anti-roll bar was fitted at the rear. The final Series IVA of 1965 saw the automatic option re-introduced, this time being the Borg Warner Model 35 . A Series I car without overdrive was tested by the British The Motor magazine in 1957 had
1988-474: The Series II entered production with its engine enlarged to 3 litres, 2,965 cc, by increasing the bore to 87.2 mm (3.4 in). A new Zenith carburettor was fitted and the engine's output was raised to 129 bhp at 4800 rpm. A new eight-bladed fan improved engine cooling. Girling 11.5 in (292 mm) disc brakes were introduced on the front wheels with 11 in (279 mm) drums on
2059-722: The Series Va version in July 1967, by which time the group was under the control of the American Chrysler Corporation. The last of the big Humbers were assembled by Chrysler in Melbourne , Australia. Plans to introduce a V8 engine, and for the Chrysler 180 /2L to be marketed as a Humber in the UK did not materialise, although a small number of Chrysler LA engine (318ci) powered prototypes were built. While
2130-533: The Snipe's engine first used in Humber's Twelve of 1933 and now bored out to 75 mm. The engine, the clutch and the gearbox were mounted together on rubber which allowed them to rock and so absorb vibration. Accordingly the driver's engine controls were provided by cables. Claimed output was 51 bhp at 3,600 rpm. The tax rating was just under 14 horsepower. The engine continued in the Humber Hawk range and Sunbeam-Talbot and Sunbeam Alpine ranges. Converted for
2201-527: The Sunbeam-Talbot alone to overhead valves from July 1948 it was bored out 6 mm to 2,267 cc for 1951 It continued in side valve form for the Hawk until the summer of 1955 and remained in production for the Hawk until production ended in 1968. Eighteen months after the new car's announcement The Times published a road test. Their motoring correspondent liked the new smooth clean look. He described
Humber Hawk - Misplaced Pages Continue
2272-468: The Super Snipe evolved through several versions, each designated by a Mark number, each generally larger, more powerful, and more modern, until production ended in 1957 with the Mark IVB version. The Mark I was essentially a 6-cylinder version of the 1945 Humber Hawk, itself a facelifted pre-war car. A version of the 1930s Snipe remained available, with the 1936-introduced 2731 cc engine. However,
2343-440: The Super Snipe, those parts ceasing to be interchangeable with those of the Hawk. From 1955, overdrive was available as an option, followed by an automatic gearbox in 1956. Shortly after the car's announcement, Leslie Johnson , Stirling Moss , and two Rootes Group staff, drove a new silver-grey Super Snipe from Oslo to Lisbon , travelling through fifteen European countries in 3 days, 17 hours and 59 minutes. The run demonstrated
2414-505: The body. Passengers' feet were not restricted by footwells. Lockable luggage space at the back of the car was considered adequate, the spare wheel was carried in a separate compartment below the luggage. The windscreen could be opened high enough for a clear view in fog. Two wipers were fitted and three swivelling ashtrays. Front seats slide forward and back. The brakes were made by Bendix-Cowdrey . They were mechanically operated and self-energising with 11 inch diameter drums. Rear suspension
2485-411: The car as inexpensive and said it was easy to control and displayed quick power and smoothness. Altogether, he said, there was much to commend though the synchromesh required a short pause before engagement and under certain circumstances braking could affect the steering. The suspension was described as excellent, a rear passenger travelled in comfort without being tossed about on bad surfaces. 50 mph
2556-491: The car was also lengthened by 3.25 inches (83 mm) to accommodate an additional pulley, mounted on the front of the crankshaft, that enabled air conditioning to be included as an option, principally for the North American market. Separate ducts were provided for heating and cooling air to the passenger compartment. The engine received improved bearings with a changed lubrication system and was given better cooling with
2627-545: The car's high-speed reliability in far from ideal conditions. In 1953 The Motor tested a Mk IV and found the larger engine had increased performance with the top speed now 91 mph (146 km/h) and acceleration from 0-60 mph (97 km/h) in 14.7 seconds. Fuel consumption had increased to 15.5 miles per imperial gallon (18.2 L/100 km; 12.9 mpg ‑US ). The test car cost slightly more at £1,481, including taxes. The Automatic Mk IV saloon tested by The Motor in 1956 Ref. 21/56 Continental, recorded
2698-439: The car's life, each resulting in a new Series number. The 1959 Series 1A had changed gear ratios and minor trim changes. The Series II launched in October 1960 had disc front brakes, servo-assisted. The automatic option was no longer available on the home market. The Series III of September 1962 had a larger fuel tank and bigger rear window. The export model automatic option was also dropped. More significant changes came with
2769-408: The cars' place in their range would be filled by Chrysler Valiants imported from Australia. After Hawk production ended, Rootes came to concentrate on sectors offering greater volume, no longer featuring as a UK provider of large family cars. It had, in particular, been unusual for UK manufactured cars of this size to feature a spacious station wagon / estate car version; and, following the demise of
2840-525: The chassis and body of the Humber Snipe , normally powered by a three-litre engine. The result was a car of enhanced performance and a top speed of 79 mph (127 km/h) —fast for its day. Its design was contributed to by American engine genius Delmar "Barney" Roos who left a successful career at Studebaker to join Rootes in 1936. The Super Snipe was marketed to upper-middle-class managers, professional people and government officials. It
2911-800: The declaration of war, however, the legislature soon authorised naval and military vehicles to use the public roads, including cars for both the naval Commander-in-Chief and the Officer Commanding Troops, a Brigadier subordinate to the General Officer Commanding-in-Chief in the command structure of the Bermuda Garrison . A car was also authorised for the Governor, and in December, 1943, Governor Lord Burghley , his wife, and his Aide-de-Campe, Flight Lieutenant L. S. Litchfield, RAF, each obtained
Humber Hawk - Misplaced Pages Continue
2982-457: The end of 1948. The spare wheel was criticized as being difficult to extract and the indirect gears were, he thought, not as quiet as they might be. Overall the finish reflected the excellent taste that distinguished Rootes Group products 125 drophead coupés were made by Tickford in 1949 and 1950. The Mk III followed in August 1950. Easily identifiable by spats over the rear wheels it had
3053-531: The former Hillman Fourteens were now given a protruding boot lid and no running boards and badged Humber Hawk . In the early 1920s Hillman had concentrated on smaller cars with the 10 and 11 hp models but with their 14 horsepower car they entered the larger sized class taking on the Austin 12 hp and Humber 14/40 . The new Hillman was priced at £345 for the saloon, undercutting the Austin which sold for £455, it
3124-626: The motor show at the end of April 1931 its place was taken by the Hillman Wizard 65 . First displayed at the Olympia Motor Show in October 1937 some of its thunder was stolen by the "Ghost Minx" displayed beside it. Holes had been cut in the Minx's body and replaced by Perspex panels. The new 2-litre Hillman Fourteen was a much prettier car than their Minx's sole remaining stable-mate their 3.2-litre Hawk which it replaced. It
3195-541: The new Hillman's engine as lively enough, quiet and vibration-free, but said the suspension was hard. There was no undue grumble or hum from the gears. All the controls including steering and brakes were said to work well, and the seats, front and back, were described as comfortable. The car's maximum speed over level ground was said to be 50-55 mph. Following two years of production improvements were introduced in September 1927 for that year's motor show. The wheelbase
3266-427: The prewar car. The engine, from the Hillman 14 but uprated almost ten per cent to an output of 56 bhp, was shared with Sunbeam Talbot 's 90s. It drove the Hawk's live rear axle through a four-speed gearbox with centrally located floor change. As with the Hillman the four-door body was mounted on a separate chassis and was of the six-light design (three windows on each side) with a sunshine roof as standard. Suspension
3337-491: The rear axle. A stiffer anti-roll bar was fitted to the front suspension. A Series II with overdrive and power steering was tested by The Motor in 1960 and had a top speed of 94.7 mph (152.4 km/h) and could accelerate from 0-60 mph (97 km/h) in 16.5 seconds. A fuel consumption of 24.6 miles per imperial gallon (11.5 L/100 km; 20.5 mpg ‑US ) was recorded. The test car cost £1,601 including taxes. The basic car cost £1453. The styling of
3408-408: The rear brakes. The steel section chassis had semi-elliptic leaf springs all round. In a test by The Autocar magazine, the top speed was around 55 miles per hour (89 km/h) and fuel consumption 23-24 mpg. A range of bodies were offered including saloons and tourers. The cars were well fitted out and spacious with a right-hand gear change by the driver's door, a feature regarded as up-market at
3479-506: The standard Super Snipe engine was the 4086cc side-valve engine that had appeared in the Humber Pullman nearly a decade earlier, in 1936, and which would continue to power post- war Super Snipes until 1952. Throughout the years 1936–1952 the maximum power output of the engine was always given by the manufacturer as 100 bhp at 3400 rpm. The Mark II announced in mid-September 1948 was mostly redesigned in chassis and body. Now
3550-416: The time. Safety glass was fitted in the windows of the 1928 Safety Saloon. Wire spoked or artillery wheels could be specified. A V-windscreened landaulette was advertised in 1927. Standard equipment included: clock, speedometer, oil gauge, screen wiper, driving mirror, shaded dash-lamp, licence holder, rug rail, floor carpets etc. In early January 1925, The Times ' s motoring correspondent described
3621-442: The upper two. Major modifications were made to front and rear suspensions and they required less maintenance. Sound insulation was further improved. Hydrosteer power steering was available as an optional extra, as was an automatic transmission (Borg Warner Type 35 on Series Va), and metallic paint finishes. The Humber Imperial was introduced in late 1964. Intended to match BMC's Rolls-Royce engined Vanden Plas Princess 4-litre R
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#17327873134333692-629: The wars), even the Police force , the Royal Navy , British Army , and Royal Air Force were not permitted motor vehicles until the Second World War . General Sir Reginald John Thoroton Hildyard , KCB, CMG, DSO, resigned his offices of Governor and General Officer Commanding-in-Chief (GOC-in-C) in 1939 after the House of Assembly of Bermuda twice refused to allow him a motor car. With
3763-404: Was a straightforward, in essence simple, design for an economical four-cylinder car. Full use had been made of the wheelbase and track so five passengers may be carried in comfort. There were six side-windows and swivelling quarter lights in the leading edges of the front windows. Further air was supplied through a ventilator in the scuttle. The de luxe model's sliding roof was steel like the rest of
3834-442: Was advertised as "the car that costs less than it should". The engineering was largely conventional with a 72 x 120 mm long stroke, monobloc , side-valve 1954 cc, four-cylinder 35 bhp engine built in-unit with a four-speed gearbox and spiral bevel geared rear axle. Four wheel, cable operated, drum brakes were fitted from the start but unusually a vacuum servo was an option. The handbrake had its own set of shoes on
3905-514: Was announced in May 1957. The motoring correspondent of The Times claimed that any previous Hawk owner would be "astonished" by the Mark VI's 20 per cent more powerful engine's ability to effortlessly swing the car along at 70 mph. Cold starting was very good. The engine was not always so willing to start when cold. The tyres were inclined to squeal on not very sharp corners taken at any more than
3976-456: Was discontinued. Early Mark II Super Snipes can be distinguished by round lamps below the head lamps . The left one was a fog lamp, and the right one was a "pass" lamp with a low narrow beam for passing cars when using dipped headlights. These were dropped in 1949 in favour of rectangular side lamps which were continued in the Mark III. The Times motoring correspondent tested the new car at
4047-570: Was easily maintained without scurry and 67 mph was the Hillman's mean maximum speed. At the end of August 1939 it was announced the shape of the Sunbeam-Talbot Ten would be used on the Hillman Fourteen's engine and running gear to make a new car. It was badged Sunbeam-Talbot 2 Litre and was available as a 4-light sports saloon, a 4-seater sports tourer, a drop head foursome coupé and a sports 2-seater. The new coachwork
4118-578: Was enlarged from 12.5 to 16 gallons capacity. It can be distinguished by its revised rear-window treatment (doesn't wrap around quite as much as earlier models), Snipe bird badge on grille, opening quarter-light windows in the rear doors, and other trim differences. In October 1964 the final Series V version of the Saloon saw an upper body restyle, (also applied to the Hawk Saloon and the Rootes Group's smaller Hillman Super Minx and its derivatives) with
4189-431: Was independent at the front using a transverse leaf spring, and at the rear the axle had half-elliptic springs. The Mark II version of September 1947 was not even a facelift, the main difference being a column gear change with a control ring fitted to the gearbox making it impossible to crash the synchromesh gears. The engine was given a new water jacket, the petrol tank received a breather to prevent air-locks and provision
4260-653: Was introduced and first presented to the public at the opening of the Paris Salon de l'Automobile. Confusingly, the designation returned to the Super Snipe I, but this time the variants were identified by a series number. The new car was based on the unitized chassis and body of the four-cylinder Humber Hawk , but with a new 2.6 litre, 2,651 cc, six-cylinder overhead-valve engine based on an Armstrong Siddeley design with bore and stroke of 82.55 millimetres (3.250 in) and near-hemispherical combustion chambers producing 112 bhp at 5000 rpm. This engine
4331-496: Was lengthened by 2 in (51 mm) but not the car's overall length. The steering was improved for a smoother and lighter action and the column rake was now adjustable. The front brake cables were replaced with rods. The engine received larger crankshaft and connecting rod bearings and an anti-detonating ("anti-knock") design adopted for the cylinder head. A Weymann fabric bodied 4-light 4-door sports saloon (as chosen for personal use by Henry Segrave ) with safety glass option and
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#17327873134334402-482: Was made for a car-radio and retracting aerial. There was no change to the car's external appearance. Top speed was around 65 mph (105 km/h). The Mark III Hawk was a completely new car and was first shown at the London Motor Show in October 1948, but it still retained the earlier engine (side-valves, 1944 cc, 56 bhp at 3800 rpm) and transmission albeit with new rubber mountings. The new body
4473-450: Was matched to a three-speed manual transmission with optional Laycock de Normanville overdrive on second and top gears, or Borg Warner DG automatic transmission. Power steering was available as an option. Also offered was a touring limousine model with glass partition. The new car was smaller on the outside, but larger on the inside, with improved performance and the appearance of a reduced size 1955 Chevrolet 4-door sedan. In October 1959
4544-518: Was now more highly geared and was commended by commentators for its lightness when manoeuvering the car in a confined space despite 53% of the car's 2,996 pounds (1,359 kg) being carried by the front wheels. A 2267 cc Mk IV car tested by the British magazine The Motor in 1951 had a top speed of 71.4 mph (114.9 km/h) and could accelerate from 0–60 mph (97 km/h) in 30.0 seconds. A fuel consumption of 24.2 miles per imperial gallon (11.7 L/100 km; 20.2 mpg ‑US )
4615-625: Was of steel and ash on a shorter 96 in (2,400 mm) wheelbase and narrower 48 in (1,200 mm) track. Three days later the United Kingdom declared war on Germany. In the British Imperial fortress colony of Bermuda , where motor vehicles had famously been banned from the public roads before the First World War (although motor ambulances, fire-engines, and a road works vehicle had been authorised between
4686-423: Was recorded. The test car cost £1,471 including taxes. The all-new Mark IV Super Snipe announced mid-October 1952, Earls Court Motor Show time, used a Hawk Mk IV body shell lengthened by 6 in (152 mm) but with a 4138 cc 113 bhp (84 kW) overhead-valve engine, also used in a Rootes Group Commer truck. Chassis and suspension components were uprated to take the greater weight and power of
4757-428: Was recorded. The test car cost £1405, including taxes. A new Hawk announced in May 1957 had a completely new body with unitary construction which it would go on to share with the 1958 Humber Super Snipe . The new model was, like its predecessors, a large car. For the first time an estate variant was available from the factory - the Hawk estate had the largest unitary bodyshell of any British-built car up to that point,
4828-412: Was recorded. The test car cost £850, including taxes. The Mark V Hawk announced in September 1952 was given a larger clutch, larger rear shock absorbers, a strengthened body-frame and other minor mechanical changes. A new treatment was given to the car's front. It was also available as a "luxury touring limousine". A lowered bonnet line and wrap-around bumpers with over-riders distinguished this model from
4899-627: Was relatively low-priced for its large size and performance, and was similar to American cars in appearance and concept, and in providing value for money. Within a year of introduction, World War II broke out in Europe but the car continued in production as a British military staff car, designated Car, 4-seater, 4x2 , while the same chassis was used for an armoured reconnaissance vehicle, the Humber Light Reconnaissance Car . In 1946, post-war civilian production resumed and
4970-553: Was styled by the Loewy Studio and the separate headlights of the old model were gone, along with the separate front wings. The chassis was new, with coil-sprung independent front suspension replacing the previous transverse leaf spring. The body was now an integral component of the car's structure. The rear axle was also a new design with hypoid gearing. The body could be finished in a wide range of colours, both as two-tone and metallic. The metallic finishes would be offered on all
5041-496: Was the main product of the company. Late 1920s fashion when engines and other mechanicals were firmly fixed to the chassis decreed that a medium-sized car like the Fourteen should be given a six-cylinder engine to reduce vibration. So the 2-litre Fourteen's place was taken by the 2.1-litre six-cylinder Hillman Wizard 65 in April 1931. This Wizard 65 was itself dropped in 1933. The 2.8-litre Wizard 75 continued (renamed 20/70) alongside
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