| Humber Hawk | |
|---|---|
 Humber Hawk Series IV Saloon | |
| Overview | |
| Manufacturer | Humber (Rootes Group) |
| Production | 1945–1967 |
| Assembly | United Kingdom Port Melbourne, Australia [1] |
| Chronology | |
| Predecessor | Hillman 16 (1936-37) six-cylinder; Hillman 14 (1938-40) four-cylinder; Humber 16 (1938-44) six-cylinder |
| Successor | Chrysler 180 |
The Humber Hawk is a four-cylinder automobile manufactured by British-based maunufacturer Humber Limited from 1945 to 1967.
| Humber Hawk Mk I & II | |
|---|---|
 Humber Hawk Mark 1 | |
| Overview | |
| Production | 1945–1949 [2] |
| Body and chassis | |
| Body style | 4-door saloon |
| Powertrain | |
| Engine | 1944 cc Straight-4 side-valve |
| Transmission | 4-speed manual |
| Dimensions | |
| Wheelbase | 114 inches (2,900 mm) [3] |
| Length | 178 inches (4,500 mm) [3] |
| Width | 69 inches (1,800 mm) [3] |
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 the prewar car. [3]
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 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 was made for a car-radio and retracting aerial. There was no change to the car's external appearance. [4]
Top speed was around 65 mph (105 km/h).
| Humber Hawk Mark III-V | |
|---|---|
 Humber Hawk Mark V | |
| Overview | |
| Production | 1948–1954 production 10,040 (III) 6,492 (IV) 14,300 (V) [2] |
| Body and chassis | |
| Body style | 4-door saloon Limousine (Mk V only) |
| Powertrain | |
| Engine | 1944 cc Straight-4 side-valve (Mk III) 2267 cc Straight-4 side-valve (Mk IV & V) [2] |
| Transmission | 4-speed manual |
| Dimensions | |
| Wheelbase | 105.5 inches (2,680 mm) [3] |
| Length | 174 inches (4,400 mm) [3] |
| Width | 70 inches (1,800 mm) [3] |
| Height | 64.75 in (1,645 mm) [5] |
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 was styled by the Loewy Studio [2] 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 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 a half inches (38 mm) lower. Despite the lower height the new hypoid back axle allowed more head room in the rear seat. [6]
In the early spring of 1951 [7] the Mark IV version arrived with a larger, 2267 cc engine incorporating, as before, an aluminium cylinder head [8] and with a 58 instead of 56 bhp output. However, at mid range speeds around 15 per cent more power was generated. [7] The Mark IV also used larger, 15-inch wheels. The steering 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. [9]
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) was recorded. The test car cost £850, including taxes. [5]
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". [10] A lowered bonnet line and wrap-around bumpers with over-riders distinguished this model from the Mk IV [11]
| Humber Hawk Mark VI-VIA | |
|---|---|
 Humber Hawk Mark VIA registered May 1957 | |
| Overview | |
| Production | 1954–1957 production 18,836 (Mk VI) 9614 (MkVIA) [2] |
| Body and chassis | |
| Body style | 4-door saloon estate |
| Powertrain | |
| Engine | 2267 cc Straight-4 overhead valve [2] |
| Transmission | 4-speed manual with optional overdrive |
| Dimensions | |
| Wheelbase | 105.5 in (2,680 mm) [3] |
| Length | 181 inches (4,600 mm) (saloon) [3] |
| Width | 72 inches (1,800 mm) [3] |
| Height | 65 in (1,651 mm) [12] |
| Curb weight | 27.75 cwt or 3,108 lb (1,410 kg) |
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. [2]
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 was announced in May 1957. [13]
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 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. [14]
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) was recorded. The test car cost £1405, including taxes. [12]
| Humber Hawk Series I-IVA | |
|---|---|
 Humber Hawk Series II Saloon | |
| Overview | |
| Production | 1957–1967 production 15,539 (I) 6813 (IA) 7,230 (II) 6,109 (III) 1,746 (IV) 3,754 (IVA) [2] |
| Body and chassis | |
| Body style | 4-door saloon Estate car limousine |
| Powertrain | |
| Engine | 2267 cc Straight-4 ohv |
| Transmission | 4-speed manual all-synchromesh Overdrive and automatic optional |
| Dimensions | |
| Wheelbase | 110 in (2,800 mm) [3] |
| Length | 185 in (4,700 mm) [3] |
| Width | 70 in (1,800 mm) [3] |
| Height | 61.5 in (1,560 mm) [15] |
A new Hawk announced in May 1957 [13] 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, 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 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 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 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. [16]
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 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. [15]
In March 1967 Rootes announced that production of the Humber Hawk, along with that of the Super Snipe and Imperial had ceased. [17] The announcement stated that the cars' place in their range would be filled by Chrysler Valiants imported from Australia. [17]
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 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, [18] and its successors.
The Ford Anglia is a small family car that was designed and manufactured by Ford UK. It is related to the Ford Prefect and the later Ford Popular. The Anglia name was applied to various models between 1939 and 1967. In total, 1,594,486 Anglias were produced. It was replaced by the Ford Escort.
The Hillman Minx was a mid-sized family car that British car maker Hillman produced from 1931 to 1970. There were many versions of the Minx over that period, as well as badge-engineered variants sold by Humber, Singer, and Sunbeam.
The Ford Zephyr is an executive car manufactured by Ford of Britain from 1950 until 1972. The Zephyr and its luxury variants, the Ford Zodiac and Ford Executive, were the largest passenger cars in the British Ford range from 1950 until their replacement by the Consul and Granada models in 1972.
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The Sunbeam Alpine is a two-seater sports roadster/drophead coupé that was produced by the Rootes Group from 1953 to 1955, and then 1959 to 1968. The name was then used on a two-door fastback coupé from 1969 to 1975. The original Alpine was launched in 1953 as the first vehicle from Sunbeam-Talbot to bear the Sunbeam name alone since Rootes Group bought Clément-Talbot, and later the moribund Sunbeam from its receiver in 1935.
The Hillman Husky was a line of British passenger vehicles manufactured between 1954 and 1970 by Hillman.
The Singer Gazelle name has been applied to two generations of motor cars from the British manufacturer Singer. It was positioned between the basic Hillman range and the more sporting Sunbeam versions.
The Sunbeam Rapier is an automobile produced by Rootes Group from 1955 until 1976, in two different generations, the "Series" cars and the later (1967–76) fastback shape, part of the "Arrow" range.
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The Riley 4 / Sixty Eight and Riley 4 / Seventy Two are cars produced by BMC from 1959 to 1969, under the Riley marque. They are closely related to the Pinin Farina-designed MG Magnette Mark III and Wolseley 15/60 and the simpler Austin A55 Cambridge Mark II, Morris Oxford V pair, sharing the MG's rear styling and engine. This Riley was the most expensive car in that series.
The Austin A40 Farina is a small, economy car introduced by Austin in saloon (1958) and A40 Countryman (1959) estate versions. It has a two-box body configuration. It was badged, like many before it, as an A40, consistent with Austin's naming scheme at the time, based on the approximate engine output in horsepower; and to distinguish it from other A40 models, it was also given a suffix name – this one being the Farina, reflecting the all-new design by Italian Battista Farina's Pinin Farina Turin studio.
The Austin Cambridge is a medium-sized motor car range produced by the Austin Motor Company, in several generations, from September 1954 through to 1971 as cars and to 1973 as light commercials. It replaced the A40 Somerset and was entirely new, with modern unibody construction. The range had two basic body styles with the A40, A50, and early A55 using a traditional rounded shape and later A55 Mark IIs and A60s using Pininfarina styling.
The MG Magnette is a car that was produced by MG between 1953 and 1968. The Magnette was manufactured in two build series, the ZA and ZB of 1953 through to 1958 and the Mark III and Mark IV of 1959 through to 1968, both using a modified Wolseley body and an Austin engine.
The Austin Westminster series are large saloon and estate cars that were sold by the British manufacturer Austin from 1954, replacing the A70 Hereford. The Westminster line was produced as the A90, A95, A99, A105, and A110 until 1968 when the new Austin 3-Litre took its place. Essentially badge-engineered versions of the Farina Westminsters were also produced using the premium Wolseley and Vanden Plas marques. 101,634 Westminsters were built.
The Rover P6 series is a saloon car produced by Rover and subsequently British Leyland from 1963 to 1977 in Solihull, West Midlands, England, UK.
The Humber Super Snipe is a car which was produced from 1938 to 1967 by British-based manufacturer Humber Limited.
The Standard Vanguard is a car which was produced by the Standard Motor Company in Coventry, England, from 1947 until 1963.
The Jaguar Mark 1 is a British saloon car produced by Jaguar between 1955 and 1959. It was referred to in contemporary company documentation as the Jaguar 2.4 Litre and Jaguar 3.4 Litre. Its designation as Mark 1 was retroactive, following its October 1959 replacement by Jaguar's 2.4-litre Mark 2. The 2.4 Litre was the company's first small saloon since the end of its 1½ and 2½ Litre cars in 1949, and was an immediate success, easily outselling the larger, much more expensive Jaguar saloons.
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The Sunbeam-Talbot 90 is an automobile which was produced and built by Sunbeam-Talbot from 1948 to 1954 and continued as the Sunbeam Mk III from 1954 to 1957.
