Hillman Imp

De Hillman Imp was a compact model with a rear-mounted engine that was built under the Hillman brand by the Rootes Group between 1963 and 1976. Within the Rootes Group, this project was known as project “Apex”.

Hillman Imp South Africa

The Hillman Imp was the first compact car by the Rootes group after World War II. Competition came from the BMC, which was four years older. Mini An important difference was that the Imp had an all-aluminum 875 cc engine. The Imp's engine was mounted behind the rear wheels. This was done to keep the center of gravity low and minimize the effect on the car's handling. Cars with rear-mounted engines often suffer from oversteer, and therefore the Imp was given a special independent rear suspension to counteract this as much as possible.

In the early 1960s, the Rootes Group felt the Mini breathing down its neck. BMC had turned the market upside down with that transversely mounted dwarf, and Rootes wanted its own compact car that was at least as modern, but with a completely unique approach. The result was the Hillman Imp, introduced in 1963. Not a copy of the Mini, but a technically idiosyncratic car with a rear-mounted engine, independent suspension all around, and a body that looked surprisingly mature for such a small size. Rootes wanted to show that small did not necessarily have to be simple.

Moreover, the Imp became the flagship of an ambitious industrial project. Production was housed in a brand-new factory in Linwood, Scotland, largely for political reasons. In hindsight, this proved to be an unfortunate choice, as teething problems, inexperienced staff, and logistical issues led to quality issues that damaged the Imp's reputation early on. A shame, because technically the car was ahead of its time. As the years went by, it became more reliable and popular, but by then it had already been branded "difficult." Nevertheless, the Imp remained in production until 1976 and grew into a cult classic that is appreciated today primarily for its driving pleasure and clever engineering.

Design & Interior

The design of the Hillman Imp was sleek and functional, lacking the playfulness of the Mini but with a distinct character of its own. The short overhangs, large glass panels, and straight lines gave it a mature appearance, almost as if it were trying to be a class above. The tailgate was entirely made of glass and opened, making it one of the first hatchbacks even before that word became popular.

Inside, the Imp was surprisingly spacious, especially in the front. The dashboard was simple but clear, and the seating position was comfortably upright. Thanks to the rear-mounted engine, there was a decent amount of luggage space in the front, and with the rear seats folded down, it could carry more than you would expect based on its size. The interior was typically British: functional, slightly quirky, and not overly luxurious, but likeable nonetheless. And yes, here too, electrical components sometimes had a mind of their own, but that is part of the genre.

The bold design of the Hillman Imp was underdeveloped, partly due to the timeline for starting production. Mechanical and cooling system problems were common in the early cars. In 1966, a major revision of the Imp was introduced, creating a distinction between the Mk I and Mk II cars. The Mk I Imps featured a pneumatic throttle linkage and automatic choke, both of which were replaced by more conventional items on the Mk II. This was the biggest improvement to be implemented on the model, apart from other modifications at other times. In 1968, the Imp received a new dashboard and steering wheel. The large speedometer, previously located in the center, was replaced by a horizontal row of four circular dials/displays.

Three variants of the Hillmann Imp

During the production years, three different body styles were launched. The original saloon was introduced in May 1963 and was built until the end of production in 1976. In 1965, a van was introduced under the name 'Commer Imp', followed in 1967 by a station wagon in the form of the Hillman Husky. Production of the van and the station wagon ceased in 1970.

Hillman Imps and derivatives such as the more luxurious Singer Chamois (October 1964) and Sunbeam Stileto (October 1966), featuring a more powerful carbureted twin engine, were assembled in a purpose-built, government-backed factory in Linwood, Scotland. Problems with reliability and quality control had an impact on sales. The planned production of 150.000 cars per year was never reached, and by the time production ended in 1976, only 440.000 Imps had been built. In many export markets, Imps were sold as Sunbeams; this had more to do with marketing.

Singer Chamois from 1963

The Hillman Imp California

In 1967, a coupé was introduced as the Imp California. The coupé body was broadly similar to the standard body but was characterized by more steeply sloped windshields and rear windows, which, unlike those on the standard cars, could not open. To the great disappointment of the designers, this faster-looking design did not translate into better acceleration and top speed. In fact, the aerodynamics of the standard saloon were even slightly better. Subsequently, a more luxurious version, the Singer Chamois Coupé, was introduced. The final coupé version, the sportier Sunbeam Stiletto, was shown at the Paris Motor Show in October 1967.

Sunbeam Stiletto

The Imp was a bold leap for Rootes. The company had no recent experience building small cars, even though it originally started as a car manufacturer by offering the small Hillman. Minx. 1931. But the Minx grew somewhat larger with every upgrade, and by the time the Imp was introduced, the Minx was a mid-size family car. Before the Imp, Rootes was pioneering the use of an aluminium engine in a mass-produced car. But this process proved more complicated than simply replacing a well-known and trusted cast-iron block with an aluminium version. Rootes had to build a new automated assembly plant on the outskirts of Glasgow.

The initial problems did dent the Hillman Imp's reputation, and its popularity declined. Nevertheless, the model continued to sell due to its competitive price, distinctive styling, and low maintenance costs, but sales never met Rootes' expectations for the model. Another problem that contributed to the reputation for poor reliability was the lack of insight and knowledge regarding the maintenance requirements of alloy engines among both owners and the automotive industry in the 1960s. Furthermore, the model was overshadowed in popularity by the Mini. Although the Mini initially sold poorly, by the mid-1960s it became the model to own. The Imp never enjoyed the status of a fashionable car.

Competitors

The Imp took on heavyweights in the small car segment, with the Mini being its biggest rival, of course. In addition, there were competitors such as the Fiat 850, Renault 8, and NSU Prinz. Where the Mini primarily offered charm and simplicity, the Imp tried to succeed with technology and refinement, making it an interesting alternative for those who wanted something just a little different.

End of the Hillman Imp

The enormous investment in both the Imp and Linwood factories proved to be one of the reasons for the downfall of the Rootes Group, exacerbated by labor unrest and the effects of the impending collaboration with Chrysler Corporation from the United States. Initiated by Lord William Rootes in 1964 as a partnership, Chrysler signs were soon hanging on the wall. Lord Rootes passed away in October, and shortly thereafter, the deal became much more bitter for Rootes.

In 1967, the company was acquired by Chrysler and became part of Chrysler Europe, for which it was long overshadowed by the French Simca. A year later, the recommended retail prices of most Imp models were lowered by more than 4% for the domestic market. Chrysler officials were blamed for the downfall of the Imp in March 1976, after fewer than 500.000 had been built, before the entire empire collapsed two years later when it became part of Peugeot. The Linwood factory was closed in 1981.