Hillman Hunter
From Wikipedia, the free encyclopedia
| Hillman Hunter | |
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| Manufacturer: | Rootes Group Chrysler Europe |
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| Production: | 1966-1979 |
| Predecessor: | Hillman Minx |
| Successor: | none |
| Body style: | 4-door saloon estate coupé pick-up |
| Engine: | 1725 cc Straight-4 |
| Transmission: | 4 speed manual |
| Wheelbase: | 98 inches |
| Length: | 171 inches |
| Width: | 63 inches |
| Curb weight: | 2100 pounds |
| Related: | Hillman Minx Singer Gazelle Sunbeam Vogue Humber Sceptre Sunbeam Alpine Sunbeam Rapier |
The Hillman Hunter was an automobile produced under the Hillman marque by the Rootes Group (later Chrysler Europe) from 1966 to 1979.
The main model within the Rootes "Arrow" range, it was the Coventry-based company's entry in the mid-sized family segment. In its 13-year production run, its contemporaries were the Ford Cortina, Morris Marina and Vauxhall Victor.
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[edit] The Arrow family
The Arrow range extended to several body styles: saloons, estate, fastback coupé and a pick-up (sold mainly in South Africa). Depending on the model, they had two or four doors. In line with Rootes's fondness for badge-engineered derivatives, the car was simultaneously aimed at several slightly different market segments. The Hillman Hunter's derivatives were badged as the Hillman Minx (the cheapest model), Singer Gazelle and Singer Vogue (slightly upmarket), Sunbeam Vogue (for overseas markets), Humber Sceptre (the luxury version), Hillman GT (the first sports model, based on the Minx trim), and the Sunbeam Alpine and faster Sunbeam Rapier sports coupés. Within these ranges were later added various levels of specification including (for the Hunter) "DeLuxe" (which replaced the Minx), "Super", "GT" (i.e. Hillman Hunter GT, which replaced the Hillman GT) and "GLS" models.
[edit] Development
The Hunter is considered by many to be the last "true" Rootes car since it was developed without any Chrysler influence, although the Avenger can also lay claim to that title.
With cash-strapped Rootes struggling amid continuing problems with the troubled Imp, the Hunter could break little new engineering ground, largely being based on components from the corporate parts bin, using a new 5-bearing version of the well proven 1725cc overhead valve engine as a starting point. A 1500cc engine was also available on some models. For the first time in a Rootes car MacPherson strut suspension featured at the front, with a conventional live axle mounted on leaf springs at the rear. Manual transmissions were available in 4-speed form with an optional overdrive, or Borg-Warner 3- or 4-speed automatic transmissions, again as an option. A mild facelift in 1970 gave new grilles to the various Hunter trim levels, and some derivatives gained a more fashionable dashboard, but the car remained fundamentally unchanged throughout its life.
The high performance "GLS" version – powered by a Holbay-tuned version of the 1725cc engine fed by dual Weber 40DCOE carburettors – was very successful in international rallying; a Hunter won the 1968 London-Sydney competition. This engine was also fitted to the "H120" model of the fastback Sunbeam Rapier.
Following Rootes' takeover in 1967 by Chrysler, the Hunter derivatives were slowly discontinued until only the Hillman version was left by 1976, when it was rebadged as a Chrysler for the last 3 years of its life. To keep the struggling factory alive, Hunter production was switched to Rootes' plant in Linwood, in 1969 from its original home of Ryton. Following the Avenger's move to Linwood in 1976, the very last Hunters were assembled in Ireland until production ended in 1979 – but no evidence exists to suggest that the Talbot badge was applied to any production Hunter following Chrysler Europe's 1978 takeover by Peugeot. The final Chrysler Hunter was built in September 1979 in Porirua, New Zealand, and was donated to the Southward Museum.
[edit] Paykan
Picture was taken in a pasture near Chaldoran, north-western Iran, in 2005.
In 1966, Iran Khodro manufactured the Hunter from kits. The resulting Paykan (Persian for arrow, the car's original Rootes codename) saloon, pick-up and taxi models became known as Iran's national car.
Full local production began in 1985, after the original British production lines were closed and Peugeot's contract to supply the kits was cancelled. Paykan CKD was one of Britain's biggest automotive export earners.
With Peugeot's help, a new contract was struck where Iran Khodro would manufacture the Paykan with the same body panels but Peugeot 504 engines and suspension, for six more years.
In 1991, Iran Khodro began manufacturing its own parts for the Paykan. In its ultimate incarnation, the Paykan had a 98 per cent local content.
The Paykan ceased production in May 2005. It had been expected that the Samand, a car that entered development in 1996 and was first produced in 2000, would take over the Paykan's role. The Samand is Iran Khodro's fully home-grown car.
[edit] Trivia
- The Aston Martin V8's taillights are actually those of the Hillman Hunter.
- The CKD packs being sent to Iran for Paykan manufacture during the 1980s was one of the UK's most profitable export ventures at that time.
