Tips for Minx Series parts,  most taken from postings to the Hillman Listserve.*

The information has no guarantee of any kind, implied or otherwise.

Hillman Series Minx Replacement Parts and Interchangeability Information
www.charm.net/~pdbragg/whatsahillman/parts.html

Check out the  rest of this site for more about Hillmans.

We currently have no active link to this list serve. If you have the info, please use the contact form to let us know about it.

Thanks

Related posts:

1. Chassis Codes Issued for Hillman Vehicles
2. New Chassis Number Format: 1970 and after
3. Progress is being made

NUMBER: 67-44
DATE: 3-31-67
GROUP: Engine
SUBGROUP: Oil Pressure Relief Valve

MODELS: Alpine V, Minx VI & Arrow
SUBJECT: New Oil Pressure Relief Valve

A new steel relief valve assembly was introduced in production from the Chassis Numbers shown below, having a thick fibre sealing washer under the head of the relief valve.

Alpine V – B.395 012220

Minx VI – B.006 045731

Arrow – B.051 006069

Should you encounter complaints of oil leaks from this fibre washer, it is recommended that the existing washer, approximately 1/8″ thick, is replaced by a thinner washer, 1/16″ part number 5058200. After fitting new washer, tighten relief valve to 15 ft. lbs. DO NOT OVERTIGHTEN.

Check for any signs of damage to the threads of the relief valve and body; replace where necessary. This new washer will be introduced in production in the near future.

The new valve can be installed on up-to models by including the filter base, part number 5058202.

T. H. BULLARD
Manager – Service & Parts

Related posts:

1. Bulletin 66-6: 1725cc Oil Pressure Relief Valve Change
2. Bulletin 68-3: Alpine, Imp, Minx, Arrow Cylinder Head Bolt Tightness
3. Bulletin 67-62: Alpine V & Arrow Change of Float Material In Carb

NUMBER: 67-32
DATE: 2-22-67
GROUP: Clutch
SUBGROUP: Master Cylinder

MODELS: Alpine V & Minx IV
SUBJECT: Modified Master Cylinder Main Cup

A modified master cylinder main cup is now available which will correct problems of periodic loss of clutch in heavy traffic.

The new main cup can be identified by its manufacturer’s number 3842-424 which is on the cup.

All master cylinders, part number 1223548, and the new overhaul kits, part number 5044629, currently supplied include the latest cup, part number 5044628.

T.H. Bullard
Manager – Service & Parts

Related posts:

1. Bulletin 68-3: Alpine, Imp, Minx, Arrow Cylinder Head Bolt Tightness
2. Big Bore Clutch Master Cylinder
3. Big Bore Clutch Master Cylinder

Rootes and Chrysler U.K. Passenger Cars

A new vehicle identification format was introduced in July 1970.

Download a pdf of this document here.
Download an MSWord document here.

New chassis plate example:

Breakdown of details shown in Chassis No. box:

1st digit is the Plant Indicator (one letter)

• L = Linwood
• R = Ryton

2nd digit is the Series Year (one letter or figure)

• H = H Series
• G = G Series
• 3 = 3 Series

Next 3 digits indicate Product Code (group of three numbers)

IMP RANGE	G SERIES	H & 3 SERIES
Hillman Imp Basic	423	423
Hillman Imp De-Luxe	413	413
Hillman Imp Super	443	443
Sunbeam Sport	593	593
Singer Chamois	543	-
Sunbeam Stiletto	302	302
Hillman Husky	482	-
Hillman Imp Van	463	-

ARROW RANGE	G SERIES	EARLY H SERIES	LATER H & 3 SERIES
Hillman Minx	012	-	-
Hillman Minx Estate	082	-	-
Hillman Hunter	053	-	-
Hillman GT	041	-	-
Singer Vogue	353	-	-
Singer Vogue Estate	383	-	-
Hunter De-Luxe Saloon	-	063	064
Hunter De-Luxe Estate	-	085	160
Hunter Super	-	074	075
Hunter GL Saloon	-	058	059
Hunter GL Estate	-	087	150
Hunter GLS	-	-	040
Hunter GT	-	830	031
Humber Sceptre	112	112	090*
Sunbeam Alpine	389	389	100
Sunbeam Rapier	342	342	190*
Rapier H120	391	391	120

* On cars for France these numbers are replaced by L2S (Sceptre) and LSR (Rapier) for H Series and AAE (Sceptre) and AAD (Rapier) for 3 Series.

AVENGER RANGE	G SERIES	H & 3 SERIES	3 SERIES
Avenger Basic Saloon	-	201	-
Avenger De-Luxe Saloon (Export – Sunbeam 1250/1500)	211	211	-
Avenger De-Luxe Estate	-	280	-
Avenger Super Saloon (Export – Sunbeam 1250/1500 De-Luxe)	221	221	-
Avenger Super Estate	-	283	-
Avenger G.L. (Export – Sunbeam 1250/1500 Super)	231	231	-
Avenger G.T. (Export – Sunbeam 1500 G.T.)	251	251	-
Cricket Sedan	219	219	-
Cricket Sedan (with options)	239	239	-
Cricket Wagon (Estate)	-	289	-
Sunbeam 1250 S.C. (E.E.C.)	-	-	226
Sunbeam 1250 T.C. Saloon (E.E.C.)	-	-	236
Sunbeam 1250 T.C. Estate (E.E.C.)	-	-	286
Sunbeam 1500 T.C. (E.E.C.)	-	-	256
Avenger G.L.S.	-	-	252

Next group of six numbers is the SERIAL No.

• Commencing 000001 = Ryton
• Commencing 600001 = Linwood
• Commencing 900001 = C.K.D.

The letters and numbers from the SERVICE CODE box reveal the following:

1st letter is the ENGINE CODE and tells you which engine is fitted.

• A = Imp, 875 c.c. Low Compression
• B = Imp, 875 c.c. High Compression
• E = Avenger, 1250 c.c., twin carb. High Compression
• F = Avenger, 1250 c.c., single carb. High Compression
• G = Avenger, 1500 c.c., single carb. Low Compression
• H = Avenger, 1500 c.c., single carb. High Compression
• K = Avenger, 1500 c.c., twin carb. High Compression
• L = Avenger, 1500 c.c., twin carb. Low Compression
• M = Arrow, 1500 c.c. Low Compression
• N = Arrow, 1500 c.c. High Compression
• P = Arrow, 1725 c.c. Low Compression
• Q = Arrow, 1725 c.c. High Compression

The 2nd letter or number is the TRANSMISSION CODE and tells you which transmission is fitted:

• A = Automatic transmission with standard axle, Avenger H Series
• B = Manual transmission with 3.70 : 1 axle, Arrow
• C = Automatic transmission with 3.70 : 1 axle, Arrow
• D = Overdrive with 3.70 : 1 axle, Arrow
• E = Manual transmission with 3.89 : 1 axle, Arrow
• F = Auto transmission with 3.89 : 1 axle, Arrow
• G = Overdrive with 3.89 : 1 axle, Arrow
• H = Manual transmission with 4.22 : 1 axle, Arrow
• J = Automatic transmission with 4.22 : 1 axle, Arrow
• K = Overdrive with 4.22 : 1 axle, Arrow
• N = Manual transmission with standard axle, Avenger H Series
• S = Standard transmission, Imp
• W = Manual transmission with non-standard axle, Avenger H Series
• X = Automatic transmission with non-standard axle, Avenger H Series
• 1 = 4.37 : 1 axle with Manual transmission, Avenger 3 Series
• 2 = 4.37 : 1 axle with Automatic transmission, Avenger 3 Series
• 3 = 4.11 : 1 axle with Manual transmission, Avenger 3 Series
• 4 = 4.11 : 1 axle with Automatic transmission, Avenger 3 Series
• 5 = 3.89 : 1 axle with Manual transmission, Avenger 3 Series
• 6 = 3.89 : 1 axle with Automatic transmission, Avenger 3 Series

The 3rd letter is the OPTION CODE and indicates the vehicle was fitted with the following:

• A = No other option
• B = Servo brakes
• C = Servo brakes and radio
• D = Servo brakes and heavy duty suspension
• E = Servo brakes, heavy duty suspension and radio
• F = Radio
• G = Radio and heavy duty suspension
• H = Heavy duty suspension

The 4th letter is the MARKET AREA the vehicle was intended:-

• H = Home, R.H.D.
• E = Export, R.H.D.
• X = Export, L.H.D.

Paint Codes

The PAINT CODE box contains a group of three numbers which refer to the colour of paint used on the vehicle. (a full list of the colour codes will be added at a latter date).

The TRIM CODE box contains a group of three numbers which indicate the colour of trim used in the vehicle and they are as follows:

• 000 = Non-standard
• 701 = Black
• 707 = Eucalyptus Green
• 708 = Saddle
• 709 = Red
• 713 = Light Blue
• 714 = Vellum
• 715 = Green Opalescent
• 716 = Pewter Opelescent
• 717 = Tan Opelescent
• 718 = Blue Opelescent
• 719 = Olive Opelescent
• 720 = Turquoise Opelescent
• 721 = Block Opelescent
• 722 = Beige Opelescent
• 724 = Vellum Print

The TYPE CODE box repeats the Product Code, and Engine Code, with the addition of transmission alternatives:-

• 2 = Manual
• 3 = Overdrive
• 4 = Automatic

Related posts:

1. Chassis Codes Issued for Hillman Vehicles
2. Chassis Codes Issued for Sunbeam Vehicles
3. Chassis Codes Issued for Humber Vehicles

Rootes and Chrysler U.K. Passenger Cars

Download a pdf of this file here.
Download an MSWord document here.

Related posts:

1. Chassis Codes Issued for Humber Vehicles
2. Chassis Codes Issued for Sunbeam Vehicles
3. New Chassis Number Format: 1970 and after

From Rootes Review
Vol. 3, #3, May 1978

by Jan Eyerman

In July of 1959 the Rootes Group announced their first counter-attack in the rapidly escalating compact car war. Back in the late fifties the increasing competition of foreign imported cars caused the American “Big Three” to bring out their first generation of American small cars (Falcon, Corvair, and Valiant). These cars were introduced in the Fall of 1959 as 1960 models. One of the cars that the compacts were intended to displace was the Hillman Minx. Realizing the problem, Rootes made a move to avoid the full impact, they introduced the Sunbeam Alpine.

It was a very successful move. Sight unseen, the U.S. Rootes dealers put up over $4,000,000 in advance orders for the new sports car. Rootes was no longer totally dependent on the compact car segment of the market, they could now sell in the M.G., Triumph, Fiat segment of the market. The new Alpine was a prime competitor.

To trace the heritage of the Alpine we have to go back to the mid-fifties. At that time Rootes had contracted Raymond Loewy to design a series of small cars for Rootes. One of the last designs was a new sports car to replace the old Alpine. The 1955-57 two seater Ford Thunderbird was chosen as the basis of the design. The basic shape and proportions were copied in three-quarter scale, producing a miniature “Classic Bird”. Although a copy, the Alpine introduced the “Dart” or “Wedge” shape to mass produced automobile design.

For reasons of economy of production, the floor pan stamping and chassis of another Rootes car were used, the Hillman Husky. The Hillman Husky had been introduced in 1954-55 as a low cost, two door station wagon. With the lowest selling price of any Rootes car, the Husky was quite successful. The short 86 inch wheelbase and centrally located driver’s position made the Husky’s underpinnings an ideal choice for the Alpine’s floor pan and chassis. In the British tradition, the lever action rear shock absorbers of the Husky were retained in the Alpine. The lever action shocks were used in the Husky wagon to allow a flat cargo floor with no “shock towers” extending into it. Oddly enough, back in Part II, I mentioned that Hillman’s early sports car was called the Husky and here we find the later Husky providing key components for the new Alpine.

For the power plant, the Sunbeam Rapier 1,494 cc four cylinder “Rally master” engine was used as a base. The bore was now 3.11 inches (up from 3.00) but the stroke remained at 3.00, thus finally becoming over square. Other than the basic block and bottom end, the rest of the engine was extensively changed. The head was now aluminum for better heat dissipation (which allowed a higher compression ratio), the valves were larger with heavier dual valve springs, the camshaft had revised valve timing (more overlap) and new twin Zenith carbs with mesh air cleaners sat on a water, heated manifold. A header tank sat on top of the head (above the thermostat) and a then revolutionary cross flow radiator was fitted. To finish off the package in the best British tradition, the valve cover was cast aluminum and had “Sunbeam” molded into it.
Behind the engine was an eight inch hydraulically operated coil spring clutch driving the basic Rapier transmission, which now had excellently chosen ratios. First gear was still unsynchronized and noisy, but the floor shift was improved and the total package was probably one of the best transmissions made in England at that time. Another first for the Alpine was Rootes belated introduction of a hypoid read end (first seen on an American car in 1927!) with a ratio of 3.89:1.

The suspension and steering were probably the Series I’s weakest points. The front suspension was unequal length A frames, coil springs and tubular shock absorbers, the whole thing had been taken from the Hillman Minx / Sunbeam Rapier. One unique aspect of the design was the use of upper ball joints and lower trunnions. While this made for a high unsprung weight, with proper lubrication it was very long lived. The rear axle was more or less held in place by two short leaf springs, which were barely adequate for the Alpine’s 83.5 horsepower and would rapidly prove inadequate as the output of the engine was increased over the years.

The steering was by recirculating ball, which while excellent for the Hillman Minx sedan, was too slow and heavy for a sports car. A unique aspect of the entire steering gear was Rootes flat refusal to use any rubber bushings in the steering system. All connections, mounts and contacts had to be metal to metal, “no rubbery steering” in any Rootes product. This made it very hard to dampen out vibrations and “kick back” but guaranteed no deterioration of the steering due to rubber bushings aging. Interestingly, this concept is carried out to this days the latest Rootes/Chrysler U.K. product, the Hillman Avenger (Plymouth Cricket) uses an all metal universal joint in the steering column while U.S. auto makers (such as Ford) use a rubber ring.

The most outstanding contribution to low priced sports cars made by the Alpine was in the area of driver and passenger comfort. A six footer could easily fit into the car, the seat and all of the pedals were adjustable (alas, the steering column was not), of course a full set of instruments was standard. The heater and defroster really worked (unlike many foreign cars of the period). Roll up windows were unheard of in its price class, all of the other cars had “side curtains”. And all of this could be had for under $2,500. Only a few options were available – like wire wheels, white wall tires, radio, removable hard top, etc. Overdrive was not immediately available but was offered later in 1960.

While the Alpine was a smash hit and the cars were back ordered (over 11,904 sold in 1960), the rest of the Rootes line was not doing as well. After reaching a high point of 28,185 cars in 1959, Hillman sales fell to only 11,684 in 1960. Along with this was Rootes’ introduction of the ill-fated Easidrive automatic transmission on the Hillman and Singer lines.

Although this is a history of Sunbeam, the uniqueness and the eventual effect of the Easidrive transmission on Rootes warrant a little explanation. The Easidrive was invented in the U.S. in the early fifties when development of automatic transmissions was going on quite rapidly. The major problem with  the hydraulic automatic transmissions was their inefficiency. These units (such as the Hydromatic and Dynaflow) absorbed a great deal of horsepower, thus limiting their use to cars that had an excess of power (i.e. big V8’s). Therefore a great deal of effort was devoted to designing a more efficient automatic transmission that would not drain too much power and would allow good economy. The results of these efforts were a second generation of automatic transmissions which included the Borg Warner T-35 more about that later) and the Easidrive. Unlike all other automatic transmissions which are hydraulic, the Easidrive was electrical. The generator of the car was connected to magnets on the flywheel of the engine, in between the magnets were iron filings. When power was supplied to the magnets, the iron filings connected the engine to the transmission. The transmission was a basic three speed unit operated by a solenoid. Through an elaborate system of relays and switches the generator was disconnected and connected to the magnets in the flywheel and power was supplied to the solenoid to activate the shifts. As no American auto maker was interested in this electronic marvel (the marvel being that it actually worked), it was sold to Smith Instruments in England. Smiths in turn sold it to Rootes.

In 1960 the Easidrive was offered in the Hillman and Singer lines, with the Easidrive a Minx Special sedan cost $1,995 or exactly the same price as a Ford Falcon with a manual transmission. I owned one of these Hillmans and the transmission worked fine until corrosion set in on the relays and contacts. The transmission’s major short coming was its sensitivity to electrical problems. A bad battery connection or a faulty regulator could render the car immobile or cause erratic shifting. With time, the corrosion on the electrical contacts caused severe problems.

One event I remember about my Minx was a cold and rainy night I was driving home. I had the headlights on, the wipers on and the heater blower on. I came to a traffic light and hit the brakes and the engine stalled. When I attempted to start the car I found the battery was dead. The reason was that the generator could not produce enough electricity to supply the Easidrive and the accessories! That was the first time that I had to use the “starting handle”. I then drove home without the heater, the parking lights only and only used the wipers when I couldn’t see out of the windshield anymore!

In the end, the Easidrive dealt Hillman, and therefore Rootes, a blow from which their American sales never really recovered. All in all, 1960 represented the high point for Rootes in the U.S. Over 15 models of Rootes cars were offered five Hillmans, three Singers, three Sunbeams and four Humbers. Virtually every aspect of the U.S. market was covered from a $1,639 Hillman Husky to a $4,000 Humber Super Snipe and from a luxury compact (the Singer Gazelle) to a sports car (the Alpine).

The next article in this series will cover the Series II and later Alpines and the Harrington LeMans.

Related posts:

1. Chassis Codes Issued for Hillman Vehicles
2. Bulletin 60-165: Minx EasiDrive Carburetor Settings
3. The Flowering of the Alpine

NUMBER: 68-3
DATE: 2-28-68
GROUP: Engine
SUBGROUP: Cylinder Head

MODELS: Alpine, Imp, Minx, and Arrow
SUBJECT: Cylinder Head Bolt Tightness

Effective immediately, the cylinder head bolt torque loading figure has been reduced from 48 ft. lbs. to 45 ft. lbs.

Please correct the appropriate Service Manuals.

NOTE: Check tightness of bolts:

1. Cast Iron Head – HOT

2. Aluminum Head – COLD

J. J. Rivers
Manager – Service & Parts

Related posts:

1. Bulletin 67-32: Alpine V & Minx IV Modified Master Cylinder Main
2. Bulletin 67-44: Alpine V, Minx VI & Arrow New Oil Pressure Relief
3. Bulletin 68-12: Arrow & Alpine V Corrosion of Temperature Sender

NUMBER: 67-12
DATE: Jan. 23, 1967
GROUP: Engine
SUBGROUP: Clutch Shaft Pilot Bushing – Noisy

MODELS: Alpine & Minx
SUBJECT: Clutch Shaft Pilot Bushing – Noisy

Some reports have been received of low pitched noise from the clutch on release of the pedal during the first few applications, especially when the vehicle has been standing overnight.

When called upon to investigate such a complaint, it is recommended that the gearbox is removed and the clutch shaft pilot bushing in the flywheel is replaced in accordance with the instructions contained in Section ‘B’ Page 33 of the Service Manual.

NOTE: As this clutch shaft pilot bushing is self lubricating, it must be soaked in engine oil for 24 hours at room temperature prior to fitting.

T.H. Bullard
Service & Parts Manager

Related posts:

1. Alpine Clutch Replacement
2. Alpine Clutch Replacement
3. Bulletin 67-44: Alpine V, Minx VI & Arrow New Oil Pressure Relief

NUMBER: 66-10
DATE: November 22, 1966
GROUP: Miscellaneous
SUBGROUP: Lifting Jack

MODELS: Minx VI, Alpine V, & Tiger 260
SUBJECT: Lifting Jacks

In order to increase ground clearance during wheel removal, the lifting jack on the above models has been modified from chassis numbers as follows:

Minx VI B 006-003800 Part #5220779
Alpine V B 395-000596 ” #5220473
Tiger 260 B 947-3325 ” #5220473

Should you receive complaints of insufficient clearance on vehicles prior to these introduction points, the jack should be replaced with the appropriate new jack.

T. H. Bullard
Mgr. Service & Parts

Related posts:

1. Bulletin 67-44: Alpine V, Minx VI & Arrow New Oil Pressure Relief
2. Bulletin 68-3: Alpine, Imp, Minx, Arrow Cylinder Head Bolt Tightness
3. Bulletin 67-32: Alpine V & Minx IV Modified Master Cylinder Main

NUMBER: 66-4
DATE: July 26, 1966
GROUP: Engine
SUBGROUP: Crankshaft End Play

MODELS: Alpine V; Hillman Minx VI; Super Minx IV; Humber Sceptre II; Sunbeam Rapier V; Singer Gazelle VI; Singer Vogue IV

SUBJECT: Crankshaft End Play – 1725cc Engine

Recent reports received from the field indicate excessive crankshaft end play in the 1725 c.c. engine.

This condition can cause premature wear of the crankshaft thrust washers and complete engine failure.

NOTE: The following actions must be taken on all vehicles up-to the following chassis numbers delivered or in stock – except automatic transmissions.

Alpine V = B395-003454
Hillman Minx VI = B006-018859
Super Minx = B034-014465
Humber Sceptre II = B132-004009
Sunbeam Rapier V = B325-001511
Singer Gazelle VI = B706-005837
Singer Vogue IV = B774-004882

Vehicles which have been corrected in production can be identified by a dab of white paint on the chassis number plate. All vehicles checked by you should also be marked in the same manner.

Detailed Procedure
1. Clamp dial indicator on to outside of timing cover so that the stylus can position itself on the inner rear face of the crankshaft pully, as illustrated in Fig. (l).
2. Insert starting handle so that it engages in starter jaw nut and firmly push hand toward rear, being sure that all crankshaft end play is taken up.
3. Zero dial indicator.
4. Depress clutch pedal all the way and record end play reading.

NOTE: Repeat operations 2, 3 and 4 to verify reading.

It is very important that the above procedure be followed to establish the actual end play because procedure (A) is used if the end play is under .012″ and procedure (B) is used if the end play is over .012″.

Oil Pressure
Check oil pressure. If below 25 PSI at 1000 RPM (Hot) or noticeable fluctuation present check oil pressure regulator valve for sticking, remove and free up.

Procedure A: End Play under .012″

A1. Start engine and run 3 minutes at 1500/2000 RPM with clutch pedal fully depressed.

A2. Recheck end play; if it is in excess of .008″ or has increased more than .002″ proceed with operation A3. Otherwise no further action is required.

A3. Drain oil, replace center main bearing rear thrust part number 5112808 (standard) or part number 5112809 (.005″ oversize) as necessary in order to obtain an end play of .002″/.006″. Clean out pan and refill with fresh oil.

A4. Repeat operation Al above.

A5. Repeat operation A2 above.

Procedure B: End Play in excess of .012″

DO NOT RUN ENGINE

B1. Remove center main bearing rear thrust washer in order to examine this and the crankshaft thrust face. If the crankshaft thrust face is scored or damaged it must be replaced. If the crankshaft is not damaged proceed in accordance with operation A3.

B2. Repeat operation A1.

B3. Repeat operation A2.

The following time allowance has been established for the above operations and should be used on all WRO’s submitted.
Operation Time

Set up and check end play = .5
Operation A1 and A2 = .2
Operation A3 = 1.3
Operation A4 and A5 = .2
Operation B1 – replace thrust washers = 1.3
Operation B1 – replace crankshaft = 11.0
Operation B2 and B3 = .2

T. H. Bullard
Manager – Service & Parts

Related posts:

1. Bulletin 66-6: 1725cc Oil Pressure Relief Valve Change
2. Bulletin 67-26: 1725cc Engine Oil Leaks
3. Bulletin 67-20: 1600cc Cylinder Blocks