Rootes and Chrysler U.K. Passenger Cars

A new vehicle identification format was introduced in July 1970.

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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

Rootes and Chrysler U.K. Passenger Cars

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Propeller Shaft

(for torque loading figures see table at end of section)

Rear Axle

(for torque loading figures see table at end of section)

Number of teeth

Adjustment

Overall Ratios

Engine
Gearbox
Rear Axle
Propeller Shaft
Front Suspension
Rear Suspension
Steering
Brakes

ENGINE

GEARBOX

Back to the top

REAR AXLE

Back to the top

PROPELLER SHAFT

FRONT SUSPENSION

Back to the top

REAR SUSPENSION

STEERING

Back to the top

BRAKES

Back to the top

General Dimensions

Weight (approx.) with fuel and water

Add 20 lbs. (9 kg.) to these figures if an overdrive is fitted

Towing capacity (MAX)

Capacities

From Rootes Review: Vol 3, No. 1 January/February 1978

Jan Eyerman

The Rootes brothers were aware by the early fifties that a replacement for the “90″ would be necessary. Both the engine and the chassis were becoming obsolete. The engine was a long stroke four that had been converted from side valves to overhead valves and the chassis was a separate body and frame design that was heavy and provided a cramped interior for rather large interior dimensions. Rootes began the engine development first, the new engine was to an almost universal engine that would be used in both Hillman and Sunbeam cars and Commer light trucks. Work also began on two new large engines; a four and a six. All three engines were to be overhead valve designs from the start and the two big engines were to power the Humbers and the larger Commer trucks. The new big four, of 2,267 cc (exactly the same size as the earlier Sunbeam four), was introduced in the “90″ range as the Mark III and is still being used in some Commer trucks (the Karrier Bantam, Commer KC 25, 30).

In the early fifties there was a good deal of controversy over the advantages of the then new, short stroke engines over the long stroke design. By definition, a short stroke engine has a bore that is greater than the stroke, while a long stroke engine has a stroke greater than the bore. Good arguments can be made for both designs. The long stroke engine develops more torque, requires lower octane fuel for a given compression ratio and often gives better gas mileage, but the long stroke results in high piston speeds which produce short piston ring life and does not allow high engine RPM’s (which in turn limits horsepower). The short stroke engine allows higher engine RPM’s, thus producing more power but pays a penalty in lower torque, poorer gas mileage and high combustion chamber temperatures (resulting in over heating). Rootes skirted this issue by going right down the middle-a square engine-with a bore and stroke exactly the same size, three inches. This produced 1390 cc’s (85 cubic inches). The new engine had three main bearings, overhead valves and represented the state of the art of mass produced engines of the time. Initially when equipped with a single Zenith carb (with no accelerator pump) this engine produced all of forty-three horsepower or about one horsepower for every two cubic inches. This did not cause anybody at Ferrari to worry very much. The engine was road tested in Europe for over 1,000,000 miles-everywhere from Sweden to Turkey. The unit was then introduced in the Hillman Minx Mark VIII.

While the engine development was going on, Raymond Loewy Associates was called in to design a new body to go around the new engine. In the interests of economy, the new design was to be shared by Sunbeam and Hillman. Rootes had long realized that as far as mass produced cars were concerned, the best design work was done in the U.S. Therefore one of the best independent U.S. designers was contracted. Raymond Loewy had a string of styling successes, the 147 Studebaker (a trend setter of the time) and the beautiful ’53 Studebaker (the Hawk models are now considered postwar Milestones). The ’53 Studebakers had won designs awards throughout Europe and had greatly impressed Lord Rootes, If you look at the late fifties Minx and Rapier you will see much of the 1953 Studebaker in the design.

The first car of the new Rootes’ line to be introduced was the 1956 Sunbeam Rapier Series I (in October of 1955). For its time it was a striking car. The Rapier came almost completely equipped; with full instrumentation by AC, a Laycock deNormanville overdrive and many luxury features (such as a center arm rest, safety padding on the dash)- The car had a unit body and with smaller dimension of the outside actually provided more room on the inside than the”90″ it replaced. The engine was the 1,390 cc overhead valve unit originally introduced in the Minx but upped to 62 horsepower by adoption of a different carb. The year of 1965 was basically a year of sorting out the new can, Although a few class wins were registered in International rallying, some old problems reappeared. Stiff steering and unpredictable handling were two of them, as was the clumsy column shift, The fact that some famous British racing car drivers owned Sunbeams was stressed in Sunbeam advertising, Stirling Moss being one. The fact that these drivers also drove for the Rootes Rally team may have been a factor in their ownership!

Although the Rapier was Rootes prestige car, the sales of the Rapier in the U.S. were still under 1000 per year, it was the Hillman Minx that was the big money maker. So, in May of 1955 the new Hillman Minx was introduced, it used almost all of the components of the Rapier. The Minx was available as a four door sedan, a station wagon and a convertible. This was a little odd as the Rapier was only available as a hardtop, if you wanted a convertible you had to buy a Minx. A rather strange situation for the sporting car of the company.

Early in 1956, Rootes took control of Singer Motors. Singer had been building a line of four door sedans and four passenger roadsters since the late forties. Both models were powered by an overhead cam, four cylinder engine of 1496 cc’s. As both designs were obsolete, Rootes stopped production and sold off the remaining cars at bargain prices. The Singer overhead cam engine was then installed in the Minx-Rapier body and the result was called the Singer Gazelle. The Gazelle was really a deluxe Minx without the performance of the Rapier.
For 1957 the Rapier was given twin carbs. The engine was still 1390 cc’s but now developed 67 horsepower. The problems of the year before were being worked out and the Rapier was now winning rallies of international calibre. The Alpine and Monte Carlo rallies were entered and as usual, the Rapiers won their class and brought home the team prize. Rootes’ involvement in rallying was at its peak, with even Humber and Hillmans being entered in such events as the East Africa Safari. One major improvement found only on the Rapier rally cars was a remote control floor shift.

A little digression is necessary here. In 1954 Hillman introduced a small station wagon called the Hillman Husky. This car used the Minx engine and transmission. It was equipped with a direct acting floor shift. This was a long, long lever that came up from the floor almost at the firewall and then snaked up from under the dashboard to a position in front of and above the front seat. The lever was so long that several inches of spring were apparent in the lever itself. Needless to say, shifts were very slow and deliberate. This same floor shift was offered in the Hillman Minx in lieu of the equally bad column shift. To complete the situation, the column shift had a reversed pattern, first and second gears were where you’d expect to find third and fourth and third and fourth were up close to the steering wheel. Third gear was particularly bad, being almost up against the windshield.’ The short lever, short throw remote control gearshift was an improvement of the first magnitude. All of these variations were due to the fact that the basic Rootes transmission was a top loader (the transmission cover and shifter rails were on top.)

The year 1958 brought the Series II Rapier, an odd vehicle in that improvements were made in some areas and some distinct retrogressions were made in other areas. The body was revised by Raymond Loewy and a new, good looking imitation radiator grill replaced the previous “mouth”. The gain in the front, however, was offset by the addition of little tilted tail fins at the rear. The same thing happened mechanically, the engine was bored out 3.11 inches (1494 cc’s) with horsepower raised to seventy-three (the engine was now called the “Rallymaster”), but a very poor choice of transmission gear ratios actually increased the zero to sixty time! Continuing this almost self defeating policy, the remote control floor shift from the rally cars was now standard but the overdrive, was an extra cost option. Three major improvements were larger brakes with finned drums (but no disc brakes yet), a vastly improved recirculating ball steering box and, finally, a convertible. Prices for the new Rapier were $2,499 for the hardtop and $2,649 for the convertible (East Coast P.O.E.), both cars offered a good value for the money. At a time when there were increasing complaints about the sloppy assembly of American cars (doors not fitting right, pieces of trim left off, misalignment of body panels, etc.) the Sunbeam cars were considered jewels of perfect fits. Every piece fit and aligned perfectly, the entire car projected as air of quality. And well it could because unlike Chevrolet’s production run of 1,255,935 cars, only about 1200 Rapiers were sold in the U.S. in 1958, to put it another way, Chevrolet sold about eight times as I many Corvettes as Rootes sold Sunbeams.

In 1959 the Series III Rapier recorded a milestone of sorts, it was the first small imported car to offer air conditioning. A hang-on system was available, with the major components located in the trunk and the cold air being blown through the car from vents in the rear deck. The system cost $259.50 and was also offered on the Hillman Minx. The system was extremely rare, in the eighteen years since it was offered, I have only seen one equipped with an air conditioner (it was in a junkyard in Brooklyn in the early sixties).

Other than the air conditioner, the Series III Rapier was a vast improvement over the previous models, the transmission gears were sorted out, the engine output was increased again (to 78 horsepower), disc brakes were now standard and the interior was changed. Overshadowing the new Rapier was its smaller brother, the new Alpine Sports car. Both the Rapier Series III and the Alpine Series I were introduced in October of 1959.

With the end of the fifties and the introduction of the Alpine, I will end this article. The next article (Part V) will cover the Alpine.

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

NUMBER:60-184
DATE: May 31, 1960
GROUP: TRANSMISSION & OVERDRIVE
MODEL: SUNBEAM RAPIER AND ALPINE

SUBJECT: “D” TYPE OVERDRIVE OIL LEAKS

TO ALL ROOTES GROUP DEALERS

For some time we have investigated a few cases of overdrive failure due to oil loss which became associated with sustained high speed driving.

It is felt that to overcome this condition it is prudent judgment to re-introduce the exterior air balance pipe which our overseas production has adopted from Chassis No. B3005253 Rapier and B9005038 Alpine.

An additional suggestion is to blank off the overdrive breather with a plug, Part No. 9804020.

In known cases of customers who are habitual sustained high speed motorists it is suggested that the overdrives on these vehicles be inspected for the balance pipe and blanking plug and if not already fitted, to install these items to eliminate the possibility of oil leakage from the overdrive unit coupled with a possible subsequent failure of the unit due to the lack of lubricant.

The forementioned balance pipes and blanking plugs are available through our Parts Depot under the respective corresponding Part Numbers.

Kindly bring the above to the attention of all concerned.

ROOTES MOTORS INCORPORATED

F.J. McGettrick
Manager
Wholesale Parts & Service Depts.