Edit
Crew believed to be complete
Directed by
Scott Tankard |
Writing Credits
Quentin Willson | .. | (written by) |
Cast (in credits order) complete, awaiting verification
Quentin Willson | .. | Himself - Presenter |
Tim Fry | .. | Himself - Hillman Imp Designer |
Denis Chick | .. | Himself - Public Relations, Rover |
Gary Harding | .. | Himself - Hillman Imp Owner |
Richard Loveys | .. | Himself - Rootes Apprentice |
Jim Pollard | .. | Himself - Linwood Quality Control |
Liz Wright | .. | Herself - Hillman Imp Owner |
Nigel Stringer | .. | Himself - Hillman Imp Owner |
Rosemary Smith | .. | Herself - Hillman Works Driver |
Anita Harris | .. | Herself - Hillman Imp Owner |
Shane Lynch | .. | Himself - Hillman Imp Owner |
Produced by
Russell Hayes | .. | producer |
John Wilcox | .. | series producer |
Film Editing by
Jon Bentley | ||
Billy Martin | .. | off-line editor |
Sound Department
Tim Everett | .. | sound |
Rob Leveritt | .. | sound |
Camera and Electrical Department
Keith Schofield | .. | camera |
Robin Sunderland | .. | camera |
Editorial Department
Peter Fisher | .. | on-line editor |
Other crew
Patti Evans | .. | production assistant |
(Redirected from Sunbeam Imp)
Hillman Imp | |
---|---|
Overview | |
Manufacturer | Rootes Group (1963-1967) Chrysler Europe (1967-1976) |
Also called | Hillman GT (Australia) Hillman Husky Commer Imp Van Singer Chamois Sunbeam Imp Sunbeam Sport Sunbeam Chamois Sunbeam Stiletto Sunbeam Californian Sunbeam 900 |
Production | 1963–1976 440,032 made[1] |
Assembly | Linwood, Scotland [2] Australia[3] Costa Rica[3] Ireland[3] Malaysia[3] Malta[3] New Zealand[3] Philippines[3] Portugal[3] South Africa[3] Uruguay[3] Venezuela[3] |
Designer | Michael Parkes Tim Fry |
Body and chassis | |
Class | Economy Car |
Body style | 2-door coupe 2-door saloon 3-door estate (Husky) 3-door panel van |
Layout | RR layout |
Related | Bond 875 Clan Crusader Ginetta G15 Davrian Demon/Imp BS Nymph Siva Llama Beach Mk4 |
Powertrain | |
Engine | 875 cc, 998 cc straight-4 overhead camshaft water-cooled aluminium block |
Transmission | 4-speed manual all-synchromesh.[4] |
Dimensions | |
Wheelbase | 2,082 mm (82.0 in) |
Length | 3,581 mm (141.0 in) [4] |
Width | 1,524 mm (60.0 in) [4] |
Height | 1,385 mm (54.5 in) Saloon 1,330 mm (52.4 in)[5] Coupe 1,475 mm (58.1 in)[4] Hillman Husky/Commer Imp |
Kerb weight | 725 kg (1,598 lb) |
Chronology | |
Successor | Chrysler Sunbeam |
The Hillman Imp is a small economy car made by the Rootes Group and its successor Chrysler Europe from 1963 until 1976. Revealed on 3 May 1963,[6] after much advance publicity, it was the first British mass-produced car with the engine block and cylinder head cast in aluminium.
Being a direct competitor to the BMC's Mini, it used a space-saving rear-engine, rear-wheel-drive layout to allow as much luggage and passenger capacity as possible in both the rear and the front of the car. It used a unique opening rear hatch to allow luggage to be put into the back seat rest.
It was the first mass-produced British car with the engine in the back and the first to use a diaphragm spring clutch. The baulk-ring synchromesh unit for the transaxle compensated for the speeds of gear and shaft before engagement, which the Mini had suffered from during its early production years.
It incorporated many design features which were uncommon in cars until the late 1970s, such as a folding rear bench seat, automatic choke and gauges for temperature, voltage and oil pressure.
This unorthodox small/light car was designed for the Rootes Group by Michael Parkes (who later became a Formula One driver) and Tim Fry. It was manufactured at the purpose-built Linwood plant in Scotland. Along with the Hillman marque was a series of variations including an estate car (Husky), a van[7] and a coupé.
The Imp gained a reputation as a successful rally car when Rosemary Smith won the Tulip Rally in 1965. This led the Rootes Group to produce a special rally conversion of the Imp under both the Hillman and Singer marques known as the Imp Rallye. In 1966, after winning the Coupe des Dames, Smith was disqualified under a controversial ruling regarding the headlamps of her Imp. The Imp was also successful in touring car racing when Bill McGovern won the British Saloon Car Championship in 1970, 1971 and 1972.[8]
It was considered by some[who?][weasel words] to be advanced for the time, with its various innovative features and technical advantages over other cars.[example needed] But reliability problems harmed its reputation, which led to the Rootes Group being taken over by Chrysler Europe in 1967. The Imp continued in production until 1976, selling just under half a million units in 13 years.
Design and development[edit]
Known internally within the Rootes Groups as the APEX project, the Imp came about because of the fuel shortage caused by the Suez Crisis in 1956. Petrol was rationed in the UK, sales of heavy cars (which Rootes was known for) had dramatically slumped in sales, and there was a huge market for small economical cars with low fuel usage. The BMC's Mini had already taken advantage of this opportunity with production starting in 1959. Although the project officially began in 1955, the market for small cars was soon recognised and it was evident that the project would evolve into Rootes first small economical car. Seeing an opportunity, Mike Parkes and Tim Fry offered to design the car; 'Well Mike Parkes and I were very good friends. So we went to the director of engineering B. B. Winter and said to him we could design you just the car we want. And he said: Alright get on with it then!'.[9] The early stages of development presented the 'The Slug' which had clear similarities to a bubble car. However, the Rootes design board were not satisfied with this approach, and ordered the design team to press forward. This then lead to the next stage of the slug, appearing more utilitarian with appropriate styling.
Mark I Imp: 1963–1965[edit]
Imp Mark I | |
---|---|
Overview | |
Also called | Hillman Imp Hillman Imp Mark I Hillman Imp Basic Hillman Imp De Luxe Singer Chamois |
Production | 1963 - 1965 |
Assembly | Linwood, Scotland [2] Australia[3] Costa Rica[3] Ireland[3] Malaysia[3] Malta[3] New Zealand[3] Philippines[3] Portugal[3] South Africa[3] Uruguay[3] Venezuela[3] |
Designer | Michael Parkes Tim Fry |
Body and chassis | |
Body style | 2-door saloon |
Powertrain | |
Engine | 875 cc (0.9 l) I4 |
The Hillman Imp was officially announced on 2 May 1963 when HRH Duke of Edinburgh was invited to open the factory in Linwood.[10] After the opening, he then drove a silver Imp to Glasgow Airport. One of the first Imps produced is currently on display at the Glasgow Museum of Transport. Another early example from 1963 is at the National Motor Museum, Beaulieu with the registration 1400 SC.
Before and after its announcement, the Imp garnered significant attention from the motoring press. In 1962 the Small Car & Mini Owner magazine published an article titled 'Enter the AJAX!' making notability of the all-aluminium water-cooled rear engine.[11] The same year, The Express published an article titled 'It's the new 'baby', calling it 'the first baby car ever built by the Rootes Group'.[12] In June 1963, the Motor Sport magazine commented on the press' reaction to the Imp who strongly favoured the Imp in terms of its engine, gearbox and competitive price; at launch, the standard model cost £508 1s 3d, while the deluxe version was £532 4s 7d.[13]
The name 'Imp' was originally the name of an engine produced by Ailsa Craig Ltd; a manufacturer of marine engines. In 1962 the company was acquired by Warsop Fram Group, and all of Ailsa Craig Ltd's assets were up for sale. The Warsop Fram Group traded the Imp name to the Rootes Group in exchange for a new Humber Super Snipe motor car.[14] The namesake was to emphasize its small-size, and to help it sell as the obvious competitor for the Mini.
The water-cooled four cylinder power unit was based on the Coventry Climax FWMA fire pump engine featuring an all-aluminium alloy over-head cam, combined with a full-syncromesh aluminium transaxle. This combination was very advanced at the time. Sir Alec Issigonis, designer of the BMC's Mini, had recently described the fitting of syncromesh on all forward gears as 'impossible'.[15] Besides the engine's unique design, it was canted at a 45° angle to keep the center of gravity low and optimise road-holding.
As reported in tests such as The Practical Car and Driver, rear-engined cars generally suffer from oversteer handling characteristics to some extent, and to counteract this as much as possible, the Imp has a semi-trailing arm independent rear suspension system. This relatively costly and sophisticated solution, atypical for small-car design at the time, was insisted upon by its designers after testing at length a Chevrolet Corvair with swing axles.[16] To attain balanced handling, the Imp actually uses swing axle geometry at the front, but this initially led to too much understeer and the camber was later reduced by lowering the pivot points.
Gradually increasing in popularity in the UK, Mark I sales in 1963 estimated 33,000 and increased to 50,142 in 1964.[17] However the Imp had decreased in sales in 1965 to 42,663. Reliability problems, mainly due to poor cooling of the rear engine, had soon surfaced, and the public image of the car was becoming negative. This was extremely worrying for the Rootes Group who were trying to compete with the Mini when its production had already totalled 1,190,000 during the 1960s.[18]
The Mark I was introduced as a 2-door saloon and appeared in two models; the Basic and De Luxe. In October 1964, a luxury edition was introduced known as the Singer Chamois.
- 1963 Hillman Imp De Luxe in the National Motor Museum, Beaulieu
- First Imp off the production line, displayed at the Glasgow Museum of Transport
Mark II Imp: 1965–1968[edit]
Imp Mark II | |
---|---|
1967 Hillman Imp | |
Overview | |
Also called | Hillman Imp Mark II Hillman Imp Super Hillman Imp De Luxe Mark II Hillman Imp Californian Hillman Husky Singer Chamois Mark II Singer Chamois Sport Singer Chamois Coupe Sunbeam Imp Sport Sunbeam Stilleto Commer Imp |
Production | 1965–1968 |
Assembly | Linwood, Scotland[19] Australia[19] Petone, New Zealand |
Body and chassis | |
Body style | 2-door saloon 2-door coupe 3-door estate (Husky) 3-door panel van |
Powertrain | |
Engine | 875 cc (0.9 l) I4 998 cc (1.0 l) I4 |
From the initial problems that surrounded the Mark I, the Rootes Group envisioned to re-introduce the Imp with significant changes both mechanically and cosmetically.
The Mk I Imps had a pneumatic throttle linkage and an automatic choke, both of which were replaced by more conventional items on the Mk II. The Mk II also had improved front suspension geometry and several trim and detail changes. Although the car was constantly improved over its production life, there was no single change as significant as that in 1965. Among these changes were an added water pump, cylinder head with larger ports and valves, along with 'Mark II' emblems appearing on the side of the doors.[20]
- 1967 Hillman Imp Super Mk II, rear view
Mark III Imp: 1968–1976[edit]
Imp 'Mark III' | |
---|---|
1970 Hillman Imp | |
Overview | |
Also called | Hillman Imp Mark III Hillman Imp Super Hillman Imp De Luxe Hillman Imp Californian Hillman Husky Singer Chamois Singer Chamois Sport Singer Chamois Coupe Sunbeam Imp Sport Sunbeam Stiletto Commer Imp |
Production | 1968 - 1976 |
Assembly | Linwood, Scotland[19] Australia[19] Petone, New Zealand |
Body and chassis | |
Body style | 2-door saloon 2-door coupe 3-door estate (Husky) 3-door panel van |
Powertrain | |
Engine | 875 cc (0.9 l) I4 998 cc (1.0 l) I4 |
The Imp was never officially badged nor referred to as the 'Mark III'. However, changes were made to the Imp range when the Rootes Group was fully acquired by Chrysler Europe and thus is sometimes referred to as the 'Chrysler Imp'.
After Rootes Group's acquisition from Chrysler in 1968, the entire range was revised except the Stiletto. The instrument panel and steering wheel were redesigned.[21] The large speedometer previously positioned behind the steering wheel was replaced by a horizontal row of four circular dials/displays of varying detail and complexity according to the model specified.[21] The right-hand dial, the speedometer, was now to one side of the driver's normal sightline, while one multi-functional stalk on the right side of the steering column replaced the two control stalks that had been directly behind the steering wheel, one on each side.[21] The earlier Imp had been praised for the good ergonomic quality of its dash-board/fascia, and its replacement reflected similar trends in other new and modified UK vehicles at a time of 'production rationalization'. On the Imp, the more modern arrangement was seen by some as a missed opportunity.[21]
- Blue 1974 Hillman Imp
- 1971 Hillman Imp
Variants and 'badge engineering'[edit]
Hillman Imp, with the engine cover and the rear window lifted
The Singer Chamois version sold at a premium: additional features included a distinctive false grill and, from October 1969, twin headlights.
'Coupe' variants, marketed as the Hillman Imp Californian, the Sunbeam Stiletto (pictured above) and the Singer Chamois Coupé, featured a more steeply raked rear window which could not be opened.
Over the life of the car, Rootes (and later Chrysler UK) produced four body styles. The original saloon was introduced in May 1963 and ran through to the end of production in 1976. It has an opening rear window, making it effectively a hatchback. The opening rear window is intended to make it easier to load the small luggage area behind the fold-down rear seat. The fold-down nature of the rear seat was itself unusual in small car design at the time, being more often associated with larger upmarket estate cars. In 1965 a van badged as the 'Commer Imp' was introduced. A coupe, the Imp Californian, was introduced in 1967 at the same time as the van's pressings were used to create an estate car, badged 'Hillman Husky'. Several estate car prototypes using the saloon body with extended rooflines were tried, but never offered to the public. Instead, buyers choosing the estate had to settle for a van-derived car with somewhat unusual styling. Both the van and estate ceased production in 1970.
In an attempt to interest a wider public when sales figures fell well short of the intended 100,000 cars per annum, several badge-engineered derivatives, such as the luxury Singer Chamois (launched October 1964), and the Sunbeam Sport (launched October 1966), with a more powerful twin-carburettor engine, were offered with varying degrees of success. For marketing reasons the Singer variants were sold as Sunbeams in many export markets, even before May 1970 when the Singer marque was discontinued altogether by Chrysler UK.[22] In some markets, such as France, the 'Sunbeam' name was used on all British Rootes products, including the Imp and the Husky.[23]
The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened. The attempt at a more sporty design did not translate into better acceleration or top speed figures and the aerodynamics of the standard saloon are actually slightly better. The new body style made its first appearance at the Paris Motor Show in October 1967, with the introduction of the sporting Sunbeam Stiletto.[24] The coupe body had also appeared, with less powerful engines, in the Hillman Imp Californian announced in January 1967[5] and the more luxurious Singer Chamois coupe.
Linwood plant[edit]
The Imp was a massive and expensive leap of faith for Rootes. The company did not have recent experience building small cars, even though it started off as a car builder by offering the then small Hillman Minx back in 1931. However, the Minx had since grown larger, and by the time the Imp was introduced it was well established as a medium-size family car. For the Imp, Rootes pioneered the use of an aluminium engine in a mass-production car. This process proved to be more complicated than simply substituting an aluminium design for a familiar and well-understood cast-iron design. Rootes had to build a new, computerised assembly plant on the outskirts of Paisley, in Linwood, in which to assemble the Imp. The UK Government Regional Assistance policy provided financial grants to the Rootes Group to bring approximately 6,000 jobs to the area. Linwood had become an area of significant unemployment because of redundancies in the declining shipbuilding industry on the nearby River Clyde. The investment also included an advanced die-casting plant to manufacture the aluminium engine casings, and a stake in a brand new Pressed Steel Company motor pressings works, which manufactured all the new car's body panels. The location of the plant led to significant logistical issues for the manufacturing process. Linwood was over 300 miles (480 km) away from Rootes' main factory at Ryton-on-Dunsmore, but the engine castings made in Linwood had to be sent to Ryton to be machined and assembled, then sent back up to be put on the cars – a 600-mile (970 km) round trip. This was addressed by a complex schedule of trains shifting completed cars and raw castings south, and trains loaded with engine – gearbox assemblies and many other Ryton sourced goods running north. To aid with balancing the logistical costs of this operation, body pressings for the Hillman Avenger were also made at Linwood, but transported south to Ryton on the component trains. This schedule remained in operation for the duration of Linwood Imp production.[citation needed]
The local West of Scotland workforce, recruited mainly from the shipbuilding industry, did not bring the distinct skills necessary for motor vehicle assembly, and Imp build quality and reliability suffered accordingly (many years later, Alfa Romeo suffered similar problems when it established Alfasud in Naples as a production satellite of Alfa Nord in Milan). However, industrial relations were also an issue in production. Industrial disputes and strike action became a regular occurrence, as was the case in many parts of British industry in the 1960s and '70s.
Marketing[edit]
Initially, the Imp was seen by Rootes as a potential second car for families with the means to acquire one. In this incarnation, it was a somewhat revolutionary, high-quality small car, with some above average features. Later the concept evolved into a kind of ultra-economy car with some cheaply and poorly executed, design features as a utilitarian vehicle, like some of the Eastern European marques of the time like Škoda, and later Lada, which were relatively low-cost economy cars, popular with British consumers. At one point the basic Hillman Imp was the cheapest new car on the British market, which increased low sales figures for a time.
Popularity[edit]
The initial problems damaged the Imp's reputation and popularity trailed off, with half of all production being from the first three years. It still sold thanks to its competitive price, distinctive styling, and cheap running costs, but sales never lived up to expectations for what had become a very competent small car. Another problem that contributed to the reputation for poor reliability was the lack of understanding of the maintenance needs of alloy engines by owners and the motor trade in the 1960s. Regular failures of the Giubo couplings also occurred. It was overshadowed in popularity by the Mini.
Rootes, Chrysler and end of production[edit]
The company's huge investment in both the Imp and the Linwood production plant was to be a significant part of the demise of the Rootes Group. The Imp's commercial failure added to the major losses suffered by Rootes, although the main reasons for these losses were unresolved industrial unrest and the effects of the link with the Chrysler Corporation of the USA. The link was initiated by Lord (William) Rootes in 1964 as a partnership, but he died in October of that year and by 1967 the company had been acquired by Chrysler, to become part of Chrysler Europe. A year later, ahead of the 1968 London Motor Show, the recommended retail prices of most Imp models were reduced for the domestic market by more than four per cent,[25] despite the general price inflation affecting the UK. Chrysler stewardship was blamed by some for the demise of the Imp in March 1976,[citation needed] after fewer than 500,000 had been built, but the entire Chrysler Europe operation was not a success and two years later it became part of Peugeot. The Imp was one of Britain's longest-running production cars with a 13-year run, despite lower sales in its later years. Its place in the Chrysler UK range was taken the following year by the Chrysler Sunbeam, a three-door hatchback based on the Avenger rear-wheel drive underpinnings. Both cars continued to be produced at the Linwood plant until it closed in 1981, after just 18 years in use.
The Ryton assembly plant continued in operation until December 2006, when production of the Peugeot 206 was switched to Slovakia.
Production[edit]
Approximately half a million, half of this number coming in the first three years of production.The Imp used a derivative of the Climax FWMA engine whereas the Lotus cars used an FWMC engine which had an entirely different cylinder head.
Foreign assembly[edit]
Hillman GT, a variant built by Chrysler Australia
Unassembled cars were exported for assembly in Australia,[3] Costa Rica,[3] Ireland,[3] Malaysia,[3]Malta,[3] New Zealand,[3]Philippines,[3] Portugal,[3] South Africa,[3] Uruguay,[3] and Venezuela.[3] New Zealand cars were assembled as Hillmans by Chrysler/Hillman importer Todd Motors for several years from about 1964. The model returned, this time as a four-headlamp Sunbeam with the newer dashboard. Production of the Imp stopped in 1970 because Todd Motors required the Imp assembly line to build the Hillman Avenger. Todd Motors only had two final assembly lines at Petone, so the Avenger and the Hunter shared one line and the larger Chrysler Valiant was built on the other.[citation needed]
Imps were assembled by Rootes Australia in their Port Melbourne factory from 1964. The following models were produced:[26]
- PM Imp - Available in Standard trim only. Produced from 1964-1965. Built from UK Mk I Imp CKD kits.
In 1965 a Super Imp was released (refer to photo of white car with red flash above) and featured improvements due to the issues with the Mk1 and these were to carry over to the IMP II- PA Imp - Badged as 'IMP II'. Available in Standard or Super trim. Sold from February 1966- March 1968, it was still based on UK Mk I CKD kits.
- PB Imp - Badged as 'IMP III'. Also available in standard or Super trim. Produced from 1968 to around 1970. Further improvements made over the PA Imp, early cars were still based on UK Mk I CKD kits, but as these were depleted UK Mk 2 CKD kits were used. The very last batch of IMP IIIs may have used CKD Chamois Sport CKD body shell only. Later IMP IIIs also used the UK Mk2 engine.
- Hillman GT - built from Singer Chamois Sport CKD kits. Produced from 1967 to around 1970.
- Hillman Sonic/Stiletto - convertible model produced for Chrysler Australia by Eiffel Tower Motors of Dandenong.[27][ISBN missing]
In 1965 a Super Imp was released (refer to photo of white car with red flash above) and featured improvements due to the issues with the Mk1 and these were to carry over to the IMP II- PA Imp - Badged as 'IMP II'. Available in Standard or Super trim. Sold from February 1966- March 1968, it was still based on UK Mk I CKD kits.
- PB Imp - Badged as 'IMP III'. Also available in standard or Super trim. Produced from 1968 to around 1970. Further improvements made over the PA Imp, early cars were still based on UK Mk I CKD kits, but as these were depleted UK Mk 2 CKD kits were used. The very last batch of IMP IIIs may have used CKD Chamois Sport CKD body shell only. Later IMP IIIs also used the UK Mk2 engine.
- Hillman GT - built from Singer Chamois Sport CKD kits. Produced from 1967 to around 1970.
- Hillman Sonic/Stiletto - convertible model produced for Chrysler Australia by Eiffel Tower Motors of Dandenong.[27][ISBN missing]
Imp variants[edit]
The Hillman Husky name was resurrected in 1967 for an Imp-based estate car.
- Hillman Imp Mark I (1963–65)
- Hillman Imp de Luxe Mark I and Mark II (1963–68)
- Hillman Super Imp (1965–74)
- Hillman Imp (1968–76)
- Hillman GT [28] (1967–?) developed by Chrysler Australia from the Singer Chamois Sport, it was never badged nor officially referred to as the 'Hillman Imp GT' [29]
- Hillman Imp Californian (19–1970) coupé and fastback saloon versions
- Hillman Husky (1967–70) estate version of the Imp
- Commer Imp Van (1965–68) [30]
- Hillman Imp Van (1968–70)
- Hillman Imp Caledonian (limited edition model with additional accessories and available in Super and De luxe models)
- Singer Chamois Mark I, Mark II, (1964–70)
- Singer Chamois Rallye (1965-68?)[31] (rally conversion with unique instrument panel, luxury features and increased engine size of 998cc)
- Singer Chamois Sport, and Coupé (1967–70)
- Sunbeam Imp Sport (1966–70)
- Sunbeam Sport (1970–76) [32]
- Sunbeam Chamois (export markets outside of UK only) [33]
- Sunbeam Stiletto (1967–72)
- Sunbeam Californian
- Sunbeam Imp Basic (North America)
- Sunbeam Imp De Luxe Mark I and Mark II (North America)
Cars using Imp mechanicals[edit]
- Ginetta Cars G15
- Bond 875 & variants
- Siva Llama
- Beach Mk4
MARCH 2019 OTHER CARS using ROOTES HILLMAN IMP Information Updates
Humberstone Sports 408 (Chris Humberstone)
Beach sports racer w/ Imp Mechanicals
BlimpBolwell Mk4c
Bond 875 Mk I, Mk II / Ranger
Concept Centaur (Probe derived)
Clan Crusader & 'Irish' Clan
Costin-Nathan
D Sports racing Imp
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Davrian Mk I - VII
Diva Demon GT
DRW mk. 5 (D.R. Warwick Imp)
Elfin (single seater)
Emery GT (coup)
Emery GTI (Imp inside-out)
Evad 4 (Formula 4)
Robinson Special
Fraser GT, K9
Hartwell Delta Imp Racing car
Ginetta G15
Arawak Motors Hustler
SHEEN Imperator GTS
KNW ImposterJohnny Walker Imp
Lola-bodied Imp Sport
Lombardi Grand Prix
BS Nymph
Nathan GT
Ogilvie GT
Mirage Pulsar
the Red Liner
Scorpion K19
Scrimp
Siva Llama
Turner Sports Imp
TVR Tina
Vixen (Formula 4 / Hillclimb)
Voodoo Sports GT
WH Imp
Warwick University Imp
Dr Who's Whomobile / The Alien
Zagato Zimp
MORE COMING SOON
Imps in motorsport[edit]
The engine proved flexible and very easy to tune. It was an overhead camshaft design, which gave better air flow than a standard OHV engine. Like with all engine heads, it could also be flowed and ported to allow better airflow at high engine speeds. Useful improvements in power could be gained by replacing the standard silencer (muffler) with one that impeded the exhaust gas flow less and with better carburettors. However, in adapting the design to suit modern mass-production methods, Rootes had left the engine somewhat more fragile than the Coventry Climax model from which it had been derived.
The Imp enjoyed modest success in both club and international rallying. Rootes introduced a homologation special called the Rally Imp in 1964. It featured many modifications over the standard model, the most important of which was an engine enlarged to 998 cc. Notable successes for this model include the 1965 Tulip Rally in which the works Imps of Rosemary Smith and 'Tiny' Lewis finished first and second overall.
Bill McGovern's Hillman/Sunbeam Imp from the British Saloon Car Championship, which won three consecutive titles between 1970 and 1972.
Imps were also successful racing cars. The privateer team of George Bevan dominated the British Saloon Car Championship (later known as the British Touring Car Championship) in the early 1970s. Driven by Bill McGovern, the Bevan Sunbeam Imp won the championship in 1970, 1971 and 1972 with limited factory support.[8]
In UK club racing the Imp variants became highly successful in the under 1000 cc Special Saloon category. Notable exponents of the Imp in racing include Ian Forrest, Harry Simpson, Ricky Gauld, John Homewood, Roger Nathan, Gerry Birrell, Ray Payne and Chris Barter. To this day Imps still compete on historic rallies in the UK, with the Vokes' car often making it onto the podium in the HRCR Clubmans Rally Championship.
The Imp was also successfully raced and rallied in other parts of the world, notably Asia, where drivers including Andrew Bryson and Pardaman Singh regularly won saloon car categories into the 1980s.
The 998 cc Imp engine was also used in three-wheeled racing sidecars in the 1970s and 1980s. Exhaust systems were naturally constructed on a one-off basis. Tunefab apple music converter crack. The engines often sporting the Twin Weber twin-choke set up. A number of sidecar crews raced Imp-engined outfits at the Isle of Man TT races,[34][35] best placement being Roy Hanks in eleventh place in the 1976 TT 1000cc Sidecar.[36] Imp-engined outfits are still regularly championed in classic racing.[37]
Andy Chesman won the 1972 World Hydroplane championship using an Imp engine. He bought Imp specialist company Greetham Engineering, and designed a wedge head to increase the 998 cc engine to 125 bhp with twin 40DCOE Webers. He also fitted a spacer on top of the wet block to accommodate longer cylinder liners, increasing capacity to 1220 cc. At the BP-sponsored Windermere records week in October 1972, he raised the R1 Class water speed record to 89 miles per hour (143 km/h). He was killed in 1998 in a power-boat accident, still holding the record.[38]
References[edit]
- ^Robson, G. (2006). A-Z of British Cars 1945–1980. Herridge Books. ISBN0-9541063-9-3.
- ^ abImp history, www.imps4ever.info Retrieved 20 June 2015
- ^ abcdefghijklmnopqrstuvwxyzaaabacadaeafagImp sales elsewhere, www.imps4ever.info Retrieved 20 June 2015
- ^ abcd'Road Test Hillman Husky'. Autocar. 127 (nbr3738): 17–22. 5 October 1967.
- ^ ab'New Sunbeam Stiletto'. Autocar. 127 (nbr3738): 30–31. 5 October 1967.
- ^'Hillman Imp Has Rear-Mounted Aluminium Engine'. The Times (55691). 3 May 1963. p. 10.
- ^'News and Views'. Autocar: 997. 5 November 1965.
- ^ ab'George Bevan 1917-1998'. The Imp Site. 26 February 2012. Retrieved 28 January 2015.
- ^The Car's the Star Hillman Imp with Tim Fry
- ^'The Duke and the Imp'. Imps4ever. May 1963. Retrieved 21 February 2018.
- ^Burrel, L (November 1962). 'Enter the AJAX! : will the new Rootes baby clean up the opposition?'. Small Car & Mini Owner.
- ^Cardew, Basil (1963). 'It's the new 'baby''. Retrieved 21 February 2018.
- ^Boddy, Bill (June 1963). 'Small-Car Topics'. Motor Sport magazine archive. p. 32. Retrieved 21 February 2018.
- ^'The name 'Imp''. Imps4ever. Retrieved 21 February 2018.
- ^'Interview – Motor meets Alec Issigonis'. Honest John Classics. 15 August 1962. Retrieved 21 February 2018.
- ^'Imp Suspension'. Imps4ever. Retrieved 21 February 2018.
- ^'Production Numbers : Imp sales in the U.K.'Imps4ever. Retrieved 21 February 2018.
- ^'Production numbers by model', Retrieved on 07 March 2016.
- ^ abcdGavin Farmer, Great Ideas in Motion, A History of Chrysler in Australia 1946–1981, Ilinga Books, 2010, page 273
- ^'Imp Mk II'. Imps4ever. Retrieved 21 February 2018.
- ^ abcd'Out of step'. Motor: 56. 22 February 1969.
- ^'Development of the Hillman Imp cars'. www.rootes-chrysler.co.uk. Archived from the original on 4 February 2007. Retrieved 19 September 2016.
- ^'Catalogue Salon de l'Auto 68' (in French) (16). Paris: Europe Auto. 1968: 105.
- ^'54th Paris Show'. Autocar. 127 (nbr 3739): 66–71. 12 October 1967.
- ^'News and views: Hillman Imp Price: important cut s'. Autocar. 129 (3791): 104. 10 October 1968.
- ^1963-1967 Hillman Imp Parts List. Chrysler Australia. 1967.
- ^Australian Motor Manual. June 1968. pp. 36–37.
- ^Hillman GT sales brochure front cover Retrieved on 5 July 2011
- ^Gavin Farmer, Great Ideas in Motion, A History of Chrysler in Australia 1946–81, page 275
- ^Commer Imp Van Retrieved on 12 August 2012
- ^'Hillman Rallye Imp - The Imp Site'. www.imps4ever.info. Retrieved 19 September 2016.
- ^Sunbeam Imp Sport & Stiletto, www.sunbeam.org.au Retrieved on 20 January 2015
- ^Sunbeam Chamois, www.imps4ever.info Retrieved 22 June 2014
- ^IoM TT Race results, Imp outfits
- ^IoM TT Race results, Chrysler outfits
- ^'Race Results - Isle of Man TT Official Website'. www.iomtt.com. Retrieved 10 September 2016.
- ^CMRCArchived 13 February 2011 at the Wayback Machine
- ^'Hydroplane boats - The Imp Site'. www.imps4ever.info. Retrieved 19 September 2016.
Further reading[edit]
- Henshaw, David; Henshaw, Peter (November 1990). Apex: The Inside Story of the Hillman Imp. Bookmarque Publishing. ISBN978-1870519113.
- Mowat-Brown, George (24 November 2003). Hillman Imp: The Complete Story. The Crowood Press. ISBN978-1-86126-619-4.
External links[edit]
Wikimedia Commons has media related to Rootes Apex. |
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Hillman_Imp&oldid=898983600'
EditHillman Imp For Sale
Series Directed by
David Wheeler | .. | (5 episodes, 1994-1997) |
Richard Pearson | .. | (3 episodes, 1994-1995) |
David Leighton | .. | (3 episodes, 1996-1998) |
Guy O'Sullivan | .. | (2 episodes, 1999) |
Philip Thickett | .. | (1 episode, 1994) |
Brian Morgan | .. | (1 episode, 1995) |
Helen Thomas | .. | (1 episode, 1995) |
Chris Richards | .. | (1 episode, 1997) |
Ben Southwell | .. | (1 episode, 1997) |
Dennis Jarvis | .. | (1 episode, 1998) |
Scott Tankard | .. | (1 episode, 1998) |
Russell Hayes | .. | (1 episode, 1999) |
Ewan Keil | .. | (1 episode, 1999) |
Series Writing Credits
Quentin Willson | .. | (24 episodes, 1994-1999) |
Series Cast
Quentin Willson | .. | Himself - Presenter 33 episodes, 1994-1999 |
Carroll Shelby | .. | Himself / .. 2 episodes, 1994-1998 |
Gordon Murray | .. | Himself - Fiat 500 Owner / .. 2 episodes, 1995-1999 |
Peter Stevens | .. | Himself - F1 Stylist, McLaren / .. 2 episodes, 1995-1999 |
Steve Cropley | .. | Himself - Editor-in-Chief, Autocar / .. 2 episodes, 1995-1996 |
Adam Faith | .. | Himself - Jaguar E Type Owner / .. 2 episodes, 1997-1999 |
Patrick Lichfield | .. | Himself - Jaguar E Type Owner / .. 2 episodes, 1997 |
Anthea Turner | .. | Herself - Land Rover Owner / .. 2 episodes, 1995-1997 |
Colin Corke | .. | Himself - Austin Allegro Owner 1 episode, 1994 |
Paul Garson | .. | Himself - Motoring Journalist 1 episode, 1994 |
Tony Good | .. | Himself - Public Relations Adviser, Jensen, 1963-1976 1 episode, 1994 |
Chuck Jordan | .. | Himself - Chief Designer, Cadillac Studio, 1958-1968 1 episode, 1994 |
L.J.K. Setright | .. | Himself - Motoring Journalist 1 episode, 1994 |
Martin Bourne | .. | Himself - Styling Engineer 1 episode, 1995 |
Gerd Burmann | .. | Himself - Manager, VW Group Marketing Strategy 1 episode, 1995 |
Margot Healey | .. | Herself - Donald Healey's Daughter-in-Law 1 episode, 1995 |
Harry Webster | .. | Himself - Director of Engineering, Triumph 1 episode, 1995 |
Nick Thompson | .. | Himself - Sussex 2CV Ltd 1 episode, 1996 |
Nigel Thorley | .. | Himself - Jaguar Historian 1 episode, 1996 |
Tina Hall | .. | Herself - Driver of Jaguar E Type 1 episode, 1997 |
Walter Hayes | .. | Himself - Head of Public Affairs, Ford of Europe, 1968-76 1 episode, 1997 |
Don Hayter | .. | Himself - Chief Body Draughtsman, MGB 1 episode, 1997 |
Joan Kelham | .. | Herself - VW Camper Owner 1 episode, 1997 |
Roy Brown | .. | Himself - Chief Edsel Designer 1 episode, 1998 |
Tim Fry | .. | Himself - Hillman Imp Designer 1 episode, 1998 |
Peter Colborne-Baber | .. | Himself - VW Garage Owner 1 episode, 1999 |
Cy Eagett | .. | Himself - DeLorean Dealer, 1981 1 episode, 1999 |
Mickie Most | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Harvey Botwin | .. | Himself - Lecturer, 'Cars & Culture' 1 episode, 1994 |
Peter Carrington | .. | Himself - Jensen Interceptor Owner 1 episode, 1994 |
Leroy Dennis | .. | Himself - Citroen DS Owner 1 episode, 1994 |
Donald Stokes | .. | Himself - Chairman, British Leyland, 1968-1977 1 episode, 1994 |
Bill Allen | .. | Himself - Deputy Chief Stylist 1 episode, 1995 |
Tom Conti | .. | Himself - Land Rover Owner 1 episode, 1995 |
Kate Healey | .. | Herself - Donald Healey's Grand-Daughter 1 episode, 1995 |
Maurice Lovatt | .. | Himself - Standard Triumph Service Engineer 1 episode, 1995 |
Daniel Lockton | .. | Himself - Unofficial Reliant Historian 1 episode, 1996 |
Micky Playfor | .. | Himself - 2CV Owner 1 episode, 1996 |
John K. Rogers | .. | Himself - Jaguar Advertising Manager 1961-74 1 episode, 1996 |
Janette Jenkin | .. | Herself - VW Camper Owner 1 episode, 1997 |
Claude Lobo | .. | Himself - Director of Design, Ford of Europe 1 episode, 1997 |
Mary Quant | .. | Herself - Mini Owner 1 episode, 1997 |
Valerie Singleton | .. | Herself - Owner 1 episode, 1997 |
Jackie Stewart | .. | Himself - Jaguar E Type Owner 1 episode, 1997 |
Denis Chick | .. | Himself - Public Relations, Rover 1 episode, 1998 |
Bob Kreipke | .. | Himself - Ford Corporate Historian 1 episode, 1998 |
Jack Sears | .. | Himself - Cobra Race Driver 1 episode, 1998 |
Dick Christensen | .. | Himself - VW Beetle Owner 1 episode, 1999 |
Ron Dennis | .. | Himself - Managing Director, McLaren 1 episode, 1999 |
Colin Spooner | .. | Himself - Technical Director, Lotus, 1978-92 1 episode, 1999 |
Drew Alcazar | .. | Himself - Mustang Restorer 1 episode, 1994 |
Jane Clark | .. | Herself - Citroen DS Owner 1 episode, 1994 |
Harris Mann | .. | Himself - BL Senior Designer, 1969-1983 1 episode, 1994 |
Cliff Richard | .. | Himself - Jensen Interceptor Owner 1 episode, 1994 |
Virginia Wright | .. | Herself - 1959 Cadillac Owner 1 episode, 1994 |
Philip Bashall | .. | Himself - Dunsfold Land Rover Trust 1 episode, 1995 |
Eugenie Hartley | .. | Herself - Triumph Herald Owner 1 episode, 1995 |
Rupert Joel | .. | Himself - Golf GTI Owner 1 episode, 1995 |
Roger Menadue | .. | Himself - Chief Experimental Engineer, Austin-Healey 1 episode, 1995 |
Geoffrey Thompson | .. | Himself - Silver Cloud Owner 1 episode, 1995 |
Tom Karen | .. | Himself - Ogle Designer 1 episode, 1996 |
Manny Motashaw | .. | Himself - 2CV Owner 1 episode, 1996 |
Bruce Reynolds | .. | Himself - Jaguar Mark 2 Owner 1 episode, 1996 |
Doris Bairstow | .. | Herself - VW Camper Owner 1 episode, 1997 |
Roche Bentley | .. | Himself - Secretary, MG Owners Club 1 episode, 1997 |
George Best | .. | Himself - Jaguar E Type Owner 1 episode, 1997 |
Costas Constantinou | .. | Himself - Ford Capri Owner 1 episode, 1997 |
Gary Harding | .. | Himself - Hillman Imp Owner 1 episode, 1998 |
Cleo Shelby | .. | Herself - Cobra Owner 1 episode, 1998 |
C. Gayle Warnock | .. | Himself - Edsel PR Director, 1957-58 1 episode, 1998 |
Creighton Brown | .. | Himself - Commercial Director, McLaren 1 episode, 1999 |
Bill Collins | .. | Himself - VW Beetle Owner 1 episode, 1999 |
Mike Loasby | .. | Himself - Director of Product Engineering, DMC, 1979-82 1 episode, 1999 |
Melvyn Reynolds | .. | Himself - Rolls Royce 1 episode, 1999 |
Don Chambers | .. | Himself - Mustang Country 1 episode, 1994 |
Alan Clark | .. | Himself - Citroen DS Owner 1 episode, 1994 |
Henry Cooper | .. | Himself - Jensen Interceptor Owner 1 episode, 1994 |
Mike West | .. | Himself - 1959 Cadillac Owner 1 episode, 1994 |
John Box | .. | Himself - Standard Triumph Service Engineer 1 episode, 1995 |
Katie Brignall | .. | Herself - Austin-Healey Owner 1 episode, 1995 |
James Taylor | .. | Himself - Motoring Journalist 1 episode, 1995 |
Doris Thompson | .. | Herself - Silver Cloud Owner 1 episode, 1995 |
Bridget Williams | .. | Herself - Golf GTI Owner 1 episode, 1995 |
Dan Ewington | .. | Himself - Jaguar Mark 2 Owner 1 episode, 1996 |
Martin Gordon | .. | Himself - Motoring Journalist 1 episode, 1996 |
Bob Berry | .. | Himself - Jaguar Marketing, 1961 1 episode, 1997 |
Anders Clausager | .. | Himself - MG Historian, Heritage Motor Centre 1 episode, 1997 |
John Cooper | .. | Himself - Designer of Mini Cooper 1 episode, 1997 |
Photis Panayiotou | .. | Himself - Ford Capri Owner 1 episode, 1997 |
Jack Demmer | .. | Himself - Edsel Dealer, 1957-60 1 episode, 1998 |
Maggie Green | .. | Herself - Cobra Owner 1 episode, 1998 |
Richard Loveys | .. | Himself - Rootes Apprentice 1 episode, 1998 |
Max Bygraves | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Edward Lapham | .. | Himself - Automotive News 1 episode, 1999 |
Don Narus | .. | Himself - VW Beetle Owner 1 episode, 1999 |
Frank Corrente | .. | Himself - Cadillac Corner Showroom 1 episode, 1994 |
Jeff Daniels | .. | Himself - Motoring Journalist 1 episode, 1994 |
Anton Rodgers | .. | Himself - Citroen DS Owner 1 episode, 1994 |
Rudi Volti | .. | Himself - Lecturer, 'Cars and Culture' 1 episode, 1994 |
Tom Barton | .. | Himself - Land Rover, 1946-1980 1 episode, 1995 |
Barbara Cartland | .. | Herself - Silver Cloud Owner 1 episode, 1995 |
Philip Horrobin | .. | Himself - Golf GTI Owner 1 episode, 1995 |
Geoffrey Howe | .. | Himself - Triumph Herald Owner 1 episode, 1995 |
John Wheatley | .. | Himself - Austin-Healey Owner 1 episode, 1995 |
Jack Stevens | .. | Himself - Jaguar Mark 2 Owner 1 episode, 1996 |
Ray Wiggin | .. | Himself - Reliant Managing Director, 1961-77 1 episode, 1996 |
Wayne Armstrong | .. | Himself - Ford Capri Owner 1 episode, 1997 |
Patrick Mennem | .. | Himself - Motoring Correspondent, Daily Mirror, 1954-86 1 episode, 1997 |
Janice Sackfield | .. | Herself - Owner 1 episode, 1997 |
Bob Casey | .. | Himself - Curator of Transport, Henry Ford Museum 1 episode, 1998 |
Jim Pollard | .. | Himself - Linwood Quality Control 1 episode, 1998 |
Stephen Stevens | .. | Himself - Cobra Owner 1 episode, 1998 |
Harold Dermott | .. | Himself - Customer Care Manager, McLaren 1 episode, 1999 |
Eric Hall | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Steve Hammond | .. | Himself - VW Beetle Owner 1 episode, 1999 |
Wayne Luoma | .. | Himself - DeLorean Owner From New 1 episode, 1999 |
Hugh Cardew | .. | Himself - Project Leader of Self-Driving Car 1 episode, 1994 |
Keith Hopkins | .. | Himself - Managing Director, Austin Morris, 1974-1975 1 episode, 1994 |
Peter Charlton | .. | Himself - Golf GTI Owner 1 episode, 1995 |
Elspeth Howe | .. | Herself - Triumph Herald Owner 1 episode, 1995 |
Tony Poole | .. | Himself - Rover Styling Dept, 1956-1989 1 episode, 1995 |
Peter Stillwell | .. | Himself - Austin-Healey Owner 1 episode, 1995 |
Jimmy Tarbuck | .. | Himself - Silver Cloud Owner 1 episode, 1995 |
Roy Harness | .. | Himself - Reliant Robin Owner 1 episode, 1996 |
Chris Rawlinson | .. | Himself - Jaguar Mark 2 Owner 1 episode, 1996 |
Brian Dipple | .. | Himself - Mini Production Line Since 1959 1 episode, 1997 |
Alan Jarvis | .. | Himself - Ford Capri Owner 1 episode, 1997 |
Richard Ladds | .. | Himself - Owner 1 episode, 1997 |
Rod Leach | .. | Himself - Nostalgia Cars 1 episode, 1998 |
Liz Wright | .. | Herself - Hillman Imp Owner 1 episode, 1998 |
Bob Case | .. | Himself - VW Beetle Owner 1 episode, 1999 |
Engelbert Humperdinck | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Peter Taylor | .. | Himself - F1 Test Driver and Instructor, McLaren 1 episode, 1999 |
Marguerita Bearham | .. | Herself - Austin Allegro Owner 1 episode, 1994 |
Peter Brown | .. | Himself - Citroen DS Owner 1 episode, 1994 |
Paul Constable | .. | Himself - Golf GTI Owner 1 episode, 1995 |
Pat Moss | .. | Herself - Rally Driver 1 episode, 1995 |
Pat Murphy | .. | Himself - Expedition Member 1 episode, 1995 |
Fay Presto | .. | Herself - Triumph Herald Owner 1 episode, 1995 |
Jimmy Savile | .. | Himself - Silver Cloud Owner 1 episode, 1995 |
Joan Harness | .. | Herself - Reliant Robin Owner 1 episode, 1996 |
Mike Lloyd | .. | Himself - Jaguar Mark 2 Owner 1 episode, 1996 |
Ken Costello | .. | Enthusiast / .. 1 episode, 1997 |
Sarah Lucas | .. | Herself - Artist 1 episode, 1997 |
Reg Phillips | .. | Himself - Mini Area Production Manager 1 episode, 1997 |
Carolyn Popp | .. | Herself - Edsel Owner 1 episode, 1998 |
Nigel Stringer | .. | Himself - Hillman Imp Owner 1 episode, 1998 |
John Tojeiro | .. | Himself - ACE Designer 1 episode, 1998 |
Bill Hunt | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Matthew Joint | .. | Himself - Behavioural Analyst 1 episode, 1999 |
Simon Lees-Milne | .. | Himself - DeLorean Owners Club 1 episode, 1999 |
James Munroe | .. | Himself - Owner 1 episode, 1999 |
David Goodier | .. | Himself - Austin Allegro Owner 1 episode, 1994 |
Antony Barrington Brown | .. | Himself - Expedition Member 1 episode, 1995 |
Robert Gibbon | .. | Himself - Triumph Herald Owner 1 episode, 1995 |
Cathy Grimwade | .. | Herself - Golf GTI Owner 1 episode, 1995 |
David Preston | .. | Himself - Press and Public Relations Officer 1 episode, 1995 |
Ann Wisdom-Riley | .. | Herself - Co-Driver 1 episode, 1995 |
Christine Williams | .. | Herself - Jaguar Mark 2 Owner 1 episode, 1996 |
Mick Finch | .. | Himself - Owner 1 episode, 1997 |
Nigel Havers | .. | Himself - Jaguar E Type Owner 1 episode, 1997 |
Geoff Powell | .. | Himself - Performance Manager, Mini 1 episode, 1997 |
Brian Gilbart-Smith | .. | Himself - AC Owners Club 1 episode, 1998 |
Fred Hawkins | .. | Himself - Edsel Owners Club 1 episode, 1998 |
Rosemary Smith | .. | Herself - Hillman Works Driver 1 episode, 1998 |
Tommy Cannon | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Melissa Crowley | .. | Herself - VW Beetle Owner 1 episode, 1999 |
Bryan Peebles | .. | Himself - Austin Allegro Owner 1 episode, 1994 |
Mary Charlton | .. | Herself - Golf GTI Owner 1 episode, 1995 |
John Chatham | .. | Himself - Austin-Healey Owner 1 episode, 1995 |
Roger Cra'ster | .. | Himself - Export Manager 1 episode, 1995 |
Nancy Jones | .. | Herself - Land Rover Owner 1 episode, 1995 |
Zoe Lowther | .. | Herself - Triumph Herald Owner 1 episode, 1995 |
Mary Jefferies | .. | Herself - Mini Owner 1 episode, 1997 |
Jonathan Meades | .. | Himself - Historian 1 episode, 1997 |
Anita Harris | .. | Herself - Hillman Imp Owner 1 episode, 1998 |
Jim Popp | .. | Himself - Edsel Collector 1 episode, 1998 |
Bobby Ball | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Peter Duncan | .. | Himself - TV Presenter 1 episode, 1999 |
Janet Peebles | .. | Herself - Austin Allegro Owner 1 episode, 1994 |
Kevin Atkinson | .. | Himself - Triumph Herald Owner 1 episode, 1995 |
Richard Beddall | .. | Himself - Dunsfold Land Rover Trust 1 episode, 1995 |
Joe Brown | .. | Himself - Austin-Healey Owner 1 episode, 1995 |
Richard O'Brien | .. | Himself - Silver Cloud Owner 1 episode, 1995 |
Alan Jefferies | .. | Himself - Mini Owner 1 episode, 1997 |
Fiona Richmond | .. | Herself - Jaguar E Type Owner 1 episode, 1997 |
Shane Lynch | .. | Himself - Hillman Imp Owner 1 episode, 1998 |
Simon Parkinson | .. | Himself - VW Historian 1 episode, 1999 |
Michael Winner | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Robin Eaton | .. | Himself - Austin Allegro Owner 1 episode, 1994 |
David Morgan | .. | Himself - Silver Cloud Owner 1 episode, 1995 |
John Venables | .. | Enthusiast / .. 1 episode, 1997 |
Teresa Wyness | .. | Herself - Mini Owner 1 episode, 1997 |
Chris Clarke | .. | Himself - VW Enthusiast and Restorer 1 episode, 1999 |
Vince Wright | .. | Himself - Rolls Royce Silver Shadow Owner 1 episode, 1999 |
Peter Marsh | .. | Himself - Psychologist 1 episode, 1994 |
John McGlynn | .. | Himself - Silver Cloud Owner 1 episode, 1995 |
Paul Stancliffe | .. | Enthusiast / .. 1 episode, 1997 |
Michelle Spencer | .. | Herself - Austin Allegro Owner 1 episode, 1994 |
Simon Empson | .. | Himself - Broadspeed Engineering 1 episode, 1997 |
Tom Purves | .. | Himself - Sales and Marketing Director, Rover Group 1 episode, 1997 |
Jilly Cooper | .. | Herself - Rolls Royce Silver Shadow Owner (uncredited) 1 episode, 1999 |
Series Produced by
Jon Bentley | .. | series producer / executive producer (21 episodes, 1994-1999) |
Dennis Adams | .. | executive producer / producer (11 episodes, 1994-1996) |
Russell Hayes | .. | series producer / producer (8 episodes, 1998-1999) |
John Wilcox | .. | series producer / producer (7 episodes, 1995-1998) |
Richard Pearson | .. | producer (4 episodes, 1994-1995) |
David Leighton | .. | producer (4 episodes, 1996-1998) |
Ewan Keil | .. | producer (3 episodes, 1998-1999) |
Guy O'Sullivan | .. | producer (3 episodes, 1999) |
Ben Southwell | .. | producer (2 episodes, 1997) |
Paul Colbert | .. | producer (1 episode, 1994) |
Helen Thomas | .. | producer (1 episode, 1995) |
Chris Richards | .. | producer (1 episode, 1997) |
David Wheeler | .. | producer (1 episode, 1997) |
Scott Tankard | .. | producer (1 episode, 1998) |
Nigel Warrack | .. | producer (1 episode, 1998) |
Series Music by
David Lowe | .. | (14 episodes, 1994-1997) |
Series Film Editing by
Brian Watkiss | .. | (9 episodes, 1994-1997) |
Brian Charles | .. | (3 episodes, 1997-1999) |
Jon Bentley | .. | (3 episodes, 1997-1998) |
Peter Shannon | .. | (2 episodes, 1994) |
Beverley Mills | .. | (2 episodes, 1995) |
Billy Martin | .. | (2 episodes, 1998) |
Paul Perrins | .. | (1 episode, 1994) |
Steve Neilson | .. | (1 episode, 1995) |
John Walton | .. | (1 episode, 1995) |
Keith Brown | .. | (1 episode, 1997) |
Giles Llewellyn-Thomas | .. | (1 episode, 1997) |
Mike Brown | .. | (1 episode, 1999) |
Martin Dowell | .. | (1 episode, 1999) |
Andi Waite | .. | (1 episode, 1999) |
Series Production Management
Debbi Cartwright | .. | production manager (1 episode, 1999) |
Series Art Department
Gary Vollans | .. | graphics (8 episodes, 1994-1995) |
Gurpreet Renoata | .. | graphics (3 episodes, 1996-1999) |
Leslie Tremayne-Smith | .. | cartoons (1 episode, 1995) |
Carl Booth | .. | graphics (1 episode, 1999) |
Series Sound Department
David Mason | .. | dubbing mixer / dubbing / sound (10 episodes, 1994-1997) |
John Gilbert | .. | sound (7 episodes, 1994-1997) |
Benedict Peissel | .. | dubbing / dubbing mixer / sound (6 episodes, 1995-1999) |
Rob Leveritt | .. | sound (5 episodes, 1997-1999) |
Mark Carter | .. | sound (4 episodes, 1994-1999) |
Roger Slater | .. | sound (4 episodes, 1994-1997) |
Paul Taylor | .. | sound (4 episodes, 1994-1995) |
Tim Everett | .. | sound (4 episodes, 1995-1998) |
Dave Baumber | .. | dubbing mixer / sound (4 episodes, 1996-1997) |
Andrew Chorlton | .. | sound (3 episodes, 1994-1999) |
Alex Christison | .. | sound (3 episodes, 1994-1995) |
Richard Reynolds | .. | sound (2 episodes, 1995-1999) |
Sam Cox | .. | sound (2 episodes, 1995) |
Pete Fisher | .. | sound (2 episodes, 1995) |
Mario Mooney | .. | sound (2 episodes, 1997-1999) |
David Harcombe | .. | sound (2 episodes, 1997) |
Andy Morton | .. | sound (2 episodes, 1999) |
Chris McDermott | .. | sound (1 episode, 1994) |
Gordon Nightingale | .. | sound (1 episode, 1994) |
Murray Clarke | .. | sound (1 episode, 1995) |
Dennis Fitch | .. | sound (1 episode, 1995) |
Steve Hemmings | .. | sound (1 episode, 1995) |
David Holmes | .. | sound (1 episode, 1995) |
Jeff John | .. | sound (1 episode, 1995) |
Nick Johnson | .. | sound (1 episode, 1995) |
John Quinn | .. | sound (1 episode, 1995) |
Martin Seeley | .. | sound (1 episode, 1995) |
John Turnock | .. | sound (1 episode, 1995) |
Paul Beam | .. | sound (1 episode, 1996) |
Peter Kerslake | .. | sound (1 episode, 1996) |
John Cole | .. | sound (1 episode, 1997) |
Paul Hellard | .. | sound (1 episode, 1997) |
Neil Hillman | .. | sound (1 episode, 1997) |
Peter Knowles | .. | sound (1 episode, 1997) |
Damon Osborne | .. | sound (1 episode, 1997) |
Patrick Rampson | .. | sound (1 episode, 1998) |
Dennis Towns | .. | sound (1 episode, 1998) |
Richard Hastings-Hall | .. | sound (1 episode, 1999) |
Ian Windsor | .. | sound (1 episode, 1999) |
Series Camera and Electrical Department
Keith Schofield | .. | camera (11 episodes, 1994-1999) |
John Couzens | .. | camera / cameras (9 episodes, 1994-1999) |
Barrie Foster | .. | camera (7 episodes, 1994-1999) |
Keith Froggatt | .. | camera (6 episodes, 1994-1997) |
Ian Wallace | .. | camera / cameras (5 episodes, 1994-1997) |
Alan Duxbury | .. | camera / lighting cameraman / Lighting Cameraman (5 episodes, 1995-1999) |
Michael Caine | .. | camera (4 episodes, 1995-1999) |
Paul Hutchins | .. | camera (3 episodes, 1994-1999) |
Nigel Davey | .. | camera (3 episodes, 1994) |
Paul Rawson | .. | camera (3 episodes, 1996-1999) |
Ken Morse | .. | rostrum camera (2 episodes, 1994-1996) |
Ian Lewis | .. | camera (1 episode, 1995) |
Rick Manzanero | .. | camera (1 episode, 1995) |
Mike Wilkie | .. | camera (1 episode, 1995) |
Geoff Thomas | .. | jimmy jib (1 episode, 1997) |
Graham Whittaker | .. | camera (1 episode, 1997) |
Richard Chisholm | .. | camera (1 episode, 1998) |
Frank Haines | .. | camera (1 episode, 1998) |
Robin Sunderland | .. | camera (1 episode, 1998) |
Series Editorial Department
Peter Fisher | .. | on-line editor (3 episodes, 1997-1998) |
David Wilson | .. | Lightworks editor (1 episode, 1994) |
Jonathan Birkett | .. | off-line editor (1 episode, 1996) |
Tim Savage | .. | on-line editor (1 episode, 1997) |
Leigh Sinclair | .. | on-line editor (1 episode, 1997) |
Series Other crew
Malcolm Adcock | .. | researcher / film researcher / picture researcher / production team / picture research (13 episodes, 1994-1997) |
Christine Hardman | .. | production assistant / production team (8 episodes, 1994-1995) |
Andrew Lester | .. | researcher / production team (5 episodes, 1994-1995) |
Patti Evans | .. | production assistant (5 episodes, 1997-1998) |
Liz Darby | .. | production assistant / production team (2 episodes, 1994) |
John Wilcox | .. | production team / researcher (2 episodes, 1994) |
Sarah Costigan | .. | production assistant (2 episodes, 1999) |
Richard Porter | .. | researcher (2 episodes, 1999) |
Paul Garson | .. | researcher (1 episode, 1994) |
Gail Herbert | .. | production assistant (1 episode, 1994) |
Judy Hill | .. | researcher (1 episode, 1994) |
Nigel Warwick | .. | production team (1 episode, 1994) |
Nicola Blacker | .. | researcher (1 episode, 1995) |
Rachel Holroyd | .. | researcher (1 episode, 1995) |
Dany Sayers | .. | researcher (1 episode, 1995) |
Paul Evans | .. | production assistant (1 episode, 1996) |
Graham Tearse | .. | researcher: France (1 episode, 1996) |
Elizabeth Compton | .. | production assistant (1 episode, 1998) |
John Lakey | .. | researcher (1 episode, 1998) |
Kris Trexler | .. | film archive (1 episode, 1998) |
Debbie Cartwright | .. | production assistant (1 episode, 1999) |
Alex Riley | .. | researcher (1 episode, 1999) |
James Woodroffe | .. | researcher (1 episode, 1999) |
(Redirected from Hillman Motor Car Company)
Industry | Automotive industry |
---|---|
Fate | Merged |
Successor | Rootes Group |
Founded | 1907 |
Founder | William Hillman |
Defunct | 1931 |
Headquarters | Ryton-on-Dunsmore, England |
Products | Automobiles |
Parent | 1929–1931 Humber |
Owner | PSA |
---|---|
Country | United Kingdom |
Discontinued | 1976 |
Markets | Automotive |
Previous owners | 1907–1929 Hillman Motor Car Company 1929–1931 Humber 1931–1967 Rootes Group 1967–1979 Chrysler |
Fourteen 1929, 2-litre 4-cylinder
Wizard 1932, 3-litre 6-cylinder
Hawk 1936, 3-litre 6-cylinder
Minx 1937, 1185 cc 4-cylinder
Hillman is a British automobilemarque created by the Hillman Motor Car Company, founded in 1907. The company was based in Ryton-on-Dunsmore, near Coventry, England. Before 1907 the company had built bicycles. Newly under the control of the Rootes brothers, the Hillman company was acquired by Humber in 1928. Hillman was used as the small car marque of Humber Limited from 1931, but until 1937 Hillman did continue to sell large cars. The Rootes brothers reached a sixty per cent holding of Humber in 1932 which they retained until 1967, when Chrysler bought Rootes and bought out the other forty per cent of shareholders in Humber. The marque continued to be used under Chrysler until 1976.
- 1History
- 2Alumni
History[edit]
Origins[edit]
In 1857 Josiah Turner and James Starley formed the Coventry Sewing Machine Company,[1] and recruited skilled engineers from the London area to join them, one of whom was William Hillman. In 1869 the firm changed its name to the Coventry Machinists Company, and like many other manufacturers in the area embarked on producing velocipedes. In 1870 Hillman and Starley patented a new bicycle called the 'Ariel' and by 1885 Hillman was a partner of the bicycle manufacturer Hillman Herbert and Cooper, producing a bicycle called the Kangaroo. Hillman's new company soon established itself, and before the turn of the 20th century, Hillman was a millionaire. With wealth came the means to fulfil Hillman's next ambition, to become a car producer. Hillman had moved into Abingdon House in Stoke Aldermoor near Coventry and decided that a sensible plan would be to set up a car factory in its grounds. in 1907 Hillman-Coatalen, was founded by William Hillman with the BretonLouis Coatalen as designer and chief engineer. They launched the 24HP Hillman-Coatalen (named after its designer), which was entered into that year's Tourist Trophy. The car was put out of the race by a crash, but it had made a splash. Coatalen left in 1909 to join Sunbeam and the company was re-registered as the Hillman Motor Car Company in 1910.
The first cars were large, featuring a 9.76-litre 6-cylinder engine or a 6.4-litre four. A smaller car, the 9 hp of 1913 with a 1357 cc side-valve four-cylinder engine, was the first to sell in significant numbers and was re-introduced after the First World War as the 11 hp, having grown to 1600 cc. The big seller was the 14 hp introduced in 1925, and the only model made until 1928. Following the fashion of the time a Straight Eight of 2.6 litres and Hillman's first use of overhead valves came in 1928 but soon gained a reputation for big-end problems.
Alumni[edit]
William Hillman had six daughters and no sons. A daughter married John Black, managing director of Hillman, who left at the time of the Rootes takeover and went to Standard Motor Co. Another daughter married Maurice Wilks who left Hillman in the same period and eventually went to Rover Company.[2]
Rootes Group[edit]
In 1928, Hillman fell under the control of the Rootes brothers and then merged with Humber. The Rootes brothers obtained further backing from Prudential Assurance during 1931 and brought their holding up to 60 per cent of Humber. Then, in stages, Hillman was switched to manufacturing small cars and became the best known brand within the Rootes empire alongside Humber, Sunbeam and, in the Rootes Group's final decade, Singer.
The 1930s saw a return to side valves with a 6-cylinder Wizard first produced in April 1931 and, in 1932, inspired by the Rootes brothers, the first car to carry the Minx name. This had a 1185 cc four-cylinder engine and went through a series of updates in body style and construction until the end of the Second World War. In 1934 the Hillman Wizard '65' and '75' were replaced by the 2110 cc Hillman '16 hp' and 2810cc '20/70', which lasted until 1936 when a new body design in the form of the 2576 cc Hillman 'Sixteen' and the 3181 cc 'Hawk' and '80', all with side valvestraight-six engines, were introduced. These later cars were also sold as Humbers.
After the war, the Minx was reintroduced with the same 1185 cc engine. It went through a series of models given Phase numbers and the Phase VIII of 1955 saw the arrival of an overhead-valve engine 1390cc, the Mk 8. The later 1956 Two Tone version of this model, the Mark 8A, was called the 'Gay Look' and led to the advertising slogan 'As Gay as a Mardi Gras'. A smaller car, the Husky with van like body and using the old side-valve engine, was also new for 1954. The floor pan of this model was later to form the basis for the Sunbeam Alpine, Sunbeam also being part of the Rootes empire. A complete departure in 1963 was the Hillman Imp using a Coventry Climax all alloy, 875 cc rear engine and built in a brand new factory in Linwood, Scotland. The location was chosen under government influence to bring employment to a depressed area. A fastback version, the Californian, and an estate re-using the Husky name were also made. A new car called the Hunter was introduced in 1966 with, in 1967, a smaller-engined standard version using the old Minx name. These are frequently given their factory code of 'Arrow', but this name was never officially used in marketing.
Chrysler[edit]
Chrysler had assumed complete control of Rootes by 1967, and the first new Hillman model whose development was financed by the American giant was the Avenger of 1970.
Husky 1966, 1390 cc 4-cylinder
Hunter 1967, 1725 cc 4-cylinder
Imp 1971, 875 cc 4-cylinder
Avenger 1972, 1248 cc 4-cylinder
Peugeot[edit]
The Avenger and Hunter ranges were rebadged as Chryslers until 1979, when Chrysler sold its European division to Peugeot. At this point, Hunter production was shelved and the Avenger was rebadged as a Talbot until it was finally withdrawn from sale at the end of 1981.
Hillman's Ryton factory, which had assembled various Peugeot models for the European market, closed in 2007.[3] The French company still owns the rights to the Hillman name.
Car models[edit]
Cars introduced after 1930 were a new range to the specification of the Rootes brothers
- Hillman 40 hp 1907–1911 (also known as 40/60)
- Hillman 25 hp 1909[citation needed]–1913 (also known as 25/40)
- Hillman 12/15 1908–1913[citation needed]
- Hillman 9 hp 1913–1915
- Hillman 10 hp 1910
- Hillman 13/25 1914
- Hillman 11 1915–1926
- Hillman 10 hp Super Sports 1920–1922
- Hillman 14 1925–1930
Cars to the specification of the Rootes brothers
- Hillman 20 range:
- Straight Eight 1929
- Vortic 1930
- Wizard 75 1931–1933
- Twenty 70 1934–1935
- Hawk 1936–1937
- Long wheelbase Hillman 20s:
- Seven-Seater LWB 1934–1935
- Hillman 80 LWB 1936–1938
- Hillman 16 range:
- Wizard 65 1931–1933
- Sixteen 1934–1937
- Hillman Minx 1932–1970 (various models)
- Hillman 14 1938–1940
- Hillman Husky 1954–1963
- Hillman Super Minx 1961–1967
- Hillman Imp 1963–1976
- Hillman Gazelle 1966–1967 (Australia)
- Hillman Hunter 1966–1979
- Hillman Arrow 1967–1968 (Australia)
- Hillman Avenger 1970–1981
- Hillman Hustler 1971–1972 (Australia)
See also[edit]
Rob Webster Hillman Impact
References[edit]
- ^Donnelly, Tom (2004), 'Starley, James (1831–1881)', Oxford Dictionary of National Biography (online ed.), retrieved 10 June 2014(subscription or UK public library membership required)
- ^Martin Adeney, Hillman, William (1848–1921), Oxford Dictionary of National Biography, Oxford University Press 2004
- ^Peugeot Motor Company, Coventry Transport Museum, retrieved 10 June 2014
Wikimedia Commons has media related to Hillman vehicles. |
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Alvis | Alvis | BAE Systems | ||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Triumph | Dawson | Triumph | BMW | |||||||||||||||||||||||||||||||||||||||||||||||||||||
Riley | Riley | Nuffield Organisation | BMC | BMH | ||||||||||||||||||||||||||||||||||||||||||||||||||||
MG | Morris Garages (MG) | Rover Group (BMW) | MG Rover Group (PVH) | SAIC & NAC | SAIC | |||||||||||||||||||||||||||||||||||||||||||||||||||
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Austin-Healey | Austin (BMC) & Donald Healey | |||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Gordon-Keeble | Peerless & Warwick | Gordon-Keeble | ||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Humber | Humber | |||||||||||||||||||||||||||||||||||||||||||||||||||||||
Singer | Singer | Rootes | ||||||||||||||||||||||||||||||||||||||||||||||||||||||
Sunbeam | Sunbeam | S.T.D. Motors | Rootes | (as Sunbeam-Talbot) Rootes | Rootes | |||||||||||||||||||||||||||||||||||||||||||||||||||
Talbot | Talbot | |||||||||||||||||||||||||||||||||||||||||||||||||||||||
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External links[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Hillman&oldid=879890407'
The Imp may refer to:
- The Imp (A Song of Ice and Fire), nickname of Tyrion Lannister, a character from the A Song of Ice and Fire series by George R. R. Martin
- The Imp (Little Nemo in Slumberland), a character in the comic strip Little Nemo in Slumberland by Winsor McCay
- The Imp (zine), a comics zine published by Daniel K. Raeburn during the late 1990s early 2000s
- The Imp (1919 film), a 1919 American crime drama film directed by Robert Ellis
- The Imp (1981 film), a 1981 Hong Kong film directed by Dennis Yu
- The Imp (1996 film), a 1996 Hong Kong film directed by Kai Ming Lai
- The Imp (television series), a short animation series created by Andy Fielding
- The Imp (fantasy football manager), a losing fantasy football manager in the FIVER league, played by Gunnar Örn Ingólfsson
See also
- Imp (disambiguation)
Air Atlantic was a Canadian airline, operating a fleet of BAe 146-200, BAe 4100 and Dash 8-100 aircraft.Owned by the IMP Group, Air Atlantic was established in 1985 and operated Dash 7 aircraft as an interim solution until delivery of their first Dash 8's. Air Atlantic functioned as a feeder airline for Canadian Pacific Airlines and later Canadian Airlines International throughout Atlantic Canada and offered limited service from that region to Quebec, Ontario and New England.
DavrianDavrian cars were built by Davrian Developments at 65 North Street, Clapham in London, England, from 1965 to 1976, in Tregaron, Dyfed, Wales from 1976 to 1980 and Lampeter, Dyfed, from 1980 to 1983.
Adrian Evans (d. 1992), a structural engineer and the car's designer, built a series of cars called Davrian from 1965, based on components from the Hillman Imp, including the front and rear suspension, the 875 or 998 cc (53.4 or 60.9 cu in) aluminium alloy Hillman Imp engine which was Coventry Climax-based and the Imp transaxle.
Hillman ImpThe Hillman Imp is a small economy car made by the Rootes Group and its successor Chrysler Europe from 1963 until 1976. Revealed on 3 May 1963, after much advance publicity, it was the first British mass-produced car with the engine block and cylinder head cast in aluminium.
Being a direct competitor to the BMC's Mini, it used a space-saving rear-engine, rear-wheel-drive layout to allow as much luggage and passenger capacity as possible in both the rear and the front of the car. It used a unique opening rear hatch to allow luggage to be put into the back seat rest.
It was the first mass-produced British car with the engine in the back and the first to use a diaphragm spring clutch. The baulk-ring synchromesh unit for the transaxle compensated for the speeds of gear and shaft before engagement, which the Mini had suffered from during its early production years.
It incorporated many design features which were uncommon in cars until the late 1970s, such as a folding rear bench seat, automatic choke and gauges for temperature, voltage and oil pressure.
This unorthodox small/light car was designed for the Rootes Group by Michael Parkes (who later became a Formula One driver) and Tim Fry. It was manufactured at the purpose-built Linwood plant in Scotland. Along with the Hillman marque was a series of variations including an estate car (Husky), a van and a coupé.
The Imp gained a reputation as a successful rally car when Rosemary Smith won the Tulip Rally in 1965. This led the Rootes Group to produce a special rally conversion of the Imp under both the Hillman and Singer marques known as the Imp Rallye. In 1966, after winning the Coupe des Dames, Smith was disqualified under a controversial ruling regarding the headlamps of her Imp. The Imp was also successful in touring car racing when Bill McGovern won the British Saloon Car Championship in 1970, 1971 and 1972.It was considered by some to be advanced for the time, with its various innovative features and technical advantages over other cars. But reliability problems harmed its reputation, which led to the Rootes Group being taken over by Chrysler Europe in 1967. The Imp continued in production until 1976, selling just under half a million units in 13 years.
IMP SocietyThe IMP Society is a secret society at the University of Virginia that is notable for combining philanthropy and public mischief.
It was founded in 1902 as a society called the Hot Feet. The society was known primarily for its public ceremonies in which it crowned the society's 'king'. The Hot Feet were disbanded in 1908 under pressure from the university's Administrative Council, who called the society 'very detrimental to the University's welfare' and banned it, along with 'all other organizations which promote disorder in the
University.' While the society returned, it was to be disbanded once more; university historian Virginius Dabney records the final activity of the society as the 1911 distribution of stuffed animal specimens from the natural history museum about Grounds on Easter Sunday, and the assault of a student in his room.The society reconstituted itself in 1913 as the IMP Society, and remains active.The IMP Society has engaged in philanthropic activities around the University, presenting the IMP Award, given 'to a faculty member who had been outstanding in promoting student-faculty relations and perpetuating the traditions of the university', and the IMP Student Athlete Award, given at graduation to a female athlete who has excelled in both the field and the classroom; and a recent student social justice-oriented community service fellowship.In addition to philanthropy, IMPs are known to march around the grounds carrying pitchforks, wearing horned hoods, and engaging in mild mischief and revelry. (In one 2004 incident, the group was forced to apologize after using gasoline to start a bonfire on the Lawn during a nighttime ceremony.) The society publicly 'taps' its new members, and most current members wear a ring indicating their membership in the organization. While the members of the group are known, many of their community service works are not widely publicized. Like the Seven Society and Z Society, the IMP Society is known to paint their symbol around Grounds.
Members of the IMP Society are more public than other societies at the university, often recognized by their ring with the face of a devil on it, or their public tappings. Notable IMP and Hot Feet alumni include James Rogers McConnell, who was the inspiration for Gutzon Borglum's statue The Aviator.
ImpAn imp is a mythological being similar to a fairy or demon, frequently described in folklore and superstition. The word may perhaps derive from the term ympe, used to denote a young grafted tree.
Imps are often described as mischievous more than seriously threatening, and as lesser beings rather than more important supernatural beings. The attendants of the devil are sometimes described as imps. They are usually described as lively and having small stature.
Independence of Malaya PartyThe Independence of Malaya Party was a political party in British-ruled Malaya that stood for political independence. Founded by Onn Ja'afar after he left UMNO in 1951, it opposed the UMNO policy of Malay supremacy.
The party was open to all races of Malaya, but received support mainly from ethnic Indians. The IMP headquarters were in what is now the landmark Sultan Abdul Samad Building.
Rob Webster Hillman Imp Wife
The IMP contested in the 1952 Kuala Lumpur Municipal Elections in alliance with the Malayan Indian Congress under Dato' Onn and other non-communal organisations. However the 1952 elections proved the MIC's attempt to preach and practise non-communalism would not prevail in Malayan politics when communalism was the winning factor.
The IMP won its only seat in the 1952 municipal elections via Devaki Krishnan. Thus she became the first woman in the country to be elected to public office. In her 1952 election manifesto, she stated, 'I will interest myself particularly in the lot of the women of Kuala Lumpur and in extending the programme of social work already carried out by the municipality.'
After noticing that support for the party was unfavourable, Onn dissolved the party in 1953 and formed the Parti Negara.
Integrated master planIn the United States Department of Defense, the Integrated Master Plan (IMP) and the Integrated Master Schedule (IMS) are important program management tools that provide significant assistance in the planning and scheduling of work efforts in large and complex materiel acquisitions. The IMP is an event-driven plan that documents the significant accomplishments necessary to complete the work and ties each accomplishment to a key program event. The IMP is expanded to a time-based IMS to produce a networked and multi-layered schedule showing all detailed tasks required to accomplish the work effort contained in the IMP. The IMS flows directly from the IMP and supplements it with additional levels of detail——both then form the foundations to implement an Earned Value Management System.
The IMP is a bilateral agreement between the Government and a contractor on what defines the “event-driven” program. The IMP documents the key events, accomplishments, and the evaluation 'criteria' in the development, production and/or modification of a military system; moreover, the IMS provides sequential events and key decision points (generally meetings) to assess program progress. Usually the IMP is a contractual document.
Supporting the IMP is the IMS that is made up of 'tasks' depicting the work effort needed to complete the 'criteria'. It is a detailed time-driven plan for program execution that helps to ensure on-time delivery dates are achieved, and that tracking and status tool are used during program execution. These tools must show progress, interrelationships and dependencies.In civic planning or urban planning, Integrated Master Plan is used at the levels of city development, county, and state or province to refer to a document integrating diverse aspects of a public works project.
Interactive Mathematics ProgramThe Interactive Mathematics Program (IMP) is a four-year, problem-based mathematics curriculum for high schools. It was one of several curricula funded by the National Science Foundation and designed around the 1989 National Council of Teachers of Mathematics (NCTM) standards. The IMP books were authored by Dan Fendel and Diane Resek, professors of mathematics at San Francisco State University, and by Lynne Alper and Sherry Fraser. IMP was published by Key Curriculum Press in 1997 and sold in 2012 to It's About Time.Designed in response to national reports pointing to the need for a major overhaul in mathematics education, the IMP curriculum is markedly different in structure, content, and pedagogy from courses more typically found in the high school sequence.
Each book of the curriculum is divided into five- to eight-week units, each having a central problem or theme. This larger problem is intended to serve as motivation for students to develop the underlying skills and concepts needed to solve it, through solving a variety of smaller related problems.
There is an emphasis on asking students to work together in collaborative groups.
It is hoped that communication skills will be developed; exercises aimed at this goal are embedded throughout the curriculum, through the use of group and whole class discussions, the use of writing to present and clarify mathematical solutions; in some IEP classes, formal oral presentations are required.
The IMP curriculum expects students to make nearly daily use of a scientific graphing calculator.
Interface Message ProcessorThe Interface Message Processor (IMP) was the packet switching node used to interconnect participant networks to the ARPANET from the late 1960s to 1989. It was the first generation of gateways, which are known today as routers. An IMP was a ruggedized Honeywell DDP-516 minicomputer with special-purpose interfaces and software. In later years the IMPs were made from the non-ruggedized Honeywell 316 which could handle two-thirds of the communication traffic at approximately one-half the cost. An IMP requires the connection to a host computer via a special bit-serial interface, defined in BBN Report 1822. The IMP software and the ARPA network communications protocol running on the IMPs was discussed in RFC 1, the first of a series of standardization documents published by the Internet Engineering Task Force (IETF).
Jack the Giant Killer (1962 film)Jack the Giant Killer is a 1962 heroic fantasy adventure film starring Kerwin Mathews in a fairy tale story about a young man who defends a princess against a sorcerer's giants and demons.The film was loosely based on the traditional tale 'Jack the Giant Killer' and features extensive use of stop-motion animation. The film was directed by Nathan H. Juran and later re-edited and re-released as a musical by producer Edward Small. The reason for the change to music was on the grounds that Columbia Pictures, which released The 7th Voyage of Sinbad, threatened to sue Small. The original print without the music got released 30 years later with no protest from Columbia Pictures, while United Artists continues to own the rights to the musical version of the film. The film brought together Mathews, Juran, Small, and actor Torin Thatcher, all four of whom worked on 7th Voyage.
Little NemoLittle Nemo is a fictional character created by American cartoonist Winsor McCay. He originated in an early comic strip by McCay, Dream of the Rarebit Fiend, before receiving his own spin-off series, Little Nemo in Slumberland. The full-page weekly strip depicted Nemo having fantastic dreams that were interrupted by his awakening in the final panel. The strip is considered McCay's masterpiece for its experiments with the form of the comics page, its use of color, its timing and pacing, the size and shape of its panels, perspective, architectural and other detail.
Little Nemo in Slumberland ran in the New York Herald from October 15, 1905, until July 23, 1911; the strip was renamed In the Land of Wonderful Dreams when McCay brought it to William Randolph Hearst's New York American, where it ran from September 3, 1911 until July 26, 1914. When McCay returned to the Herald in 1924, he revived the strip, and it ran under its original title from Aug 3, 1924, until December 26, 1926, when McCay returned to Hearst.
Mister MxyzptlkMister Mxyzptlk ( miks-yez-PIT-əl-ik, ), sometimes called Mxy, is a fictional impish character who appears in DC Comics' Superman comic books, sometimes as a supervillain and other times as an antihero.
Mr. Mxyzptlk was created to appear in Superman #30 (September / October 1944), in the story 'The Mysterious Mr. Mxyzptlk', by writer Jerry Siegel and artist Ira Yarborough. But due to publishing lag time, the character saw print first in the Superman daily comic strip by writer Whitney Ellsworth and artist Wayne Boring.He is usually presented as a trickster, in the classical mythological sense, in that he possesses reality warping powers with which he enjoys tormenting Superman in a cartoonish way. In most of his appearances in DC Comics, he can be stopped only by tricking him into saying or spelling his own name backwards (Kltpzyxm - 'kel-tip-zix-um'), which will return him to his home in the 5th dimension and keep him there for a minimum of ninety days. However, this specific limitation of the character has been eliminated since the Crisis on Infinite Earths reboot, upon which the character leaves only when he willingly agrees to do so after meeting some conditions he sets, such as having Superman succeed in getting Mxyzptlk to paint his own face blue.In 2009, Mister Mxyzptlk was ranked as IGN's 76th Greatest Comic Book Villain of All Time.
Promoting a Devil'Promoting a Devil' (also translated as The Imp and the Crust) is a short story by Russian author Leo Tolstoy first published in 1886. It is a cautionary tale against the dangers of alcohol.
Research Institute of Molecular PathologyThe Research Institute of Molecular Pathology (IMP) is a biomedical research center, which conducts curiosity-driven basic research in the molecular life sciences.
The IMP is located at the Vienna Biocenter in Vienna, Austria. The institute employs around 270 people from 40 countries, of which over 200 are scientists. The working language at the IMP is English. The IMP was established in 1985 and is funded by the pharmaceutical company Boehringer Ingelheim and research grants.
RumpelstiltskinRumpelstiltskin ( RUMP-əl-STILT-skin) is a fairytale popularly associated with Germany (where he is known as Rumpelstilzchen). The tale was one collected by the Brothers Grimm in the 1812 edition of Children's and Household Tales. According to researchers at Durham University and the Universidade Nova de Lisboa, the story originated around 4,000 years ago. However, many biases lead to take the results of this study with caution.
Sorority Babes in the Slimeball Bowl-O-RamaSorority Babes in the Slimeball Bowl-O-Rama (also known as The Imp) is a 1988 American comedy horror film directed by David DeCoteau, loosely based on the classic short story The Monkey's Paw. Notable for scream queens Linnea Quigley, Brinke Stevens and Michelle Bauer appearing together, its plot follows an imp accidentally released and causing havoc among a group of teenagers inside a mall.
Filmed in 1987 and produced by Charles Band's Urban Classics, the film had a limited release in January 1988 and was later released to home video. In later years, it gained recognition as a 'So Bad It's Good' cult film.
The Imp of the PerverseThe Imp of the Perverse is a metaphor for the urge to do exactly the wrong thing in a given situation for the sole reason that it is possible for wrong to be done. The impulse is compared to an imp (a small demon) which leads an otherwise decent person into mischief, and occasionally to their death.
The Imp of the Perverse (short story)'The Imp of the Perverse' is a short story by 19th-century American author and critic Edgar Allan Poe. Beginning as an essay, it discusses the narrator's self-destructive impulses, embodied as the symbolic metaphor of The Imp of the Perverse. The narrator describes this spirit as the agent that tempts a person to do things 'merely because we feel we should not.'
Tyrion LannisterTyrion Lannister is a fictional character in the A Song of Ice and Fire series of epic fantasy novels by American author George R. R. Martin and its television adaptation Game of Thrones. He is a prominent point of view character in the novels, having the most chapters out of all at 49. Based on an idea that came to Martin while writing the 1981 novel Windhaven, Tyrion has been called one of the author's finest creations and most popular characters by The New York Times. Martin has named the character as his favorite in the series.Introduced in A Game of Thrones (1996) and subsequently in A Clash of Kings (1998) and A Storm of Swords (2000), Tyrion was one of a few prominent characters that were not included in A Feast for Crows (2005) but returned in the next novel A Dance with Dragons (2011). The character will also appear in the forthcoming volume The Winds of Winter. The popularity of the character led Martin and Bantam Books to publish The Wit & Wisdom of Tyrion Lannister, an illustrated collection of Tyrion quotes from the novels, in 2013.
Tyrion is a dwarf and member of House Lannister of Casterly Rock, one of the wealthiest and most powerful families in the fictional continent of Westeros. In the story, Tyrion uses his status as a Lannister to mitigate the prejudice he has received all of his life, even from his own family, especially his father and sister. Knowing that no one will ever take him seriously, he soothes his inadequacies with wine, wit and self-indulgence. As the peaceful rule of King Robert Baratheon begins to decay, Tyrion sees how ill-equipped his family are at holding everything together. He first saves his own neck from the vengeful Catelyn Stark and her sister Lysa Arryn, and then is sent by his father Tywin to impose order on the capital of King's Landing, as well as his nephew Joffrey, the new king, as civil war begins. Tyrion struggles to strengthen and protect the city and family who hate him and refuse to see the peril they are in; when his father returns, Tyrion becomes vulnerable to the wrath and machinations of the self-serving courtiers who surround Joffrey, including Tyrion's own scheming sister Cersei. Tyrion escapes death again but at great cost and in fleeing Westeros finds himself in even more danger and without his usual Lannister resources.
The character is portrayed by Peter Dinklage in the HBO television adaptation Game of Thrones, a role for which he has received significant and widespread critical acclaim. In 2011, Dinklage won the Primetime Emmy Award for Outstanding Supporting Actor in a Drama Series and later the Golden Globe Award for Best Supporting Actor in a Series, Miniseries, or Television Film for his portrayal of Tyrion in the HBO series. He won the Emmy again in 2015 and 2018. Among other accolades, Dinklage has been nominated for the Primetime Emmy Award in 2012, 2013, 2014 and 2016.
World IMP Pairs ChampionshipThe World IMP Pairs Championship is a contract bridge competition established in 1998 by the World Bridge Federation. Since then it has been a major side event in the quadrennial meet that is now called the 'World Bridge Series Championships', 'World Bridge Series', or 'World Series'.
It is open to all players without preregistration and about 15% of the pairs were transnational in the 2010 rendition.
World championship status of the IMP Pairs may be doubted or tentative for it is not explicitly listed as one of the constituent World Bridge Series Championships (nor directly listed in the side menu).
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Text is available under the CC BY-SA 3.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.