Hillman 14
| Company type | Automobile model |
|---|---|
| Industry | Automotive |
| Founded | September 1925 |
| Founder | Hillman Motor Car Company |
| Fate | Replaced by Hillman Wizard 65 in 1931, reintroduced in 1937 |
| Headquarters | Coventry , United Kingdom |
| Products | Medium-sized cars with four-cylinder engines |
The Hillman Fourteen was introduced in September 1925 by Hillman's managing director, Spencer Wilks, who was also William Hillman's son-in-law. This medium-sized vehicle, equipped with a four-cylinder engine, played a pivotal role in expanding Hillman's market presence and remained the company's flagship model until 1931.
In the late 1920s, consumer preference shifted towards six-cylinder engines in medium-sized automobiles to minimize engine vibration. As a result, the Fourteen's original 2-litre four-cylinder engine was replaced in April 1931 by the 2.1-litre six-cylinder Hillman Wizard 65, which was phased out by 1933. Meanwhile, Hillman continued producing larger six-cylinder variants such as the Wizard 75 (later renamed 20/70), Sixteen, and Hawk. This transition led to a four-year absence of a Hillman model within the 2-litre category.
Following disappointing sales of the six-cylinder lineup, Hillman reintroduced a redesigned 2-litre four-cylinder Fourteen in October 1937, featuring modernized aesthetics and simplifying its range to include only the Minx alongside this model. After World War II, production resumed under the Humber Hawk nameplate, incorporating design modifications like a projecting boot lid and elimination of running boards.
New market segment
During the early 1920s, Hillman primarily produced smaller vehicles but expanded into the larger car segment with the Fourteen, positioning it against competitors such as the Austin 12 hp and Humber 14/40. Priced at £345 for the saloon version, it was notably more affordable than the Austin’s £455 price tag and promoted as "the car that costs less than it should".
- Engine
The Fourteen was powered by a traditional side-valve, monobloc four-cylinder engine with a long stroke (72 x 120 mm), displacing 1954 cc and delivering 35 bhp. This powertrain was combined with a four-speed gearbox and a spiral bevel rear axle.
- Chassis
Its chassis featured four-wheel drum brakes operated by cables, with an optional vacuum servo—a feature uncommon at that time. The frame utilized steel sections supported by semi-elliptic leaf springs on all wheels. The handbrake controlled separate brake shoes on the rear wheels.
The Autocar magazine reported a top speed close to , achieving fuel efficiency around 23-24 miles per gallon.
- Bodies
Multiple body styles were available including saloons and tourers. The interiors were spacious and well-appointed, offering amenities such as a right-hand gear lever positioned beside the driver’s door—considered a luxury feature then—and safety glass windows introduced in the 1928 Safety Saloon model. Buyers could select between wire-spoked or artillery wheels. In 1927, a V-windscreened landaulette body style was also offered.
Standard fittings included a clock, speedometer, oil gauge, windscreen wiper, driving mirror, shaded dashboard lamp, license plate holder, rug rail, and floor carpets.
Road test
In January 1925, The Times motoring correspondent praised the new Hillman engine for its lively performance, quiet operation, and absence of vibration; however, suspension firmness was noted. Gear changes were smooth without excessive noise. Controls such as steering and brakes operated efficiently while both front and rear seats provided comfort. The vehicle's maximum speed on flat terrain ranged between 50 and 55 mph.
- Update September 1927
After two years on the market, enhancements were introduced in September 1927 ahead of that year's motor show. The wheelbase was extended by , although overall length remained unchanged. Steering improvements resulted in lighter and smoother handling with an adjustable column rake feature. Front brake cables were replaced with rods for better reliability. Engine modifications included larger crankshaft and connecting rod bearings along with an anti-detonation cylinder head design. New additions to the lineup comprised a Weymann fabric-bodied four-door sports saloon with four lights—personally selected by Henry Segrave—and an updated six-light Safety saloon equipped with Triplex safety glass. The artillery wheel option was discontinued while dipping headlights became standard. Bench seats were replaced by separate front seats; both front and rear seats were widened for increased comfort. Mudguards and running boards received redesigned styling. Export versions featured an increased width of , a track width of , along with enhancements such as a water impeller and an enlarged top radiator tank.
Significant Redesign September 1928
In 1928, control of Hillman passed to the Rootes brothers. By early September that year, the model featured a deeper radiator and enlarged headlamps mounted on a crossbar positioned between the wings. The bodywork was widened and lowered by three inches, maintaining both ground clearance and interior headroom. The lineup was rationalized to include a standard saloon, fabric saloon, Segrave coupé, tourer, and Huski fabric-bodied sports tourer. The chassis received notable reinforcement alongside an increase in the domestic track width from to . Additional improvements encompassed a more robust Hardy-Spicer propeller shaft fitted with metal joints, enhanced braking capability, shock absorbers on all wheels, and an oil pressure gauge installed on the dashboard.
- October 1929
For the 1930 model year, a reinforced chassis frame was introduced together with lengthened springs utilizing Silentbloc spring shackles and upgraded brake systems.
- Olympia Motor Show October 1930
At the 1930 Olympia Motor Show, Hillman presented three versions of the Fourteen: a two-door drophead coupé, a four-door safety tourer, and a six-light Weymann saloon equipped with a sunshine roof. Front seats were improved with sliding adjustment features, and a petrol gauge was added to the instrument cluster. The safety tourer model incorporated servo-assisted brakes. All vehicles displayed were fitted with safety glass.
In November 1930, the chairman informed shareholders that the Fourteen continued to enjoy strong market acceptance; however, by April 1931 it was succeeded by the Hillman Wizard 65.
Completely New Model
- Olympia October 1937
Unveiled at the Olympia Motor Show in October 1937, the redesigned 2-litre Hillman Fourteen drew attention despite being somewhat eclipsed by the avant-garde "Ghost Minx" exhibited alongside it, which featured Perspex panels replacing traditional body sections.
- Body
Replacing the previous 3.2-litre Hillman Hawk, this Fourteen introduced a more appealing and fuel-efficient four-cylinder engine. Its roomy cabin comfortably seated five occupants and included six side windows plus swiveling quarter lights for ventilation. The deluxe trim boasted a steel sliding roof. Practical features included lockable luggage compartments with a dedicated space for the spare wheel. The windscreen could be opened widely to improve visibility during foggy conditions and was complemented by two wipers and three swiveling ashtrays. Front seats slid forward and backward to enhance passenger comfort.
The vehicle utilized Bendix-Cowdrey mechanically operated self-energising brakes with 11-inch drums. Rear suspension employed semi-elliptic springs while the front suspension featured Rootes Group’s Evenkeel independent system using transverse leaf springs. Steering was controlled via a worm and nut mechanism. Power was transmitted through a needle-bearing open propeller shaft coupled with a spiral bevel final drive to the half-floating rear axle. Built-in jacking points were incorporated to ease maintenance tasks. |
Engine Update
The new powerplant marked a shift back to a medium-capacity, simpler four-cylinder configuration, moving away from the six-cylinder designs popular in the early 1930s. It incorporated an oil bath air cleaner and an automatic choke for its downdraught carburettor. Valves were side-mounted and actuated by pushrods; cooling water was circulated by an impeller regulated by a thermostat. With a displacement of 1669 cc, this engine was essentially a downsized version of the Snipe’s power unit first seen in Humber’s Twelve of 1933, bored out to 75 mm.
The engine assembly—including clutch and gearbox—was mounted on rubber to reduce vibrations, with controls operated via cables. It produced 51 bhp at 3,600 rpm and carried a tax rating just under fourteen horsepower.
This engine design continued to be used in Humber Hawk, Sunbeam-Talbot, and Sunbeam Alpine models. From July 1948 onwards in Sunbeam-Talbot cars, it was converted to overhead valves and bored out to 2,267 cc by 1951. Side-valve variants remained in use in the Hawk until 1955 and stayed in production until Hawk manufacturing ceased in 1968.
Road test
A year and a half following its debut, The Times commended the vehicle for its elegant styling, cost-effectiveness, user-friendly handling, rapid acceleration, and overall smooth performance. The synchromesh mechanism necessitated a slight pause before engagement, and under specific circumstances, braking could influence the steering response. The suspension system was notably effective; passengers seated in the rear enjoyed a comfortable ride even on uneven terrain. The car maintained a steady speed of 50 mph with ease and achieved an average top speed of 67 mph.
- Luxury sports saloon variant
In August 1939, it was revealed that the Sunbeam-Talbot Ten’s body would be paired with the engine and chassis of the Hillman Fourteen to produce the new Sunbeam-Talbot 2 Litre. This model was available in several forms: a 4-light sports saloon, a 4-seat sports tourer, a drophead coupé, and a sporty two-seater. The coachwork, constructed from steel and ash wood, featured a reduced wheelbase of 96 inches and a narrower track width of 48 inches.
Just three days later, the United Kingdom declared war on Germany.
In Bermuda, where motor vehicles had been prohibited on public roads since before World War I—including those used by military and police—the local government initially denied Governor General Sir Reginald Hildyard permission to use a motor vehicle in 1939. Nevertheless, wartime requirements led to approval for naval and military vehicles to operate on public roads, which extended to cars assigned to senior officers. By December 1943, Governor Lord Burghley and his team had secured driving licenses to operate a Hillman 14 allocated for official duties.