Imp history
Rootes' small car was designed by Micheal
Parkes (a former development engineer for
Ferrari) and Tim Fry more or
less from 1955 on. It was made in the purposebuild Linwood
factories in Scotland. Launched in 1963, it sported many new
and untried ideas, like an aluminium alloy engine, and
overhead camshaft; a pneumatic throttle and king-pins running
in sealed plastic bearings. It was produced for more than 12
years, until 1976.
Once upon a time
In 1955 a small car project was begun, not so much to come up
with an economy car in the Suez Crisis days (like the Mini), but
to provide an idea of what sort of affordable car could be made
and what its performance would be. Parkes and Fry proposed a 2
adults - 2 children car, that could do 60 mph and manage 60 mpg
(which made aerodynamics a priority). Looking at the competition
(Fiat 500, BMW 700, Citroen 2CV) and considering costs, they
opted for a rear engine. Other aims of the team included that the
small car be fun to drive.
No bubbles
After having been presented with two prototypes, the Rootes
board members (used to Hillman or Humber solid, well-made quality
cars) made it clear they were not interested in any bubble-car of
sorts, nor in a design that cut costs at all costs. At the same
time they appeared willing to go ahead with a Rootes small car,
but it had to be a proper motor car with a.o. a water-cooled
four-cylinder engine. It should be able to compete with the small
Fords and BMCs, including the Mini.
Proper motor
At the time Coventry Climax were building an aluminium alloy
engine that Tim Fry thought might fit, so he wrote them to get
the installation drawings. Coventry Climax co-operated and Fry
succeeded to fit both it (and a radiator) into the tiny
engine compartment.
The 750cc Coventry Climax racing engine was tamed and just about
every component was changed. But it remained unlike most car
engines, being made of aluminium, with an overhead camshaft. The
size was increased to 875cc, producing 39bhp.
More proper still
After a few visits to Bob Saward's styling department, the
Apex was quite sophisticated by the end of the 1950s. The shape
owed much to the Chevrolet Corvair.
And the refinement continued. The opening rear window was another
innovation, unheard-of as hatchbacks were in those days. Together
with the fold down rear seat, it improved (access to) luggage
space.
A superior rear suspension was added, coupled with a basic front
suspension to effectively neutralise the 'tail-happy' handling of
a rear-engined car.
Praise the gear
A gearbox, cased in aluminium, was specially designed to match
the lively engine, with synchromesh on all four gears (unlike the
1959 Mini). It had the third and fourth gear set rather high, to
reduce noise and improve economy. The new transaxel was
technically advanced. At that time, it may have been the best
gearbox ever produced, and it still does not have too many
equals.
One more for the road
It was launched on schedule: a neat, refined little
four-seater for £508 (or £532 for the De Luxe).
The Team
By this time the team that was on the project consisted of
- Harry White, Chief designer
- Craig Miller, Chief engineer
- Tim Fry, Co-ordinating engineer
- 'Bill' West, Transmission Engineer
- Ken Sharpe, Chief devlopment engineer
- Leo Kuzmicki, Deputy chief engineer in charge of engine
design
- Bob Saward, body styling
- Bob Crift, body engineering
|
