The Hillman Imp, my first car, I had my UK drivers licence at the age of 17, the next thing was to buy a Mk1 Imp. I now realise that with my fifty (50) years of Imp experience, I may have some past tips on the Imp to pass on? Since then there have been many other cars and things with motors in them that have come my way, this blog is about some of them.
There is also a large inventory of Imp parts in stock, view the main blog on boats at http://ckdboats.blogspot.com/
Why not view our other blog at CKD Boats cc
Looking for info on boats? all sorts of stuff has been posted now on the first blog. Why not try Roys other blog, he has over 3300 entries in there. That blog is full of information and pictures,its really about one mans life. Designed for those who enjoy boats, cars, traveling , plus in some cases, finding out how to fix things yourself. We also started a third blog which is mainly about the two shops, my daughters started. plus odd ends about me and some I have known.
The Imps were tested in places like Canada, Spain and also in Africa.
This was fifty years ago and Imps are still running in Africa today!
Early Imps were tested for suspension and dust control, the rear engine was sucking in too much dust on our dirt roads and eventually export cars were given a 2" air intake pipe from the front of the car to the Solex carb at the rear.
pictures were taken from the Imps4ever web pages, my thanks to them.
Last year and around the first week in Febuary 2012 we had again the Springbok Series Revival weekend at the Killarney Circuit, just outside Cape Town, I used to race a 998cc Imp there 41 years ago and in the same event came second in my class.
The Coventry Climax name is a direct link to the Imps engine of course.
Cooper Climax by John Cooper, photos by Roy McBride.
I am sorry to tell you that the event was cancelled for 2013, what a loss to the South African race callender.
After some weeks of slow work, the eventual outcome was success and an engine that starts first time. Work done was to strip and clean the engine, two days work before the bead blasting process alone!
Weeks of soaking the pistons, first in petrol and diesel which did nothing to release the piston rings and gudgeon pins, then two weeks in an oxalic acid solution. This saw sucess and
the 0.030"over sized pistons could be cleaned, they were in good condition and the rings were near perfect when cleaned up.
This is not that engine, Google will not allow access to my recent pictures files, this was in a Picassa file with some of my own pictures in it.
The picture is of my own Mk1 Hillman Imp 998cc race engine and around 1972 when I raced the car at Killarney Circuit, Cape Town. The Mk1 block and very early cylinder head are a close match to the engine I have just rebuilt.
Very few Imps came out with this cylinder head patern, they were on the early 1963 cars we think and not for long.
The engine number on the Mk1 now restored is B41/1/501572 WSO, the last three letters mean its an export en