Хамбер Супер Снайп: Британдық автокөліктің тарихы мен сипаттамасы

The Humber Super Snipe is a car which was produced from 1938 to 1967 by British based Humber Limited.

The Super Snipe was introduced in October 1938, derived by combining the four litre inline six cylinder engine from the larger Humber Pullman with the chassis and body of the Humber Snipe, normally powered by a three litre engine. The result was a car of enhanced performance and a top speed of —fast for its day. The Super Snipe was marketed to upper middle class managers, professional people and government officials. It was relatively low priced for its large size and performance, and was similar to American cars in appearance and concept, and in providing value for money. Within a year of introduction, World War II broke out in Europe but the car continued in production as a British military staff car, designated Car, 4 seater, 4x2, while the same chassis was used for an armoured reconnaissance vehicle, the Humber Light Reconnaissance Car.

The all new Mark IV Super Snipe announced mid October 1952, Earls Court Motor Show time, used a Hawk Mk IV body shell lengthened by but with a 4138 cc overhead valve engine, also used in a Rootes Group Commer truck. Chassis and suspension components were uprated to take the greater weight and power of the Super Snipe, those parts ceasing to be interchangeable with those of the Hawk. From 1955, overdrive was available as an option, followed by an automatic gearbox in 1956. Shortly after the car's announcement, Leslie Johnson, Stirling Moss, and two Rootes Group staff, drove a new silver grey Super Snipe from Oslo to Lisbon, travelling through fifteen European countries in 3 days, 17 hours and 59 minutes. The run demonstrated the car's high speed reliability in far from ideal conditions. In 1953 The Motor tested a Mk IV and found the larger engine had increased performance with the top speed now and acceleration from 0 in 14.7 seconds. Fuel consumption had increased to The test car cost slightly more at £1,481, including taxes. The Automatic Mk IV saloon tested by The Motor in 1956 Ref. 21/56 Continental, recorded a maximum speed of 97.0 mph (mean) and 98.9 mph (best). 0–60 mph acceleration was 14.8 sec, with a 0–90 in 38.2 sec, The Standing Quarter Mile was 20.4 sec. The axle ratio was 3.7:1 and maximum bhp 122 on a 7.13:1 compression ratio, as stated in the data panel of this road test. In 1957 The Times commented that the car was handsome if somewhat dated. It attracted favourable attention from passers by and gave its occupants a satisfying sense of solidity and respectability. The two separate front seats were described as "enormous" and it was noted their backs could be reclined to the horizontal for a passenger to sleep. The steering was described as generally imprecise, uncomfortably low geared for parking, and in need of power assistance. The car represented "remarkably fine" value for money.

In October 1959 the Series II entered production with its engine enlarged to 3 litres, 2,965 cc, by increasing the bore to A new Zenith carburettor was fitted and the engine's output was raised to 129 bhp at 4800 rpm. A new eight bladed fan improved engine cooling. Girling disc brakes were introduced on the front wheels with drums on the rear axle. A stiffer anti roll bar was fitted to the front suspension. A Series II with overdrive and power steering was tested by The Motor in 1960 and had a top speed of and could accelerate from 0 in 16.5 seconds. A fuel consumption of was recorded. The test car cost £1,601 including taxes. The basic car cost £1453.

The styling of the Series III which the Rootes Group announced in October 1960 was distinguishable by its four headlights and revised full width grille. This Snipe was the first British car to fit two pairs of headlamps. The suspension of the car had been considerably modified along with the car's floor structure which improved the car's high speed stability. The front of the car was redesigned to give a lower bonnet line. The nose of the car was also lengthened by to accommodate an additional pulley, mounted on the front of the crankshaft, that enabled air conditioning to be included as an option, principally for the North American market. Separate ducts were provided for heating and cooling air to the passenger compartment. The engine received improved bearings with a changed lubrication system and was given better cooling with a quieter fan. Seats were redesigned to give more leg space for back seat passengers. When tested by The Times, complaints focused on a perceived need for more logical grouping of instruments, a horn ring obstructing the driver's view of the instruments and an over bright white choke warning light. The power steering seemed to lack "feel". In direct top gear a speed of 95 mph was obtained, less if overdrive had been engaged.

For the October 1962 Motor Show there were minor improvements. The rear window was changed to give the roof line an improved appearance and now more nearly match the original 1955 Chevrolet shape. Engine output was now rated at bhp and the rear axle had been given a higher gear ratio. Manual gearbox cars received a new type of diaphragm clutch made by Borg and Beck and the petrol tank was enlarged from 12.5 to 16 gallons capacity. It can be distinguished by its revised rear window treatment (doesn't wrap around quite as much as earlier models), Snipe bird badge on grille, opening quarter light windows in the rear doors, and other trim differences.

In October 1964 the final Series V version of the Saloon saw an upper body restyle, (also applied to the Hawk Saloon and the Rootes Group's smaller Hillman Super Minx and its derivatives) with a flat roofline and rear window, six light side windows and a larger, taller windscreen. The Estate body in both marques remained unchanged. Twin Zenith Stromberg 175CD carburettors were fitted along with a Harry Weslake tuned cylinder head, increasing the power to , and synchromesh was fitted to all ratios in the gearbox—on the previous versions it had only been on the upper two. Major modifications were made to front and rear suspensions and they required less maintenance. Sound insulation was further improved. Hydrosteer power steering was available as an optional extra, as was an automatic transmission (Borg Warner Type 35 on Series Va), and metallic paint finishes. The motoring correspondent of the Motoring and Driving Register wrote: "The Humber Super Snipe is an assured car for travelling comfortably from town to town and even on the new fast motorways. Yet its powerful engine allows it to handle the challenges of smaller lanes where the speeds rise and fall with each change of direction and each corner negotiated."

The Humber Imperial was introduced in late 1964. Intended to match BMC's Rolls Royce engined Vanden Plas Princess 4 litre R the Imperial shared the basic specification and performance of the Super Snipe with the addition of a vinyl roof, fully reclining front seats, automatic transmission and hydrosteer power steering as standard. However, a manual 3 speed transmission could be ordered. The car also featured electrically adjustable rear shock absorber settings, a separately controlled rear passenger heater and optional West of England cloth trimmed seats as well as many smaller amenities such as individual reading lamps.

While the post World War II home market for the car continued as before, the Rootes Group also marketed the car for export. The Super Snipe was assembled in Australia, commencing in 1953 with the Mark IV. From 1956 the car was available with automatic transmission, but the model was discontinued shortly afterwards. Super Snipes were also assembled in New Zealand for a number of years by Rootes Group and Chrysler importer Todd Motors which later became Mitsubishi New Zealand.