Confessions of an Automationeer, Part 97: The Hampton Renaissance
After the turbulent 1970s, the Hampton Motor Group was desperate to get itself back on track. To that end, they decided to embark on a program that would see improvements in reliability and build quality across their entire range. As part of the plan, much of the range would receive significant mechanical updates. Chief amongst these was the availability of mechanical fuel injection on all models by 1977; by 1981, it would be standard across the whole range.
These improvements manifested themselves in a line-up that was either class-leading or, at the very worst, highly competitive compared to other makes' offerings. In particular, their new sports coupe, the Harpy, was reinvigorated by this master plan: due to the fuel crisis, it almost didn't happen, but thanks to Chairman Toby's decision to greenlight it back in 1975, it quickly became a firm favorite among enthusiasts. However, it was not until the 1981 model year that the Harpy really came of age, after a facelift that replaced the exposed headlights with retractable ones. That year, the high-performance GTS trim was introduced; with 190 horsepower (despite the fitment of a three-way catalytic converter, which had also become standard across the range by then) and pin-sharp handling, it quickly became a hit, especially among performance-starved American customers who had been looking for a proper muscle car replacement ever since the oil crisis put a damper on those hopes.
The entry-level Fennec would not be neglected either. In addition to adopting an optional electronically controlled automatic gearbox, its engine was revised slightly. The result was a small but noticeable increase in fuel economy. At the other end of the range, the flagship Vanguard, now offered in long- and short-wheelbase variants, restored the model line's reputation as a prestigious and comfortable cruiser, even if reliability remained suspect.
Some of the cars offered by the Hampton Motor Group during 1981, from left to right: Fennec 1.6 3-door hatch, Harpy GTS coupe, and Vanguard LWB.
With the success of their revised model range, Hampton seized on this opportunity to carry this momentum into the new decade by introducing a whole new range of models for 1985. Among them were the fourth-generation Ferret, Valiant and Vanguard, along with a revised version of the Fennec, now called the Fennec II. There would also be a new sports car, one that would replace the Harpy; on Chairman Toby's insistence, it would be called the Peregrine II, in honor of the Harpy's much-loved predecessor. By 1987, the Transliner people mover, Transtar III cargo van, and Nevis III pick-up truck would also be in production. All of these would be shown at contemporary motor shows around the world, such as Detroit, Geneva, Paris, and Frankfurt.
Given that the redesigned Fennec, Ferret, Valiant, and Vanguard have already been discussed earlier in this series along with the Peregrine II, it would be best to explore the rest of the 1985-87 range in this post, starting with the Transliner. This was the company's first-ever people mover, and one that was capable of seating four to eight occupants depending on trim level and configuration. The larger Transtar III, on the other hand, was strictly a commercial vehicle only, and used a simpler single-cam engine (as opposed to the Transliner's newer dual-cam unit) due to cost and reliability constraints.
Such was the Transliner's success that there were even plans to build an XL version using the new Transtar's body, but these were rendered superfluous by the success of the base model. As for the new Nevis, it retained its predecessor's overhead-valve engine for reliability reasons, albeit with multi-point electronic fuel injection for improved efficiency and reduced emissions. This new technology would also be fitted to its smaller sibling, the Fairlie, as part of that car's 1987 facelift - at one point, a completely new body was considered, but rejected due to lack of cargo space.
Equally significant was the adoption of three-way catalytic converters and unleaded fuel for the entire range, regardless of where these cars were sold. Hampton had already abandoned leaded fuel as early as 1974, but only in the U.S. market, which was at the time their most lucrative. Also, as a consequence of having to more easily comply with contemporary Federal safety legislation, some of Hampton's more upmarket cars would be fitted with more advanced safety equipment from 1981 onwards, either as an option or as standard.
Above, from left: Assorted 1987 Hampton cars - Fennec II 1.6 Essence, Ferret 2.8 Prime, Transliner 2.0 Prime, and Nevis III 4x4.
All in all, the 1980s was a prosperous decade for the Hampton Motor Group as a whole. Sales had improved, primarily due to improved reliability, efficiency and build quality, while performance had once again returned to the range with a vengeance after a brief hiatus. All of this was made possible by the adoption of new technologies and more streamlined production processes. With both of these in place, it came as no surprise that this generation of Hampton cars, trucks and vans was the best yet - and the motoring press most definitely knew it.
Even as Chairman Toby turned 70, he remained optimistic about the future of his company and its products. Emboldened by his recent successes, he became more determined to stay at the helm until he felt that he could finally step down on his own terms, especially since few people were in a position to properly replace him. In fact, he only did so in 1989, having realized that he had done all he could for his company by then. But regardless of who replaced him, Hampton's transformation during the 1980s would ultimately put it in a better position going into the 1990s and beyond.
