These days many of the group manufacturers, having evolved a sound and efficient design for their best-selling product, use this as the basis for others of their cars in different commercial categories. Thus, although the Humber Sceptre's close affinity with the Hillman Super Minx is obvious, yet in many quite important details they are as different as chalk from cheese. A lot of extra time and money has been put into special niceties of finish, added equipment and improved performance. One might borrow an Americanism and pinpoint the Sceptre as a British luxury compact.

Because they are perhaps the most impressive aspects of the car, the tasteful and well-planned interior fittings deserve first mention. Minor instruments are grouped in the centre of the facia, with switches and heater controls dispersed beneath them. The facia extends downwards as a console carrying the gear lever, with neat leather gaiter; the larger instruments before the driver, speedometer and rev. counter, are hooded to avoid windscreen reflections, and on the left is a firmly padded grab bar, with roomy locking compartments beneath. The 'instruments give steady readings, and speedometer, oil and fuel gauges are marked with both English and metric calibrations .

Excellent visibility forwards results from an unusually deep screen with double curvature glass wrapped round at the sides to bring the pillars well back.
Similar to that of the Sunbeam Alpine II, the steering wheel is of small diameter and mounted low enough not to interfere with forward vision. There is enough fore-and-aft seat adjustment for all but long-legged drivers, and with it set full back passengers behind have room for their feet under the bucket seats. Adjustment for rake or height of the front seats is also provided with the aid of a spanner.

There was some criticism of the pedal positions being offset so far to the right-indeed, even the clutch pedal is to that side of the steering column. Granted, one becomes more or less accustomed to this in time. A less important thing is that some drivers may find the top half of the horn ring obstructing their view of the speedometer and rev. counter; a semi-circular ring would answer this point.

In essentials common to other Rootes cars of this size, the engine is a four-cylinder of 1,592 c.c., tuned to the same pitch as that of the Sunbeam Alpine. It has the same water-jacketed inlet manifold, twin Zenith carburettors and 9·1 to 1 compression ratio, but more apt comparisons can be made with the Singer Vogue. Both Sceptre and Vogue weigh about the same, at just under 22 cwt unladen, but with 80 bhp against 62, the Sceptre accelerates from rest to 80 mph. in 35·9 sec, little longer than a Vogue takes to reach 70 mph.. Maximum speed is up from 84 to 90 mph. The standing start quarter-mile time of 20·3 sec indicates the lively performance available, provided one makes full use of the engine's eagerness to rev and the really splendid gearbox.

This is not a top gear car in the colloquial sense. It thrives on brisk driving at high revs, and acceleration times in the gears show how much the performance is improved if, for example, one uses direct third rather than overdrive top to accelerate from 40 to 60 m.p.h. The time is more than halved.

Although not noisy, the engine is a little harsh, especially when accelerating hard in the higher ranges, but revs freely without resonant periods up to the 5,500 rpm red warning on the counter. Cold starting is reliable, and in the warm test weather the choke was seldom needed; but when hot the starting mixture tends to over-richness; in such conditions the handbook instructs one to open the throttle slowly but fully. The test car's idling was lumpy unless set up to about 800-1,000 rpm, which also overcame a habit of stalling when the car was stopped abruptly after a spell of hard running.

Included in the standard specification, the Laycock-de Normanville overdrive works for both third, and top gears, and has a very convenient switch with a long, finger-tip stalk behind the steering wheel; this could be a bit nearer with advantage. It is pressed downwards to engage overdrive, upwards for direct drive. Except on the overrun the overdrive usually engages smoothly, and always the response is immediate. When the gear lever is moved out of the third top plane of movement, overdrive cuts out automatically and stays out when one changes up again until re-selected. Quick changes can be made from overdrive top straight into direct third simply by flicking the gear lever across the neutral gate during the change, a useful dodge to remember.
A small tell-tale just above the steering column, clearly visible by day shows when overdrive is in action; with the side lamps on a resistance cuts down its brightness to a dull glow.

Use of Overdrive

Overdrive third, although little lower in ratio than direct top, is sometimes useful for continuous acceleration, extending the maximum from 65 to 80 mph without moving the gear lever or relaxing pressure on the accelerator. This is often the best technique when overtaking a line of traffic, after which one can then change straight to top overdrive. When taking our performance figures, however, it was found quickest to change from overdrive third into direct top at just under 80 mph.

Compared with the Singer Vogue, the Sceptre has a slightly higher axle ratio of 4·22 instead of 4·44 to 1; in overdrive top it runs at 20·2 mph per 1,000 rpm, sufficiently high for a true 85 mph or so to be held indefinitely in very leisurely style. That overdrive top is a true cruising gear is emphasized by the top speed of 90 mph being the same in both overdrive and direct tops.

A sturdy and business-like gear change goes with all the Rootes 1.6-litre cars. There is no synchromesh on bottom gear, so one has to double-declutch when changing down from second. Yet second gear is low enough for restarts from rest on the level, although the makers do not recommend this. On first acquaintance the clutch seems rather slow to take up the drive; but it was lack of engine power rather than any shortage of bite in the clutch that almost prevented a restart on our 1-in-3 test hill.

This gradient also was just beyond the ability of the handbrake. The footbrake is servo-assisted, with Lockheed discs at the front wheels. Nicely progressive in response to increases in pedal pressure, the brakes achieved the generally accepted maximum deceleration of 1.0g from 30 mph After repeated strenuous testing there was no obvious loss of efficiency; hard pad material is used for long life and to guard against delayed response in wet weather.

As for steering, at speed on the straight the Sceptre holds a true course with little need for correction, even in quite a strong cross-wind. The control is not springy, there is little or no lost movement and it is agreeably light except for corners; then strong castor action and a pronounced understeer make it quite hard work to hold the car through a fast bend. The turning circle of 36ft between kerbs is fair for a medium-size car.

When rushed fast through corners the Sceptre feels extreme1y safe and there are no sudden changes of behaviour to contend with. The understeer is consistent and is heralded by considerable tyre squeal long before the wheels lose adhesion. An anti-roll bar stops the Sceptre from leaning over on corners as much as its sister models.

Ride comfort must be allied to the seats, which are entirely new on this model. They are deeply cushioned with foam rubber over a rubber membrane base, and give very comfortable support well forward under the thighs and in the small of the back, and for lateral, support on corners, since the backrest extend around the shoulders. Any minor vibrations and tremors from the suspension are efficiently absorbed.

On most British roads at speeds above 30-35 mph the ride comfort is excellent and although the occasional severe bump or wave does throw one up rather firmly, the rebound is effectively damped. At lower speeds, even on re1atively smooth surfaces, the ride is livelier than one might have expected. Insulation from drumming or road roar on coarse surfaces is very thorough. Away from typical British roads the car gives an adequate but rather unyielding ride over really bad going such as pavé or simulated washboard.

Excellent illumination is provided by the now-familiar four-lamp system, and especially on dipped beams the long throw along the near-side verge, which does not appear to dazzle oncoming drivers, is appreciated. A blue tell-tale confirms when the headlamps are undipped; they can be flashed for signalling by a tweak on the direction indicators lever. A separate three-position tumbler switch gives a choice of dim or bright panel lighting. The interior lamp mounted at the top of the windscreen is just bright enough for map reading, and is turned on automatically when either front door is opened.

In common with the Vogue and Super Minx, the Sceptre has its fuel tank well out of the way in the left· hand rear wing to give a useful square luggage space. A really big boot, extending right over the rear axle, is the result; it has a flat floor, with the spare wheel mounted on a wind down trestle underneath.

Unfortunately this has entailed reducing the fuel capacity to 10.5 gallons and stops for petrol have to be made rather often. Over a number of intermediate checks with consistently hard driving, the Sceptre returned 22 mpg, improving to a best figure of 29 mpg with very gentle running. Although neatly calibrated in gallons and litres, the fuel gauge readings were only the vaguest guide; for instance, adding two gallons with the needle showing E (Empty) would push it up well past the three-gallon mark.

Enhancing the Sceptre's attraction for the keen buyer such equipment as automatic reversing lamps, an electric dock and a heater are included in the standard equipment. The heater takes fresh air from a grille near the base of the windscreen, and there is vigorous delivery by ram effect, complemented by a two-speed fan for traffic speeds. The demisting is equally efficient and clears a fogged-up windscreen in a matter of seconds if the coolant is already warm. When switched to "cold" the air coming through the ventilation system really is at ambient temperature, and in addition there is a cold air vent on the driver's side which can be used to direct fresh air to the feet in hot weather. A similar vent for the passenger's side is available at extra cost. As well as emerging on to the toeboard, air from the heater also issues from slots in the sides of the console, near the gear lever, and is directed under the seats to the rear compartment. With the good ventilation arrangements and the quarter-lights in the rear doors open, the interior can be kept pleasantly cool in hot weather without having to spoil the comparative freedom from wind noise by opening front windows.

A windscreen washer is standard, and the two-speed wipers clear overlapping arcs of the screen extending reasonably close to the side pillars. The "aerodynamic" blades fitted do not lift at high speed and, with the aid of the washer, have the unusual ability to clear dead insects from the glass.

Many manufacturers have reduced grease points to one or two, or have very long service intervals, but the Humber Sceptre requires no chassis greasing at all. The makers only suggest changing the engine oil every 3,000 miles; at every 6,000-mile service the oil filter element and the gearbox and axle oils also should be renewed.

In offering such a complete range of equipment, backed up by so much attention to comfort and refinement, the Sceptre is an attractive and individualistic four-five seater. Today's traffic conditions encourage compact overall dimensions, yet the demand for high quality continues, so it is not surprising that the small Humber is already a commercial success.

© VEA