Hillman Avenger: Davenport Vernon Master Conversion

The Master Avenger: A Deeper Dive into Davenport Vernon's Enhancement

The Hillman Avenger, a familiar sight on British roads, has recently been the subject of considerable attention from our editorial staff. My own particular interest lies in the potential to elevate the standard offering, focusing not just on outright straight-line speed but also on enhancing its road manners, specifically its grip and overall driving enjoyment. It was with these aspirations in mind that I eagerly accepted an invitation from Mr. Ralph Denne of Davenport Vernon to experience their £60 Master Avenger engine kit. This kit was installed in an early Grand Luxe 1,500 c.c. model, a demonstrator car that also boasted a selection of appealing extras. These included stylish 5-1/2 inch alloy wheels and aesthetic enhancements like a sporty steering wheel. We put this modified Avenger through its paces rigorously for a full day amidst the scenic, and at times challenging, terrain of the Berkshire Downs, supplementing this with urban driving in the surrounding towns. Fortunately, the weather gods smiled upon our testing, providing us with a deluge of rain in the morning, which then gave way to a glorious afternoon of sunshine, perfect for performance evaluations.

Under the Bonnet: The Heart of the Master Conversion

The engine modifications themselves are refreshingly straightforward. The kit introduces a pair of 1-1/2 inch choke Stromberg 150 CDS carburettors, mounted on new tubular steel inlet manifolding. These work in tandem with a high-lift camshaft, a component that Mr. Denne approached with a degree of caution. He recounted an earlier experience with a product called the Master Hunter, which featured a camshaft sourced from a Sunbeam Rapier. The motoring press, in their usual meticulous fashion, highlighted this detail. Consequently, Davenport Vernon & Co. – a prominent Rootes dealership situated near High Wycombe in Buckinghamshire – found themselves inundated with potential customers eager to undertake their own Master Hunter conversions. For the Master Avenger demonstrator, two camshafts were trialled. The initial unit was geared towards high-revving performance, delivering its power band between 4,000 and 7,000 r.p.m. The second camshaft, the one fitted to our test car, was ground to optimise breathing and provide excellent performance across a broader range, from 2,000 to 6,000 r.p.m. Frankly, without the spirited manner in which the engine soared to 7,000 r.p.m. through the gears, one might not have immediately identified that the camshaft had been altered from the standard specification. The idle speed was a consistent 1,000 r.p.m., and unless one were to step outside and listen intently to the exhaust note, the Master Avenger sounded remarkably like a standard production model.

Additional Enhancements: Beyond the Engine

Perhaps the most noteworthy addition to the car, priced at £17 10s., was the Kenlowe electric fan. Mr. Denne explained that this was fitted primarily to mitigate mechanical noise generated at higher r.p.m. when the more potent camshaft was in use. It is worth noting for prospective Avenger owners considering the modified engine parts that the installation cost may be an additional £5 on top of the quoted £60 for the kit. This is due to the necessity of replacing cam followers in engines that have already accumulated a significant mileage. The test car also featured several other optional extras. These included four 5-1/2J Cosmic alloy wheels, which added £29 to the total. A set of 165 x 13-inch radial tyres cost £12. For steering enthusiasts, a dished steering wheel with a black synthetic leathercloth rim, known as the Formula steering wheel, was fitted at a cost of £9 19s. 6d. The factory-fitted tachometer, which retails at £9 15s. for the GL model and £14 7s. for the De Luxe and Super variants, was also present. Completing the visual enhancements was a body stripe, which carried a charge of £5. The tyres fitted to our borrowed vehicle were Goodyear G800s. However, it's worth mentioning that a considerable number of Master Avengers have been supplied with Michelin ZXs, as these have proven to be more readily available in recent months.

First Impressions: On the Road with the Master Avenger

The car proved to be remarkably eager to start. After a brief explanation from Mr. Denne regarding the non-standard seat finish and the accelerator linkage on this particular demonstrator – a car that had already covered nearly 15,000 miles – we set off into the misty conditions surrounding High Wycombe. My prior experience with a standard Avenger was limited to under 50 road miles and slightly more time spent gathering performance figures. However, the familiar characteristics of the rack-and-pinion steering, which offered no discernible kick-back, the excellent braking system, and the adequate, if not particularly inspiring, gear change all felt reassuringly familiar. During the damp morning, the car exhibited a strong and composed performance, even when navigating the deep puddles that dotted the roadside. The wider tyres undoubtedly contributed to improved adhesion on the dry surfaces, but on the rain-slicked tarmac of Berkshire, the Master Avenger displayed a tendency for its rear end to step out. While this occurred, it did so in a controlled manner, allowing for immediate correction of any rearward movement at moderate speeds. As we increased our pace, regularly exceeding 50 m.p.h. in second gear and approaching 80 m.p.h. in third, our respect for this gleaming golden Avenger grew. It handled our increasingly ambitious inputs with commendable safety. A particularly vivid memory involves entering a large roadside puddle, creating a significant wall of water, only to see a modern Ford truck encroaching on our path. Recalling past experiences on a motorcycle, the driver applied more lock, grateful for the lively acceleration in third gear. While a standard Avenger would likely have navigated such a situation without incident, I suspect it might have exhibited a degree of snaking. The Davenport Vernon car, in contrast, glided through with an unruffled composure.

Everyday Usability and Handling Characteristics

Reflecting that such spirited driving might not be the typical modus operandi for our readership, we adopted a more relaxed approach, changing gears at a comfortable 4,000 to 4,500 r.p.m. and utilising third gear above 3,000 r.p.m. for navigating sharper bends. Driven in this more sedate fashion, the converted car proved to be remarkably restful, whilst still covering ground at a deceptively respectable pace. A testament to this was the sight of a beaming gentleman in a Sprite, hood down despite the wind and rain lashing twigs from the trees, who seemed to be enjoying the drive as much as we were. Apart from the somewhat firm ride, a characteristic of the coil-spring suspension as it left the production line, we found the Master-badged machine to be an exceptionally enjoyable and efficient means of traversing by-roads. After lunch, we shifted our focus to broader capabilities. The converters had provided a photograph of the car negotiating rough terrain, so we headed for the Downs to locate a suitable spot for photography. The Avenger ascended the track leading to the rolling chalk Downs with ease, quickly dispelling any lingering doubts about its robustness. The well-driven car scrabbled over the loose surface without any discernible rattles or groans. The traction is comparable to any front-engined, live-axle rear-drive light car, and the wider tyres likely prevented us from needing to disembark and push, even though their treads rapidly became slick. A dry, private road provided the ideal environment to address performance queries and assess handling under more demanding conditions. The acceleration figures, while good, are best viewed in the context of the Avenger GL’s approximately 17 cwt. kerb weight. We would be the last to discourage comparisons with production cars like the Ford 1600E or the BL 1300 GT, but the truth is that the Master Avenger isn't exceptionally quick off the mark to 60 m.p.h. However, its 0-70 and 0-80 m.p.h. figures, along with its top speed, are competitive considering both its price point and actual performance. There is also a noticeable increase in torque, evident in the car's ability to pull away from the mid-range of its rev band in third and top gears. Specifically, over 1-1/2 seconds are shaved from the 50-70 m.p.h. time in fourth gear, and nearly 10 seconds are cut from the 60-80 m.p.h. acceleration in top gear. The converted car is, in fact, more pleasant for everyday use, a quality we greatly appreciate in any modified vehicle intended for general road use. Unfortunately, fuel consumption did suffer during our 100-mile test, working out at just under 24 m.p.g. While we admit to driving enthusiastically for a significant portion of this period, our findings are not unusual. Other tests have indicated a drop of 2-3 m.p.g. on the overall figures for a standard GL. On dry roads, the handling proved to be somewhat unusual by modern saloon car standards, with the rear end exhibiting a tendency to move outwards under the influence of body roll. This effect is particularly pronounced on faster curves, where a smooth entry is paramount. Any attempt to adjust the car’s line with a sudden flick of the steering wheel will quickly necessitate corrective lock. Personally, I found this a refreshing change, as one soon adapts to using body lean as a means of neutralising any understeer. Overall, the Master Avenger presents itself as a very compelling proposition. Our only minor criticism of the seemingly unburstable 1,498 c.c. engine, which can happily rev to 7,000 r.p.m. in standard form, though not with the same eagerness as this converted version, was a noticeable booming period as the revs approached 5,000 r.p.m. Provided customers are not troubled by this particular trait, we have no hesitation in recommending the Davenport Vernon kit as a worthwhile enhancement to the Hillman Avenger. These comments remain pertinent throughout and following the current Motor Show period. - J. W.

Performance Figures: Master Avenger vs. Standard

To provide a clearer picture of the improvements, here's a comparison of key performance metrics. Figures in parentheses represent the standard Avenger GL.

Gear Speeds and Fuel Consumption

The revised gearing allows for higher speeds in each gear:

• 1st Gear: 34 m.p.h.
• 2nd Gear: 56 m.p.h.
• 3rd Gear: 84 m.p.h.
• 4th Gear: 89 m.p.h. (94 m.p.h. standard)

Fuel consumption, as noted, was approximately 24 m.p.g. under spirited driving conditions, representing a slight decrease from the standard model's figures.

Converter and Pricing Information

Converters: Davenport Vernon & Co. Ltd., High Wycombe, Buckinghamshire.

Prices:

• Engine parts kit: £60
• Complete cars with badges and converted power units:
• De Luxe 1500: £899 15s 9d
• Super 1500: £943 8s 4d
• Grand de Luxe (as tested): £1,022, plus the cost of optional extras detailed in the text.

Frequently Asked Questions about the Master Avenger Conversion

Q1: What are the main engine upgrades in the Master Avenger conversion?
A1: The kit includes a pair of 1-1/2 inch Stromberg 150 CDS carburettors, new inlet manifolding, and a high-lift camshaft designed for improved performance across a wider rev range.

Q2: How does the Master Avenger handle compared to a standard Avenger?
A2: The wider tyres offer better adhesion, and while the rear can step out under hard cornering, it does so in a predictable manner that can be easily corrected. The overall handling is considered more engaging.

Q3: Is the conversion kit expensive?
A3: The engine parts kit is priced at £60, which is a reasonable cost for the performance gains. However, additional optional extras and labour costs for installation can increase the overall price.

Q4: Does the conversion affect fuel economy?
A4: Yes, our tests indicated a slight decrease in fuel economy, with figures around 24 m.p.g. when driven hard, compared to the standard Avenger's figures.

Q5: What are the benefits of the Kenlowe electric fan?
A5: The Kenlowe fan was fitted to help reduce mechanical noise from the engine at higher RPMs, particularly when the more aggressive camshaft is installed.

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