The Austin Healey 100 Sports Car

Donald Healey made many visits to the USA and had identified a market opportunity for a sports car to fit between the Jaguar XK series and the MG. At the time he was working with the American car maker, Nash Kelvinator Corporation, on account of a chance meeting with George Mason, president of Nash Kelvinator, whilst crossing the Atlantic aboard the Queen Mary.

In the UK, Donald Healey had set about developing a prototype and was secretly building it at his home in his attempt to conceal what he was doing from Nash, as he was planning to compete against him, as well as Morris, the very company who had supplied him with Riley engines.

A Super–Star in the Making

Unbeknown to all at the time, this clandestine operation was the beginning of the production of a car that would make Donald Healey a absolute legend in sports car manufacture.

Healey decided his new car would have a different engine to that of the Riley, which he had always been used to. After discussions with Leonard Lord, head of The British Motor Corporation (BMC), Donald Healey secured an agreement that BMC would supply a 2.6–litre 4–cylinder engine, complete with gearbox, as used to power the Austin Atlantic saloon.

The Austin engine proved to be ideal, but Donald Healey disliked the ratios of the gearbox that came with it. To solve this perceived problem he blanked off the very low first gear, therefore making a 3–speed gearbox. Then, to get over the problem of the missing ratio, he fitted an overdrive unit, operating on what were now second and third gears. This had the effect of turning three gears into five.

The Austin Healey 100 on Show in London

The car that emerged was the Healey 100 (100 denoting both 100mph and 100 horsepower). This was a stunning two–seater sports car, introduced to the world at the 1952 London Motor Show, staged at Earls Court.

Before the show opened, Leonard Lord had a look at the car and was smitten by it. The Austin Motor Company desperately needed a sports car to compete with MG, the new Triumph TR2 and the Jaguar XK 120, and this car appeared to have the potential to do just that.

Legend suggests that before the show, Leonard Lord had set a task for three manufactures to each produce a sports model for the exhibition. He made it a competition, the winner of which he would be awarded a production contract.

The two other competitors were Frazer–Nash (no connection with Nash Kelvinator Corporation with whom Donald Healey built the Nash–Healey cars) and Jensen. However, the Jensen car had not been finished in time, and therefore was not shown, so this only left Frazer–Nash and Donald Healey in the running.

The Motor Show Opened and the Healey Car was an Instant Hit

When the show opened, the Healey 100 became an immediate star, receiving rave reviews from the motoring press. Inspired by the reception, Leonard Lord decided there and then this was the car he wanted and to be produced under the Austin name.

All the ingredients were there. Healey needed the production capacity of an established car manufacturer to produce his design and Leonard Lord wanted to produce the car because he believed it would sell in large numbers.

This was a partnership between BMC and The Donald Healey Motor Company that was to form the name, Austin–Healey, and marked the start of a relationship that would last for sixteen years.

However, the construction of the Austin–Healey 100 car did not just involve the Austin wing of BMC and Donald Healey.

Other Companies Were Tasked With the Manufacture of Parts

The first 20 pre–production Austin Healey 100’s were assembled at Donald Healey’s small plant in Warwickshire. In 1953, assembly moved to the Austin factory at Longbridge. Whilst the engine and transmission were manufactured by Austin, the chassis was constructed by a company called John Thompson Motor Pressings.

The bodies for the car were supplied, assembled and trimmed by the Jensen Motor Company. Jensen had the capacity to produce these in the numbers required, whereas Austin could not. However, Austin could at least assemble the car at the Longbridge plant.

Also in that year, the Austin Healey 100 won the Grand Premium Award at Miami’s World Fair in the United States, as well as being voted the International Motor Show Car of 1953 at the New York motor show.

As a publicity stunt a standard production car was taken to Utah Salt Flats where it recorded an average speed of 103.94 mph over a 5,000km endurance run.

An After Market Performance Kit Becomes Available

In 1953, something called the Le Mans Modification Kit became available and was manufactured by the Donald Healey Motor Company. It had been developed for a special aluminium bodied version of the car of which three were built for testing and development purposes.

Carburettor size was increased to 1¾–inches, there was a high–lift camshaft, modified distributor and air intakes. The modifications also included anti–roll bars and larger drum brakes. Later, and with the BN2, the Longbridge plant would install components of the kits as standard equipment on what became known as the ‘M’ cars.

By the summer of 1954 the production of the Austin Healey 100 at the Longbridge plant for the first time exceeded 100 cars per week.

Also, over the first three years since its launch, out of the 14,600 cars produced, only 3.5% of them remained in the UK. From April 1953, the date when the first Austin Healey 100 left the factory, to August 1955, 10,010 examples of the car were sold. 10,688 BN1’s were produced in total.

The Austin Healey 100 Sets New Records

In 1954, to further publicise the Austin Healey 100, Donald Healey achieved just above 193mph over a flying kilometre in a 224bhp supercharged and streamlined version of his car. Carroll Shelby, who would later produce the AC Cobra, went on to break sixteen U.S. and international speed records in Healey’s car, averaging approximately 160 mph.

These record breaking achievements and motor racing successes resulted in the further development of the car, and saw the appearance of the famous Austin Healey 100S, the ‘S’ standing for Sebring. The car had a heavily modified engine and was constructed from aluminium body panels, and only 50 of them were built.

Such was Donald Healey’s confidence in the strength of his car, the Austin Healey 100S was entered in many competitions. This included the prestigious Le Mans 24–hour endurance race, where it enjoyed substantial success.

It was at the 1955 Le Mans meeting that an Austin Healey 100 Sebring model, raced by Stirling Moss and Lance Macklin, became involved in the famous and terrible accident in which as many as 80–people lost their lives.

The Healey car, whilst being driven by Lance Macklin, was struck from behind by the Mercedes of Pierre Levegh, driving at over 150mph. This occured as the cars entered the area of the grandstands. During the collision the Mercedes was launched into the air off the sloping back of the Austin Healey, and flew through the air and into the crowd, killing spectators and injuring as many more.

The Second Edition – The Austin Healey 100 BN2

In October 1955 the Austin Healey 100 BN2 was launched and with it the Austin Healey 100M. The 100M was most easily identifiable by its louvered bonnet panel, crossed over by a leather retaining strap. 640 100M’s were made. Often the M–cars would have a special two–tone paint finish.

The standard Austin Healey 100 BN2 had larger drum brakes and a four speed gearbox with overdrive, replacing the three speed unit. The most obvious change in appearance was that of slightly larger front wheel arches. Production ended in July 1956 and after 3,924 examples had been produced.

Austin Healey 100⁄6 – Two More Cylinders

In August 1956 the four–cylinder 2.4–litre Austin engine was discontinued in the Austin Healey 100 and replaced by a six–cylinder unit of the same cubic capacity. This engine was the same as that fitted to the Austin Westminster saloon.

Donald Healey thought he had identified a market for a sports car that could occasionally carry four people instead of just two, and so the updated car was given a new 2+2 body and was known as the Austin Healey 100⁄6 BN4.

After the introduction of the Austin Healey 100⁄6, the old four–cylinder cars were dubbed as the 100⁄4, an unofficial title and one that was never used by the factory.

The familiar diamond–shaped radiator grille was replaced by a new oval style, incorporating wavy horizontal bars, a feature that appeared on all the Austin models of that period. The car also sported external door handles for the first time. Other alterations included a fixed windscreen, instead of the fold down version of the earlier cars.

Shoehorning The Bigger Engine Into The Car

Structural modifications included the removal of the front cross–bracing within the chassis, so the radiator, taken from a Healey saloon, would fit. This was positioned further forward and beneath the front of the bonnet with only the top header being exposed when the bonnet was raised.

Additional engine mountings were welded in behind the original four–cylinder mounts and the passenger side bulkhead ceiling was lowered to allow space for the carburettors.

Due to the dimensions of the new six–cylinder power unit, extra space had to be found within the engine compartment. To help with this a bulge with an air scoop was put into the bonnet panel so as to provide sufficient clearance at the top and front of the engine.

Also, when adapting the car to take the six–cylinder engine, the transmission tunnel was enlarged at the front to make space for the engine itself. This meant there were 4–inches less width to the footwells, making them very narrow.

In addition to the measures to accommodate the new six–cylinder engine, the chassis was increased in length by two inches between the axles, so as to allow room for the new rear seats. Also, the rear panel behind the cockpit was made smaller to make more room in the car, but with a resulting loss of much boot space.

The old 4–cylinder cars had twin 6–volt batteries mounted within the engine compartment, but these were now replaced by a single 12–volt unit, housed within the boot. To compensate for this the spare wheel was now stowed on the boot floor.

Lower on Power and Not as Popular

However, the car proved not to be as popular as the previous two–seater model. This was on account of the comparatively inadequate power output of only 104bhp from what should have been an awesome engine.

The problem was that of the cylinder head, which had an integral two–port inlet manifold. This meant it was not able to get an adequate amount of fuel and air into the combustion chambers. Being made of cast iron, this power unit was also very heavy, the combination of which made the performance of the new car worse than the one it had replaced.

Rear Seats Did Not Prove to be Popular

Something else that did the 100⁄6 no favours was the rear seats did not work well with the car, on account of there being very limited legroom. Those people who did manage to squeeze into the back found that their heads were placed directly in the stream of air coming off the top, and from around the sides, of the windscreen. This made riding in the back of the Austin Healey 100⁄6 a most uncomfortable experience.

Since there was very little room in the downsized boot space for luggage, the 2+2 car was only really ever used as a two–seater anyway. It was in the form of this four–seater sports tourer the Austin Healey 100⁄6 made its debut and to a very lukewarm reception.

The press were unusually kind to the car, trying to look at the positive aspects of the new design. They suggested it to be more practical and smoother than the model it replaced, rather than slating it as the bad idea it was.

Power Output Increase to Satisfy Customer Complaints

In May 1957, and to counter customer complaints concerning the meagre performance of the 100⁄6, the engine was revised and power output improved.

There was now a separate six–port manifold and bigger carburettors (as shown in photo). This upgrade increased the power output from 104 to 117bhp, and gave a very useful increase in torque.

During the last months of 1957, production of the Austin Healey 100⁄6 moved completely from Longbridge to the MG factory at Abingdon where it was built alongside the MGA and Riley saloons. It was here, in January 1958, the two–seater version was re–introduced and built in addition to the 2+2 version.

The Introduction of The Austin Healey Sprite

The year of 1958 saw the introduction of another Austin Healey sports car. This new model was also an open–top sports car, but much smaller in size than its big brother.

Having apparently identified a gap in the sports car market, Donald Healey and Leonard Lord of the Austin wing of BMC set about producing a small budget sports car that was to be built largely from the components of the Austin A35 saloon.

The car that emerged was the Austin Healey Sprite, or as it became affectionately known, the Frog-Eye Sprite.

The nickname for the car came about on account of the positioning of the headlights. Being above the mouth–shaped grill, and positioned slightly inboard, this gave the car the resemblance to a frog.

The Austin Healey 3000 – The Big Healey

In 1959 the Austin Healey 3000 was launched, a car that was quickly christened the Big Healey by the public and the press alike. This car was a sensation, as not only did it look fantastic, it sounded as good as it performed on the road.

The engine was a further development of the 100⁄6 2.6–litre unit and now had a cubic capacity of 2912cc, producing 124bhp. The front brakes were uprated to discs as standard equipment, a relatively new idea at the time, and the body was offered in both two–seater and a newly revised 2+2.

The 2+2 car had been modified to give the occupants and their luggage more space, something that made it a whole lot more acceptable to the buying public. Eventually, this car was outselling the two–seater version.

The Austin Healey 3000 MkII is Launched

In 1961 the MkII version of the Austin Healey 3000 was launched and was easily recognisable over the Mk1 by the now horizontal bars to the radiator grill. This radiator grill design gave the car a more modern look and remained a feature for this and all future versions of the car.

Mechanically, the car featured a triple carburettor set up on the engine, which significantly increased the engine power output to 132bhp, as well as its thirst for fuel!

However, in January 1962 the Mk11a emerged with two large carburettors replacing the triple carburettor design, and for the first time the car received wind–up side windows, as well as a curved windscreen.

When the Austin Healey 3000 MkIII appeared in 1963, the 3–litre engine had received a new design in camshaft, different valve springs and bigger HD–8 carburettors, increasing the power output to 148bhp.

There was a whole new interior too, including a new wooden dash panel incorporating a radio. Another innovation was the engine was no longer started by use of a button, but by the twist of an ignition key.

In May 1964 the Big Healey was again modified, with alterations being made to the chassis to give the rear axle more vertical suspension travel. This improved ground clearance as well as the ride quality of the car. With the leaf–spring rear suspension increased to six–leaves, there was no sacrifice to the handling performance.

The End of The Road For The Big Healey

In 1966, British Motor Corporation absorbed Jaguar and became British Motor Holdings (BMH), an event that put George Harriman in charge of Austin. This was not a good situation for Donald Healey as George Harriman wanted to replace the Big Healey with a 3–litre version of the MGB, but with Austin Healey badges. The MG car was released in 1967, but as the MGC, but was discontinued in 1969.

In 1967, 3,051 Big Healey’s were made, but the design of the car was clearly showing its age. There were new US emissions and safety standards to contend with and to which the car no longer conformed. As more units were sold in the United States than anywhere else the implications were serious.

The Austin–Healey 3000 needed to be replaced, but would take some serious financial investment. It was at this time (1968) British Motor Holdings was swallowed up by the bus and truck company, Leyland Motors, and began trading under the banner of British Leyland Motor Corporation (BLMC). This meant that British Leyland now owned the factory at Abingdon and the Austin Healey brand.

At the time MG cars were selling in large numbers, with a strong line up in the form of the MGB and MG Midget. The Triumph wing, now also owned by British Leyland, was doing equally well with the Spitfire and was developing a new project with Karman of Germany to replace the Triumph TR5.

Further Development of The Austin Healey 3000 Could Not be Justified

British Leyland could not justify the expense of developing yet another sports car and the decision was made to axe the Austin Healey range altogether. Donald Healey was not best pleased and it was at this point that relations at this point between him and British Leyland broke down completely.

In March 1968, production of the Austin Healey 3000 ceased with BJ8 and with only one right–hand drive car being built in that year. The car was issued with chassis number 43026 and was finished in Ivory White, marking the end of a very special era in British sports car manufacture.

The Golden Healey’s

There is a common myth that suggests the last few BJ8 Austin Healey 3000’s were painted with a gold finish. The truth is there were indeed a number of cars finished in a metallic golden beige, and this was in fact an MGB colour, and this was complimented with either red or black interior trim.

The Golden Healey’s, as some refer to them, were not all manufactured in chassis number sequence, but were interspersed with other colours. The lowest chassis number for the MGB gold painted cars was 40190, these being built in January 1967, with the highest chassis number of 43025 being built in November 1967. This made up a total of 553 Gold coloured cars.

The end of the Austin Healey 3000 and Sprite was not the end of Donald Healey’s involvement in car production. At the end of the 1960’s, Donald Healey was appointed chairman of the recently bailed out Jensen Motor Company, with his son, Geoff Healey, being made a director. This was an event that completely and finally severed all involvement between Donald Healey and British Leyland.

The Discovery of Healey Cars That Never Made it to Production

In later years it was discovered that following the demise of the Austin Healey 3000 in 1968, the Donald Healey Motor Company had been secretly dabbling with a new model, obviously intended to succeed it. It appears that three examples were built, and although it may have looked familiar from a distance, close inspection revealed it to be really quite a different animal.

What Donald Healey had done was to take the body from the original Austin Healey 3000 and cut it in half length–ways. Then, putting a six–inch fillet between the two halves, it was welded back together. Rumours have suggested there had been a fourth car, but so far there has been no secure evidence to support this.

Powered by Rolls Royce Engines

Under the bonnet was a Rolls Royce engine, complete with Rolls Royce markings, and the same engine as fitted to the Austin Princess R. It makes sense for this to have been the choice of the factory because of the past association between Donald Healey and Austin. The engine was also readily available.

This engine was made from alloy, making it somewhat lighter than the cast iron example of the old cars, meaning the weight distribution would be better. With the widened track, allowed for by the wider body, the car would undoubtedly have been blessed with very good handling properties.

The gearbox appeared to have come from Jaguar, as fitted to the E–Type, and the rear axle was either a normal Austin Healey 3000 item, or from the MGC. Two of the three cars were fitted with automatic gearboxes, and the third a manual with an overdrive unit, only acting on fourth gear.

The story of the secret building of these three cars by the old Donald Healey Motor Company is indeed a magical one. No doubt, if the car ever had been taken into production, the Rolls Royce powered model would have gone down very well, especially with US buyers.

Austin Healey Cars Will Always be Sought After Classics

Long after the demise of all those great British sports cars, the Big Healey is still regarded as an icon of that era. It is, and always will be, undoubtedly one of the most sought after classic cars of all time. This observation is well supported by the huge sums of money the cars fetch when occasionally appearing for sale.

As long as there are those who are enthusiastic enough to look after the remaining cars they will always continue to invite awe and admiration as one of the greatest sports cars of the twentieth century.

As for Donald Healey, on 15th January 1988, in his native village of Perranporth in Cornwall, he passed away a few months before his 90th birthday. He was indeed a legend to motoring enthusiasts the world over and so his cortege fittingly included many representatives of the cars that carried his name.

Replica Austin Healey 3000’s

However, the story doesn’t quite end there. Although production of the great Austin Healey sports cars may have long ago ended, and perhaps as testament to the great passion that still exists for them, a replica Austin Healey 3000 is available, courtesy of a company called Sebring International.

Sebring International is a family owned business trading at Wisbech, Cambridgeshire since 1994. Choices of power for the Big Healey replica come from a Nissan 2.8 6–cylinder engine, Ford 2.9 V6, Rover V8, or a 350bhp Chevrolet V8. For transmission there is a choice of 5–speed manual gearbox or automatic.

Acknowledgements

Thanks goes to Steve Byers, BJ8 Model Registry, Havelock, NC, USA, for information provided concerning the production of the Golden Healey cars at the end of the Healey 3000 production era.

For further information about Austin Healey cars, visit the website of The Austin Healey Club.

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The Austin Healey 100 Sports Car