Photo: Bill Vance

Austin-Healey
by Bill Vance

When Englishman Donald Mitchell Healey died in January 1988 at the age of 89, he left a lasting legacy in the many cars that bear his name. He organized the Donald Healey Motor Co. Ltd., Warwick, England, in 1946, and built several low volume Healey models. But he seemed to spend more time building cars with other manufacturers who wanted some of the Healey glamour.

There was the Nash-Healey, the Austin-Healey Sprite, and the Jensen-Healey. But the best remembered one is the big Austin-Healey, which was introduced as the Healey 100 in 1952, and quickly became the Austin-Healey 100.

By 1951 North Americans were becoming enamoured with English sports cars like MG's and Jaguars. But there was a huge price gap between those two, and late in 1951 Healey and his son Geoffrey designed a car to fill that gap.

The Austin Motor Co. was willing to sell the Healeys their 2.6 litre four-cylinder 90 horsepower engine, drivetrain, and suspension from the slow selling Austin A-90 Atlantic. The brakes and steering also came from Austin or its suppliers.

These were fitted to a sturdy twin-rail frame in which the side members were only 17 inches (432 mm) apart and joined by an X- section, making it almost a backbone type chassis. A low-slung, simple yet stylish steel and aluminum roadster body was created, riding on beautiful Rudge-Whitworth wire wheels with knock-off hubs. Thus the Healey 100 was born.

The Healey 100 bowed at the 1952 London Motor Show where it was an instant sensation. One impressed viewer was Leonard Lord, head of the British Motor Corp., recently formed through the merger of Austin and Nuffield (Morris, et. al). He immediately wanted it for BMC. A deal was struck and two days later the car sported an Austin-Healey badge.

The Austin-Healey 100 went into production in 1953 and began arriving in North America late that year. The established BMC dealer network provided a ready-made distribution system.

For a publicity boost, and to demonstrate the durability of the Austin long-stroke engine (bore and stroke 87.4 by 111.1 mm; 3.44 by 4.38 in), an Austin-Healey ran in the International Record Trials on Utah's Bonneville Salt Flats in September, 1953. Donald Healey was one of the drivers.

By the end of the trials the Austin-Healey had broken more than 100 class D (2.0 to 3.0 litre engines) records, and shattered all American stock car records for distances from eight to 4,830 km (5.0 to 3,000 mi.). As further proof of endurance, a stock A-H averaged 167 km/h (104 mph) for 30 hours. Top speed was equally impressive; a modified A-H achieved a one-mile, two-way average of 230 km/h (142.6 mph).

When it got into the hands of the testers, the A-H's numbers were very respectable. Road & Track magazine (7/54) reported a top speed average of 165 km/h (102.3 mph) and a zero to 96 km/h (60 mph) time of 11.7 seconds. This put the A-H's performance very close to its rival Triumph TR2's zero to 96 (60) of 12.2 seconds and top speed of 166 (103).

The A-H had a three-speed manual transmission (an Austin four-speed with first gear blocked out), but an overdrive that could be actuated in second and third gave it the equivalent of five-speeds. The long-legged third-overdrive allowed the big four to loaf at just 2500 rpm at 96 km/h (60 mph).

The A-H 100 stayed in production until 1956. A higher performance model, the 100S (100 for horsepower, S for Sebring), as well as a four-speed gearbox, were added along the way. When BMC discontinued the big four in 1956, the Healeys modified the car to accept the Austin A-105 2.6 litre overhead valve inline six.

The resulting 100-Six had, as Road & Track (1/57) said: "Two more cylinders, two more seats, two more w.b. (wheelbase) inches, two more mph." The longer 2337 mm (96 in.) wheelbase accommodated the six, and putting the spare tire in the trunk made room for two tiny optional rear seats. It was quickly recognizable by its new oval-shaped grille.

Despite the more powerful 102 horsepower six, the new car's zero to 96 km/h (60 mph) time of 12.2 seconds was a little slower than the 100. This was no doubt due to a weight gain from 975 to 1125 kg (2150 to 2480 lb). Top speed was now 169 km/h (105 mph).

For 1959 the Austin-Healey entered its final version with the introduction of the 3000 model. Its six was bored out to yield 2912 cc, and horsepower was up to 136, which dropped the zero to 96 (60) time to 9.8 seconds. Top speed increased to 180 km/h (112 mph).

This model went through Mark I, Mark II, Mark II convertible, and Mark III versions before production ceased in 1967, the victim of U.S. safety and emissions legislation. A total of 71.568 had been built. Austin-Healeys are fondly remembered, and popular collectibles.

Reflections on Automotive History by Bill Vance, Volumes I, II & III available through www.billvanceautohistory.ca

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