You might think the Austin-Healey is near-perfect in standard spec. But Paul Guinness reckons there are ways to improve the breed.

The 1952 link-up between BMC and Donald Healey has, of course, become the stuff of legends, with a relationship that resulted in Austin-Healey sports cars being produced for the best part of 20 years. But it’s the ‘Big Healeys’ that the brand is most famous for – a series of powerful, big-engined two-seaters that became true icons of their time.

It all started with the Austin-Healey 100, launched in 1953 and powered by the Austin Atlantic’s 2660cc four-cylinder OHV engine. But it was with the launch of the 100-Six in 1956 that the ‘Big Healey’ started making real progress, thanks to the adoption of BMC’s 2639cc straight-six powerplant; it might not have been massively more powerful than its four-cylinder predecessor, but it at least brought the idea of six-cylinder power to the Healey line-up, paving the way for the impressive new Healey 3000 of 1959.

This was when the ‘Big Healey’ really grew up, its 2912cc straight-six motor putting out 124bhp; and with disc brakes now fitted up front, the car was well able to handle its extra oomph. The 3000 Mk II arrived in 1961, complete with triple-carb (SU) version of the same engine in ‘BN7’ guise, making it good for 132bhp – although you could also buy a Mk IIa version with 130bhp twin-carb engine, available only as a 2+2. By 1964, however, these were giving way to the 3000 Mk III, complete with 150bhp, beefi er brakes (and a servo), plus an improved interior for a less utilitarian experience. And it worked well, the Mk III staying in production right through to 1968, by which time the Healey had given way to the short-lived MGC.

Not surprisingly, you need to make sure the ‘Big Healey’ that you’re buying is in the right spec for its age, as many have been messed around with over the years. And with many having been re-imported to the UK from the States, you need to ensure any mods have been carried out well – including the right-hand drive conversion.

Once you’ve acquired the best Healey that your money will stretch to though, there’s no reason why it can’t be sympathetically improved. And with specialists throughout the country, there’s no shortage of help. AH Spares will happily convert your Healey to fuel-injection for better, more reliable performance; and companies like Cape International will be able to supply the fast road cam, the high-performance clutch, the ant-roll bar, the uprated discs and pads and the performance shock absorbers to help your road-going Healey to go, handle and stop that much better. The only thing holding you back will be the size of your bank balance…

PRODUCED: 1953-68
ENGINES: 2660cc 4-cyl / 2639cc 6-cyl / 2912cc 6-cyl
PRICES: £5000 (for full restoration) to £30k-plus (superb, original 3000)
UPSIDE: It’s raw, it’s brutal and it’s one of the all-time British greats
DOWNSIDE: No-compromise driving style won’t suit everyone… but who cares?
WHY YOU WANT ONE: Few British sports cars look as good (or are as thrilling to drive) as a ‘Big Healey’
CLUB: Austin-Healey Club (www.austinhealey-club.com)
SPECIALISTS: Murray Scott-Nelson (www.murrayscott-nelson.com), Bell Classics (www.bellclassics.co.uk), Northern Healey Centre (www.nhcltd.co.uk), AH Spares (www.ahspares.co.uk), Cape International (www.cape-international.com), Denis Welch Motorsport (www.bighealey.co.uk), JME Healeys (www.jmehealeys.co.uk), Orchard Restorations (www.orchardrestorations.co.uk), Rawles Motorsport (www.rawlesmotorsport.com), UK Healey (www.ukhealey.co.uk), A Head 4 Healeys (www.ahead4healeys.co.uk)
PARTS PRICES (via classic-spares.com)
aluminium radiator, from £435.00; Kevlar brake pads, from £36.50; performance brake discs, from £179.50; uprated shock absorbers, £119.50; high performance coil, £21.45; aluminium fuel tank, £209.50; gear reduction starter motor, £149.00

Published in the December 2010 issue of Classic Car Mart.

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