| AdminHistory | Donald Mitchell Healey was born in Perranporth, Cornwall in July 1898 and from an early age showed an interest in engineering and transport (cars and aeroplanes). He studied engineering at Newquay College and after writing to aircraft constructors got an encouraging letter from Sopwith. His father John (who ran the village stores and was also interested in transport) said he could leave school early and become a pupil at Sopwith's factory at Kingston-upon-Thames. He became an apprentice in the tool room, where he learnt to use machine tools. After almost a year he transferred to Brooklands, where Sopwith and other companies built and tested aircraft. He worked on the Sopwith Wright, Scout, Pup and Camel.
Healey often travelled from Kingston to Brooklands as a passenger in a Daimler lorry carrying aircraft parts to the flight sheds. The driver would let him take over the driving on quiet roads and he also had his first flight as a passenger in a biplane. He was working on interruptor gear to allow a machine gun to be fired through a rotating propeller.
He continued his engineering studies at Kingston Technical College and then volunteered for the Royal Flying Corps (RFC) in 1916 before the end of his apprenticeship, joining as an air mechanic. His first flight in uniform was in May 1916 with an instructor and his first solo flight came a month later. He passed the test for his Wings in June 1916 and was granted an aviators certificate by the Royal Aero Club. While building up his flying time he had to make an emergency landing at Doncaster race course and stalled the plane, crashing into the grandstand. After sick leave he was posted to a Home Defence Squadron shooting down Zeppelins, and then to several flying schools as an instructor. He was then sent to France flying night bombers.
Healey suffered from vertigo due to inner-ear trouble and his flying career ended after having to make a forced landing close behind Allied lines (and not remembering anything about the incident). He was invalided out of the RFC in November 1917 and spent the rest of the First World War checking aircraft components for the Air Ministry's Aeronautical Inspection Department. After the war he was in charge of inspection at a Plymouth factory making wings for Avro aeroplanes. He then returned to Cornwall and took a correspondence course in automobile engineering. He also developed his interest in radios and electronics and got a licence to transmit radio signals - at one stage he transmitted a concert by local artists 200 yards from his father's house to the local village hall. He started manufacturing radio receivers and made a few hundred of them using the name Perranporth. With his brother Hugh he formed the Perranporth Radio Company, making crystal radio sets. They had an idea to transmit from an aeroplane and during a flight Healey claimed that he had the distinction of being the first man in the county, or possibly the country, to talk to the ground from an aircraft (speaking to his father and his wife Ivy).
He married Ivy Maud James in October 1921 and they had three sons, Geoffrey, Brian (also known as 'Bic') and John.
But his main interest was becoming an automobile engineer and he opened his first garage in Perranporth in 1920 (in his father's old stores premises next to his shop). His tool room experience with Sopwith came in handy as spare parts were hard to come by so most things had to be made. The business also involved chauffeur driven car hire - often taking holiday makers sight-seeing. The success of the firm meant that he could turn his interest to motor sport and he used the garage to prepare cars for competition.
His first racing and rally driving competition experience was in 1921-1922 when he drove a Buick in a speed trial run by the Truro Motor Club near Perranporth and reached 66 mph. he also drove an Ariel 10 from Land's End to John O'Groats to demonstrate the cars economy and reliability. It helped with the car's sales, which was beneficial to him as he was the sole agent in Cornwall for Ariel cars. He wanted better racing so met the Riley brothers and bought a Riley Redwing, entering it for the Land's End Trial but during tests the car caught fire (he towed it home and entered another car to win the event). He was also asked to test the MG Super Sports before the Land's End Trial and used a prototype MG TD Midget through the Second World War (the car wasn't announced until 1949). He drove Triumph Seven and Super Seven in events all over the country and his success proved valuable advertising material. He won the Royal Automobile Club's first British Rally outright (and also the Brighton Rally in 1929).
He first entered the Monte Carlo Rally in 1929 driving a Triumph Super Seven (having never driven outside the UK before) winning its class in the Mont-des-Mules speed hill-climb. The same car was used for the 1929 Barcelona Rally and won the event outright - another success that helped boost sales of the Triumph (Healey's garage was a dealer for Triumph). He drove a Triumph Super Seven in the 1930 Monte Carlo rally (finishing seventh overall).
Healey was making a name for himself and was recommended to Noel Macklin, creator of the Invicta who was looking for a driver to publicise the car in international rallies. He won the Alford Alpenfahrt outright driving an Invicta (July 1930) and was asked to drive the Invicta in other international rallies. This included the 1931 Monte Carlo rally, which he won outright (despite crashing into a telegraph pole and damaging the car). It had been his greatest ambition to win this rally and he asked his wife Ivy to come to France to join in the celebrations (she didn't have a passport and had to have a special one issued by Home Secretary).
More Invicta rallies and wins came, and for one of the Alpine Trials James Bond writer Ian Fleming was his navigator (when working for Associated Press at the time and covering the event). He would often meet Fleming years later during frequent sea crossings to America to publicise his company and cars. He came 2nd overall in the Monte Carlo Rally in 1932.
The association with Invicta ended in 1933 but he remained friends with Noel Macklin (his son Lance later became a Healey driver). By this time he had covered 20,000 miles a year in UK and international rallies but was still looking for more experience of driving other cars. As a result he was invited to join Riley in the Midlands and started using its cars. The first time was in the 1933 Alpine Trial and the subsequent award of a Glacier Cup (for a fault-free run) gave the company publicity.
This led to the sale of his Perranporth business to concentrate on the motor industry. Later in 1933 he was approached by Triumph as it was developing a new car and he took up the post of Experimental Manager, moving the family from Cornwall to Warwickshire. He came third driving a Triumph Gloria in the1934 Monte Carlo rally. As a result of this and previous firsts and seconds in Invictas, he was awarded the Coupe de l'Illustration Automobile.
Triumph worked on developing a truly competitive sports car and at one stage took an Alfa Romeo apart to see why it was a successful design. Healey also went to Milan to meet Alfa Romeo's chief engineer (who was pleased that his design was inspiring another car). After testing at the Brooklands race course the Triumph Dolomite was unveiled to the press at the 1934 Motor Show. Healey drove the prototype in the 1935 Monte Carlo rally but did not complete the event as the car was hit by train at a level crossing during the night. A Dolomite finished eighth in the 1936 Monte Carlo rally (the best British performance). Despite this the car was discontinued as Triumph was not doing well and the car was a high-end, costly car (never going into full production).
Healey was Technical Director for Triumph from 1934 to 1939 and was responsible for designing all the company's cars. He created the Triumph Southern Cross and then the Triumph Dolomite 8 straight-eight sports car in 1935 following his class win, and 3rd overall, in the 1934 Monte Carlo Rally in a Triumph Gloria of his own design. But the company went into liquidation because of its financial problems. The company was sold by the receiver to Thomas Ward of Sheffield, who appointed Healey as General Manager. Once the Second World War started Healey stayed as Works Manager of the factory, making carburettors for aero engines. Later in the war he worked with the Humber Car Company on military vehicles. At Humber he met Ben Bowden (chief body draughtsman) and Achille 'Sammy' Sampietro (chassis designer) and they discussed building sports cars together after the war.
During the war the family was evacuated to Cornwall and his son Geoff studied engineering at Camborne School of Mines. But the family returned to the Midlands and Geoff Healey joined Coventry engineering company Cornercroft as an apprentice. Geoff joined the Army after qualifying as an engineer and was posted to the Middle East (becoming a Captain). Brian ('Bic') stayed at school until 17 and joined the Royal Navy, spending a lot of time on the hazardous Russian convoys. John went to Southampton University (learning to fly with the university air squadron) and joined the RAF (later moving to its Physical Training Section for training as a PE instructor but was invalided out of the service with back problems). Donald Healey took on a commission in the Royal Air Force Volunteer Reserve and was a part-time officer in Air Training Corps (eventually being promoted to Squadron Leader and in charge of the Warwickshire Wing). On VE (Victory in Europe) Day he was on duty at a local RAF station and during the celebrations tried to drive his Sunbeam-Talbot up the Officers' Mess steps.
The plans to build a sports car with Bowden and Sampietro then started. They were still with Humber but worked at weekends on their new venture. Healey left Humber and managed to find a location to build the protype chassis - rented space at Benford Ltd's cement mixers business in Cape Road, Warwick. They used cement-mixer tools to help build the chassis, got assistance from Geoff Healey when he was on leave from the Army, and had tracings drawn by Women's Auxiliary Air Force girls stationed nearby. The company later moved into a larger workshop in a former RAF hanger on the site.
Healey considered several names for the car, such as Invicta, Railton, and Vindex, but after advice from Victor Riley he decided to use his own name. The Donald Healey Motor Company was formed by Healey, Bowden and Sampietro in February 1946 with capital of £50,000. Subscribers included James Watt who became Sales Director (he had known Healey at Triumph).
The body on the new car was started by Riley but an alternative maker had to be found after changes within the Morris group (that now owned Riley) and work was taken over by the Westland Engineering Company of Hereford. RAF Honiley (five miles from Warwick) was used for testing on what became the Healey Westland roadster. It was exhibited to the press in January 1946. Work on a saloon car started with the body from Elliots of Reading (hence the Healey Elliott saloon). It won the 1947 and 1948 Alpine rallies and the touring class of the 1948 Mille Miglia. Elliots' Managing Director also became a director of the Donald Healey Motor Company.
These two models were in production from October 1946 to October 1950. The Healey Silverstone, a high performance sports car was introduced in July 1949 and was the first Healey car to cost less than £1,000. It won its class in the 1949 Alpine Rally and came second overall, and three Silverstone's took part in the British Racing Drivers' Club international trophy meeting at Silverstone - driven by Louis Chiron, Tony Rolt and Tommy Wisdom and winning the Daily Express team award.
In December 1949 Healey travelled by sea to the USA to obtain Cadillac engines from General Motors to replace the Riley engine. By chance he met on board George Mason, President of Nash Kelvinator Corporation. Mason knew General Motors and warned Healey that he would not get the Cadillac engines because of production delays. He told Healey to get in touch with him if that was the case as he wanted to get into smaller sports cars for the American market and would supply engines. This led to an agreement and the first series of the two-seater Nash-Healeys was built in 1951 at the Cape Works with bodies built by Abbey Panels of Coventry. Nash also paid off Healey's debts (£50,000) which was to be paid back in sold cars (which were for export only to the USA) - and this proved a turning point for the company. A prototype Nash-Healey was driven by Donald Healey at Mille Miglia and Le Mans in 1950 and was introduced at the Paris and London Motor Shows in the same year. The last Nash-Healey was delivered to the USA in August 1954 and the association with Nash ended.
During his visits to the USA Healey had spotted a gap in the market for a lighter, smaller British sports car. He was aware that Austin's A90 Atlantic engine was available in large quantities and that it could be improved so he contacted Austin Chairman Leonard Lord, who said he could supply the engine with transmissions as well.
In early 1952 Geoff Healey and Barry Bilbie worked on the chassis design and Gerry Coker worked on body styling. It had to be done in secret at home to keep the news away from Nash Kelvinator and Riley. Tickfords built a mock-up body and Gerry Coker came up with a new hinged window design. The frame was built by John Thompson's of Wolverhampton and used an ice blue colour to 'hide' imperfections in the prototype - by happy coincidence it also emphasised the car's low and fast appearance.
The car was being prepared for the Earls Court Motor Show in 1952 and took part in high speed tests on the Jabbeke Highway in Belgium (reaching 110 mph). Basil Cardew, the influential motoring correspondent for the Daily Express, drove the car in a road test and gave it a good review on the opening day of the show. Donald Healey was not happy with the design of the grill so arranged for the car's front to be close up to a pillar so that only three-quarter front views were available.
Despite his worries the car was extremely popular and attracted the attention of car manufacturers, including Leonard Lord. He came to a verbal agreement with Healey for Austin to manufacture the car at its works with a licensing agreement giving royalties to the Healey Company. Lord was happy for the design to stay much the same (most drawings produced by the Donald Healey Motor Company were overstamped with Austin Motor Company). The car had been called the Healey 100 on the opening day of show with a badge designed by Gerry Coker. It was re-designed overnight and the car was renamed the Austin-Healey 100. The aim was for the cars to be produced at Longbridge with Jensen Brothers taking over the body-building. Development work on future Austin-Healeys would stay at Warwick, as would the preparation and running of all factory entered competition cars, as well as a UK sales concession. Cars would also be sold at a new Healey showroom in Holland Park, London. After pressure from Austin distributors the Austin-Healey also went out through normal Austin outlets and the Donald Healey Motor Company got an Austin franchise.
Serious production began in May 1953 but before then 25 cars were hand made at Warwick and six cars were taken to the USA for promotional purposes. The car was first shown over there (but not raced) in March 1953 at Sebring; then at the Miami World's Fair (winning several trophies); then at the New York Motor Show in April 1953. The car was also taken to the Motor Industry Research Association (MIRA) site near Nuneaton for high speed testing and then two cars went to Bonneville Salt Flats in September 1953 (one standard, one specially tuned for international records). It was also entered in the Mille Miglia, Le Mans and other races.
The company started to get enquiries from US servicemen based in the UK and because of the demand it got sole concession to cover this market. It often had multiple orders from individual bases and some of the sales forces spent their whole time just serving this area. The good relations between the company and the various US forces meant that when testing cars it frequently got offered the use of United States Air Force runways in the UK such as Brize Norton. It also got use of Dakota aircraft for travel to Le Mans.
A total of 74,000 Austin Healey 100s were built, with more than 80% going for export.
HEALEY MARINE
In 1955 the company got involved with building speedboats. Donald Healey was a keen water-skier (as was racing driver Stirling Moss) and the story he tells is that he returned from water-skiing in Nassau in 1955 and was looking for something to do so convinced the company that speedboats were an area to get involved in.
The first Healey Ski-Master was built at Bridport in Devon and the model sold reasonably well with many being exported to the United States. Production for the next model was transferred to the company’s Cape Works in Warwick and it was called the Healey Sprite (the same name was used for the sports car produced by Austin-Healey from 1958 until 1971). A new subsidiary company Healey Marine was set up to concentrate on larger boats with an inboard (rather than an outboard) engine. 'Bic' Healey, who was responsible for marketing for the motor company, was put in charge (allegedly on the basis that he had been in the navy during the Second World War).
'Bic' came to an arrangement with Lord Aylesford of Packington Hall (near Coventry) to use one of the lakes on the estate for testing boats. Family members were frequently there at weekends for boat testing and water-skiing.
A pond at the Cape Works was also used to ensure that boats could float. Production was eventually transferred to Yorkshire.
Inevitably, because of Donald Healey’s competitive nature, Healey boats were entering races and he and 'Bic' often drove them in events. Donald was involved in the 1958 24-hour race at Aix-Les-Bains in France (with motor racing driver Tommy Wisdom). They won the trophy for the best-placed British crew. Another event was the Six Heures de Paris race which took place on the river Seine at the same time as the Paris Salon motor show. This time 'Bic' was co-driver with Tommy Wisdom and although their boat performed well it broke down.
The company switched from wood to fibre glass for the hulls and a chance meeting with world speed record driver Donald Campbell (who was at Warwick to complain about the steering on his car) led to 'Bic' being invited to a trial run for Campbell’s boat ‘Bluebird’ on Coniston Water. Two Healey boats were in the support team acting as rescue craft. Campbell was also managing director of Dowty Marine and 'Bic' got to be driven at high speed by Campbell in one of Dowty’s speedboats on the company’s test lake near Cirencester.
Healey eventually pulled out of boat building as more companies started building them, and because the company could not put the resources needed into the market. Staff were overworked, especially 'Bic' who was also still in charge of car sales.
COMPANY EXPANSION AND MOVE
Another reason for ending boat building was that the company moved from the Cape to a former cinema at Coton End in Warwick and the premises there, including a new showroom were opened on 3 July 1963 - the day of Donald Healey's 65th birthday. The opening ceremony was performed by Alec Issigonis, designer of the mini car, and also in attendance was the Mayor of Warwick, and Healey's friends in the motor industry. The company also moved its London showroom from Holland Park to a more central position in Grosvenor Street.
The 'Big' Austin-Healey car came to an end because of stricter safety regulations (mainly concerning the doors, and environmental pollution). To meet these requirements a Rolls-Healey (or Healey 4000) was built which had greater ground clearance to fit a catalyst box in the exhaust system (it was a wider version of a 3000) but only three were built (including one at the new family home at Trebah in Cornwall). This was because in 1967 Donald Healey was summoned to the office of British Leyland Chairman and Managing Director Donald Stokes at the Standard Works in Coventry to be told that he was discontinuing the MG plus royalties to other names such as Healey and Cooper, to concentrate on the Triumph.
JENSEN-HEALEY AND BEYOND
Donald Healey started to look for another partner to produce a Healey sports car and was approached by Kjell Qvale who imported British and other cars to the United States. Healey knew Qvale as he was selling more Healeys and MGs than any other importer, and had arranged the MG dealership for him. Qvale suggested that a replacement for the Austin-Healey 3000 should be designed at Warwick, and added that he would buy Jensen and produce it. Qvale became a major shareholder in Jensen and made Healey chairman.
Jensen had previous links with Healey as it had been producing body work for Healey cars and Donald Healey had been friends with the Jensen brothers Richard and Alan before any Healey association. The Cape could not handle capacity required for the original Austin-Healey 100, nor could Tickford (the previous body builders for Healey) so Jensen worked on the bodies at their West Bromwich site (Jensen produced a total of 71,000 Healey bodies).
Early Jensen-Healey styling was by Hugo Poole but the look changed after modifications to accept a Vauxhall engine unit. Bill Towns then designed a new look to cope with restrictions imposed by American crash regulations. The design team was headed by Kevin Beattie, with Gordon Holt looking after the coachwork. Barry Bilbie (Healey's Chief Chassis designer) became Chief Chassis Engineer, and Howard Panton looked after day to day design work. A Lotus engine was then selected because the Vauxhall was not powerful enough and the Jensen-Healey was introduced at the 1972 Geneva Show.
Production problems and the 1973 oil crisis meant that Jensen struggled with finances and although production increased to 100 cars a week in mid-1973 it was not as high as the original plan of over 200 a week. It could not keep up with demand, mainly because of Lotus's inability to make their engines available on time or as agreed. Staff and management changes also caused problems and the company went into receivership in 1975. This was just before advice had been received from MG designer Syd Enever on a consultancy basis and his design for a gull-wing Jensen-Healey reached an advanced stage before the company eventually collapsed.
Donald Healey thought the best way forward was to purchase Jensen assets from the receiver and opened negotiations but it would have meant him raising £1,500,000. He talked to the Department of Trade & Industry to see if financial help could be forthcoming (as it was for the De Lorean in Northern Ireland) but no help was offered. Qvale eventually purchased the Jensen assets and formed another company.
Healey Automobile Consultants Limited (HACL), a subsidiary of the Donald Healey Motor Company Ltd had been formed in 1955 to separate out the consulting and research and development activities from motor retailing. After the end of the agreements with Austin and Jensen to produce Healey cars HACL continued to look for partners to keep the Healey name alive. In 1976 Donald Healey visited Australia for the first time as a guest of the Austin-Healey Club of Australia and had discussions with the British Leyland subsidiary there about producing a Healey car with an Australian engine to be manufactured in that country and shipped to overseas markets.
There was also an approach in 1978 to build Healeys in Canada but the plan needed government financial backing, which wasn't forthcoming. A Japanese distributor also made an approach to the family to produce a sports car under the Healey name in collaboration with HACL. Another attempt was made when talks were held with SAAB in the late 1970s and early 1980s over a link up but SAAB was too committed to its 9000 range.
RETURN TO CORNWALL AND LATER YEARS
Donald Healey moved back to Trebah in Cornwall in 1963 because of his wife Ivy's poor health. Trebah included 26 acres and had room for workshops. Former Donald Healey Motor Company engineer and head of its experimental department Roger Menadue lived nearby to help with work, including building one of the three Rolls Royce engine Healey prototypes; as well as the running chassis for the prototype Jensen-Healey. Trebah Gardens Ltd was formed to produce flowers for markets.
Soon after moving to Trebah the family appeared in a TV company documentary about the lives of six Cornish families. The programme included visits to Warwick (showing Geoff and 'Bic' at work) and Silverstone (testing a Le Mans car). Other scenes included 'Bic' fishing at Trebah, waterskiing, and John Healey sand-yachting at Perranporth.
Donald Healey continued his other interests at Trebah such as closed circuit television, organ building, improving TV speakers, a digital 24 hour clock that projected the time onto the ceiling via mirrors, boating, and fishing.
Ten years were spent at Trebah but the house became too large to cope with as Donald and Ivy got older so they moved to be nearer John and his wife Joy near Truro in a house called 'Beggar's Roost'. Healey then pursued another interest - using windmills to generate power. His first power generating models were built in his back garden and he then got planning permission to install a tower on the former wartime airfield at Perranporth. Geoff Healey worked on drawings and had castings made in the Midlands, which were then machined in Truro. 'Bic' helped out (having retired from the motor industry and was growing flowers commercially nearby). A rig was also fitted on a mini pickup.
Ivy's health deteriorated so a bungalow near 'Bic' and his wife Mary (now living in Perranporth) was bought for her and Donald. Ivy died in March 1980. For the last six years of his life Donald lived with John and Joy in an annex to their home and died on 13 January 1988, the same day that the old Coten End premises in Warwick were demolished.
HEALEY COMPANIES
Donald Healey Motor Company Ltd was formed in 1945 (company number 00404473). It was sold to the Hamblin Group in 1974 but HACL and the engineering parts of the company remained in the hands of Geoffrey and Donald Healey, as did the name (as did agreements with Jensen and Trebah). The name was changed 18 August 1997 and is now Nick Whale Stratford Limited. A new company (02249335) was incorporated 28 April 1988 and since 18 August 1997 has been named Donald Healey Motor Company Limited.
Perranzabuloe Holdings Ltd (June 1954, company number 535100) was primarily the 'holding' company for other Healey companies.
Healey Automobile Consultants Ltd (1955, company number 546832) was a subsidiary of the Donald Healey Motor Company Ltd to separate out the consulting and research and development activities from motor retailing.
Healey Cars Limited (June 1969, company number 953965).
Healey Cine-Camera Holdings Ltd was set up by Donald Healey for his brother Hugh to run (dissolved November 1972).
Healey Marine Limited (1955, company number 552153) - run by Brian Healey.
Healey Car Sales Ltd (March 1955, company number 546831) - name change to Jensen Motors (Service) Limited November 1970. Ran the London sales office and all retail sales.
The Red House (Perranporth) Ltd (wound up voluntarily May 1993).
Healey Drivers Club Limited (April 1969, company number 952703) (dissolved September 1985).
Trebah Gardens Limited - set up after Donald Healey purchased Trebah in 1961 (dissolved July 1976).
Warwick Travel & Shipping Co. Ltd (dissolved March 1975) [Margo's company?].
HEALEY CARS
Healey Westland Roadster (October 1946 - October 1950): two-door four-seater open roadster, A-type chassis (then B-type from mid-1947, C-type from autumn 1950); Riley 4-cylinder, twin overhead-cam engine; 2,433cc; price £1,566; 64 built.
Healey Elliott Saloon (October 1946 - October 1950): two-door four-seater saloon based on Westland design, A-type chassis (then B-type from mid-1947, C-type from autumn 1950); Riley 4-cylinder, twin overhead-cam engine; price £1,598; 101 built.
Healey Duncan (1947) - less expensive but roomier version of Elliott Saloon and Westland roadster; built on B-type chassis (utility sports body also built on Silverstone D-type chassis); Riley 4-cylinder, twin overhead-cam engine; 39 built.
Healey Sportsmobile (October 1948 - early 1950): Spacious and luxurious four-seater body on B-type chassis; Riley 4-cylinder, twin overhead-cam engine; price £2,879; 23 built.
Healey Silverstone (July 1949 - September 1950): Open two-seater with lightweight stressed-skin alloy sports body; built on D-type chassis from July 1949 (then E-type chassis from April 1950); Riley 4-cylinder, twin overhead-cam engine; price £1,246; 105 built.
Healey Tickford (October 1950 - early 1954): two-door four-seater sports saloon with improved styling and appointments over the Elliott; built on C-type chassis from October 1950 (then BT-type chassis from summer 1951, F-type chassis from November 1951); Riley 4-cylinder, twin overhead-cam engine; price £1,853; 224 built.
Healey Abbott (October 1950 - early 1954): two-door four-seater drophead coupe version of Tickford; built on C-type chassis from October 1950 (then BT-type chassis from summer 1951, F-type chassis from November 1951); Riley 4-cylinder, twin overhead-cam engine; price £1,917; 77 built.
Nash-Healey (October 1950 - early 1954): two/three-seater open sports British-built body incorporating Nash styling components; built on N-type chassis; Farina-styled body introduced February 1952; Nash six-cylinder push-rod overhead valve engine; 3,488cc (then 4138cc from February 1952); export only; 404 built.
Healey Sports Convertible (October 1951- late 1953): two/three-seater open sports body identical with Nash-Healey but without Nash styling features; built on G-type chassis; Alvis six-cylinder push-rod overhead valve engine; 2,933cc; price £2,490; 25 built.
Austin-Healey 100 (BN1 May 1953 - June 1955, BN2 August 1955 - August 1956): open two-seater sports body; Austin four-cylinder push-rod overhead valve engine; 2,660cc; price £1,063; approximately 14,500 built.
Austin-Healey 100S (October 1954 - late 1956): racing version of Austin-Healey 100 with tuned engine; lightened and restyled body; Austin four-cylinder push-rod overhead valve engine; 2,660cc; export only; just under 100 built.
Austin-Healey 100M (1955-1956): le Mans conversion, available as either a Donald Healey-modified BN2 or as an engine conversion kit which could be purchased and fitted by owners; Austin four-cylinder push-rod overhead valve engine; 2,660cc; price £1,376; approximately 1,200 built.
Austin-Healey 100-Six (August 1956 - June 1959): restyled two/four-seater body (BN4 and BN6), later only available as two-seater (BN6); Austin six-cylinder push-rod overhead valve engine; 2,639cc; price £1,144; approximately 15,000 built.
Austin-Healey 3000 Mark I (July 1959 - April 1961); available as two-seater (BN7) or two/four seater (BT7) with same body as 100-Six; Austin six-cylinder push-rod overhead valve engine; 2,912cc; price £1,175; approximately 13,600 built.
Austin-Healey 3000 Mark II (May 1961 - March 1962): available as two-seater (BN7) or two/four seater (BT7) with re-styled radiator grille with vertical bars; Austin six-cylinder push-rod overhead valve engine, 2,912cc; price £1,175; approximately 5,400 built.
Austin-Healey 3000 Mark II Convertible (1962 - 1964): two/four-seater (BJ7) with wind-up windows, wrap-around windscreen, convertible hood; Austin six-cylinder push-rod overhead valve engine, 2,912cc; price £1,107; approximately 6,000 built.
Austin-Healey 3000 Mark III (February 1964 - December 1967): BJ8 re-styled interior; Austin six-cylinder push-rod overhead valve engine; 2,912cc; price £1,107; approximately 17,600 built (phase one - 1,390; phase two - 16,322).
Austin-Healey Sprite Mark I (May 1958 - May 1961): two-seater, with detachable side-screens and enclosed luggage compartments (access from inside only); BMC four-cylinder engine (based on Austin A35 unit push-rod overhead valve; 948cc; price £678; approximately 49,000 built.
Austin-Healey Sprite Mark II (May 1961 - March 1964): re-styled body with conventional bonnet and lockable boot lid (from October 1962 fitted with disc front brakes, improved gearbox and 1,098cc engine); price £586; approximately 30,500 built.
Austin-Healey Sprite Mark III (March 1964 - September 1966): wind-up side windows instead of sidescreens, larger windscreen and quarter-lights, half-elliptic rear springs replaced quarter-elliptics; 1,098cc engine; price £612; approximately 26,000 built.
Austin-Healey Sprite Mark IV and Austin Sprite (October 1966 - 1971): folding hood, diaphragm clutch, separate clutch and brake master cylinders and larger engine (1,275 cc); price £671; over 22,000 built.
Jensen-Healey Mark I (March 1972 - September 1973): two-seater convertible; Lotus four-cylinder twin-overhead camshaft engine; 1,973cc; 3,356 built (including prototypes).
Jensen-Healey Mark II & Mark II JH5 (August 1973 - August 1975): two-seater with steel/rubber bumpers; Lotus four-cylinder twin-overhead camshaft engine; 1,973cc; 7,142 built. |