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AUSTIN-HEALEY 100 & 3000 SPORTS CAR HISTORY DESIGN PRODUCTION RACING SPECIFICATI AUSTIN-HEALEY 100 & 3000 SPORTS CAR HISTORY DESIGN PRODUCTION RACING SPECIFICATIONS MOTORBOOKS SOFTBOUND BOOK IN ENGLISH BY JOHN HEILIG ———————————— Additional Information from Internet Encyclopedia The Austin-Healey 100 is a sports car that was built by Austin-Healey from 1953 until 1956. Based on Austin A90 Atlantic mechanicals, it was developed by Donald Healey from his Nash-Healey 2 door sports car, which had Nash mechanicals instead,[3] to be produced in-house by his small Healey car company in Warwick.[1] Healey had Tickford build a single Healey Hundred for the 1952 London Motor Show, and the design impressed Leonard Lord, managing director of Austin, who was looking for a replacement for the unsuccessful A90. Body styling was by Gerry Coker, the chassis was designed by Barry Bilbie with longitudinal members and cross bracing producing a comparatively stiff structure upon which to mount the body, innovatively welding the front bulkhead to the frame for additional strength. In order to keep the overall vehicle height low the rear axle was underslung, the chassis frame passing under the rear axle assembly. Lord struck a deal with Healey to build it in quantity; bodies made by Jensen Motors were given Austin mechanical components at Austin’s Longbridge plant. The car was renamed the Austin-Healey 100. The “100” was named by Healey for the car’s ability to reach 100 mph (160 km/h); its successor, the better known Austin-Healey 3000, was named for the almost 3000 cc displacement of its engine. Apart from the first twenty cars, production Austin-Healey 100s were finished at Austin’s Longbridge plant alongside the A90 and based on fully trimmed and painted body/chassis units produced by Jensen in West Bromwichin an arrangement the two companies previously had explored with the Austin A40 Sports. 14,634 Austin-Healey 100s were produced. The 100 was the first of three models later called the Big Healeys to distinguish them from the much smaller Austin-Healey Sprite. The Big Healeys are often referred to by their three-character model designators rather than by their models, as the model names do not reflect the mechanical differences and similarities well. BN1 The first 100s (series “BN1”) were equipped with the same undersquare 87.3 mm (3.4 in) bore and 111.1 mm (4.4 in) stroke 90 bhp (67 kW) 2660 cc I4 engines and manual transmission as the standard production A90, but the transmission was modified to be a three-speed unit with overdrive on second and top. Girling 11 in (279.4 mm) drum brakes were fitted all round. The suspension used modified Austin A90 components in order to be as cost effective as possible, steering was by Austin’s worm and peg system. Front suspension was independent, double wishbone using coil springs and at the rear a rigid axle with semi elliptic leaf springs. A BN1 tested by The Motor magazine in 1953 had a top speed of 106 mph (171 km/h) and could accelerate from 060 mph (97 km/h) in 11.2 seconds. A fuel consumption of 22.5 miles per imperial gallon (12.6 L/100 km; 18.7 mpgUS) was recorded. The test car cost £1063 including taxes. A total of 10030 BN1s were built from May 1953 until replaced by the BN2 model in August 1955.[7] A 1954 BN1 (chassis #446766*4) is on permanent display in the Bonneville Salt Flats exhibit at the Simeone Foundation Automotive Museum in Philadelphia, PA, USA. BN2 The BN2 was fitted with a real four-speed manual transmission, still with overdrive on the top two gears. Other features that distinguish the BN2 from the BN1 are the slightly larger front wheel arches, different rear axle and being the first 100 with optional two-tone paint. The BN2 was available initially in Carmine Red which was replaced with Reno Red, Spruce Green, Healey Blue, Florida Green, Old English White, Black, and approximately 50 Gunmetal Grey cars. Two-tone options were: White/Black; Reno Red/Black; Healey Blue/White; Black/Reno Red; and Florida Green/White By January 1956 production was running at 200 cars each month and sales in California 150 cars each month. The final BN2 was built in July 1956, with a total of 4604 BN2s produced, including the 100M.[7] Many BN-2 and 100-M Austin Healeys compete in vintage events like the Pittsburgh Vintage Gran Prix. 100M A high-performance 100M model was introduced in 1955 with larger carburettors, a cold air box to increase engine air flow, high-lift camshaft and 8.1:1 compression pistons. It produced 110 bhp (82 kW) at 4500 rpm. The front suspension was stiffened and the bonnet gained louvres, along with a bonnet belt. Approximately 70% of 100Ms were finished with a two-tone paint scheme, including one White over Red and another in Black over Pink for display at the 1955 London Motor Show. In all, 640 100Ms were built by the factory. The 100M components (including the high compression pistons) were also available as the Le Mans Engine Modification Kit, which could be installed in either a BN1 or BN2 with the engine in situ, improving the power output to approximately 100 bhp (75 kW) at 4500 rpm. The kit could be ordered from BMC, allowing private owners to make their own modifications. There are several categories of cars to distinguish between the factory produced cars and others: (a) The early 100’s retrofitted with the “Le Mans” kit, either by Donald Healey, an Austin Healey dealer, or owners; (b) The 640 factory-built “Le Mans” cars which were named 100 M; and (c) Cars that have been converted to “Le Mans” specifications in more recent years. Only the factory-registered chassis identification numbers distinguish the actual factory built originals from others. 100S Built primarily for racing, the aluminium-bodied “100S” (for Sebring) model developed 132 bhp (98 kW) at 4700 rpm. Five works development/special test cars carrying the “SPL” chassis number prefix were developed during 1953 and 1954, with one winning its class at Sebring in 1954 and prompting the “S” designation. Only 50 production 100S cars were made, hand built by the Donald Healey Motor Company at Warwick, delivered between February and November 1955 and carrying the “AHS” chassis number prefix.[12] To minimize weight and improve performance the cast iron cylinder head was replaced by a Weslake designed aluminium one, and the overdrive unit was not installed. Dunlop disc brakes were used all-round, the world’s first production car to feature them both front and rear.[13] To further lighten the vehicle, bumpers and hood (convertible top) were eliminated, the grille reduced in size, and the windscreen made of plastic. In all, weight was reduced by approximately 200 lb (91 kg). The majority of 100Ss were two-toned white with Lobelia Blue sides. A handful were produced in solid Spruce Green and red, and a single one in black. An unrestored works racing team 1953 Austin-Healey ‘100S’ Special Test Car that had been campaigned by factory drivers Lance Macklin, Gordon Wilkins and Marcel Becquart, sold for a world record £843,000 ($1,323,915) 1 December 2011, at Bonhams’ December Sale. This car was involved in the 1955 Le Mans disaster, motor racing’s most lethal crashin which 84 people died and 120 were injured. Driver David Shale raced an Austin Healey 100S.[14] It is known that Shale gained at least 13 podium finishes in the car, coming 1st in 4 of those races.[citation needed] “EVV”, as the car is colloquially known, sold for £673,500 at the Bonhams Goodwood Festival of Speed auction on 27 June 2014. The Austin Healey 100 in BN1 and BN2 models, four cylinder format has done very well in vintage racing. The standard BN2 can produce 90bhp, and could exceed 100mph hence the “100”,[15] however in 100M spec, see above, the larger carburetors, high lift cam and slightly less dished pistons (higher compression) the car can produce up to 110bhp. Some simple modifications, lightening, by removal of the bumpers, interior trim and carpets, the 100 can be quite nimble on racing circuits around the world. Aluminum alloy wheels will accommodate wider and lower profile tyres that can lower the centre of gravity providing additional stability in corners. Alloy wheels become almost essential as the performance of the car increases and the old wire wheels especially the original 48 spoke wheels become a weak point in the structure. Fortunately there are several suppliers that provide “Mini-lite” and “Panasport” style wheels which are close to period correct. Significantly modified four cylinder Healey 100’s can provide exceptional performance, competing side by side with six cylinder Aston Martins and even 12 cylinder Ferraris of the same era in vintage events. Shown on the right is the Austin Healey Number 347 driven by Rich Maloumian. This car has been campaigned to great success winning (albeit against cars of much smaller displacement) at Lime Rock Historic, The Pittsburgh Vintage GP and Watkins Glen. The Austin-Healey 3000 is a British sports car built from 1959 until 1967. It is the best known of the “big Healey” models. The car’s bodywork was made by Jensen Motors and the vehicles were assembled at BMC’s MG Works in Abingdon, alongside the corporation’s MG models. During its production life, the car changed from an open sports car, albeit with a child-transporting 2+2 option, to a sports convertible. In 1963, 91.5 per cent of all Austin-Healey 3000 cars were exported; mostly to North America. The 3-litre 3000 was a highly successful car, which won its class in many European rallies in its heyday and is still raced in classic car competitions by enthusiasts today. British Motor Corporation ended manufacture in 1967, filling its place with a car with a new, though similar, engine in a newer monocoque chassis; the MGB variant named the MGC. The Austin-Healey 3000 was announced on 1 July 1959 with a 3-litre BMC C-Series engine to replace the smaller 2.6-litre engine of the 100-6 and disc brakes for its front wheels. The manufacturers claimed it would reach 60 mph in 11 seconds and 100 mph in 31 seconds.[2] Other changes were minor compared to those between the original 100 and the 1006. The wheelbase and body were unchanged as were the body-styles, a 2+2 or BT7 and a two-seater BN7. Weather protection remained minimal, a folding plastic roof on a light demountable frame and above the doors detachable side screens holding sliding perspex panels. Wire wheels, overdrive gearbox, laminated windscreen, heater, adjustable steering column, detachable hard top for the 2+2, and two-tone paint were available as options. 13,650 Mark Is were built: 2,825 BN7 open two-seaters, and 10,825 BT7 2+2s Road test A BT7 3000 with hardtop and overdrive tested by The Motor magazine in 1960 had a top speed of 115 mph (185 km/h) and could accelerate from 060 mph (97 km/h) in 11.7 seconds. A fuel consumption of 21.6 miles per imperial gallon (13.1 L/100 km; 18.0 mpgUS) was recorded. The test car cost £1326 including taxes. Mark II BN7, BT7 roadsters Engines fitted with three SU HS4 carburettors (total area 5.3 sq. inches) and an improved camshaft were announced at the end of May 1961.[4] Other changes included a vertical barred front grille. Optional extras were similar to the Mark I. From August 1961 a brake servo was also available as an optional extra, which greatly improved braking performance. These were the last true Big Healey roadsters; the BN7 Mark II was discontinued in March 1962, and the BT7 Mark II in June 1962 Road test A 3000 Mark II BT7 (699DON) with hardtop and overdrive tested by the British magazine The Motor in 1961 had a top speed of 112.9 mph (181.7 km/h) and could accelerate from 060 mph (97 km/h) in 10.9 seconds. A fuel consumption of 23.5 miles per imperial gallon (12.0 L/100 km; 19.6 mpgUS) was recorded. The test car cost £1362 including taxes. BJ7 sports convertible The 3000 sports convertible Mark II was launched at the end of August 1962. It was a true convertible with almost saloon car comfort, a new wrap-around windscreen, wind-up side windows, swiveling quarter lights and a quick-action folding roof. Twin SU HS6 carburettors replaced the triple SUs (total area 5.3 sq. inches, a 9.25% reduction). Austin-Healey claimed it could exceed 115 mph. Mark III The 3000 sports convertible Mark III was announced in February 1964 with power increased from 136 bhp to 150 bhp by a new higher lift camshaft. SU HD8 carburettors replaced HS6 units increasing the choke size from 1.75 to 2 inches, or total area 6.3 sq. inches, increasing by 30.6%. Power-assisted braking became standard instead of optional. The new car’s fascia displayed its speedometer and tachometer directly in front of the driver. Upholstery was now in Ambla vinyl The Mark III BJ8 remained in production until the end of 1967 when manufacture of the Austin-Healey 3000 ceased. In May 1964 the Phase II version of the Mark III was released, which gained ground clearance through a modified rear chassis. In March 1965 the car received separate indicator lights. Mark IV As the life of the 3000 was drawing near, Healey considered various updates to help the car remain saleable while also meeting stricter emissions and safety regulations. Closest to reaching production was the 4000 Mark IV, of which three examples were finished in 1966 and 1967.[8] Two were automatics and one was fitted with the four-speed manual transmission from the Jaguar E-type. The bodywork was 6 inches (150 mm) wider, the interior altered and made more spacious due to the extra width, but the main change was the aluminium 3.9-litre Rolls-Royce engine the same unit which was fitted to the Vanden Plas 4-litre R. Pininfarina grand tourer Pininfarina exhibited the 3000 as a closed roof grand tourer, designed by Pio Manzù, at the October 1962 Earls Court Show. It was the winning design from a competition by Swiss motoring publication Auto-Jahr. In racing Austin Healey 3000s have a long competition history, and raced at most major racing circuits around the world, including Sebring (USA), Le Mans (France), and Mount Panorama Circuit, Bathurst (Australia). The BMC competitions department rallied the 3000 from its introduction, but the development of the works cars effectively ended in 1965, mainly because of the success of the Mini Cooper ‘S’. FREE scheduling, supersized images and templates. Get Vendio Sales Manager.Make your listings stand out with FREE Vendio custom templates! FREE scheduling, supersized images and templates. Get Vendio Sales Manager. Over 100,000,000 served. Get FREE counters from Vendio today!
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