Austin Healey Sixes

Fast Facts

• Best model: 3000Mk3
• Worst model: Anything bodged
• Budget buy: Mk1
• OK for unleaded?: No; conversion is needed
• Will it fit in the garage? (mm): L 13’ 1’’ x W 5’ ½’’ (inches)
• Spares situation: Excellent, but some bits costly
• DIY ease?: Yes, except for the bodywork
• Club support: Superb
• Appreciating asset?: Yes
• Good buy or good-bye?: Good buy

Muscular looks come as standard - but so does rust so check the shell and chassis for bodged repairs

Beefy six pot is rugged. Alloy heads are now available from Rawles Motorsport, giving more power, less weight

Later cockpits become fairly plush with wood and leather. Some were 2+2s but it’s a tight fi t

Healey 3000 MkIII regarded as the best of the six pots

What the Healey is all about; a sunny day in the countryside! Buy one before rising prices keep this a daydream

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It may sound sexist and non PC but the meaty big six-pot Healeys are defi nitely hairy-chested classics – for men only

The love child of Donald Healey and Leonard Lord, after the former unveiled it at the 1952 London Motor Show wearing Healey 100 badges (but no engine!) the Big Healey has become one of the best brawny British sports cars ever. When the BMC head spotted it at the show he instantly saw a business opportunity simply by supplying one of his engines and the design quickly became the Austin-Healey 100 – the model name being an indication of the envisaged top speed. The deal with Austin led to the fi rst 20 cars being built in March 1953 and over the next 15 years, more than 70,000 big Healeys were produced with 49926 bing six pot -powered. As well as the road cars there were worksentries in both circuit racing and rallying, the latter where Healeys were renowned for, right up to 1965. It’s the original British bruiser; a hairy-chested sports car for real men, which has to be taken by the scruff of the neck and tamed. It may be a bit of a handful, but there’s nothing like a big six pot Healey at full chat when it comes to good old-fashioned driving fun.

History

To the unitiated all big Healeys are the same, but like most classics, there were myriad changes to the engine, transmission, trim and even the bodyshell. After the successful run of the original (and some reckon most desired) 100/4, the 100-6 (BN4) was released in October 1956, featuring a longer wheelbase than before plus a 101bhp 2639cc six-cylinder engine that was found in the fl agship Austin Westminster saloon. Slotting in a six pot always sounds good news but the change was more due to economics and what was available at BMC because the bigger, heavier engine was really little more powerful over the earlier ‘four’ that had been discontinued by Austin. Add a lot more weight and the new Healey was actually slower and lazier.

The Healey was growing up in other ways, too; the windscreen no longer folded fl at, a pair of seats were somehow squeezed in the back for 2+2 motoring and there was a new, oval grille to distinguish the car. In November 1957 the BN4 received bigger valves and revised manifolding toliberate a lusty 117bhp, which improved performance a good deal. The 100-6 (BN6), introduced in April 1958, saw a return to just two seats then the daddy of them all, the 3000 Mk1 (BN7 or BT7 for 2+2 version) was launched in March 1959. Now featuring BMC’s 124bhp 2912cc C series engine, front disc brakes were – thankfully – now standard issue.

Built in 1961/62, the fi rst 3000 MkIIs were MkIs with triple carbs and a vertically slatted grille. Incidentally the extra SU liberated hardly any added power in road tune; rather it was to make the car comply with racing regulations. These cars only ran for a year and are identifi ed by a special vertically slatted grille and a needed purposeful - looking bonnet bulge. From 1962 the MkII received a toned up torso with a curved windscreen, wind-up windows and a folding hood. Reverting to more reliable twin carbs, the model is denoted BJ7. The fi nal fl ing was the MkIII, produced between 1964-1968. Similar to the BJ7, the differences comprise a walnut dash, larger 2-inch SU carbs, separate indicators front and rear and a new camshaft to give a hearty, healthy 148bhp that fi nally saw the ‘six‘ match the original 100/4 for outright pace.

There were also some rarities along the way. 1954 saw the production of 55 100S (for Sebring) cars, with bodies and cylinder heads of alloy. In the same year two coupes were built on the BN1 chassis – thankfully both survive. A Le Mans kit could be specifi ed on BN2s, raising power to 100 or 110bhp, depending on camshaft choice. Known as the 100M, the car featured bigger carbs along with changes to the distributor and valve springs. Around 1100 of these were produced, some 100s being modifi ed retrospectively.

In 1964 two prototype fastback 3000s were made, each different. The project was canned but both survive. Then in 1966/7 there was an attempt to keep the Healey going with a 4000 version, using the Vanden Plas 4-litre (R’s) Rolls Royce-derived engine. Widened by six inches, just two were made (one manual, one auto), although at least one 3000 has been converted.

Driving

If the term ‘hairy-chested’ could ever be labelled at a classic British sports car then the Healey deserves it more than most. Finesse just doesn’t come into it – the A-H is all about brawn and bravado. Sure, six pot models are more noseheavy than the earlier ‘fours’ and handling duly suffers, but boy can you have fun with the tail in the wet….

Whether the bodyshell is made of steel or aluminium makes quite a difference, as an alloy body boosts the power to weight ratio quite noticeably and the six (rather like the later MGC which replaced the Healey) feels a bit lazy when compared to the 100/4. Only the last 148bhp models cracked the 10 second skit to 60mph but as ever in real world driving the car doesn’t hang about and there’s pulling power to spare. When a 3000 MkIII is running properly it’ll accelerate from a standing start to the magic ton and back again – in 29 seconds. And that’s pretty impressive even by modern standards. What’s more the ‘six’ always benefi ted from a proper four-speed gearbox with overdrive and closer ratios.

What is also hot is the cockpit thanks to all that heat soak! It’s a very antiquated cabin with few creature comforts despite all the wood and leather on later cars. However in 2+2 form there’s fair room for two small kids in the back and the ‘six‘ is certainly smoother and quieter than an equivalent 100/4 on a touring run. Ergonomics are very primitive however and the heaviness of all the controls will surprise many MGB drivers, let alone those used to newer machinery. Without being sexist the best way to sum up a Healey is to say it’s a bloke’s car and doesn’t pretend to be otherwise (So how come Pat Moss – Carlsson – Stirling’s sister – did so well rallying one-ed).

Improvements

Thanks to an army of Healey specialists and their involvement in classic motorsport there’s a lot you can do to a Healey although for occasional road use upgrades can be kept to a minimum. The disc drum set up can be simply improved using larger brake calipers taken from Lotus Cortinas with harder pads. The suspension really only needs the usual beefi ng up (don’t lower it anymore though!) and poly bushing. Alloy cylinder heads are now available, while suitable gas fl owing reaps real rewards in better breathing. Along with a freer fl owing exhaust manifold, the big six can easily yield a tractable 180bhp in road tune. If you wish the block can be bored out to a lustier 3.3-litres while there are 3.5-litre kits – but that’s stretching it for road use in every way.

Prices

Healey prices have been on the rise for the past few years and the days of a bargain buy are fading fast. You now need to have at least £30,000 burning a hole in your pocket to net one on one of the various concours cars out there. Of course it’ll be far too good to use so you’d be better off buying a really nice example that you could show if you wanted. Such a car will set you back something like £20,000, while a more usable big Healey is 20 per cent less, or around £16,000. If you’ve got £10,000 or less to spend you’ll get a car that’s and usable, but will need a lot of work before too long. What you don’t want to do is splash out less than £5000 on a rebuild project – where restoration will cost more than the car’s worth. If you’ve got mega-money it’s the works cars that are the ones to go for – especially as their survival rate is very good. Just don’t expect any change out of £100k, and that’s on the rare occasions they actually come up for sale.

Three Of A Kind

Daimler SP250

Get past those awkward looks and you’ll discover that the SP250 is a true gem. The problem is, with just 2648 built, there aren’t enough good ones to go round. If you do manage to track one down however, you’ll quickly appreciate the pearl of a V8 engine, the reliability plus the great performance too. You’ll need at least £15,000 to secure something good though; look out for ‘micro blistering’ paint and poor quality interior trim, plus crazed bodywork.

Jaguar Xks

Probably the closest rival to the six pot Healey in style, character and overall performance although the Jags sell for a lot more. XK120 is purist choice but later XK140/150s are better daily drivers and a lot more useable. Closed topped Coupes are more like sportier Mk2s and car is fairly 2+2 sized – no worse than a Healey certainly. Now the XK has hit 60, prices are catching E-type, meaning that there are few bargains left. Really cheap cars should be viewed with care.

MGC

Spiritual successor to the Big Healey, the MGC was a massive fl op when it was launched back in 1967, although now the car is looked upon in an entirely new light. Heavier and more cumbersome than an MGB, the C is better suited as a lusty long legged tourer, although early criticisms of dire understeer are now eradicated by modern radials and better chosen tyre pressures. As cheap as an MGB to buy and keep with an equally brilliant club and specialist support.