Cars and Tuning

Donald Mitchell 3de Healey was born in July 1889 in Perranporth, a small coastal town in the north of England. Since an early age and showed his fondness for the mechanics, which led him to enter as an apprentice in the Sopwith Aviation Co.. At the end of their studies.

In 1915 became a pilot in the Royal Flying Corps, which until 1917 because of an accident was withdrawn from active duty.

But it was not until the end of the war when it started to show an interest in cars and racing. Everything began to mount a workshop with his father in his hometown. In 1922 he was appointed founding of Truro and District Car Club. The first competition was organized Donald with a six-cylinder Buick who set the best time. After the first hit, his prize was growing meritorious positions in countless races, which include the following: 9 times the Monte Carlo Rally, 5 the Mille Miglia, the Austrian Alpine, the International Alpine Rally, and several speed records between 1953 and 1956 in the salt lakes of Bonneville.

He worked at the factory Riley Coventry, and later in the Triumph Company, where he was chief engineer at the time of the unforgettable models Gloria and Dolomite. But during the depression that preceded World War II, the factory was sold to Ward Thos. Later he returned to Coventry to work in the factory Humber develop armed military vehicles, such as the Humber Scout. There he met A.C. Sampietro (engineer Alfa Romeo and Maserati) and Ben Bowden.

Of the joint work of the three, who were accompanied by James Watt, the first born Healey, which is not preserved the basic designs, as Bowden made in the paper the wall of the dining room of his house.

Those designs gave rise in 1945 to the models Eliot, four-seater coupé, and Westland, cabriolet, both powered by engines Riley of 2.4 litres. But it was such a precarious means of the founders who partnered with Roger Menadue, a former friend of Donald, who after working in the industry Amstrong-Withworth, had collected a large quantity of screws and nuts, which represent their contribution, as it aviation is jettisoned after first use.

Following the success of previous, they referred the Healey Silverstone, probably the most interesting of Healey, of which only 105 units were built roadster two squares with the same engine, which won a remarkable success in numerous competitions. It is said that training for the Mille Miglia Peter Collins with Tomy Wisdon were chased by two motorists from the police, putting the car at the top to escape. One step at the frantic race stopped, and they were achieved. Each motorist was placed at the side of Healey, and after regulatory greetings to their victims, addressed to them in a macarrónico English: “Outstanding performance, can give us permission to see the engine of his car for the Mille Miglia?” Unquestionably there were two tifosi of the Polizia Stradale.

In late 1949, Donald Healey accidentally met aboard the Queen Mary, George Mason, president and CEO of Nash-Kelvinator. At the end of the voyage had agreed to manufacture the Nash-Healey, and the planes only in the absence of finish. Originally it was the Silverstone with Nash engine of 3,800 cc, but seeing that comfort was precarious, a new body was designed more spacious and aerodynamics that united to 125 BHP gained an excellent result in the Thousand Miles and the 24 Hours of Le Mans 1950.

Based on these facts, factory Warwick presenting the new model in October. It was a cabriolet three seats capable of reaching 176 km / h. The production reached 506 units between 1950 1954. This period of collaboration with Nash gave the team the commercial and technical expertise as well as the necessary capital to address the production of the later would be the Austin-Healey 100.

After a trip through the USA, Donald Healey returned to England convinced that if it can build a sports fast, lightweight and above all, cheap, which rellenase the deep pit that was opened between the fragile and slow-MG TD and The powerful but expensive Jaguar XK-120, the segment of the American market that dominates Jaguar surrendered fall at his feet.

For its future model was affordable chooses to minimize manufacturing costs by using a large number of engine and choose the Austin A 90, a four-cylinder valves in the head and 2.6 liter engine that accepts Nuffield Organisation supply at advantageous price. And posts also serve the gearbox, the steering box and arms and docks in the front suspension. All these components installed Healey in a chassis expressly created by the engineer Barry Bilbie for which Gerry Coker designing a body low and attractive aspect of stylized.

The project was presented to Sir Leonard Lord, president of Austin Motor Company. Who did not hesitate to support him and he intends to manufacture it under the brand Austin course in massive quantities. Healey warmly accepted because the conditions are excellent and, above all, does not require any modifications to the original design. The culmination was his presentation at the Hall in London in October 1952. Previously Healey had ensured that the car could exceed 160 km / h (the magical “Ton” 100 miles per hour) and was worthy of carrying the 100 figure behind the manufacturer’s name.

With a price of 750 pounds, it was normal to seek the success that tells the story. Austin built the vehicle, and Donald Healey Motor Co.. Acting consultant, and responsible for the design and competition.

In the Salon International de l’Automobile Sports of New York in 1953, was proclaimed car of the year, and the World Fair of Miami won the Grand Award Premium. Of these, called BN-1, was passed in 1955 to produce the BN-2, whose main differences are the gearbox four more relations overdrive, and the rear axle Morris C. From development in competition was born on S 100 (Sebring), whose production began in 1954. It is distinguished by the reinforced chassis, the aluminum bodywork, the windshield of a piece of plastic, the fuel filler cap-type fast in the middle, front disc brakes, or the painting in two colours. The engine was fitted with an aluminum cylinder head Weslake and carburisation of 1.3 / 4 inch, which coupled with an increase in compression ratio amounted to 8,3:1 power up to 125 BHP, enough to reach a speed of 200 km / h.

This resulted in the 100 M, which was first sold in kit form. It was a 100 / 4 disguised as 100 S, but with only 110 BHP.

The year 1956 brought the world the model 100 / 6, as per requirements of the British Motor Co. already constituted. On reliable group of four-cylinder was replaced by the six-cylinder 2,639 cc driving to Austin Westminster. The yields rose to 102 BHP, increasing the elasticity and smoothness of motion. As promotion of the new model was built two units of record, which in his own hands Healey and Carrol Shelby, in Utah reached brands that took years to be beaten.

One of the changes that came with the new was that, beginning in 1958, it had a choice between one version of two squares and another 2 +2, because in the latter part of the trunk utilized for the two occasional seats.

In 1959 ceased production of 100 / 6 being replaced by the first Austin Healey 3000: MK-I. More than a new model was an evolution of the previous 100 / 6. It replaced the engine block by BMC type C of 1,912 cc, which could be rectified until 2,993 cc. The output stood at 124 BHP at 4,600 rpm. Girling disc brakes were installed at the front wheels, new clutch and new carburisation. His life would not be very long, since April 1961 would be replaced by the MK-II which, in turn, would last only until March 1962.

The reasons for the new release, catering more to commercial reasons that technical realities. One was the installation of a third carburetor, as the sporting regulations then allowing the replacement of these items, but not the increase in the number of them. Another reason, too picturesque, was the replacement of the front grille of the one with the pipe, because at that time, in the United States they took expensive models, as opposed to more economical. Following complaints from buyers motivated by the difficulty of making his point, in April 62 was launched with a new model designation MK-II BJ7, cabriolet, with the settlement of two carburetors. Also incorporated other advantages such as: derivabrisas, redesign of the windshield, glass alzables, redesigned hood more comfortable, better insulation of the passenger compartment and a new tree cam. We lost some power (now 129 BHP), but ultimately reached a settlement much more civilized. Throughout his production was offered as an option servofreno vacuum and a hard roof to replace the hood.

In March 1964, the Model MK-III came to replace the controversial MK-II, this would be the final model with four years of manufacturing and die with dignity with which the mark. The power was increased to 148 BHP, thanks to the two carburetors 2 inches and the redesign of the tree cam. It was modified exhaust, adding a second silent behind. The Serbo remained as team series, and the tachometer became electronic rather than mechanical. The interior was improved with a walnut dashboard and, with the backing folding rear, increasing the capacity of luggage. The second phase of the MK-III began to put on the market without notice and quietly it improved rear suspension, improved hubs of the wheels of radios, lights, direction and position were separated, was mounted brake Girling 16-inch button for opening the doors. Surely the model was more comfortable and luxurious, and one of the most desired.

The American people was responsible for the birth of the mark, and himself who brutally put an end to its upward career. The Traffic Safety Act came into force on January 1, 1968, which in December 67, the last of the Big Healeys left the factory in Abingdon, sadly, without ceremonies. He had disappeared one of the brands that make history, but setbacks like this are what make the car move.

In addition to the models listed, there were some units out of this world. Claros examples can be: two prototypes roof closed, the X-3, based on modifying a Morris Minor, the X-170, single-engine Ferrari with the two-litre car and part Marquis de Portago, the X-230 , dual front light, the X-312 and 313, new attempts to coupés; the Rolls Healey, which was built three units, or the Climax-Healey.

After the setback, no fan of 3000 had criticized Donald Healey to withdraw its 72 years, but his hobby could further and began designing a new model. In 1972, it appears the Jensen Healey, but as the saying goes, “never second parts were good,” and the mark disappears Healey in 1977, a victim of the crisis and its own weakness. The Jensen-Healey was never measure up to the Big Healey, and this brand enthusiasts never forgot.

Better known among Spaniards for their literal translation (frog eyes), the first Austin-Healey Sprite began to occur in the factory MG from Abingdon in March 1958. Only two months after it was presented to the press and public. Indeed, the prominence of their headlights attracted criticism for and against.