Fact-checked by Grok 2 weeks ago

Austin-Healey

Austin-Healey was a marque established in 1952 through a between the Austin division of the (BMC) and the . The company specialized in producing open-top s that combined attractive styling, robust performance, and relative affordability, becoming synonymous with post-war motoring enthusiasm. Key models included the "Big Healeys"—the Austin-Healey 100 (1953–1956), 100-Six (1956–1959), and 3000 (1959–1967)—alongside the smaller, budget-oriented (1958–1971). Production of the marque ended in 1972 following BMC's merger into , but Austin-Healeys remain highly regarded classics today. The origins of Austin-Healey trace to , a pioneering automotive engineer and racer born in 1898, who founded his own company in 1945 after wartime service and pre-war successes in events like the . In late 1952, Healey presented a prototype —powered by an Austin-sourced 2.7-liter inline-four —to BMC chairman Leonard Lord, who greenlit production on the spot, leading to the marque's rapid launch. The inaugural Austin-Healey 100 debuted at the London Motor Show in October 1952 and entered production in 1953, featuring a chassis derived from the , leaf-spring suspension, and a top speed exceeding 100 mph (161 km/h), true to its name. Approximately 14,600 units of the 100 series were built before it evolved into the six-cylinder 100-Six. Evolutions of the Big Healey line emphasized increased power and refinement, with the 100-Six introducing a 2.6-liter inline-six producing 102 , followed by the 3000, which enlarged the to 2.9 liters and boosted output to as much as 150 in its final Phase III variant (1964–1967). Over 44,000 Austin-Healey 3000s were produced, making it the marque's and a staple for touring and competition. Complementing these was the , conceived by Donald Healey's son Geoffrey and BMC's as an economical sports car; its "Frogeye" () or "Bugeye" () version launched in with a 948 cc A-series , fixed headlights integrated into the fenders, and cost-saving omissions like external door handles. The Sprite evolved through four marks until 1971, with later versions sharing components with the and achieving over 129,000 units produced. Austin-Healeys earned a strong reputation in motorsport, with models competing successfully in endurance races like the —where they secured class wins in 1953 and 1959—and rallies such as the Coupe des Alpes, amassing hundreds of victories worldwide. Factory-supported efforts and teams highlighted the cars' durability and handling, contributing to their enduring appeal. Despite challenges from corporate mergers and shifting market preferences toward safer, enclosed vehicles in the late , the marque's legacy persists through active clubs, restorations, and events dedicated to preserving these symbols of and automotive exuberance.

History

Founding and Early Development

Donald Healey, a prominent British automotive engineer and racing driver, began his career in the with successful rally competitions, including a victory in the 1931 driving an Invicta, followed by engineering roles at from 1933 and as chief engineer at from 1934 to 1939. Following his contributions during to the development of aircraft carburetors and armored vehicles for the , Healey founded the in 1945 at The Cape Works in , , initially focusing on luxury touring cars and components to capitalize on his expertise in design. The company quickly established a reputation for high-performance vehicles, setting the stage for Healey's later collaborations with major manufacturers. In 1949, the introduced the Healey Silverstone, a developed as a road-going racer, featuring a tuned 2.4-liter Riley four-cylinder engine producing around 104 horsepower and a welded steel tube for enhanced rigidity. The Silverstone achieved notable success in period racing events, including class wins at circuits like and Goodwood, which highlighted Healey's engineering prowess and drew the attention of industry leaders, including Leonard Lord, managing director of the within the (BMC). This acclaim from the Silverstone's competition results underscored the potential for Healey's designs in broader production, paving the way for partnerships beyond small-scale manufacturing. The Austin-Healey marque originated from a 1952 agreement between the and Austin (part of BMC), initiated after was impressed by Healey's displayed at Motor Show. Under the deal, Austin would handle large-scale production at its works, utilizing its A90 Atlantic engine, while Healey retained design oversight and received royalties on sales. Healey's team, including designer Gerry Coker who styled the distinctive open-top body with its distinctive grille and flowing lines, finalized the known initially as the Healey Hundred. The partnership formalized the Austin-Healey brand, blending Healey's innovation with BMC's manufacturing capacity. The Austin-Healey 100/4 made its public debut as the Healey Hundred prototype at the October 1952 London Motor Show, featuring a 2,660 cc inline-four-cylinder engine from the Austin A90 delivering 90 horsepower, a top speed of approximately 103 mph, and an initial price of £1,064 including taxes. Following the show's success, where orders exceeded expectations, production commenced in early 1953 at , with the first vehicles assembled by May of that year and an initial output target of 200 units to meet demand. These early milestones marked the rapid transition from prototype to volume production, establishing Austin-Healey as a competitive force in the British market.

BMC Integration and Expansion

The formation of the (BMC) in 1952, through the merger of the and the Nuffield Organisation, provided a robust platform for Austin-Healey's development as a key producer of affordable sports cars within the group. Leonard Lord, who assumed the role of BMC's managing director following the merger, was a driving force behind this initiative, emphasizing the use of existing BMC components to create accessible performance vehicles for international markets. Austin-Healey's early models, such as the 100 series launched shortly after the partnership with , exemplified this strategy by incorporating Austin-derived four-cylinder engines and chassis elements shared across BMC brands. Factory operations expanded significantly under BMC oversight, with Austin-Healey assembly shifting from Austin's to the works in Abingdon in late , enabling streamlined production alongside MG models. This relocation supported workforce growth to over 1,000 employees by , reflecting increased demand and operational scale. By 1968, cumulative Austin-Healey production had surpassed 70,000 units, underscoring the brand's commercial maturation within BMC's integrated manufacturing network. The BMC structure further promoted component sharing, including engines sourced from both Austin and divisions, which optimized costs and engineering efficiency across the lineup. Key milestones during this period included the 1958 debut of the , a low-cost model designed to capture budget-conscious buyers using construction and BMC-sourced parts. Export performance was a major driver of growth, with more than 50 percent of production—primarily the higher-end models—shipped to the , bolstering BMC's overseas revenue. Annual sales peaked in 1960 at over 20,000 units, highlighting the brand's market strength before later challenges emerged. Engineering and design evolved in tandem with BMC's resources, notably with the 1956 introduction of six-cylinder powerplants for the 100-6, enhancing performance and appeal. BMC in-house designers contributed styling refinements, such as updated front fascias and interior layouts, to align with evolving tastes. Concurrently, the expansion of an international dealer network strengthened distribution, particularly in and , facilitating sustained growth through the late 1960s.

Decline and Brand Cessation

The formation of Motor Corporation in January 1968, through the merger of (which included the and its Austin-Healey division) and , marked a turning point for the brand. This government-facilitated consolidation, valued at £410 million, aimed to strengthen the British but instead introduced significant management turmoil, as conflicting corporate cultures clashed under new leadership. For Austin-Healey, the changes exacerbated existing challenges, including parts shortages and declining build quality, as resources were redirected toward rationalizing overlapping models across the conglomerate. Donald Healey's consultancy agreement with the company was terminated shortly after the merger, removing key expertise and signaling reduced commitment to the sports car line. Compounding these internal issues were broader economic pressures in the late and early . The , Austin-Healey's primary export market accounting for over half of sales, imposed stricter emissions regulations starting in 1968, which the 3000 model could not economically meet without major redesigns. The further eroded demand for fuel-thirsty sports cars, while rising competition from more reliable and affordable Japanese entrants, such as the Datsun 240Z introduced in 1969, captured previously held by British roadsters. These factors contributed to a sharp sales decline, with sales of Austin-Healey and sports cars dropping from 45,000 units in 1967 to far lower figures by 1970. Production of the wound down accordingly, with the final units assembled in December 1967 at the MG plant in Abingdon, , though some completion work extended into March 1968. The smaller persisted longer, but dropped the "Healey" badge by late 1970 to avoid royalty payments, rebadging the final 1,022 examples simply as Austin Sprites produced between January and July 1971. Overall Sprite production totaled approximately 129,000 units across all variants from 1958 to 1971. The brand's official cessation came in 1972, when the original 20-year agreement between and Austin expired, ending all use of the Austin-Healey name under . Healey, who had departed active involvement earlier amid a contentious split in 1970, retained trademark rights through his family interests, later licensing them for projects like the . In the immediate aftermath, the Abingdon facility shifted fully to production, sustaining operations until its closure in 1980 but resulting in over 500 job losses at that time; the 1971 Sprite wind-down similarly led to workforce reductions, though exact figures for that year are not well-documented. The brand's demise galvanized the enthusiast community, boosting membership in established groups like the Austin Healey Club, founded in 1961, as owners rallied to preserve the marque's legacy.

Models

Austin-Healey 100 Series

The Austin-Healey 100 Series, introduced in 1953, marked the debut of the collaboration between and Austin, featuring the BN1 model as a two-seater powered by a 2,660 cc inline-four engine derived from the BMC A90 Atlantic sedan. This pushrod overhead-valve unit, equipped with twin H4 1.5-inch carburetors, delivered 90 at 4,000 rpm and 144 lb-ft of at 2,500 rpm, enabling a top speed exceeding 100 as implied by the model's name. The employed a ladder-frame design with independent front suspension via unequal-length wishbones and coil springs, while the rear utilized a live with semi-elliptic springs and lever-arm shock absorbers, contributing to a curb weight of approximately 2,000 lbs. This setup allowed for 0-60 acceleration in about 11 seconds, balancing performance with road usability in a lightweight, open-top configuration. Production of the BN1 ran from May 1953 to June 1955, with 10,030 units built at Austin's facility, where the company assumed full manufacturing after initial prototypes from Healey's works. The model featured a three-speed with overdrive on second and third gears, 15-inch wire wheels as standard, and an optional three-piece windscreen for enhanced aerodynamics and visibility. In the United States, where it gained popularity as an affordable , the BN1 retailed for $2,995, appealing to enthusiasts seeking motoring character at a competitive price. Common maintenance challenges included rust-prone sills due to the steel body's exposure to moisture and the need for precise tuning of the SU carburetors to address mixture imbalances from fuel quality variations. The BN2 variant, produced from August 1955 to July 1956, refined the formula with a four-speed including on third and fourth, updated bumpers for improved aesthetics, and stiffer springs alongside larger drum brakes for better handling. output remained at 90 in standard form but could reach 102 with minor adjustments, maintaining the model's torquey low-end delivery suitable for spirited road driving. A total of 4,400 BN2 units were manufactured, contributing to the series' overall production of around 14,500 examples before the shift to six-cylinder models. These cars shared the BN1's core engineering but addressed early exhaust scraping issues by slightly raising the chassis placement. For racing homologation, Austin-Healey produced the limited 100S variant in 1955, with only 50 customer units built alongside five works prototypes, all featuring a highly tuned version of the 2,660 cc engine producing 132 bhp at 4,750 rpm through a high-compression alloy cylinder head, twin 1¾-inch SU carburetors, and revised camshaft. Innovations included Girling-manufactured Dunlop disc brakes on all four wheels—the first such application in a production sports car—paired with a strengthened chassis, lightweight aluminum body panels, and a 20-gallon fuel tank for endurance events. This setup enhanced stopping power and reduced unsprung weight, making the 100S a competitive racer while retaining road legality, though its scarcity and performance focus elevated it beyond standard production intent.

Austin-Healey 100-6 and 3000

The , introduced in late 1956 as the BN4 model, marked the transition to a six-cylinder in the Big Healey lineup, replacing the four-cylinder 100 series with a 2,639 cc BMC C-Series inline-six engine that initially produced 102 at 4,600 rpm, later upgraded to 117 at 4,750 rpm in the second series from late 1957. To accommodate the longer engine and optional seating configuration, the was extended by 7.5 inches to 90 inches, enhancing interior while retaining the roadster's open-top and wire-spoke wheels. Production of the 100-6 continued until June 1959, totaling approximately 13,900 units across the BN4 variant and the rarer BN6 two-seater introduced in 1958. Engineering advancements in the 100-6 included the adoption of Girling front disc brakes from early , improving stopping performance over the previous setup, while the four-speed was offered with optional on third and fourth gears for better highway cruising. The live rear axle with semi-elliptic leaf springs provided robust handling for its era, though the car's weight rose to around 2,422 due to the added length and engine mass. Performance figures reflected the power gains, with top speeds reaching 109 mph and 0-60 mph acceleration in 10.4 seconds for later models equipped with twin HS6 carburetors. The series debuted in 1959 as an evolution of the 100-6, enlarging the engine to 2,912 and boosting output to 124 at 4,600 rpm in the initial (BN7 two-seater and 2+2), with overdrive becoming standard on higher gears to support a top speed of 115 mph and 0-60 mph in about 11 seconds. Production of the ran until 1961, yielding 13,650 units, primarily exported to the where the model's raw performance appealed to enthusiasts seeking alternatives to pricier competitors like the . The , produced from 1961 to 1963, introduced triple HS4 carburetors on select variants for 132 , along with vertical grille bars and wind-up windows in the BJ7 2+2 model, totaling 11,564 units across BN7, , and BJ7 body styles. The final Mark III (BJ8), built from 1963 to 1968, refined the formula with 150 from revised heads and exhaust, a walnut-veneer , power-assisted brakes, and enclosed doors for improved weather protection, achieving 121 mph top speed and 9.8-second 0-60 mph times; 17,712 units were made, including 17,380 Phase II examples from 1964 onward. Across all marks, the 3000 series accounted for over 42,000 units, contributing to the Big Healey's overall production of approximately 65,000 cars. Key engineering features persisted and evolved throughout the 3000 run, including four-wheel Girling disc brakes (with rear drums until the Mark III's servo assist), a strengthened for better rigidity, and later models' improved via zinc-coated panels to combat in export markets. The BMC C-Series engine's pushrod design emphasized torque (up to 165 lb-ft at 3,500 rpm in the Mark III) for responsive road use, paired with a close-ratio gearbox. In the U.S. market, which absorbed over 90% of exports, early 100-6 and 3000 models featured removable side curtains for weather protection, phased out in favor of wind-up windows by the BJ7; common owner modifications included roll hoops for and hardtops for all-season driving. Today, well-preserved Mark III BJ8 examples retain strong value, averaging $80,000 or more at due to their refined status as the pinnacle of the line.

Austin-Healey Sprite

The was introduced in as a compact, entry-level designed to appeal to younger buyers seeking an affordable alternative to the larger "Big Healey" models, with approximately 60% of units exported to the . Developed by the in collaboration with the (BMC), it featured a minimalist design emphasizing lightness and simplicity, weighing around 1,500 pounds, and became the longest-produced model in the Austin-Healey lineup, spanning to 1971. The Sprite's evolution across four marks refined its and comfort while retaining its rear-wheel-drive layout, which was chosen over an initially considered front-wheel-drive configuration to control costs and leverage existing BMC components. Total production reached 129,347 units, making it a commercial success that influenced subsequent BMC small cars. The Mark I Sprite (1958–1961), affectionately nicknamed the "Frogeye" in the UK and "Bugeye" in the US for its prominent fixed headlights, debuted at the press launch with a 948 cc A-Series inline-four engine producing 43 horsepower. It utilized a steel body for structural integrity and weight savings, equipped with side screens instead of roll-up windows, drum brakes on all wheels, and a four-speed , achieving a top speed of 83 mph. Priced at $1,795 in the US market, the model emphasized basic motoring with optional features like a heater and wire wheels, though common issues included leaks from the soft top and limited braking performance under hard use. Production totaled 48,996 units, establishing the Sprite as BMC's best-selling Healey model. Subsequent marks addressed early criticisms by enhancing power and refinement. The Mark II (1961–1964) upgraded to a 1,094 cc version of the A-Series delivering 46 horsepower, introduced roll-up windows for improved weather protection, and optional laminated windscreens, while maintaining the lightweight . Production reached 31,667 units, with exports continuing to drive sales amid growing demand for more civilized open-top cars. The Mark III (1964–1966) further boosted output to 52 horsepower from a 1,098 cc with twin SU carburetors, added wind-up windows as standard, and offered an optional for all-season use, though it retained that could fade during spirited driving. Only 11,124 units were built, reflecting a shift toward the upcoming larger . The Mark IV (1966–1971) marked the final evolution, featuring a 1,275 cc A-Series engine producing 65 horsepower, a recessed grille for a more modern appearance, and improved rear seating space within the fixed-wheelbase body. It addressed prior complaints with better rustproofing and optional , though soft top leaks persisted as a noted owner issue, and production climbed to 37,560 units as the model outlasted other Healeys. Innovations across the lineup included its Issigonis-inspired compact packaging—predating the by a year—and competition-oriented variants like the Sebring Sprite, which added lightweight modifications for . The Sprite's enduring appeal lay in its nimble handling and accessibility, solidifying its role as an icon of affordable sports cars.

Competition Involvement

Road Racing and Endurance

The Austin-Healey marque made its competitive debut in endurance racing with the 100/4 model in 1953, entering the with factory support from the . Two cars competed in the S3.0 class, with one finishing 12th overall and 2nd in class, while the other placed 14th overall and 3rd in class, demonstrating the model's reliability over the demanding 24-hour event. At the 1954 Sebring 12 Hours, and George Huntoon drove a factory 100/4 to 3rd overall and 1st in the S3.0 class, marking the model's first major international victory. No Austin-Healeys finished the 1954 Le Mans due to withdrawals. The introduction of the 100S variant in 1955 elevated Austin-Healey's presence in endurance racing, particularly at Sebring, where the model achieved class success. Stirling Moss and Lance Macklin piloted a works 100S to 6th overall at the 1955 Sebring 12 Hours. This performance underscored the 100S's enhanced capabilities, built on the 100/4 platform with targeted modifications for competition. Transitioning to the 100-6 and 3000 eras from 1956 to 1968, Austin-Healey maintained a robust Le Mans campaign under the works team led by Donald Healey. The Big Healeys had several entries but often retired due to mechanical issues, with no class wins in 1959–1961; the Sprite secured a class victory in 1960. At Sebring, the 3000 enjoyed consistent class successes from 1959 to 1964, including a leading entry finishing 15th overall and 2nd in GT3.0 class in 1960 with drivers like John Geitner and Ted Spencer. Stirling Moss, a frequent works driver, contributed to several of these results, including class podiums in the 3000 at major endurance events. The team also entered the 1953 Mille Miglia with 100/4 prototypes, though mechanical issues prevented finishes, highlighting early efforts to test the cars on high-speed road courses. Privateer Austin-Healeys found particular success in U.S. (SCCA) events during the , with modified 3000s and Sprites capturing national championships in D-, E-, and F-Production classes, bolstered by the models' tunable engines and robust chassis. The marque amassed several class victories at across models, including prototypes and variants. Racing modifications were essential to these achievements, with the 100S featuring finned aluminum brake drums (later upgraded to disc brakes on some examples) for improved cooling and under prolonged . The 3000's 2.9-liter inline-six was tuned for , incorporating high-compression pistons, six-port heads, and triple carburetors to produce around 160 horsepower, alongside aerodynamic enhancements like hood scoops for better . From 1958 onward, the (BMC) provided backing to the works team, integrating efforts through the BMC Competitions Department in Abingdon and enabling numerous international race wins, primarily in endurance and production classes. This support facilitated a professional structure with dedicated mechanics and drivers, sustaining Austin-Healey's competitive edge until the marque's racing activities waned in the late 1960s.

Rally and Hillclimb Events

Austin-Healey vehicles demonstrated exceptional durability and versatility in and hillclimb competitions, particularly during the and , where their robust construction and tunable engines excelled on , , and steep inclines. The marque's off-road efforts began with the 100 series and evolved through the 100-6 and 3000 models, supported by factory teams and enthusiastic privateers who adapted the cars for demanding non-paved terrains. These events highlighted the Healeys' ability to handle long-distance marathons and timed ascents, often outperforming expectations in international fields dominated by specialized rally machinery. The rally debut occurred in 1953 at the Tulip Rally, where two Austin-Healey 100/4 entries finished 37th and 54th overall. By 1958, the 100-6 advanced the marque's reputation in the Liège-Rome-Liège Rally, with and Ann Wisdom finishing 4th overall and winning the GT class, while also claiming the Coupe des Dames and contributing to BMC's Manufacturer’s Team Prize. The 3000 model further elevated Austin-Healey's profile in the 1960s, notably in the RAC Rally, where and Don Barrow achieved 2nd place overall in 1964 aboard a works-prepared entry. Key international events underscored the 3000's prowess, including participations in the , where a finished 5th in class in 1959. In 1961, 3000 entries competed at with factory efforts emphasizing reliability. The East African saw successes for Healeys in later years, leveraging and ruggedness in grueling conditions. Hillclimb achievements were prominent with the 100S, which set multiple records at Shelsley Walsh in 1955, benefiting from its lightweight body and high-revving engine during timed ascents. The contributed significantly to the marque's rally legacy, particularly with the Mk I variant securing a class win at the 1958 Alpine Rally under John Sprinzel and Willie Cave. Later Sprite marks appeared in events like the and various U.S. rallies, where privateers adapted the lightweight for mixed-surface challenges, achieving consistent top placements in production classes. Rally-prepared Austin-Healeys featured targeted modifications to enhance off-road capability, including reinforced for impact resistance, increased ground clearance via raised , dust-proofing seals on critical components, and for low-end —such as boosting the 3000 to approximately 140-150 with triple SU or , close-ratio gearboxes, and strengthened differentials. These changes allowed the cars to navigate diverse terrains while maintaining the base model's mechanical simplicity. Overall, Austin-Healey amassed numerous international class wins across the decade, with a strong presence in European events like the Liège-Rome-Liège—where works 3000s achieved a 1-2-3 class finish and team prize in 1960 under and Ann Wisdom—solidifying the marque's reputation for endurance in formats.

Concepts and Prototypes

Experimental Road Cars

In the early years of the Austin-Healey marque, experimental road cars emerged from the Motor Company's facility as part of the transition to production. Approximately 20 hand-built prototypes of the Austin-Healey 100 were constructed in 1952, featuring aluminum body panels crafted by to test design and engineering viability before full-scale manufacturing at BMC's began in 1953. These prototypes incorporated a 2660cc inline-four producing 100 , paired with a three-speed gearbox with overdrive, and distinctive elements such as deeper side swages, a hand-fabricated grille, and a two-piece , serving as publicity tools and evaluation vehicles at events like the 1952 Motor Show. By the late and into the , BMC's integration prompted more ambitious design studies aimed at evolving the lineup for international markets, particularly the . In 1960, the X230 prototype was developed at the Abingdon factory as a styling exercise for a potential update to the , featuring a custom widened , quad headlights, a 25-gallon , four-wheel disc brakes, De Dion rear suspension, and rack-and-pinion to enhance manners and appeal. This unbuilt design explored aesthetic refinements like revised bodywork and a seven-port grille but was not selected for production amid shifting priorities toward existing models. BMC's experimental efforts in the 1960s included two key projects for road-oriented successors. The ADO30, initiated in 1962 and culminating in three prototypes by 1967, was envisioned as a to replace the 3000, utilizing a Pininfarina-styled fixed-head body on an extended 3000 chassis with features like a Rolls-Royce FB60 3.9-liter (later swapped for a BMC G60 twin-cam six-cylinder in two examples) and suspension tailored for American tastes, including options for hardtops and . Despite promising performance—up to 268 in the G60 variants—the project was canceled in spring 1967 due to escalating costs (over £1 million invested), internal politics, handling challenges, and competition from the , with most prototypes ultimately scrapped, though a few surviving examples exist. Concurrently, the ADO36 (part of the broader ADO34/35/36 series from 1960-1964) proposed a Mini-platform-based and for the Austin-Healey badge, as a successor, with transverse front-engine layout, styling, and lightweight construction to offer affordable performance; however, engineering flaws like poor and BMC's financial constraints led to its abandonment without full prototypes beyond mock-ups. These experimental road cars focused on market testing innovations for U.S. consumers, such as enhanced comfort features and grand touring capabilities, but none advanced to production owing to BMC's emphasis on cost-effective volume models amid corporate mergers and budget limitations. Their legacy endures through surviving examples like the rare 100 prototypes, now prized in collections and occasionally raced, influencing subsequent designs in and concepts, while remnants such as the ADO30's engineering informed later BMC/ developments.

Racing and Le Mans Prototypes

The Austin-Healey 100S prototypes emerged from the works special test cars developed in the early 1950s for endurance , including entries at the 1953 and the 1954 , where they informed the production model's design. These pre-production racers featured lightweight alloy body panels over a reinforced , Girling disc brakes, and a tuned 2.6-liter inline-four producing 132 at 4,700 rpm, enabling competitive performance in international events like Sebring and testing. Beyond the 50 road-legal production 100S units built in 1955, additional works examples were prepared specifically for , emphasizing weight reduction and aerodynamic refinements to achieve class-leading results, such as third overall and first in class at the 1955 Sebring 12 Hours. For the smaller Austin-Healey Sprite, prototypes focused on low-drag configurations for endurance racing included the 1965 Sebring Sprite, which incorporated an aerodynamic nose extension on its standard 1.3-liter platform to improve high-speed stability. The 1967-1968 Mulsanne Sprite represented the pinnacle of these efforts, a closed body with hand-formed aluminum panels tested for minimal drag, powered by a tuned 1,293 cc inline-four delivering approximately 111 , capable of 154 mph on the . This prototype qualified for the 1967 , finishing 15th overall after completing 289 laps, but suffered a did-not-finish (DNF) in 1968 due to mechanical issues despite similar preparation. The Austin-Healey 3000 racing specials included works Le Mans entries from 1960 onward, such as the DD300, originally a works entry at Le Mans in 1960 and later raced by privateer Ecurie Chiltern in 1961 and 1962, a lightweight racer with covered headlights for reduced drag, a 3.0-liter inline-six engine tuned to around 200 bhp, and modified suspension for endurance demands. After a major crash at the 1964 Snetterton Autosport Three Hours race, it was rebuilt and continued use. Hillclimb variants of the 3000 prototypes featured further stiffened chassis and higher-revving engines, allowing privateers to set class records at events like Shelsley Walsh in the mid-1960s. These prototypes were developed in-house at the Abingdon works, where engineers conducted aerodynamic testing in wind tunnels at facilities like and to optimize body shapes and cooling, resulting in bespoke racers across the 100S, , and 3000 lines. Many were destroyed in high-speed crashes during testing or competition, underscoring the experimental nature of the program. Overall, Austin-Healey's prototypes secured multiple class victories and records, such as first in prototype class at Sebring in 1955 and strong prototype rankings at , but achieved no outright wins at the 24 Hours due to from larger-displacement prototypes. Surviving examples, including rebuilt DD300 units, continued into the 1970s in historic events, preserving the marque's .

Revival Efforts

Early Post-Production Attempts

Following the cessation of official Austin-Healey production in , various initiatives emerged in the ensuing decades to revive the through licensing deals and developments, though none advanced to full-scale before 2005. These efforts were often hampered by the complexities of securing manufacturing partnerships and navigating rights retained by Donald Healey's family after the original BMC agreement expired. In the late , BMW, which had acquired the in 1994, initiated Project Warwick as a potential relaunch of the Austin-Healey marque. The concept was a two-seat drawing inspiration from classic Healey designs, featuring a 3.2-liter inline-six engine derived from the that delivered 343 horsepower. Styled by BMW Designworks in to blend retro aesthetics with modern engineering, the full-size model was showcased at the 2001 Geneva Motor Show and considered for production under the Rover umbrella, targeting the U.S. market with an emphasis on performance and heritage appeal. However, the project was shelved after BMW divested the in 2000 amid financial pressures, leaving it as an unfulfilled exploration of brand resurrection. Earlier attempts in the and proved equally challenging, with proposals for updated models like a new variant failing to secure backing, while limited replica efforts using surplus chassis provided niche continuations without official endorsement. Overarching obstacles included ongoing trademark control by Healey Automotive, the entity established by Healey's heirs to manage the marque's , alongside persistent funding shortages and the absence of committed automotive partners willing to invest in low-volume British sports car production during an era of industry consolidation.

Modern Continuations and Electric Conversions

In 2007, Nanjing Automobile Corporation, following its acquisition of MG Rover, entered into a collaborative agreement with Healey Automobile Consultants to revive the Austin-Healey and Healey brands, aiming to develop new sports cars bearing these names. The initiative, backed by the Chinese firm, envisioned modern interpretations of classic designs but progressed only to conceptual stages, with no production vehicles realized due to challenges in execution and quality control. A more tangible continuation emerged in 2022 from UK-based Caton Engineering, which introduced the Healey by Caton, a limited-edition restomod based on the original from the . Limited to 25 hand-built units and priced starting at approximately £475,000 (about $616,000) including a donor vehicle, the vehicle retains heritage styling while incorporating modern upgrades such as optional carbon fiber body panels for reduced weight, a 3.0-liter inline-four engine based on the original producing 185 horsepower, and advanced , braking, and safety features. This setup enables performance metrics including a 0-60 time of 8 seconds and a of approximately 200 per , preserving the open-top roadster's iconic proportions for contemporary driving. Caton's approach emphasizes meticulous craftsmanship, using original-spec chassis numbers where possible to maintain for collectors. Electric conversions represent another key facet of modern Austin-Healey revivals, driven by demands among enthusiasts. Since , Revival Autos in the UK has specialized in transforming classic and 100/6 models into electric vehicles, replacing the original inline-six engines with a kW () electric and a 40 kWh derived from the . These conversions deliver instant for responsive —achieving 0-60 mph in around 8 seconds—while offering an estimated range of 150-200 miles, depending on driving conditions, and significantly reducing maintenance needs through the elimination of mechanical components like the gearbox and exhaust system. Revival Autos also integrates upgrades to the and for improved handling, with full restorations ensuring the vehicles retain their and roadworthiness; completed examples have been showcased at enthusiast events, highlighting their blend of historical charm and zero-emission capability. As of 2025, Austin-Healey continuations and conversions remain niche endeavors without , with Caton planning a limited run of 25 units and Autos offering conversions on demand. These limited builds cater primarily to high-end collectors, prioritizing heritage preservation, performance enhancements, and environmental considerations over widespread availability.

References

  1. [1]
    Healey Automotive History (1946-1978)
    Austin-Healey was a British sports car maker. The marque was established through a joint venture arrangement, set up in 1952.
  2. [2]
    About The Marque - Austin-Healey Club USA
    The Austin-Healey marque was established in 1952 through an arrangement between Leonard Lord and Donald Healey, who won a design competition. 74,000 were ...
  3. [3]
    A Big Healey History: The Austin-Healey 100, 100-6, and 3000
    Apr 1, 2012 · In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the 1953-1967 Austin-Healey 100, 100-6, and 3000.
  4. [4]
    Healey Founders - Austin Healey Club of America, Inc.
    Donald Mitchell Healey was born in 1898 in the seacoast village of Perranporth in North Cornwall, England. His parents ran the small village store.
  5. [5]
    About Donald M Healey
    After the Austin-Healey came to its unfortunate end, DMH became chairman of Jensen and created the Jensen-Healey, which he hoped would replace the Big Healey.
  6. [6]
    1953-56 Austin-Healey 100
    The Austin-Healey 100 was supposed to go 100mph, and look good doing it. After creating the Nash-Healey in conjunction with George Mason in 1951.
  7. [7]
    The Austin-Healey Sprite: History, Generations, Models and More
    Apr 23, 2020 · The Austin-Healey Sprite was launched in 1958 with diminutive bodywork wrapped around a front-mounted 948cc Austin A-series inline four-cylinder engine.
  8. [8]
    AHC The Sprites - Austin Healey Club
    The first Sprites, with chassis numbers beginning AN5, were built in 1958. Despite its small size and low powered engine, the Sprite had considerable ...
  9. [9]
    Austin-Healey - Racing Sports Cars
    Achievements: Wins: 511, Additional class wins, 705. Second place finishes: 569, Top 3 finishes, 117. Third place finishes: 679, Races finished on podium, 1285.
  10. [10]
    Beautiful Brutes - Austin-Healey 100, 100-Six and 3000 - Hemmings
    Sep 22, 2018 · The Austin-Healey is one of those famous sports cars infused with personality, that of the gifted, savvy, much-loved Donald Healey.
  11. [11]
    Club History - Austin-Healey Club USA
    The Austin-Healey Club USA is a direct descendant of the original Austin-Healey Club, formed in the UK 1961 and sponsored by the British Motor Corporation.
  12. [12]
    Donald Healey - Automotive Hall of Fame
    Donald Healey had a bigger dream, and immediately following World War II, he established the Donald Healey Motor Company. Its first product was the Healey ...
  13. [13]
    Donald Healey - Unique Cars And Parts
    Healey designed the awesome Healey Silverstone, which did well in sports-car racing ... It was powered by a four cylinder Riley engine developing 104 bhp.
  14. [14]
    The Donald M Healey Story | Valve Chatter
    Mar 15, 2020 · Sponsored by his father he opened a garage in his home town where he repaired and service cars, and ran a local taxi service. The business ...Missing: career | Show results with:career
  15. [15]
    "Motor Sport" Conducts the First Published Road Test of the Healey ...
    Jul 7, 2014 · The combination of a 2 1/2-litre, four-cylinder Riley engine, giving over 100 b.h.p., in a welded-up chassis with a substantially constructed ...
  16. [16]
    Gerry Coker (1922-2020) - Austin Healey Club of America
    He is known in the Healey world for his body design of the Healey Hundred introduced in 1952. Gerry's design talent showed up early in life with his childhood “ ...Missing: production 200 units
  17. [17]
    Donald Healey: An Association With Austin - Our Warwickshire
    ... 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 ...
  18. [18]
    Austin Healey 100 - Phil Seed's Virtual Car Museum
    The Austin Healey 100/4 was manufactured from 1953 to 1956. It was fitted with a 4-cylinder 90hp 2660cc Austin A90 engine. The 100/4 was superceded by the 100/6 ...
  19. [19]
    1953 AustinHealey 100 Specifications & Dimensions - Conceptcarz
    Price : $3,000 ; Weight : 2025 lbs | 918.525 kg ; MPG Highway : 25 ; Top Speed : 111 mph | 178.599 km/h ; Displacement : 2660 cc | 162.3 cu in. | 2.7 L.
  20. [20]
    A Big Healey History: The Austin-Healey 100, 100-6, and 3000
    Apr 1, 2012 · The original 1953–54 record-setter was fitted with aerodynamic body extensions and an oval grille (once again courtesy of Gerry Coker), along ...Missing: milestones | Show results with:milestones
  21. [21]
    The BMC>MG Rover Story : Part Two - Formation of an ... - AROnline
    In 1952, old rivalries and suspicions were allegedly slaked when The Nuffield Group and Austin joined forces to become the British Motor Corporation.
  22. [22]
    A Big Healey History: The Austin-Healey 100, 100-6, and 3000
    Apr 1, 2012 · Austin's Leonard Lord, who had recently become managing director of the newly formed British Motor Corporation, pointed out that with the ...
  23. [23]
    A Big Healey History: The Austin-Healey 100, 100-6, and 3000
    Apr 1, 2012 · A month later, the Austin-Healey production line shifted from Longbridge to the MG plant in Abingdon. Although MG and Healey were rivals in the ...
  24. [24]
    https://www.mossmotoring.com/the-cottage-industry-of-abingdon/
  25. [25]
    Big Healey Guide - Austin Healey Club of America, Inc.
    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 ...
  26. [26]
    Elemental Spirit Part 1: A Power Partnership - Driven to Write
    Oct 12, 2022 · Healey provided the focused design skills, Lord provided the production infrastructure, and the Austin Healey 100 lived up to its promise, with ...
  27. [27]
    Best British export classics - Classics World
    Jun 18, 2025 · By 1963 over 90 per cent of all the Austin-Healey 3000s built were sent to North America and production was running at around 5,000 per year.<|separator|>
  28. [28]
    A Big Healey History: The Austin-Healey 100, 100-6, and 3000
    Apr 1, 2012 · About 44,000 of those were 3000s, with the remainder split roughly evenly between the four-cylinder cars and the 100-6.Missing: key | Show results with:key
  29. [29]
    A Big Healey History: The Austin-Healey 100, 100-6, and 3000
    Apr 1, 2012 · How the Healey Hundred became the famous "big Healey": the history of the 1953-1967 Austin-Healey 100, 100-6, and 3000.
  30. [30]
    Austin Healey Heritage - Unique Cars and Parts
    ... Austin-Healey driver! In the autumn of 1957 assembly of Big Healey's was moved to the MG factory in Abingdon. Shortly afterwards a new more efficient 117bhp ...
  31. [31]
    50 years of British Leyland – How the great merger happened
    Dec 29, 2017 · Austin-Healey and MG sports cars accounted for 45,000 sales, the ... 1968 merger between Leyland Motors and British Motor Corporation.Missing: decline | Show results with:decline
  32. [32]
    Bill Vance: Datsun 240Z set new standard for sports-GT cars
    Mar 25, 2022 · In the face of impending safety standards, British Motor Corp. and successors had let the beloved but ancient Austin-Healey expire. It was ...
  33. [33]
    Name Dropper - 1971 Austin (Don't Say Healey) Sprite - Hemmings
    Sep 13, 2024 · Exactly 1,022 of these Austin Sprites rolled off the assembly line between January 27 and July 6 of 1971. Aside from the badging, they had only ...
  34. [34]
    The Life of Donald Healey | - Moss Motoring
    Oct 8, 2024 · Donald Healey became famous in the automobile business without any family backing. Born at Perranporth in 1898, when there was still not a ...
  35. [35]
    Best Abingdon-built classics - Classics World
    Oct 5, 2022 · Unsurprisingly, the Midget was a hit and the name would continue until the Abingdon plant itself was axed in 1980. The M-Type remains ...Missing: losses | Show results with:losses
  36. [36]
    Austin Healey & Sprite Specs Guide | AH Spares
    ### Summary of Austin-Healey 100-6 BN4 and 3000 Series (BN7, BT7, BJ7, BJ8)
  37. [37]
    Technical Specifications • 1956 Austin-Healey 100
    Front Suspension Unequal double wishbones and coil springs. Fuel tank capacity 55 litre. Chassis Frame Ladder Frame. Rears Suspension Live axle with leafsprings.
  38. [38]
    1953 - 1955 Austin-Healey 100 BN1 - Supercars.net
    For ease of production, the body was manufactured in steel. Total production of the BN1 reached 10010 cars from the 27-month production from May 1952 to August ...
  39. [39]
    Austin Healey BN1 (100-4) - John Skinner (Manufacturing) Ltd
    2–7 day deliveryThe 100-four BN1 was a 2 Seater Convertible Soft Top car and it is understood that production numbers were between 10,030 (Robson, 1981) and 10,688 (Clausager, ...Missing: key | Show results with:key<|control11|><|separator|>
  40. [40]
    Austin Healey Buyer's Guide & Model Overview (BN1-BJ8)
    We've put together the following buyer's guide to give you everything you need to know to understand all the different Austin Healey models built from 1953 ...
  41. [41]
    1953 Austin Healey 100-4 2 Door Roadster BN1 Values - J.D. Power
    Edit options. Base Price$2,995. Options$0. Original MSRP ...
  42. [42]
    Austin Healey 100M? : The 100 Forum
    Nov 6, 2020 · All 100s are 2660cc producing 90bhp with a bore/stroke of 87.3mm/111.1mm. The capacities stated on that document relate to a 6 cylinder 100/6 Healey. Certainly ...Body and engine numbers the same? : The 100 Forum100-4 Vin question (Page 3) - The Austin-Healey ExperienceMore results from www.ahexp.comMissing: production | Show results with:production
  43. [43]
    Austin Healey 100/4 - SU carburettors - Page 2 - Engines & Drivetrain
    Jan 31, 2023 · Most common issues with su's are float needle tuck, piston stuck or stiff some idiot has messed with the settings especially linkages on ...
  44. [44]
    1955 - 1956 Austin-Healey 100 BN2 - Supercars.net
    Total production of the BN2 reached 4604 cars from August 1955 to July 1956. These were replaced by the 3000 cars which were fitted with the six-cylinder engine ...
  45. [45]
    Austin-Healey 100-4 (1953-1956) | Frazier Motorcar Company, LLC
    BN1 (1953–1955): The first Austin-Healey 100-4 model, powered by a 2.4L inline-four engine with 90 hp, featuring a 3-speed manual transmission and a top speed ...Missing: launch 1952 London specifications 2660 cc 103 £1064
  46. [46]
    Austin Healey BN2 (100-4) - John Skinner (Manufacturing) Ltd
    2–7 day deliveryYear of Manufacture: 1955 - 1956 ; Number Produced: 4,604 (unconfirmed) ; Chassis Number Range: 228,047 to 233,455 ; Designer: Gerry Coker & Donald Healey.
  47. [47]
    Putting the S in Sebring - 1955 Austin-Healey 100S - Hemmings
    Mar 27, 2024 · Also incorporated into the 100S were four-wheel disc brakes and engine modifications that pushed output of the stock 90 hp Austin engine to 132 ...
  48. [48]
    1955 Austin-Healey 100S | Gooding Christie's
    $$489,000.00Hand built in a separate workshop, just 50 production 100S models were constructed, and they have remained among the most competitive and desirable British ...
  49. [49]
    1955 Austin-Healey 100S | Amelia Island 2015 - RM Sotheby's
    The 100S was a purpose-built racing car from the beginning. The engine was also highly modified, resulting in a power increase from 90 to 132 brake horsepower.
  50. [50]
    1959 Austin-Healey 100-6 - conceptcarz.com
    The Austin Healey 100 was introduced in October of 1952 at the Earls Court Motor Show. The first Austin Healey 100s were known as 100-4 or BN1. The name 100 ...
  51. [51]
    1964 Austin-Healey 3000 Mk III BJ8 | Hagerty Valuation Tools
    The highest selling price of a 1964 Austin-Healey 3000 Mk III BJ8 at auction over the last three years was $68,693. The highest prices are usually reserved for ...
  52. [52]
    Race Results - Le Mans 24 Hours 1953 - Racing Sports Cars
    Race Results ; 14 · 33, Becquart / Wilkins, Austin-Healey 100, Donald Healey Motor Co. ; 15 · 45, von Frankenberg / Frère, Porsche 550 Coupé, Porsche KG ...
  53. [53]
    Race Results - Le Mans 24 Hours 1954 - Racing Sports Cars
    Austin-Healey 100, Donald Healey Motor Co, Withdrawn, S3.0. 29, Musso / Mières, Maserati 250S, Officine Alfieri Maserati, S3.0. 29, Huntoon / Lunken, Austin- ...
  54. [54]
    Race Results - Sebring 12 Hours 1954 - Racing Sports Cars
    Austin-Healey 100, H. L. Brundage, 36, Engine, S3.0. 11, Hansgen / Timmins, Jaguar C-type, Walt Hansgen, 28, Engine, S5.0. 59, Franklin / Curtis, MG Magnette ...Missing: 1955 | Show results with:1955
  55. [55]
    Sebring 12 Hours 1955 - Race Results - Racing Sports Cars
    ### Results for Austin-Healey 100S at 1955 Sebring
  56. [56]
    Race Results - Mille Miglia 1953 - Racing Sports Cars
    Race Results ; 1 · 547, Marzotto / Crosara ; 2 · 602, Fangio / Sala ; 3 · 606, Bonetto / Peruzzi ; 4 · 608, Cole / Vandelli ...
  57. [57]
    [PDF] TRIUMPH ON TRACK - Summitracing
    In the United States, Healey enjoyed great success in. SCCA racing, winning national championships in D-, E-, and. F-Production classes in the 1960s. The last ...
  58. [58]
    The Big Healey: The 100/3000 Series - Classic Motorsports
    The first four production cars were immediately sent to America, where the Austin Healey 100 was an instant hit, winning the International Motor Show Car of ...
  59. [59]
    1953 Miscellaneous Rallies
    V Tulpenrallye (Tulip Rally) 26th April-1st May 1953. Pos, #, Crew, Car ... Austin Healey 100 Tyldesley Austin Lewis Austin A90 Atlantic Rayner Austin ...
  60. [60]
    1958 Austin-Healey Sprite Mk 1 Works Rally - Sports Car Market
    Oct 16, 2018 · First registered in November 1958, chassis no. AN57565 was prepared by Donald Healey and his team for the 1959 Monte Carlo, Sestriere and Alpine rallies.Missing: onwards | Show results with:onwards
  61. [61]
    1960 Austin-Healey 3000 MKI 'Works' Rally Car - JME Healeys
    There were only 13 finishers out of 83, but amazingly three of the Healeys were among them, finishing 1st, 2nd and 3rd in class and also winning the Team prize.
  62. [62]
    1958 Austin-Healey Sprite Mk 1 Works Rally Car
    Built by Donald Healey for the 1959 Monte Carlo, Sestriere, and Alpine rallies this is the only factory-produced Healey Sprite rally car ever made.
  63. [63]
    1960 Austin-Healey 3000 Sports Works Rally Car
    Oct 1, 2004 · The engine was a 150-hp unit using triple two-inch SUs, the transmission used special close-ratio gear sets, and the differential could take ...
  64. [64]
    Austin-Healey 100 prototype: from Warwick with love
    Apr 11, 2023 · This classic Austin-Healey 100 is one of 19 hand-built, aluminium-bodied prototypes.Missing: Stiletto | Show results with:Stiletto
  65. [65]
    Abingdon Prototype Mystery: 1960 Austin Healey X230
    Jun 28, 2011 · This 1960 Austin Healey X230 is said to have been built at the factory in Abingdon early in 1960 as a styling exercise for a potential four headlamp model.Missing: workforce | Show results with:workforce
  66. [66]
    Concepts and Prototypes : Austin Healey 4000 (ADO30) - AROnline
    Robert Leitch tells the story of the amazing ADO30 – a grand tourer that sprung out of a design competition before nearly replacing the Austin-Healey 3000.Missing: Stiletto | Show results with:Stiletto
  67. [67]
    BMC ADO34/35/36: Mini-based MG and Austin-Healey sports cars
    Sep 11, 2025 · Between 1960 and 1964 BMC developed ADO34, 35 and 36 – Mini-based prototypes for MG and Austin-Healey. We explore the designs, the flaws and ...
  68. [68]
    The World's most valuable Austin-Healey restored to its ... - Bonhams
    It was one of the Works Special Test Cars that ran in the 1953 Le Mans 24-Hours, later became the 100S prototype – racing at Sebring, the Carrera PanAmericana, ...<|separator|>
  69. [69]
    1955 Austin Healey 100S - Images, Specifications and Information
    May 18, 2015 · The 2.6-litre, four-cylinder engine produced 132 bhp, which represented a 40 bhp improvement over the regular production engine.
  70. [70]
    1955 Austin-Healey 100S - Sports Car Market
    Jun 1, 2011 · Of the limited 100S production run, 3707 is among the minority, having no record of any major repairs and retaining its original matching- ...
  71. [71]
    1968 Austin-Healey Sprite Prototype - Supercars.net
    In 1949, a lone Healey Elliot saloon ran at Le Mans, finishing 13th after completing 1,524 miles against 1,986 miles of the winning Ferrari 166MM. Hardly an ...
  72. [72]
    AUSTIN HEALEY Sprite Prototype Le Mans - 24h-en-piste.com
    The Austin Healey Sprite Prototype Le Mans, driven by Andrew Hedges and Clive Baker, finished 15th, completed 290 laps, and had a 1293 cm3 engine.Missing: Mulsanne 1967-1968
  73. [73]
    Works Cars - Denis Welch Motorsport
    Austin Healey 100S - RWD 132​​ Purchased new by Dalton in 1955, the car went on to compete in 40 races with Dalton at the wheel until 1958. Co-driven also by ...Missing: onwards | Show results with:onwards<|control11|><|separator|>
  74. [74]
    The Story of DD300 - Auto Addicts
    After being badly damaged in a heavy crash during the Autosport Three Hours race at Snetterton in 1964, DD 3000 was bought for £365 and rebuilt by John Chatham ...Missing: prototypes | Show results with:prototypes
  75. [75]
    Healey 100 & 3000 - Austin Memories
    Date when launched 1964 discontinued in early1968. Total produced Abingdon 17,712. Price ex Works Oct 1965 £915 ; Engine 2,912 cc 148bhp at 5,250 rpm Max torque ...Missing: growth | Show results with:growth
  76. [76]
    Prototype Austin Healey May Be Legendary Le Mans Survivor Worth ...
    Sep 3, 2021 · Probably an original Healey works' experimental car, it is possibly a survivor of the 20 made for non-road racing at the Le Mans 24-hour race, ...
  77. [77]
    This Austin Healey was raced by motorsport royalty | GRR - Goodwood
    Mar 16, 2022 · This Austin-Healey 3000, an original works car plated DD 300, is just such a car, with a near-enough uninterrupted racing history going back over 60 years.Missing: 1961-1964 | Show results with:1961-1964
  78. [78]
    Austin-Healey is reborn | The Independent
    Mar 21, 2006 · Under the deal, Austin would build the stunning sports car that Donald Healey ... owns this venerable trademark after buying the assets of ...
  79. [79]
    Austin Healey returns - Car Magazine
    Jan 26, 2015 · We've already seen glimpses of what a new Healey could look like; Project Warwick (above) was a BMW-era investigation into relaunching the ...Missing: 2001 | Show results with:2001
  80. [80]
    Nanjing to revive Healey and Austin Healey brands - Motor Trader
    MG owner Nanjing has signed a collaborative agreement with the Healey family over developing the Healey and Austin Healey brands.Missing: AH100- | Show results with:AH100-
  81. [81]
    Chinese may revive Austin-Healey name - Automotive News
    Jul 1, 2007 · Nanjing Automobile and Healey Automobile Consultants have signed a deal to develop sports cars bearing the Austin-Healey and Healey brand names.Missing: AH100- | Show results with:AH100-
  82. [82]
    Healey by Caton Updates a Million-Dollar Classic To Post-War ...
    Apr 13, 2022 · The Healey by Caton is a $515,000 reincarnation of one of Britain's most iconic post-war sports cars. Just 25 will be built, and yep, ...
  83. [83]
    Healey by Caton 2022 review - Evo
    Rating 4.0 · Review by Stuart GallagherAustin Healey restomod delivers appealingly enhanced sports car thrills from a different era – if your pockets are deep enough.Missing: Engineering | Show results with:Engineering<|control11|><|separator|>
  84. [84]
    Classic Austin Healey 3000 & 100/6 Converted to Electric
    May 8, 2023 · The classic Austin Healeys have their engines replaced with electric motors and batteries from a Nissan Leaf EV, with a 110kW motor and 40kWh ...Missing: EH3000 | Show results with:EH3000
  85. [85]
    Austin Healey 3000 & 100/6 Electric by Revival Autos ... - YouTube
    May 7, 2023 · Check out my review of not one, but two all-electric classic Austin Healey cars, a Healey 3000 and a 100/6 converted by Revival Autos, ...Missing: 2007 AH100-
  86. [86]
    Electrifying Austin Healey: Your Path to Electric ... - Revival Autos
    Sep 5, 2023 · The conversion involves assessment, replacing the engine with an electric powertrain, suspension/brake upgrades, and safety/performance tests.Missing: EH3000 | Show results with:EH3000
  87. [87]
    Austin-Healey powers back into production | Hagerty UK
    Apr 13, 2022 · The Austin-Healey 100, one of the most popular British roadsters from the 1950s, is making a comeback as a limited-edition £400,000 restomod ...Missing: continuations 2000-2025