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Austin Healey: The Story of the Big Healeys by Geoffrey Healey



. The Story of the Big Healeys', published in 1977 in Great Britain by Gentry Books in hardback, 256pp, ISBN 0856140511. Sorry, sold out, but click image to access prebuilt search for this book on Amazon UK
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  • Austin Healey: The Story of the Big Healeys [top]
    Written by Geoffrey Healey
    First published in 1977 in Great Britain by Gentry Books in hardback, 256pp, ISBN 0856140511

    Jacket illustration: Front: Geoffrey Healey driving Malcolm Eykin's 3000; Back: Rod Diggens' painting of Donald Healey and a rally car, first published in Thoroughbred and Classic Cars

About this book/synopsis: Of all the sports cars produced in the last twenty-five years, few have generated such enthusiasm as the Austin Healey. If anything, the cult of the Big Healey has snowballed since production ceased in 1967: with 30 official clubs spanning the world at the present time [1977 when the book was published], few marques can claim such a fervent following. In the past, both Geoffrey and his father Donald Healey have been exasperated by the spate of misinformation that has been published about the history of the cars. Now free tos peak his mind, Geoffrey Healey sets the record straights for the first time in this book. He describes the origins of the marque and the development of the first Big Healey, the Healey Hundred, which was snapped up by Austin at the 1952 Motor Show, to be produced as the Austin Healey 100. He describes in detail the car's development through the 100s, 100M, 100 Six and 3000. From its birth in 1952 to its final demise in 1967, the Austin Healey was to suffer the vicissitudes of the changing fortunes of the giants of the motor industry, but its own distinct character developed a quite extra-ordinary bond of affection and respect with those fortunate enough to own or drive one. Great drivers such as Stirling Moss, Peter Collins, Tommy Wisdom, Paddy Hopkirk and Timo Makinen were to drive the car to victory in international events such as the Sebring Grand Prix of Endurance, the Mille Miglia, the Nassau Races, Le Mans, the Targo Florio and in particular, the famous Alpine and RAC rallies, in which the marque was a star performer for over a decade. And on the bleak salt flats of Utah, Donald Healey himself was to break the magic 200mph figure in a streamlined 100 Six.

In this candid and lively account, Geoffrey Healey - chief engineer of the small team directed by his father -reveals the background to the cars' development. From the family archives, he has produced a wealth of illustrations and detailed information never published before - full specifications for each model produced, power curves for the production and competition engines, and a remarkable collection of photographs spanning the entire history of the marque

Contents:
Acknowledgements; Foreword by Donald Healey; Introduction
1. Donald Healey and Family
2. The Origin of the Healey Cars
3. First of a Line
4. Improving the 100
5. The 100 Six
6. The 3000
7. Those Special Cars
8. Replacing the 3000
9. Competition
10. Record Breaking
11. The Clubs
12. Later Days
13. Appendices
14. The Engines
15. Record of 100 S Sales
16. Production Figures for the Big Healeys
17. Specifications of the Big Healeys
18. Index

Illustrations (with the chapters they fall in)
2. The Origin of the Healey Cars:
p.16. Photo, b&w of the front and right hand side of the 2.4 litre Riley-engined Healey chassis showing the complex trailing link front suspension (source: The Autocar)
p.18-19. Two photos, b&w showing a wide view of the original factory at Benfords, Warwick, where the assembly of the original 2.4 litre 'A' type chassis is in full flow
p.21. Photo, b&w of the new factory at the Cape, Warwick. In the foreground, the later 'B' type Healey chassis; left to right: 2.4-litre saloon (Elliot), Duncan-bodied Healey and another Elliot. Harry Brandish's office was in the far corner (source: The Autocar)
p.22. Photo, b&w of two men working on the assembly of the 'B' tpe chassis frames at the Cape factory. In the foreground, Jack Hawkes (The Autocar)
p23. Photo, b&w of DMH and the author in a Nash Healey at the start of the 1952 Mille Miglia. Note the escape hatch in the roof
p24. Photo, b&w of the Nash Healey prototype at Nash Motors, Kenosha, where the front has been built up with clay to take the Nash Ambassador Grille
3. First of a Line
p.32-33. Pen sketch of the earliest body scheme for the Healey Hundred. This progressed by stages to the model, a full-size drawing and the prototype built at Tickfords. Even at this early stage, some of the characteristics that survived area already apparent
p34. Photo, b&w of what looks to be a clay model - the first small-scale model of the Healey Hundred, made from the first scheme. Note that the grille is near to its final form. D M H had the rear wings definted before the start of production
p36-37. Illustration, b&w, a drawing by Gerry Coker developed as a full-scale line drawing from which Tickfords built the prototype Healey Hundred body. DMH had the bonnet scoop and fins removed when the prototype was partly built
p38. Photos, three snapshots, b&w, of the Healey Hundred prototype body under construction at Tickfords, Newport Pagnell. The first shows the original fin on the right-hand rear wing, while the left-hand wing has been modified to form the shape continued ever since. The two bonnet bulges shown in all three photographs were later deleted when SU carbs with shorter dashpots were fitted
p39. Illustration, b&w, Gerry Coker's original design for a winged badge for the Healey Hundred. This incorporated the Healey motif that had been designed for the first Healey cars by an RAF officer. Gerry later redesigned the badge with the words 'Austin Healey' in Austin script form
p40. Photo, b&w, showing the prototype Healey Hundred with Healey badge, prior to the Austin take-over (source: Autosport)
p41. Photo, b&w, showing DMH, George Harriman, Len Lord and Lord Nuffield with the first car at the Earls Court Motor Show. Overnight, the Healey Hundred became the Austin Healey 100 (source: Autosport)
p42. Photo, b&w, side and front elevation of the prototype Austin Healey 100 with production type hood. The headlamps were raised on the production cars, increasing the gap above the sidelamps
p43. Illustration, b&w, of two of Gerry Coker's trim schemes for the 100. The left-hand scheme was rejected as being too violent. The right-hand scheme was adopted as the basic design
p45. Photo, b&w, showing DMH with the first Austin Healey to reach America in 1953
p46. Photo, b&w, showing DMH in a 100 with Gracie Fields, at the New York Show, 1953
p47. Photo, b&w, of Johnny Lockett and Jock Reid on the starting ramp for the 1953 Mille Miglia. Note the near standard condition of the car
Colour Plate 1: Photo of an early 100 undergoing tests at the Lindley proving ground, near Nuneaton, driven by Gill Jones with Harry Broom of Austin's development department
Colour Plate 2: Gerry Coker's original drawing of the two-tone paint scheme on the Austin Healey 100, and, below (Colour Plate 3) the interior styling scheme for the 100 phase 2
Colour Plate 4: Photo of Brian Healey trying an early 100 on Gaydon Airfield
Colour Plate 5: Photo of Brian Healey posing in the 100 S prototype, in St. Nicholas Park, Warwick. The blue paint on the car had the unlikely name of 'Lobelia'!
p50. Photo, b&w, Len Lord about to try a 1953 Le Mans car at Gaydon Airfield, before a race on Sunday morning
p53. Photo, b&w, Le Mans 1953: an Austin Healey 100 leads a Gordini and a Porsche through the Esses (photo by Rodolfo Mailander)
p56. Photo, b&w, Louise King, star of 'The Seven Year Itch', with one of the early 100s exported to the USA. Shown outside the Fulton Theatre
p57. Photo, b&w, an Austin publicity photo of the 100. In the background is an Austin A40 Somerset, typical of the fifties
p58. Photo, b&w, of an Austin Healey 100 cornering at speed (photo by Robert Mottar)
p59. Drawing, b&w, showing one of Gerry Coker's suggestions for styling the interior and dash panel for phase 2 of the Austin Healey 100. This design was never used - the existing layout was continued with only minor modifications
p60. Drawing, b&w, showing Gerry Coker's first sketch for a coupé top on the 100
p61. Photo, b&w, showing the prototype 100S on the track at Sebring. Lance Macklin and George Huntoon drove the car to third place overall and first in class
p62. Photo, b&w, of George Huntoon in the prototype 100 S, No. 29 (same car as on p61) at Sebring, March, 1954
4. Improving the 100
p65. Photo, b&w, of the power unit of the 100 S
p66. Photo, b&w, showing the front elevation of the first production 100 S, in white livery, with Brian Healey at the wheel in customary flat cap
p67. Photo, b&w, showing an overhead view of the internal seating and instrument arrangement of the first production 100 S. The cockpit contains a David Brown gearbox from an earlier car
p68. Photo, b&w, of six 100 S cars and two Nash Metropolitans being loaded on board Austin transporters for the 1955 Sebring races
p69. Photo, b&w, of one of the seven 100 Ss that competed at Sebring 1955, passing a Ford Thunderbird. 100 Ss took first, second and third in the class, as well as sixth place overall (photo by Robert Mottar)
p70. Photo, b&w, of Stirling Moss passing the timers' shack at speed in the 1955 Sebring race in car 44: he was placed sixth overall and first in class (photo by Robert Mottar)
p71. Photo, b&w, of Stirling Moss passing one of the new and potent 550 Porshes at Sebring 1955 (photo by Robert Mottar)
p72. Photo, b&w, of Stirling Moss retiring with a broken front stub axle in the 1955 Nassau trophy (photo by Daniel Rubin)
p73. Photo, b&w, of the author waiting at the head of the works 100 S team for the 1955 Mille Miglia, after scrutineering in Brescia
p76. Photo, b&w, of a 100 S prototype (NOJ 393) and a 1955 works car (OON 439) being tested at Brize Norton Airfield by Lance Macklin and DMH respectively
p77. Photo, b&w, of the basic 100 M engine kit. High compression pistons were an optional extra
p78. Photo, b&w, of a two tone livery 100 M fitted with a Healey aeroscreen
p79. Photo, b&w, of a hanger or large shed (the Cape) full of 100s awaiting conversion to the 100 M specification. The white 100M 'SLP 7' occupies the foreground: Angela Lane, a top model of the fifties (1950s) stands next to the door of the car whilst talking with Brian Healey
p80. Photo, b&w, of Keith Boyer's 100 M 'XPF 100', a beautifully restored two tone liveried car, which was a frequent winner in concourse events. It's highly modified engine made it a real performer
5. The 100 Six
p83. Photo, b&w, of the engine of the 100 Six, showing the early gallery head which gave poor results
p84. Drawing, b&w, of the cockpit of the 100 Six occasional 4-seater
p85. Copy of a page from the catalogue introducing the 100 Six
p87. Top of page: B&W publicity shot showing a woman with a tennis racket sitting on the edge of the UOC 741 before modification for rally use by Tommy Wisdom. This ex-Austin publicity 100 Six became the first of the rally cars
p87. Bottom of page: B&W photo of Tommy Wisdom trying UOC 741, rally car 264, round the Warwickshire roads
p88. Top. B&W photo of Tommy Wisdowm at the wheel of UOC 741 with Cecil Winby, at the Ravenna control of the 1957 Mille Miglia. George Phillips of Autosport took the photograph, capturing Autocar's Harry Mundy on the same assignment. The near standard condition of the 100 Six is typical of the way cars were raced in those days
Bottom. Photo, b&w, showing the interior of UOC 741, prior to the 1958 Monte Carlo Rally. The reader should note the simple extras of the day: Lucas dipping mirror, cowls to improve defrosting of the screen, two Huer stop watches, a Halda speed pilot, and extra switches for fog lights
p89. Photo, b&w, of Tommy's navigator, Cyril Smith, checking chain clearance with mechanic Bill Hewitt. Dunlop snow tyres and studs mean that today snow chains are obsolete
p90. Photo, b&w, of 100 Six cars used to parade drivers round the circuit for the benefit of the spectators. In the front car in this picture were Fangio and Gill Jones of Austin
p93. Photo, b&w, of Stuart Mackenzie, sculling champion, using the 100 Six in this picture for transporting both himself and his equipment
6. The 3000
p96. Photo of the Austin Healey 3000 at the 1959 Earls Court Motor Show. Readers should note the illuminated chassis on the plinth - not many cars of this era had separate chassis
p97. Photo, b&w, - actually a publicity shot of the 3000, taken near Abingdon. For some reason, BMC were very keen on horses and often used them as background in their catalogues
p99. Cover design, b&w, of the 1959 Austin Healey catalogue announcing the 3000
p101. Photo, b&w, of the 3000 MkII, in white, showing the new grille. The 3000 is distinctive from any angle, but this three-quarter front view is perhaps the most impressive
p102. Photo, b&w, showing the cockpit of the 3000 MkII showing the original metal dash panel carried over from the 100
p104-5. Photo, b&w, giving a view of the 3000 MkII (in white), highlighting its excellent and easily erected convertible top. The backlight panel could be unzipped to improve ventilation
p107. B&W drawing by Doug Thorpe showing a scheme for a 3000 coupé. This scheme was modified to use more of the existing panels, without so much alteration to the front
p108. B&W line drawing showing the highly efficient exhaust system of the MkIII, which gave power without adding to engine stress
p109. Photo taken from overhead, b&w, showing the power unit of the 3000 MkIII - the 2-inch SUs and duplex choke control are shown
p110. B&W photo showing the extensive use of ICI's Ambla trim material in the interior of the 3000 MkIII. Ambla was the closest material at the time to a leather finish with no danger of cracking in the hot sunshine. Together with real wood panels, large ashtray and thick carpets, this gave a degree of luxury no longer obtainable in open sports cars
p111. B&W photo of the 3000 MkIII with Dunlop white wall tyres that featured a very narrow white section which had no effect on their high-speed performance
p112. B&W photo of the 3000 MkIII from the front - the phase 2 version which this is had separate side (parking) and indicator lamps
p113. Photo, b&w, of the author and family - Margot, Kate and Cecilia (at the wheel), in Malcolm Eykin's 3000

COLOUR PLATES:
1. Colour photo of the 100 Six finished by Austin specially for the Earls Court Motor Show. All plated parts were plated in gold, and the seats were trimmed in mink. Some metallurgists were alarmed by the gold plating of the wheels as this could have caused spoke failure
2. Colour photo of a beautiful version of a long-nose 100 Six race car created by an enthusiast. The drum brakes and one-piece lift-up nose are distingushing features of the car in this photo. It is not one of the works cars
3. Colour photo of the Morley brothers, Don and Erle, driving a 3000 rally car to victory in the 1962 Alpine Rally
4. Colour photo of John Harris giving the first SR its final test before racing at Le Mans, 1969

7. The Sprite
p115. Photo, b&w of the first Sprite prototype (reg 116 AC) with pop-up lamps - a system adopted 20 years later by Porsche
p116. Photo, b&w, of Basil Cardew of the Daily Express driving DMH round the circuit outside Monaco during Austin' press presentation of the Sprite in 1958. Photographed in front of a sign pointing to the N7 showing Roquebrune 8km away and Menton 12km away to the left; with Moyenne Corniche 4.3km away to the right, Beausoleil 6km away
p117. Photo, b&w, of Count Aymo Maggi, the driving force behind the Mille Miglia races, welcoming DMH and his sprite to Brescia in 1958
p118. Two photos, b&w, of DMH with an early production Sprite, reg YAC 740, on the Mille Miglia circuit. Pictured in front of a sign reading P.so della Raticosa (968 s/m) on the top photo. Bototm photo shows W Healy graffiti on a wall with DMH and the sprite next to it. A farmhouse sits on the low hill in the background
p119. Photo, b&w, of Tommy Wisdom daubing pro-Healey graffiti on a wall on the Mille Miglia circuit in white paint
p120. Photo, b&w of a brand new XQHS Sprite with Coventry Climax engine outside the new showroom at the Cape
p121. Photo, b&w, of two early face lifts on the MkI Sprite - two cars reg 266 AC and 116 AC stand side-by-side. Neither face lift was considered radical enough for the MkII
p122. Photo, b&w, of a clay mock-up of the front end that was to become the MkII Sprite and Midget (photo by Edward Eves)
p123, Top b&w photo of the 1968 special-bodied Sprite under construction, prior to its use at Le Mans. Bottom photo of Alec Poole testing the 1968 Le Mans Sprite at Silverstone. With Roger Enever as co-driver, he was placed fifteenth overall and won the Motor Trophy, at 94.798 mph for 24 hours. The power bulges were necessary to clear the fuel injection system
p124. Top b&w photo of the wooden buck on which panels for the special-bodied Sprite used at Sebring and in the Targa Florio were made. Bottom photo, b&w, shows the 1964 Targa Florio Sprite, the first of a series built for this great race. Wisdom and Hopkirk had to retire from the race sadly with a broken half-shaft
p125. Top - photo of a white 1966 Targa Florio Sprite (reg EAC 90C, 1965 model with saloon bodywork added). Baker and Aaltonen took it to sixteenth place overall and third in the prototype class. Bottom - b&w photo of a steel-bodied version of the Targa Florio Sprite. Built with a view to limited production, only this one car was ever made. It was sold to Richard Budd of Leamington
p126. Top - b&w photo of the special Sprite and a 3000 being prepared for the 1961 Sebring races. Bottom, b&w photo of the first Lucas fuel-injected Sprite at Sebring, 1968, with an MG alongside. The Sprite is emblazoned with '73' and the MG (reg MBL 546E) with '44'
p127. Top - b&w photo of the Pan Am flight that took the 1961 Sprites to Sebring. The cars had their screens removed. The small size of the car made the flight economically viable. Four of the cars are to be seen in the foreground of the picture fanned out with one of the Sprites up on the forklift next to the plane, which has its cargo bay doors open on the side
Those Special Cars
p131. B&W photo of the grand prix 2.5 litre Ferrari after being rebuilt at the Cape (the Ferrari was reputedly the same car as the one with which Trintignant won at Monte Carlo)
p132. B&W photo of a special car on show at the 1977 National Day, registration JNP 543K. This Austin Healey consists of an X250 'T' (for tourer) chassis fitted with a front end used as a styling exercise (X230) in grafting on 4 head lamps. The chassis incorporated a De Dion rear axle assembly and was road tested in August 1960
p135. B&W photo of one of the many special Sprites: the Dalton-Colgate Sprite for Le Mans 1960, which used a special Falcon shell. The screen had to be that big to comply with regulations. The car won its class at 85.6 mph for 24 hours (photo by Edward Eves)
p136. B&W photo of SR under construction, showing the Hewland gearbox, Coventry Climax 2-litre V8 engine, Girling light alloy racing caliper, side-mounted Sprite radiator and the monocoque chassis frame
p137. Photo, b&w, of Clive Baker testing SR, a very special car built for Le Mans, at Silverstone with unpainted Birmabright light alloy body panels
p138. Rear view of SR, still unpainted
p139. SR in the pits at Silverstone. Left to right can be seen John Harris, Jim Cashmore, Barry Bilbie, Brian Healey, GCH and DMH. The photo is interesting for showing the side intake to the radiator
8. Replacing the 3000. No plates in this section
9. Competition
p151. Photo, b&w, showing a range of trophies won by the three Austin Healey 3000s after the 1960 Alpine Rally. Pat Moss and Ann Wisdom stand either side of one of the cars in bright sunshine
p151. Photo, b&w, showing a Healey mid-race in the 1962 Alpine Rally with Don and Erle Morley on the way to their second consecutive victory in this tough event
p152. B&W photo showing Peter Browning, Stuart Turner and Timo Makinen in the competition department at Abingdon with two 3000s (No. 3 and 53 emblazoned on the doors) for the 1964 Spa-Sofia-Liege
p153. Top, b&w photo showing the works team for the Spa-Sofia-Liege Rally, 1964: Timo Makinen and Don Barrow: Rauno Aaltonen and Henry Lidden (who won the race outright); and Tony Ambrose and Paddy Hopkirk. In those days, these six men were the best. Bottom - b&w photo showing a Healey on the way to sixth place overall in the 1963 Liege-Rome-Liege3 rally with Paddy Hopkirk and Henry Liddon in the driver's and passenger's seats
p154-155. Great b&w photo stretching across both pages showing Timo Makinen in action in a Healey (reg. DRX 257C) racing through the middle of a forest
p156. Top - b&w photo of Don and Erle Morley climbing one of the tough mountain passes in the 1965 Alpine Rally in which they achieved 2nd overall position. Bottom - b&w photo of Timo Makinen setting the pace for second overall position in the 1964 RAC Rally. Co-drivers like Don Barrow had to have nerves of steel and a singular ability to concentrate upon their duties
p157. Super b&w photo of Timo Makinen in action on the 1965 RAC Rally in Healey reg. EJB 806C with all six headlamps illuminated (over 300 watts of Lucas lamps!). Light and sound helped warn spectators of the cars' rapid approach
p159. Timo Makinen in the 1965 Targa Florio with co-driver Paul Hawkins in Healey reg. ARX 91B. They came second in class. On roads like these, a very long drop awaited any reckless or unlucky drivers!
p161. Photo of the 200-hp engine of the 1967 RAC car with its 3 Weber carbs, reg. PWB 57
p162. B&W photo of the 1967 RAC car under construction. The raised exhaust system, occupying part of the door aperture, increased ground clearance considerably and also helped to keep the navigator awake! Many owners would have appreciated this modification
p163. PWB 57 is shown in this b&w photo; it was the last competition 3000, the 1964 rally car after it had been rebuilt for the 1967 RAC Rally. The rally was cancelled due to an outbreak of foot and mouth disease
p164. B&W photo of Healey reg. 54 FAC at Nassau in 1963 with Clive Baker standing alongside. This car was one of the works Sebring 3000s
p165. Drawing of the clever layout of the Sebring race track, Florida built on the old Hendryk's Field wartime B17 bomber base. The first FIA 12-hour Grand Prix of Endurance was held there in 1952. Sebring, at the time, was one of the longest (5.2 miles) circuits based on an airfield. Aircraft use the wide runway (the backstretch) during the race
p166. B&W photo of Sebring, 1963: DMH can be seen between Ronnie Bucknum (left) and Bob Olthoff, who finished in twelfth place overall in the 12-hour Grand Prix of Endurance
p169. B&W photo of Peter Browning keeping the Sebring lap charts and timing, while GCH takes it easy
p170. B&W photo taken at Sebring showing Rauno Aaltonen, Stuart Turner, GCH and Clive Baker worrying over the fine print in the regulations. Stuart's knowledge of what race organisers intended played a large part in many successful forays
p171. John Gott, in this super b&w photo, can be seen racing his ex-works rally 3000 to great effect in a club race
10. Record Breaking
p174. B&W photo where DMH shows the 1953 high-speed endurance car to George Harriman and Len Lord on Gaydon Airfield near Warwick
p175. Hand-drawn graph of the power curve in 1953 for the hurriedly produced Weslake 4-port head unit. Readers should note the good fuel consumption figures. The engine was No. SPL 235/B 2.66 litre aluminium 4 port head 9:16,R, CAMSHAFT 1B2892 13/4" SU HD6 Carburettor. Running on Esso Extra Fuel Champion NA10 Plugs
p177. Outline drawing of the layout of the prepared straightaway and 10-mile circle on Bonneville Salt Flats, which was used for so many record attempts
p179. B&W photo of George Eyston (in the cockpit) and Roy Jackson-Moore during night testing at Bonneville in 1953
p180. Refuelling the 1953 endurance car in the 'garage' on the salt flats
p182 - 3: Table summarising the Record Results of the Austin Healey 100 on the Bonneville Salt Flats, Utah, USA
p184. Performance table from the 15th and 16th September 1953 using drivers Healey, Cooper, Jackson-Moore, Benett, Eyston in an American Stock Car-'Unlimited' and an American Stock Car - Class 'D' with all performances certified by the Contest Boar of the American Automobile Association
p185. B&W photo of GCH testing the 1954 streamliner at 150mph on the 9,000-foot runway at Gaydon Airfield near Warwick
p186. B&W photo of the Shorrock supercharger driven by Laycock couplings from the nose of the crankshaft, on the 1954 streamliner (photo by Robert Morris)
p187. Chart showing a comparison of the wind and road resistance of the 1954 standard and streamlined record cars. The actual results at Bonneville corresponded very closely with these wind-tunnel figures. Chart is titled: 'Total Road Loads Required by 1954 Austin Healey Record Cars at Bonneville Salt Flats, Utah, USA'
p188. Photo (b&w) of Bonneville in 1954 with George Eyston, Roger Menadue and GCH waiting for the wind to drop before starting high-speed runs (photo by Robert Mottar)
p189. B&W photo showing a dawn in 1954 with George Eyston leading the way across the unscraped salt to the prepared straightway. Pushing the streamliner can be seen Roger Menadue, GCH, Jimmy Harrison (of SU), and Roy Jackson-Moore
p190. B&W photo taken on the Utah salt flats showing DMH lifting the canopy of the 1954 streamliner after completing runs at 192.6 m.p.h (photo by Robert Mottar)
p191. B&W photo taken on the Utah salt plain showing the 1954 endurance car passing the pits. In the background can be seen the mountains to the west of the salt flats
p192-193. B&W photo. A page and a half of DMH driving the 1954 streamliner on the straightaway, and overtaking the photographer's plane at 192 mph. The black oil line at the edge of the scraped surface provided a guide for the driver
p194. B&W photo: Roy Jackson-Moor entering the 'garage' for a pit stop in the 1954 endurance car. The condition of the scraped salt in the foreground is in marked contrast to the ridged salt in the photographs
p195. B&W photo of GCH timing the 1954 endurance run. The Healeys kept their own time to control pit stops and Smiths loaned the Healeys the board together with the super-accurate chronograph clocks
p196. Table showing distance and speed (mph) for the Modified Austin Healey 100 on the Bonneville Salt Flats, Utah, USA. Dates: 22nd, 23rd and 24th August 1954 with drivers: Donald Healey, Carroll Shelby, Captain George Eyston, H. Morris Goodall, and R. Jackson-Moore. National Class 'D'
p198. B&W photo of the 100 Six streamliner just after unloading from the Queen Elizabeth ship at New York, July 1956. DMH exceeded 200 m.p.h with this car
p200. Shown in this b&w photo is the refuelling stop for the 1956 100 Six endurance car. Carroll Shelby can be seen about to climb in, whilst Jack Bough of Lucas watches the fuel lever with a torch (photo by Daniel Rubin)
p201. Top of page: Roy Jackson-Moore leaves the 'garage' in this b&w photo after a pit stop in the 1956 endurance 6-cylinder. Lower photograph shows a happy crew after the 1956 endurance car had completed six hours. Left to right: an unknown, Bill Pringle, George Williams, George Eyston, Carroll Shelby, Phil Harris, Roger Menadue, Roy Jackson-Moore, Eric Vale and GCH. (photo by Daniel Rubin)
p202. B&W photo of the cockpit of the 1956 streamliner showing the rectangular wheel with fireswitch, and oil temperature, oil pressure, boost pressure, rev counter and water temperature gauges. The fuel pressure gauge is just discernable through the wheel (photo by Robert Mottar)
p203. B&W photo of DMH at the wheel of the 1956 streamlined car, at over 200 mph on the straightaway
p204. Historic b&w photo of Roy Jackson-Moore, DMH, George Eyston and Carroll Shelby standing in a line behind the 1956 streamlined car just after DMH had been officially timed at 203.06. A windsock can be seen in the background of the photo
p205. The 1956 London Motor Show stand featuring the 100 Six record breaker with streamlined bodywork (b&w photo)
p206. Table of the Austin Healey 100 Six. Summary of Record Results: Bonneville Salt Flats, Utah, USA taken from the 21st August 1956 on the 13-mile straightaway course with driver Donald Healey in the supercharged 100 Six. Average speed: 203.11 mph
p207. Scale model of the 1954 streamlined record breaker being tested in Armstrong Whitworth's wind tunnel at Whitley, Coventry for airflow
p208. B&W photo of the 1956 endurance car in Austin's full size wind tunnel, complete with bubble fairing to try to reduce drag. Page also contains a table of the Healey cars tested with AWA predictions and true speed obtained
p209. Graph showing a power curve giving the results of Austin's development work on the 'S' type engine. It also shows the reduction in output available at the high altitude of the Bonneville Salt Flats
p210. Graph of the 1956 Austin Healey Sprint Car (Supercharged) Total Power Requirements Calculated for Atmospheric Conditions At Utah and Corrected to Normal Temperature and Pressure. The graph shows BHP (vertical axis) against road speed m.p.h (horizontal axis) with engine speed in RPM as a secondary axis. For 1956, Austin modified the streamliner to reduce drag. The graph demonstrates that though the improvement was small, it did enable DMH to break the magic 200 mph figure
p211. Graph of the 1956 Austin Healey Endurance Car Total Power Requirements Calculated for Utah Conditions and Corrected to Normal Temperature and Pressure. 6 Cylinder 2639CC. Engine Unblown. Shows BHP on the primary vertical axis against road speed in mph (horizontal axis) versus RPM on the secondary axis. The 1956 unblown endurance car also benefited from improved drag reduction
p212. B&W photo showing the Dunlop tyre and wheel arch of the 100 Six, showing the build-up of salt on the wheel arch after a 6-hour run (photo by Robert Mottar)
11. The Clubs
p215. B&W photo showing a small selection of t-shirts worn by enthusiastic Healey club members
p216. B&W photo showing the Sprite team at Le Mans, 1966. Left to right are drivers Hedges and Hopkirk, GCH, D. Morley, C. Hendrie, J. Cashmore, T. Wellman, Mrs Wellman, 'Dan' and drivers Baker and Rhodes
p217. An Austin Healey 3000 leads the field in a black and white photograph of an American club race
p218. B&W photo of the 'Healey Hotspurs' - the Midland Centre football team in 1968
p219. Top. This photo shows some of the 315-plus Healeys assembled at National Healey Day, 1977, lined up for viewing by 1,500 enthusiasts
p220. B&W photo of a late low-mileage 3000 MkIII found by the leading Midlands sports car specialist Roy Standley. The car was owned by Derek Ross of Leyland at the time of publication of the book and was voted winner of the Concours d'Elegance at the 1977 National Healey Day
p220. Eureka in 1976, in a b&w photo showing some of the over 130 Big Healey's assembled there for DMH's visit to the US clubs (photo by Kevin Faughnan)
p221. DMH being guided through the Healey line-up by Doris Cross at Eureka in 1976 (B&W photo by Kevin Faughnan)
12. Later Days
p225. Cartoon (b&w) by Jon published in the Daily Mail on 18th January 1968 showing a British Leyland manager or CEO picking up the phone and saying, with a smile on his face: "Take the Healey Out of Production", which was referring to the end of the production line of the Big Healey on that same day
p229. B&W photograph of the last 3000 leaving the MG plant at Abingdon
p230. Graph of the power and fuel consumption at full load of the 2.66 litre engine for the Austin Healey 1000. Fuel M. T. 80 C. R7.39 ToL. NA8 Spark plugs. Ignition set for optimum at 2000 RPM
Appendices
p233. Graph 2 showing the Austin Healey 100S Performance Curves Production Unit with production given also for the 1955 LeMans Engine SPL261Bn (2-2" SUH8 Carburettors. 9.48 to I C.R. Long Period Camshaft 9D6324. Inlet opens 30 degrees BTDC. Exchange opens 60 degrees BBDC. Inlet closes 60 degrees. ABDC. Exhaust closes 30 degrees ATDC. 270 degree period 0.435" Valve lift)
p234. Graph 3. Austin Healey 100 power curves
p235. Graph 4. Power curves for C26W engines. Engine as suggested for 100-six in 1955. and as improved for production
p237. Graph 5. Comparison of 6-port engine of 2,639-cc with BN7 engine of 2,912cc.
p238. Graph 6. Power curves of 2,639-cc endurance engine at Utah, 1956
p239. Graph 7. Power curves of BN7 engine XSP 1064/5 of 2,912-cc, used in special car at 1959 Nassau Races
p240. Graph 8. Power output of production 3000MkIII and as modified for Sebring 1963
p241. B&W photo from March 1960 showing Eddie Maher's first edition of the 3000 competition engine, showing the 45DCOE carburettors, aluminium alloy head and cast iron exhaust manifolds. This engine gave 174 bhp at 5,500 rpm, and a maximum bmep of 157 lb/sq in. at 2,700 rpm
p242. Graph 9. Performance of 3000 racing engine used at Sebring, 1965, taken at rear of gearbox

 

Austin Healeys

Classic British Cars

British Classic Car Racing

Geoffrey Healey

The Austin 3000

Austin Sprite

Le Mans Rallying

Sebring Racing

Utah Salt Flat Racing

Donald Healey

Bonneville Salt Flats

 



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