Austin-Healey 3000

In short

• Built 1959–1967 at Abingdon; 42,926 cars in three Marks (13,650 Mk I, 11,564 Mk II, 17,712 Mk III).
• 2,912 cc BMC C-Series straight-six, from 91 kW (124 PS) in the Mk I to 112 kW (150 bhp) in the Mk III BJ8.
• Front disc brakes from the start; servo assistance optional from 1961 and standard on the Mk III.
• Works rally car of BMC until 1965; replaced by the MGC.

Austin-Healey 3000 at a glance

The Austin-Healey family

The 3000 was the last step of a line of "big Healeys" that began with the four-cylinder 100. The smaller Sprite ran alongside it from 1958 and outlived it.

The 3000 kept the layout of the 100-6, and its 3-litre C-Series replaced the 2.6-litre engine of the BN4 and BN6. When the 3000 ended in 1967, only the Sprite remained, and its last version, in 1971, was badged as an Austin.

From the 100-6 to the 3000

The 3000 was a careful update rather than a new car. It kept the wheelbase, body and body styles of the 100-6, but the 2.6-litre engine gave way to the 3-litre C-Series, and front disc brakes were added. BMC claimed 0–60 mph in 11 seconds and 0–100 mph in 31 seconds. Weather protection stayed basic, with a folding plastic hood and detachable side screens. Many items were options: wire wheels, overdrive, a laminated windscreen, a heater, an adjustable steering column, a hard top and two-tone paint. German Wikipedia lists UK prices for some of them, such as £85 for the hard top and £66 for overdrive at the 1959 launch.

Mk I, Mk II and Mk III

Mk I (1959–1961). The open BN7 two-seater and the 2+2 BT7 were built side by side, and the 2+2 sold almost four times as well.

Mk II (1961–1962). Announced at the end of May 1961, it had three SU HS4 carburettors and an improved camshaft, plus a grille with vertical bars. A brake servo became optional from August 1961. The BN7 Mk II ended in March 1962 after 355 cars, and the BT7 Mk II in June 1962 after 5,096.

BJ7 sports convertible (1962–1963). From the end of August 1962 the 3000 was sold as a sports convertible. Two larger SU HS6 carburettors replaced the three smaller ones; BMC still claimed over 115 mph (185 km/h).

Mk III BJ8 (1964–1967). Announced in February 1964, it had a higher-lift camshaft and SU HD8 carburettors with 2-inch chokes. Together they raised power from 101 kW (136 bhp) to 112 kW (150 bhp). Servo brakes became standard, the seats were trimmed in Ambla vinyl, and a new dashboard put the speedometer and rev counter in front of the driver. The Phase II car from May 1964 had a modified rear chassis for more ground clearance, and separate indicator lights arrived in March 1965.

Road tests and prices

German Wikipedia gives a UK list price of £1,175 including taxes at the 1959 launch. With 112 kW and 1,157 kg, a Mk III has about 97 kW per tonne. The power-to-weight calculator compares that with later sports cars, and the fuel economy converter turns the imperial mpg figures into litres per 100 km.

Rallying and racing

BMC's competitions department rallied the 3000 from its launch, and the car won its class in many European rallies. The works car registered 727 URX won the Liège–Rome–Liège Rally. On the circuits, DD300 ran in the 1961 24 Hours of Le Mans, and 54 FAC and 56 FAC finished 12th and 25th in the 1963 12 Hours of Sebring. Works development effectively stopped in 1965, mainly because the Mini Cooper S was winning so much. The 3000 is still raced by enthusiasts in classic events.

The end of the big Healey

Healey looked at ways to meet tighter emission and safety rules. Three prototypes of a 4000 Mk IV, with a 3.9-litre aluminium Rolls-Royce engine, were completed in 1966–1967, but the car did not reach production. BMC ended the 3000 at the end of 1967 and replaced it with the MGC, which had a similar but new six-cylinder engine in a newer monocoque body. That car's background is in the history of MG cars. At the 1962 Earls Court Show, Pininfarina had shown a closed grand tourer on the 3000, designed by Pio Manzù.

The Austin-Healey name itself was the subject of several revival plans. They included BMW's Project Warwick concept in 2001, a planned revival at Longbridge by Nanjing Automobile in 2005 and an agreement between Nanjing and Healey interests in June 2007. None led to a production car.

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