Lot 197 - 1966 Austin Healey 3000 MkIII BJ8

ABOUT THIS CAR

‘The Austin Healey 3000…superb, timeless styling and classic proportions’ 
The Times

Launched in 1959, the 3000 further raised the ‘Big Healey’ game after the manly efforts of the 100/4 and 100/6. It was equipped with the 3 litre iteration of the C Series engine providing even more brawn (124 bhp at a lolloping 4,600 rpm) than its far from effete 2.6 litre predecessor, along with front disc brakes to rein in those extra horses. With the publicity gained from Austin Healey’s hugely successful participation in motorsports, sales of the new model were as rapid as its performance. It would have been a great relief to Donald Healey that demand for the 2+2 far outstripped the two-seater cars as he had only reluctantly re-introduced this configuration at the end of the 100/6 production run with the BN6 model; he always believed that customers wanted the 2+2. In fact, customer demand was so high that the 2+2 accounted for 85% of sales in 1960 and a whopping 93% of sales in 1961 - conclusively proving that The Boss is always right!

The sportscar market was arguably evolving at a greater rate than ever before at this time and soon creature comforts such as wind-up windows were demanded and the BJ7 of 1962 duly obliged, also providing improved levels of trim and an ‘easy up’ hood arrangement, though the loss of a carburettor (three down to two) pegged performance back slightly. Eighteen months later and the Mk III ‘BJ8’ came online, offering further improvements to the driving environment in the form of an opulent walnut dashboard. Aware that this careful process of evolution might cause some die hard enthusiasts to accuse the company of ‘softening’ their flagship offering, the ever-astute Donald saw to it that the Healey’s roots as a sports car were not forgotten and power got a useful hike to 150 BHP (at 5,250rpm) via bigger 2” S.U. carburettors, a new higher lift camshaft and valve springs to suit plus a redesigned exhaust; the far side of 120 MPH was now within the car’s reach. The previously optional servo had proved so successful on the Mk II that it was standardised, very much in line with the slight civilisation process the Healey was going through.

The pinnacle of 3000 development was reached in 1964 with the Mk III, Phase II. Always an Achilles Heel for the Healey was its lack of ground clearance, even in pre-sleeping policemen days; a chassis redesign for the Phase II at last provided some respite for owners, if also a drop-off in income for 1960s KwikFit fitters due to a drop off in exhaust drop offs. At the same time, a much-improved rear suspension revision was introduced with twin radius arms replacing the Panhard rod of the earlier cars.

All of which brings us to this particular example of the ultimate Big Healey.

Manufactured as a LHD example in 1966 and (as the vast majority were) exported to the USA, TRX 33D returned to the UK and was registered as such in 1985 by a Mr Lancaster from Amersham in Bucks.

Paperwork retained in the vehicle’s history file commences with a copy of the US certificate of title from the time it left the States. Over the next four years the car then underwent a series of improvements and light restoration work, the most significant of which being an engine rebuild and the fitting of a reconditioned gearbox at a local specialist in 1989.

At this point the car’s odometer was showing 73,356 miles, which means that the beating heart of this lovely Healey is today in ‘just nicely run in’ condition, having covered less than 10,000 miles in the interim.

At the turn of the century the car, now in the custodianship of a Mr Collins from Essex, underwent its LHD to RHD conversion courtesy of Austin Healey specialists Boars Tye Garage near Witham. This process is an involved and complex one if done properly and clearly TRX 33D benefitted from ‘the full works’ as is evidenced by the detailed and fairly eye-watering bill retained in the car’s history file. At this point the car also benefited from some restoration work aimed at maintaining its solid structural platform alongside some sympathetic upgrades such as the fitting of electronic ignition, a fresh electric fuel pump and a battery isolator, all of which are documented on file.

By 2005 the car was showing a total mileage of just over 77,000 and further paperwork reveals that in 2011, just before the current owner acquired the car, Rawles Motorsport were engaged to overhaul the gearbox. With Rawles being one of the ‘go to’ Healey people in the UK, it’s safe to say that again, a proper job was carried out.

This is the current owners’ second Big Healey, his first (an original UK BJ8) providing him with what might be called ‘lots of learnings’ about the pitfalls of buying a shiny but not structurally sound car. Having managed to extricate himself from that machine he put all his knowledge into a patient search for the right replacement before finally landing TRX 33D in late 2011. This example has proved to be a joy throughout his ownership and was exercised regularly (in dry weather only) until Covid struck, at which point a prolonged spell in the garage resulted in perished seals to both the brake master and several wheel cylinders. As a result in 2022 the majority of the hydraulic system was overhauled, a process which included the fitting of two new front calipers, new brake lines as required and a new servo along with the required cylinders. Elsewhere, the opportunity was taken to also renew all coolant and fuel lines and to treat the chassis with Waxoyl before securing a fresh MOT.

This work was carried out by highly experienced and well respected local specialists Lackford Motor Engineering who have been entrusted with the car’s care over the last 15 years and have supplied several comprehensive and open reports on the cars’ condition, all of which are again retained on file.

Today TRX 33D starts readily and immediately settles in to a relaxed burble enhanced beautifully via its stainless-steel exhaust. The engine displays a healthy 50lbs of oil pressure from cold at idle (please see photo gallery) and there’s an absence of drama (and tappet rattles, or smoke of any colour) here that bears testament to a really tight, super-healthy power unit. On the road, the engine pulls strongly and the much fussed over ‘box engages cleanly in every gear with the desirable overdrive on 3^rd and 4^th adding the flexibility and practicality required for enjoyable modern-day motoring. This Healey performs with real aplomb in all mechanical areas, changing course, riding and handling just as it should - whilst under braking the car naturally offers the full confidence that only a completely rebuilt system can provide.

Having learnt from the woes that a lack of use during lockdown caused, the current owner has recently used the car as regularly as the British weather will allow but now with other projects and the demands of a growing family vying for his attention he feels that the time is right to hand the car on to someone who’ll be able to exercise it more often than he can.

Whoever that person may be, they will find a car that enjoys cosmetics inside and out that match its superb mechanicals. The red paintwork is simply flawless with the exception of a light scratch on the passenger door (see photo gallery) that would be easy enough to remedy. Elsewhere we could find not one knick, chip, rust pimple or other imperfection during our intensive inspection. The panel fits are excellent with everything lining up perfectly (especially along that all important swage line) with the exception of the lower trailing edge of the drivers’ door which would benefit from some slight adjustment (again, as shown in the photo gallery).

Most importantly we found the insides of the wheel arches to be in excellent shape with no untidy underseal applied to disguise imperfections and/or less than perfect inner panelling. Underneath, a similar level of reassuring honesty can be found in a commendably clean, neat and solid chassis – as you might expect when you consider that this car was chosen by its current owner mainly for its structural integrity – all the lovely cosmetics that came with it were merely a bonus! That said, this is not a concourse car (neither is it priced as such of course) and the issue with the brakes has caused some fluid to strip localised areas of paint from the underneath, which would probably be a good candidate for a tidy up before too long.

Back on top, in terms of the chrome work, the (expensive to rectify) grill and both front and rear bumpers are happily in excellent condition and indeed the only slight area we could identify for potential improvement here would be to the door caps which are now showing signs of slight ‘misting’.

The glassware is in universally good condition with just some slight marking to the passenger window and all the light lenses are free of cracks and clouding. Both windows operate smoothly on their winders, rising up towards a vinyl hood that’s in very good shape indeed (literally and figuratively) having clearly been carefully looked after over the course of its life -  whilst it’s not brand new it certainly looks and operates as if it is, without any creases to the material or to the (often cloudy) rear window.

Inside the good news continues with a lovely dark grey leather interior and unmarked black carpets inviting you to drop into the drivers’ seat, from where you’ll be in prime position to enjoy the classic Mota-Lita wood-rim steering wheel and of course the expanse of that beautiful walnut veneered dashboard.

Everything in the cockpit works just as it should with the exception of the heater controls which have suffered a knock at some point and whilst working correctly are slightly tricky to operate, and the fuel gauge which is currently inoperative and in need of some attention. Both would be satisfying little jobs to add to the ‘I should try to get around to that at some point’ list.

The boot floor is as rock solid as you would expect with the carpeted boot itself housing the spare wheel and jack along with a full tonneau cover and hood frame cover, whilst under the bonnet everything is present and correct if not necessarily presented as an alternative location for future dinner eating - and as such would reward a little elbow grease handsomely, should the new owner feel inclined to spend a day or two detailing their new purchase.

Stunning looking machines with gutsy performance and a soundtrack to match, is there anything that epitomises the Great British Sports Car better than the Big Healey? For an enthusiast looking for a good quality car that has had significant money spent on it over the years, this would be a superb option. Whilst not a concourse example, crucially it’s excellent in all the places that it needs to be. Structurally and mechanically it wants for nothing and the extremely smart cosmetics place it firmly in the ‘jump in and enjoy for the summer’ camp whilst also offering the new owner a handful of minor and easy improvements that would take the car to the next level.

With the classic car market still relatively buoyant in the US, importing rust free (but still LHD) cars has become a lot more expensive, and with the relatively few UK originals not necessarily being as free of tin worm as they might be, this is an opportunity to acquire a rock solid and beautifully presented BJ8 at a very sensible price.

Auction update - 12th July:
Since going live last week, this lot has attracted significant interest and a number of viewings. Those that have had the chance to inspect the car independently and be taken for a test drive have offered universally positive feedback to the seller. Please contact us if you'd like to speak with him direct, or of course there is still time (just!) to arrange your own viewing. This remains a very attractive opportunity to buy a lovely car at a bargain price.

• Registration Number: TRX 33D
• Chassis Number: HBJ8L 32624
• Engine Number: 29K/RU/H7219