Austin Healey 4000 – an exceedingly rare car

One of the highlights of the Melbourne 2012 MotorClassica event was the chance to view the exceedingly rare “Austin Healey 4000”. Many people are completely unaware of the development of any Austin Healey beyond the 3000 Mk111. This is not surprising as a mere three examples of the Rolls Royce-engined “4000” model Healey vehicles were produced. The car on display at MotorClassica is particularly special as it was Donald Healey’s personal car and is the only 4000 with a manual overdrive transmission. One car had an automatic transmission and the other was completed with a Jaguar manual gearbox by its first owner.

The origin of the famous Austin Healey line of cars is well-known: following Donald Healey’s display of a sports car based on Austin mechanicals at the Earl’s Court motor show, a successful joint venture between Donald Healey and the British Motor Corporation (BMC) began in 1952. Despite many subsequent upgrades throughout its production life (going from four to six cylinders and three speeds to four, for example), the Big Healey was starting to look outdated by the late 1960s. This is not surprising, given that the post-war history of the British car industry has always been one of long periods of lack of development as once-great models age. The E-type, XJ6, Mini and Range Rover are all sad examples of this trait.

Adding urgency to the problem of what to do with the Austin Healey 3000 in 1968, the aged C-series Austin engine that powered Healey cars was ending production. Equally serious, in the United States – where the vast majority of Big Healeys had been sold – proposed safety standards threatened the future of the unusually narrow (by American standards) Austin Healey.

Because of these factors, Donald Healey and his partners, BMC, were faced with a dilemma: should the Austin Healey 3000 be replaced, updated or withdrawn? With the mergers that took place in the late 1960s, Jaguar founder, Sir William Lyons, now had a seat on the Board of BMC and was keen to project his E-type from internal competition. In addition, the perennial lack of funds stifled the possibility of a genuinely new Big Healey for the foreseeable future.  Thus, full replacement was not really a viable option and an updated car seemed the best way forward.

Seeking a more powerful motor, BMC turned to Rolls Royce and their alloy FB60 engine as a possible power source for a new, bigger version of the Austin Healey. Developed out of the cast iron blocked B-series engine that had originally been designed for military purposes, it “featured” – if that is the right term for such an old-fashioned arrangement – an inlet over exhaust arrangement, often known as an F-head. This set-up limited compression and therefore performance potential, but it made for a simple, reliable motor. Certainly, the original iron B-series was a versatile design. It was used in four cylinder (2.8 litre) form in the Austin Champ. A straight eight 5.6 litre version of the engine powered the Alvis Saladin armoured car and Alvis Saracen armoured personnel carrier. Between these four and eight cylinder versions was the six cylinder B60 that saw service in The Daimler Ferret Scout Car and Dennis fire engines.

The FB60 was an alloy-block development of the B60, with a different bore and stroke among its revisions. The motor was used in the late 1950s in the “Java” prototype of a proposed monocoque mid-sized Bentley. As things turned out, the idea of a smaller Bentley was shelved (until another failed attempt thirty years later with a lovely 1994 prototype mid-sized Bentley which revived the Java name). Seeking more power, in 1962, Rolls Royce introduced its long lasting V8 engine in the large S3 Cloud and its Bentley equivalent. The same V8 engine was then installed in the smaller, monocoque car (which had its origins in the aborted original “Java” project and later “Burma” design prototypes) that was launched as the Silver Shadow and Bentley T-type in 1965. Consequently, the FB60 was never used in a production Rolls Royce or Bentley passenger car.

Nonetheless, by the time it was being considered for the Healey, the engine was already used by BMC in their Austin Vanden Plas Princess 4 Litre R. This car had not sold well as it lacked the prestige of well-established marques such Rolls Royce and Daimler. Despite signing a contract with Rolls Royce years earlier to fit more than five thousand FB60 engines in their large cars each year, BMC had failed to install the motor in any products other than the commercially challenged Princess. Consequently, and embarrassingly, BMC had a contract to take thousands more of these engines each year and it seemed likely that Rolls Royce had plenty of capacity to produce more of these motors if they were fitted to the next version of the Austin Healey. Adding to their allure, being alloy, the FB60 engines were lighter, as well as more powerful, than other motors that might have been available for a new Healey. The FB60 delivered 175 bhp at 4800 rpm, whereas the BMC C-Series engine that powered the Austin Healey 3000 MKIII provided a lesser 148 bhp at a much higher 5250 rpm. A full 45 kg ligher than the C-Series engine, the Rolls Royce engine really trumped the BMC mill for torque. The smaller C-series provided 165 ft lbs (224 nm) at 3500 rpm, compared to the Rolls Royce FB60 that would muster an impressive 218 ft lb (296 nm) at 3000 rpm. It is these torque figures, in particular, that show the probable tourer market for the 4000 and explain why the model was seen as a potential means of shifting BMC’s stock of automatic transmissions, especially in cars destined for the United States.

To test the idea of an updated model, Donald Healey’s team took an Austin Healey 3000 and widened it by six inches. This was achieved by adding a section of that width to the middle of the car for its entire length. Into this prototype, they installed the engine, automatic transmission and back axle from an Austin Princess 4 Litre R. The team then added better seats and safety features such as a padded dash and collapsible steering column. The lighter, more powerful engine added both refinement and performance to the broader-beamed Healey. The wider body and improved weight distribution enhanced handling as well as meeting US safety requirements. Along with Donald Healey, BMC were pleased with the prototype and there were plans to put the car into production in 1968.

However, the British motor industry was already heading towards the Leyland era and the twin evils of financial constraint and political infighting were working against the car going into commercial production. Exacerbating these problems, it seems that Rolls Royce, fed up with waiting for BMC to buy more FB60 engines, had started selling off the tooling needed to build the engines.

All this meant that the Healey 4000 never went into production. Nonetheless, being particularly impressed with the car, Donald Healey and his very close colleague, Roger Menadue, built two more cars at Donald Healey’s Cornish home. One of these was fitted with a manual overdrive gearbox and the car became Donald Healey’s personal vehicle until it was sold in 1970.

This unique Healey 4000 car was imported Australia in 1974 and was displayed at MotorClassica 2012 by The Healey Factory. Recently, I took the opportunity to visit The Healey Factory at their relatively new facility at Mitcham in Melbourne’s outer east. Although I have never been there before, I have long known that this firm bought and sold interesting classic cars. I also knew that they imported Austin Healeys from the United States and sold them to local enthusiasts for restoration.

When I visited, Russell (who is manager of car sales at The Healey Factory) was kind enough to give me a tour of the whole of their operation. Starting with the car showroom, The Healey Factory, as you would expect, stocks a lot of Healeys. In addition, they currently have on the showroom floor a wide range of other marques. To give you some idea of the range, these included a Porsche 911, a couple of superbly restored Mustangs, a beautiful Bristol 400, an Mk2 Jaguar, an MGA twin cam coupe, a handful of Triumphs and a spectacular AC Greyhound.

At the rear of the showroom, the knowledgeable Geoff and Howard sell spares for a range of vehicles. The Healey Factory can sell you everything from a replacement Healey chassis to small parts such as gauges. The Healey Factory is also the Australian agent for Dayton wire wheels. These American-made wheels are the best quality fitment for many marques.

Behind the Healey Factory showroom is a separate building devoted to servicing, repairing and restoring classic cars. This large facility includes a sophisticated low-bake spray booth as well as dedicated areas for chassis and body repair. The workshop includes all the equipment and staff needed to undertake everything from regular servicing through to complete restoration of the worst wreck that has been dragged from under a tree.

I was surprised to find that The Healey Factory undertakes activities as diverse as accident repairs, upgrades, servicing and restorations. As a great example of their restoration prowess, it was Rob and his team at The Healey Factory who completely restored the unique, and very special, Healey 4000 seen at MotorClassica.

The high standard of their restoration work is clear. In particular, the extraordinary quality of the craftsmanship on display in the unique Healey 4000 displayed at MotorClassica is a testament to their dedication to producing the highest-quality restorations. This special Healey is well worth keeping an eye out for at classic car events. You will never, ever, see another one like it.