Page 29 - Wayne Carini's Guide to Affordable Classics

Austin-Healey 100-Six and 3000
expensive to build and difficult for inexperienced mechanics to tune. Even while the new model was reaching market, efforts were underway to address some long-standing issues.
One of those issues had been addressed with the Mark II, which introduced a new gearbox that eliminated the offset shift lever that had been there since the 100, but an even more important change was on the horizon. With MG, Sunbeam and Triumph offering real convertibles, Austin-Healey followed the trend and dispensed with the erect-it-yourself top when the Mark IIA Sports Convertible BJ7 was introduced in the summer of 1962, featuring an attached folding convertible top that could be opened with one hand. With a wraparound windscreen and roll-up windows, it increased comfort considerably, but also marked the demise of the two-seat BN7 since the new bodyshell made eliminating the rear seats impractical. Admitting that the triple carburetors were a mistake, Austin-Healey reverted to a twin SU arrangement, but the available horsepower and performance were thankfully unaffected.
TOP: There is little to distinguish the earliest examples of the 3000, like this MK I BT7, from the previous 100-Six.
ABOVE: The Mk II’s triple carburetor layout was adopted to facilitate the homologation of Italian Webers for competition use since international regulations did not allow an increase in the number used on the standard production models. It was abandoned when it became clear that it was more difficult to maintain and service than the dual carb layout used previously.
Birth of a Legend
The legendary 3000 was born in 1959 from BMC’s decision to increase the displacement of the C-series engine to boost performance for its saloon cars, which allowed Austin-Healey to use the improved engine to do the same with the 100-Six. With a larger 2912 cc capacity and a higher 9:03:1 compression ratio, the new engine’s output rose to 124 horsepower at 4,600 rpm and 167 lb ft of torque at 2,700 rpm, while the addition of front disc brakes was an equally welcome addition to the range. Like the 100-Six, the 3000 was initially available in two versions: the occasional four-seater BT7 and the two-seat BN7. Externally, there was little to distinguish the 3000 from the 100-Six, but with the ability to sprint from 0 to 60 mph in 11.7 seconds and reach a top speed of 116 mph, customers did not seem to mind.
The first improved variant of the 3000 arrived in May 1961 with the debut of the Mark II, which featured a new grille with vertical bars, but the real news was under the hood with the installation of triple SU carburetors. Surprisingly, despite an increase in rated horsepower, the new model was not discernibly faster than before, which was a bitter pill to swallow given that the arrangement was
TOP: Although modern collectors value the two-seat BN7 more highly than the occasional two-seaters, period customers felt otherwise. Production of the BT7 accounted for 15,920 units, while only 3,180 roadsters were built before the model was abandoned in early 1962. ABOVE: The 3000 Mk IIA Sports Convertible’s debut in August 1962 marked the Big Healey’s transition toward greater luxury and refinement. Although an updated designation would have been in order, the Mk II moniker was retained on an official basis to skirt regulations in certain export markets.
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