Page 32 - Wayne Carini's Guide to Affordable Classics

Made to Order
With the 3000, the Big Healey got more power, restoring its image as a performance sports car, even though the most popular examples had four seats instead of just two. But more important than that was the impressive competition record achieved by the 3000. Legendary performances on the grueling European road rally circuit cemented its image as a tough, handsome sports car that could not only conquer high mountain passes with their innumerable switchbacks, but also impress the coeds while parked next to the fraternity house. The 3000 won trophies, hearts and earned icon status, all before breakfast.
And then in 1961 – perhaps inspired by Jaguar’s E-type – someone got the bright idea to build a 3000 with three carburetors. “Say, tuning and balancing two SU carbs is a devil of a job – why don’t we make it three?” Thus, was born the infamous tri-carb 3000, rarer than the more common versions with two carburetors, but it is well to remember that “rare” does not necessarily equal “desirable.”
Next came the civilized versions. With the 3000 Mark IIA (BJ7) the Big Healey got roll-up windows, a real convertible top and a wraparound windscreen. And then things got even worse, er, better. The last variant, the 3000 Mark III (BJ8) not only had the same creature comforts as the Mark IIA, but had also matured inside with a walnut veneer dash and center console. In the process it also gained a more comfortable ride with better ground clearance and less of the infernal cabin heat that had afflicted earlier models, making it the most spouse-friendly example of the range.
If you’re considering a Big Healey and can afford it, the 3000 Mark III is the best all-around model for most. You won’t regret it. That said, the standard advice for classic British car ownership still applies: always carry a cell phone, wear comfortable shoes and buy a roadside protection program.
The Knowledge
dThe Austin-Healey 100-Six and 3000 retained
the charismatic styling that made their predecessor
an unqualified sales success and adopted the same construction protocol of fore and aft alloy center shrouds mated with steel fenders, doors, hood and trunk lid. As with the 100, the combination of steel and alloy body panels presents the risk of electrolytic corrosion wherever the dissimilar metals meet and should be a primary area of focus during an inspection.
dThe inner and outer sills are rust prone and require careful examination. Ensure that the seams under the forward and rear vertical door gaps are visible and have not been skimmed with filler. It is critical that this outer sill section is in good order. The inner sills should be inspected along the floor seams from inside the cabin and the underside of the car as you lay on the ground alongside.
dAssess the condition of the door gaps carefully, as any narrowing of the upper gaps can mean deterioration in the sills. Pay special attention to the upper rear door corners. If force must be used to open or close the door because of tightness at this spot suspect that the frame has weakened and allowed the car to sag.
dDependable and powerful – with few vices – the C-series engine is one of the most durable powerplants ever fitted to a production sports car. Listen carefully
for knocks, rumbles or rattles in the lower end that can indicate bearing wear or crankshaft damage. A rattle that appears at startup but that disappears quickly can indicate wear in the oil pump and should be kept in mind for later attention. Worn cylinder bores, piston rings and valve guides can cause blue smoke to be discharged from the exhaust under hard acceleration while an overly tired engine can blow oil from the engine breather or out through the exhaust.
dWith the engine at idle, check the temperature gauge and see that it stays within the normal operating range. The combination oil pressure and temperature gauge is not known for providing accurate temperature readings; if possible, use an external laser thermometer to verify the indicated temperature reading. If an auxiliary cooling fan has been fitted, switch it on and check its effect
on the engine temperature. The engine idle should be smooth, with a discernable burble from the tailpipe. Verify that oil pressure at 3,000 rpm is in the range of 50 to 60 psi and no less than 20 psi at idle.
dThe various four-speed transmissions used in the 100-6 and 3000 (regardless of shifter position) are generally reliable and trouble-free. If there is a common problem with these gearboxes it lies in their propensity for wear in the layshaft and first gear – a typical problem with non-synchromesh transmissions. Damaged gear teeth (normally in second) and worn synchromesh in second and third gear are not uncommon. Listen for an audible whining or crunching noises and watch for gears that jump out during acceleration or overrun.
Both the 3000 Mk IIA BJ7 and Mk III BJ8s blend the traditional Big Healey driving experience with an element of practicality that was unavailable with the older examples. The BJ8 Phase Two seen here is the ultimate touring car of the range, boasting much better ground clearance that addresses one of the model’s main weaknesses.
30Wayne CariniAffordable Classics