I first fell in love with Austin Healeys in the mid-60's, something about them just said sports car! I bought my first Healey in 1977, a 1954 AH 100. I owned that car and other Healeys over the next 20+ years. I had the great pleasure to know Donald, Geoff, Brian (Bic), Peter and John Healey and even though I no longer own one, the memories and great times I had with these cars and the people and friends associated with them, will always keep them in a special place for me. Here is our Healey collection, enjoy!


1954 100S Bonneville Streamliner: Donald Healey drove this special bodied 100S to a record 192.62 mph on the Salt Flats. The cars set four international class records with Donald Healey at the wheel.
Model by SPARK 1/43

Donald M. Healey, CBE: (1898-1988): Noted British rally driver, automobile engineer, and speed record holder and of course, creator of Healey and Austin Healey automobiles. I always consider myself lucky to have made his acquaintance, he was one of the world's great gentlemen.

1948 Healey Elliott (Le Mans, 1950): During WWII, Donald Healey and a small team of colleagues began mapping out ideas for a production car once hostilities ended. Using his experience with Invicta and Triumph, DMH as he was known to many of us, started his own car manufacturing company in 1945. In 1946, the first car to appear was the Elliott, a 2.5L Riley twin-cam 4-cylinder engined coupe built on a Healey chassis. Like all early Healeys, the model name reflected the body builders, in this case Elliott & Sons. When production began in 1948, the Healey Elliott with a top speed of 105 mph, was the worlds fastest closed production car. A total of 101 cars were built with the works competition cars being standard production cars, albeit with larger fuel tanks for endurance racing.
Model by GCAM 1/43
1948 Healey Elliott (Le Mans, 1950): DMH was a keen on motorsports, having won the Monte Carlo rally outright in 1931. The cars he built would be no strangers to motorsports and Healey Elliotts were to win their class at the Targa Florio, Mille Miglia, Spa 24-Hours and Paris 12-Hours. This car (Ch. #A1541) was prepared for the Monte Carlo rally in 1949 after it had competed in the Paris 12-Hour and set a speed record for its class at Monthery. Driven on the 1949 Monte Carlo (DNF) and Mille Miglia (19th) with DMH at the wheel. The car was then sold to Jack Bartlett who with factory support, entered the car with Nigel Mann as co-driver at Le Mans in 1949. The first Healey at Le Mans, the pair finished 13th despite setbacks, but were not classified due to insufficient distance.
Model by GCAM 1/43
1948 Healey Elliott (Le Mans, 1950): Bartlett sold the car on to Mann, who entered it at Le Mans in 1950 as seen here. Bartlett was responsible for the cars preparation and a slightly revised nose was fitted with stiffer suspension and other engine tweaks done by Riley racing mechanic Freddie Dixon. The car co-driven by Mort Morris-Goodall was doing well until it lost a hub cap. The French officials would not let the car continue with only three hub caps, so valuable time was lost in a futile search for the missing cap. Finally, the French allowed the car to run if the other three caps were removed (only at Le Mans), but by then the ability to make up more positions was lost, the pair finishing 19th overall and 5th in class. Receiving minimal factory support, It ran alongside the new Healey Silverstone prototype which finished 4th overall.
Models by Bizarre & GCAM 1/43

1948 Healey Elliott Saloon (Spa 24-Hrs, 1948): The Healey Elliott sports saloon was produced from 1946 to 1950. The cars were built on a Healey chassis, with coachwork work produced by Samuel Elliott & Sons, from which the model took its name. Powered by a 2.4L Riley four-cyl. engine producing 100bhp, the car set a top speed of 110.8mph on the Belgian Jabbeke highway, making it the fastest series production car in the world at that time. Donald Healey soon had the car racing and this car has an extensive race history which includes the Spa 24 Hours in 1948 (8th overall, 2nd in class), the Mille Miglia, the Paris 12 Hours at Montlhery and at Goodwood in 1948. Nick Haines set fastest lap in the very first race at the Sussex circuit starting from the rear of the grid due to engine problems in practice, finishing 5th. The car is as raced at Goodwood.
Model by J&M CLASSICS kit 1/43
1949 Healey Silverstone: Donald Healey and Ian Appleyard (the great Jaguar rally ace) drove a Silverstone to win the 1949 Alpine rally. The Silverstone was the first successful Healey production model and really is what allowed the development of the 100. Notice the waterfall grill, which carried over to the 100.Using their own chassis, but other makes components, the Silverstone is powered by a Riley 2.5-liter (2,443-cc) four-cylinder engine, four-speed gearbox, and rear axle from the Riley sedan. The Riley overhead unit was good for 104 horsepower.
Model by K&R REPLICAS built kit 1/43
1950 Nash-Healey (Le Mans, 1950): Following Donald Healey's agreement with George Mason to build cars powered by a Nash 3.8L straight-six engine, Healey took a modified Silverstone chassis wrapped with an envelope body to contest Le Mans in 1950. Driven by the duo of Tony Rolt and Duncan Hamilton, who would go on to win Le Mans for Jaguar in 1953, they finished 4th overall, 3rd in class. They had been running in 3rd place, but had to slow their pace in order to preserve their brakes and transmission. This allowed the Allard J2 to pass them four laps from the finish.
Model by BIZARRE 1/43

1951 Nash-Healey Sport Coupe (Le Mans 1951): Healey designed an all-new car for Le Mans in 1951 using aluminum body panels to reduce weight. Utilizing the Nash 3.9L six-cylinder engine, Healey coaxed 127 bhp from the mostly stock production engine and even with its 40 imperial gallon fuel tank full, it was capable of 130 mph on the Mulsanne Straight. Tony Rolt and Duncan Hamilton were back in 1951 to drive for Healey, to see if they could better their 4th place finish in 1950.
Model by BIZARRE 1/43
1951 Nash-Healey Sport Coupe (Le Mans 1951): While they were able to bring the car up to fourth place during a trouble-free run, faster cars from Cunningham and Aston Martin dropped them down to 6th place at the end. They had covered 2,142 miles at an average speed of 89.3 mph. The car next saw competition with Donald and Geoffrey Healey at the Mille Miglia in 1952. Donald at the wheel, a tire burst, and the car slid into a bridge parapet taking out most of the left side. Neither were hurt but they never raced together again. It was sold off but came back to Healey in 1962 for a full restoration.
Model by BIZARRE 1/43
Nash-Healeys at Le Mans 1950 - 1953:
1952 Nash-Healey Le Mans (Le Mans, 1952): Pierre Veyron and Yves Giraud-Cabantous drove this entry at Le Mans in 1952. They retired in the 3rd hour of the race due to a faulty gearbox and were classified 50th overall. A total of four Nash-Healey lightweight cars were made to run at Le Mans, three roadster versions and one coupe. This car was rebodied using the 1950 Le Mans Silverstone chassis. Nash-Healeys ran at Le Mans for four years between 1950-53, with excellent finishes each year (4th-1950; 6th-1951; 3rd-1952 and 11th-1953).
Model by BIZARRE 1/43

1952 Nash-Healey Le Mans (Le Mans, 1952 ): To create a racing pedigree for the marque Donald Healey built four lightweight Nash-Healeys for endurance racing. This car driven by Leslie Johnson and Tommy Wisdom took third overall behind two factory-entered Mercedes-Benz 300SLs; the Healey also took first in class. Like the road cars, they had Nash 4.0L six-cylinder engines (power output was increased by fitting higher-compression aluminum cylinder heads, special manifolds and twin SU carburettors), and the cars had spartan, lightweight aluminum racing bodies. The race cars looked completely different from the production Nash-Healeys, none of which ever competed at Le Mans.
Model by BIZARRE 1/43
1952 Healey Tickford (Monte Carlo Rallye, 1953): Donald Healey started making cars under his own name after the end of WWII. Using a Riley 2.4L engine ad drive train mounted in a Healey designed chassis, Healey turned out low production, elegant sports touring cars with coach built bodies. 222 Tickfords were built between 1950-1953 and the 106 bhp engine could propel the car to over 100 mph for comfortable continental touring. Bill Meredith-Owen entered his Tickford, co-driven by Alec Pitts, in the 1953 Monte Carlo Rallye, one of 404 entries that year, they finished 94th among 346 finishers that year.
Model by OXFORD 1/43
1953 Nash-Healey Sports (Mille Miglia, 1953): Gerry Coker who designed the Austin Healey 100, also designed the open body of the new Nash Healey race cars built for the Mille Miglia and Le Mans in 1953. Two cars were built, and this was the single Nash Healey entry in the Mille Miglia, with John Fitch and Healey mechanic Ray Willday driving. The rear axle failed on the car early in the race. Entered at Le Mans, this car (Ch. #NH2023) finishing in 11th place. The cut away body work in front gave better cooling to the front Alfin brakes, with the long tail providing better stability at speed. These were the last Nash Healey racing cars built. This car was sent to America after Le Mans, where it had a successful racing career up to 1957.
Model by STRIPPED PINE 1/43
1953 Nash-Healey Sports (Le Mans, 1953): Two Nash Healeys with streamlined aluminum bodies were prepared for Le Mans in 1953. Special Nash Ambassador Le Mans Dual Jet-fire six-cylinder OHV engines of 4.1L producing 140bhp were installed at the Healey works alongside three new Austin Healey 100's for Le Mans. Four Healey cars would run at Le Mans in 1953 and three would finish in the top fifteen. This car driven by Leslie Johnson and Bert Hadley ran a consistent twenty-four hours, finishing in 11th place over all at an average speed of 92.5 mph. It was Johnson's third consecutive drive in a Nash Healey at Le Mans.

1953 Nash-Healey Sports (Le Mans 1953): Driven by French GP star and former Bugatti driver and development engineer Pierre Veyron and fellow Frenchman Yves Giraud-Cabantous, this Nash-Healey entry (Ch. X-15) at Le Mans retired in the second hour. It succumbed to oil pressure failure after nine laps. Both Nash-Healeys at Le Mans in 1953 were designed by Gerry Coker who is more famous for his design of the Austin Healey.
Model by JOHN DAY 1/43
1953 Nash-Healey Sports (Le Mans 1953): It was a disappointing end to Veyron's racing career. The glory of his GP wins for Bugatti, the Bugatti win at Le Mans in 1939, as well as heroics in WWII live on. His legacy is such that the modern Bugatti named there Veyron model after him. The car he drove at Le Mans was shipped to Nash in America after the race and sold. Unlike Veyron, it then faded out of sight and whereabouts are unknown.
Model by JOHN DAY 1/43
Nash-Healeys at Le Mans 1953:

1954 Nash-Healey: Produced primarily for the American market between 1951 and 1954, the Nash Healey was a collaberation between Donald Healey and Nash CEO George Mason. The two met on the Queen Elizabeth and discovered during their talks on the voyage in route to America, that building an upscale two-seater using Nash running gear was a great concept that would benefit both automakers. Using a Nash inline six-cylinder 3.85 L engine with Healey designed chassis and cylinder head, coupled to a 3-speed manual transmission with overdrive, the new car developed 125 hp. In 1952 the body was redesigned by Pinin Farina. Production ended due to high production and shipping costs, along with the companies taking different directions. Healey of course was now preoccupied with the Austin Healey 100, but it has to make you think that collaberation happened because of the collaberation with Nash before it.
Model by NEO 1/43
GEOFFREY C. HEALEY (1922-1994): Automotive engineer, innovator, fisherman, son, brother, husband, father, friend.
1977 Healey Fiesta: Ford tapped Donald and Geoffrey Healey for the project that would take a stock Fiesta and enhance its performance and handling. They managed to turn the anemic 1.6L four-cyl, engine producing 66 hp into a 105 hp performance machine, with handling to match. A roll bar helped stiffen the chassis and it an even more purposeful boy racer look. Unfortunately, they could not find a market for modified Fiestas and this was the only one ever built.
Model by MEBETOYS (modified) 1/43

HEALEYS AT LE MANS 1953 & 1955
HEALEYS at LE MANS 1953: I was inspired by the two accompanying images of the Healey team at Le Mans in 1953. The team used the antiquated Chateau Chene de Coeur which contributed to the members of the team being ill during part of their stay due to poor sanitation. Geoff Healey was chagrined that they were to stay there again in 1955 with the BMC team.
Chateau Chene de Coeur: Somehow, Healey had persuaded the organizers to allow them four entries at Le Mans. Their race cars and a few support vehicles filled the courtyard of the Chateau. The Chateau emptied their outbuildings for the team use when weather did not allow work outside in the courtyard. Basic and primitive, yet they managed.

1953 100 (Le Mans, 1953): Maurice Gatsonides and Johnny Lockett in the inaugural appearance by an Austin Healey at Le Mans in 1953, finished in 12th place. This would be the beginning of a long appearance at Le Mans by Austin Healeys. Powered by the stock Austin 2,600 cc 4-cyl. engine, the cars that raced at Le Mans in 1953 were basically stock units. Both cars entered finished, attesting to the reliability and durability of the then new Austin Healey.
Model by SPARK 1/43
1953 100 (Le Mans, 1953: The other half of the '53 Le Mans team, Marcel Becquart and Gordon Wilkins drove this car to 14th place. With alloy bodies and largely stock 2.6L 4-cylinder engines, producing 100+ bhp, this car was doing very well until a balky overdrive cost the team time and positions. This is one of four special test cars, two which raced at Le Mans and two which ultimately went to Bonneville for speed and endurance record breaking.
Model by SPARK 1/43
1954 100 S Prototype ((Sebring 12-Hour, 1954): At Sebring in 1954, the 100S prototype was driven by Lance Macklin and George Huntoon to 3rd place overall (1st in class) after engine trouble late in the race prevented the car from finishing a convincing 2nd. Using the four-cylinder 100bhp engine to later appear in the 100S production cars, and utilizing its "new" disc brakes, it was faster than the Lancia D24 and that placed 2nd and may have won outright if rain had not given the advantage to Stirling Moss' OSCA.
Model by K&R REPLICAS (factory built) 1/43

1953 100 Endurance Car (Bonneville, 1953) : It was decided that as it had worked well for MG, excellent publicity for the new Austin Healey 100 could be achieved by going after American and International speed and endurance records. So in late 1953, a small team from BMC and Healey set out across the Atlantic to Bonneville in pursuit of International Class D (2001-3000cc) records. The team would depend on two stock unmodified 100's selected at random from dealer stock by the AAA governing body and a modified 100 prepared by Healey in Warwick. Together as a team, numerous records were set in both the stock and modified categories, which were used to great effect in advertising for the new sports cars, especially in the USA.
Model by K&R REPLICAS 1/43
1953 100 Endurance Car (Bonneville, 1953) : The modified car was one of four Special Test cars built in 1953 by Healey, of which three were used in long distance racing events like Le Mans. This car alloy bodied car (SPL 227/B) was used only for speed and endurance records. It was given a prototype engine which would become the basis for the 100S engine in 1955. Harry Westlake designed a new four-port alloy cylinder head based on the 2.4L 100 engine. The car set a new class record of a top speed of 142.64 MPH over the mile with Donald Healey at the wheel. The car was also used to set modified class 24-hour endurance records and set a new Class D record of 127.0 MPH over 1,000 Km.
Model by K&R REPLICAS 1/43
100 Endurance Car SPL 227/B (Bonneville, 1953-1954) : While the stock 100s ran flawlessly over the 24-hour endurance tests conducted on a 10-mile circle in the Bonneville salt, the modified cars engine expired after 17-hours. A connecting rod failed, which led to a better design in future 100S type engines. The car was again run at Bonneville in 1954 as the Healey team set out to better the records set the year before. As in 1953, the Bonneville effort was coordinated by Capt. George Eyston who had previously set three land speed records and had good experience on the salt. He set the team strategy in 1953 to slightly underachieve the records set, so that they could come back in 1954 and best those records (over 143 MPH), which they did. The records set in 1953 & 1954 were ones which stood a long time and importantly, ones their main rival Triumph could not equal.
Model by K&R REPLICAS 1/43
1954 Healey Endurance Cars (Bonneville, 1954) : After 1954s record attempts, the car was rebodied and given a new six-cylinder engine for further record attempts in 1956. By 1957, salt had taken its toll on the endurance cars and like the others before it, it was scrapped with very little surviving. In 2007, an effort was undertaken by a small group of dedicated Dutch/Australian Healey enthusiasts to recreate the 1954 endurance and record cars. The main work was done by our friend Steve Pike in Australia using some of the surviving bits of both cars in the rebuild. In 2009, the cars were again taken to Bonneville where they showed great promise before bad weather eliminated their ability to try and equal the records set in 1954.

1954 100: I had this large 1/8 scale model made by Charles Matthew's Healey Toy Factory (modelled and built by John Shindon), of the beloved 100 I owned for more than twenty years. Accurate in every detail, while its not as good as having the real car back again, its close!

1954 100 BN1: My car had the Le Mans kit added, but did not have the full louvered hood.

1954 100 BN1: I repainted this model over 40 years ago, to look like my own car at the time, using part of the actual interior material for the tonneau. The 1953 thru early '55 AH 100's were model designated BN1. The most notable feature aside from the 3-speed with O/D, was the front fender, which had a higher front fender wheel arch than the latter models. My car had the full Le Mans kit.
Model by CORGI 1/43
: Geoff Healey with my 100 at the International Healey Meet, Snomass, Colorado - July 1982.
1953-54 100 BN1:
Model by OXFORD 1/43
1955-56 100 BN2: Refinement of the 100 led to the BN2 series of cars in 1955 & '56. BN2 cars received a 4-speed gearbox, allowing the cars easier to be driven more sportingly and more within the expectations of the motoring public. The BN2 also had slightly larger brakes. Living up to its name, the 100 could easily top 100 mph, a major accomplishment in its day.
Model by SPARK 1/43

1955 100 BN2: One of the unique features of the 100 was the fact that the windshield could be lowered into a lay-down, or "racing" position. That was the way I usually drove mine over the 20+ years I owned it, usually only going to the upright position if it rained. Rarely did the top go up and I think I used the side curtains once for the comfort of a woman that was riding with me. Great fun!
Model by DEL PRADO 1/43
1953 100 BN1: A plastic friction drive car produced in plastic and made in Hong Kong. The interesting thing about this car is that the rear is all wrong for a production car. However, the front and rear do closely resemble one of the prototypes. Curious. I bought this toy at a toy show in about 1980 for the princely sum of $3, the tag is still on the bottom. Click on the photo to see the rear view.
Model by AGRESPOLY 1/32
1953 100 BN1: I am unable to find any marking on this tin-litho 100. I found this one in 1982 and at that time there weren't many 100 replicas so it was a must have. A crude toy and based on the litho printing, base, etc. it looks to me to be more modern than 50's or early 60's. Probably late 70's and east European (then Soviet bloc?) Just a guess.
Model by UNKNOWN 1/32

1956 100 BN2: Having restored, owned and driven a 100 for over 20 years, they are very special cars to me. I see what restored versions are going for now and think back to a time when they were under appreciated and a small group of us that owned and drove the snot out of them knew the true meaning of "sports car" and rubbed elbows with the men that made them!
Model by DINKY 1/43
1956 100 BN2: I saw the real car this was modelled after at a show in the early 80's. It was painted a non-original bright yellow and had several modifications from stock. I was chagrined when it appeared in the pages of Road&Track as a featured car, even more so when it was made in miniature.
Model by DANBURY MINT 1/36
1953 100 S Coupe: 1954 100 S Prototype: One of the 100 S prototypes ran at Bonneville in 1954, building on endurance and speed records achieved the year before. A replica was reconstructed around this car and ran at Bonneville once again in 2009, achieving almost 128 mph in its demonstration run. The original run in 1954 produced 132 mph and set 24 hour and 5,000 km records. Drivers were Carroll Shelby and Roy Jackson Moore.
Model by K&R REPLICAS (factory built) 1/43

1954 100 S (Carrera Panamericana, 1954): Two of the five special test cars were entered in the 1954 Carrera Panamericana road race in Mexico. Donald Healey and Lance Macklin drove this car (SPL258BN), but exited the race early with ignition problems. This car subsequently was raced in 1955 at Sebring and the Mille Miglia with Stirling Moss and Macklin and again at Nassau Moss driving.
Model by K&R REPLICAS 1/43
1954 100 S (Carrera Panamericana, 1954): The second team car on the 1954 Carrera Panamericana was driven by Carroll Shelby and Ray Jackson-Moore. At the 175km mark, Shelby hit a large rock and flipped the car four times, breaking his arm and sustaining other injuries. The car (SPL 256BN) was written off, but was rebuilt in the 1990's. It is thought that partially because of Shelby's accident, it was the last Carrera.
Model by K&R REPLICAS 1/43
1955 100 S (Leige-Sofia-Liege Rally, 1955): Given the deep rallying tradition of Donald Healey, it was no surprise that the 100S was used, even if it was not best suited for this type of motorsport. Because Triumph was doing well in International rallies, BMC entered this 100S for Peter Reece and Dennis Scott in the 3,000 mile Liege-Sofia-Liege rally. Unfortunately, they crashed soon after the start and were forced out of the rally.
Model by K&R REPLICAS 1/43

1953 100 BN1 (New Zealand GP, 1956): Built on October 9., 1953, this 100 (BN1) was one of three Carmine Red AH 100's shipped to New Zealand to take part in the 1954 New Zealand Grand Prix (NZGP) as part of a publicity campaign for the new Austin Healey. It was campaigned by Auckland Austin distributor Seabrook Fowlds and driven by Ross Jensen, one of New Zealand's best racing drivers in the day. After the race, the car was offered for sale and purchased by Les McLaren, father of Bruce McLaren; and subsequently stripped down and modified (Le Mans kit?). Raced by the senior McLaren in the 1955 NZGP, he exited the race early due to transmission trouble.
Model by OXFORD (modified) 1/43
Bruce McLaren's AH 100: Ready for the 1956 NZGP, Les McLaren took ill just before the race and a substitute driver had to be found on short notice. With no one else available, young Bruce was given his opportunity to debut as a driver; albeit on a pretty large stage against formidable drivers like Jack Brabham and Stirling Moss. Not the last time he would face them on track! Bruce was in 3rd place when a gasket blew and ended his race. He would continue to run the 100 in local NZ races and hill climbs with great success and establishing himself as a promising future racing star. In 1957, a connecting rod broke and exited the block, ending the car's career in McLaren's hands. The rest they say, is history!
The 100 S Prototype 1954-1955: The 100S prototype as raced at Sebring in 1954 and at the Mille Miglia in 1955 (SPL2248).
Models by K&R Replicas 1/43
1955 100 S (Le Mans, 1955): Misfortune overtook the Healey team at Le Mans in 1955. This 100S being driven by Lance Macklin was struck from behind by the Mercedes 300 SLR driven by Pierre Levegh across from the pits and the result was the horrific tragedy that took over 90 lives and the tragedy forced much needed change in auto racing safety for driver and spectator alike.
Model by SPARK 1/43

1955 100 S (Le Mans, 1955): Starting out life as one of the three Austin Healey 100s prepared for Le Mans in 1953, this car (SPL 226B), was one of the two cars set to race. Better known by its registration number NOJ 393, it was wrecked by a lorry which plowed into it while returning from Le Mans practice. Its bits were transferred to the spare car and after Le Mans it was rebuilt into one of the 100 S prototypes. It was raced at Sebring (3rd) and Nassau (7th) in 1954, running in the Carrera Panamericana before that, driven by Lance Macklin, with Donald Healey as his co-driver (DNF). It was Macklin at the wheel during the fateful Le Mans in 1955.
Model by KYOSHO 1/18
1955 100 S (Le Mans, 1955): After 1953, Donald Healey decided not to enter another Le Mans as the race had shifted away from production based cars to prototypes. Lance Macklin and his father before him were good friends of the Healey family. At Macklins urging, the car was entered at Le Mans in 1955 under Macklins name, but it received full factory support. After its involvement in the horrific accident, the car was eventually returned to England, rebuilt, repainted blue and gold and sold, being used as a club racer for several years, being resold in a very sorry state with a seized engine in 1969, It then sat for years, selling unrestored for over $1.3M in 2011.
Model by KYOSHO 1/18
1955 100 S (Le Mans, 1955): The new European owner had renowned Austin Healey 100 S restoration expert Steve Pike in Australia do a sympathetic restoration of the car, restoring it to its 1955 Le Mans livery. Enter Frederique Constan watches who sponsor many vintage rallies and racing events in Europe. They made a special arrangement with the Healey family to use their name on a series of watches, the zenith being a sporting timepiece with a 1/18 model of NOJ 393 (made by Kyosho) included, just in time for the cars restoration debut by Bonhams in 2014. This is one of those models, but sadly, no watch came with it.
Model by KYOSHO 1/18
1955 100 S (Le Mans, 1955): Our friend Steve Pike that restored the car to its race livery at Le Mans in 1955, is pictured on the right.

1955 100 S (AHS-3707): Development of a limited production competition car based on the successful AH 100 began in 1954. Using new Dunlop disc brakes on each corner and further development of the 2.6L four-cylinder 100 bhp engines to increase out put to 134 bhp, with special alloy cross-flow heads and other mechanical refinements; the cars also had a different grille than the standard Austin Healey 100 and were lightened where possible for racing and for the extra weight of the large racing fuel tank required for long distance events. A prototype 100S ran at Sebring in 1954, finishing third and cars were entered in the Mille Miglia (class winner) in 1954 & 55 and again at Le Mans in 1955.
Model by CULT 1/18
My 100 with 100S at the International Healey Meet in Snomass, Co, 1982: The 100S was used with success in long distance record setting at Bonneville in 1954. Their Sebring success resulted in the "S" designation for the new limited 'production' model introducd in 1955, the 100S. With only 50 factory cars built, most painted in lobelia blue over white; the 100S is the holy grail to most Austin Healey aficionados. Successful in club and other racing events through the 1950's, development of the car ended with the plans to introduce the new six-cylinder 100-6.
: This picture in Geoffrey Healey's first book is what made me desire to paint my 100 like the 100S cars (although in hindsight I wish I did it up in the light green like the 1953 Le Mans and Bonneville cars). This iconic picture was signed by my late friend Brian Healey.
1955 100 S: Development of a limited production competition car based on the successful AH 100 began in 1954. Using new Dunlop disc brakes on each corner and further development of the 2.6L four-cylinder 100 bhp engines with special cross-flow heads and other mechanical refinements; the cars also had a different grille than the standard Austin Healey 100 and were lightened where possible for racing and for the extra weight of the large racing fuel tank. A prototype ran at Sebring in 1954, finishing third and cars were entered in the Mille Miglia (class winner) and at Le Mans in 1955, as well as long distance record setting at Bonneville.
Model by SPARK 1/43

Le Mans & Sebring: 1954 BN1 Le Mans and 1955 100S. The Sebring success in 1955 resulted in the "S" designation for the new 'production' model in 1955, the 100S. With only 55 factory cars built, most painted in lobelia blue over white; the 100S is the holy grail to Austin Healey aficionados. Successful in club and other events through the 1950's, development of the car ended with the plans to introduce the new six-cylinder 100-6.
Model by CORGI & SPARK 1/43
1955 100M BN2 (Mille Migia - 1955): A young American medical student in Italy by the name of George Verrilli caught the growing sports car bug which erupted in the 1950's. He took with him to medical school his MG TD and entered local hill climbs and met classmate Bruno Ferrari, who also shared his love for racing and fast cars. Through Bruno, George met the racing Marzotto brothers, who impressed with his driving talent had him race for them for a couple of years beginning in 1953. He raced for them in both the Targa Florio and the Mille Miglia.
Model by DINKY (modified) 1/43
1955 100M BN2 (Mille Migia - 1955): Through the Marzatto's, George Verrilli met the Aymo Maggi and Renzo Castagneto, founders of the Mille Miglia. When he traded the MG for the new Austin Healey 100M in 1955, he and Bruno entered the Mille Miglia. They ran a trouble free race, finishing 88th overall and 8th in class. At one point Verrilli recalls being passed by Moss in the Mercedes at 200 mph. It felt it was if they were standing still, even though they were doing about 112 mph! They returned again in the 100 in 1956, but failed to finish.
Model by DINKY (modified) 1/43

1956 100 BN2: A well played with Corgi.
Model by CORGI 1/43
1954 100 BN1: The view most Triumph owners saw!
Model by DINKY 1/43
1956 100 BN2: Another one rescued from the toy box.
Models by CORGI 1/43

1954 100 BN1: Introduced at the 1952 Earls Court Motor Show, the Healey 100 took the show by storm with its svelte, low-slung good looks, it really was unlike any production car in existence at the time. It has to be one of the classic sports car designs of all time. A deal with Austin made during the show to produce the car resulted in the Austin Healey. Dinky was one of the first toy makers to capitalize on the new car.
Model by DINKY 1/43
1955 100S (Sebring, 1955): Stirling Moss and Lance Macklin drove this 100S to a 4th place finish at Sebring in 1955.
Model by BRIAN PHIPPS (Modified) 1/43
1955 100S (Sebring, 1955):
Model by BRIAN PHIPPS (Modified) 1/43
Austin Healey Delivery: Here is a representation of a delivery of cars to a dealer in the mid-50's. Corgi made a replica of the 100 along with Dinky, and these cars are all the last of many of both I have had in my collection over the years. Two I've owned since I was a boy. I like older toys that have been lovingly played with, they have history and patina mint boxed stuff never will.
Models by CORGI & DINKY 1/43

The 100 Coupes and Healey Cape Works
1953 100 Coupe (ONX 113): In 1953, Donald Healey had his designer Gerry Coker pen a couple of prototype coupe concepts around the Austin Healey 100, with the idea of making a production coupe to join the production 100 two-seat roadster. That never happened, but Healey chose this coupe as his personal car. It was not only his personal car, but was also used as a test bed for potential improvements to the production cars.
Model by SPARK 1/43 (Modified)
1953 100 Coupe (ONX 113): This coupe received the new 100 S mechanical components, including the 100S engine (2.6L 4-cylinder) producing 132 bhp, along with 100S disc brakes and transmission. Originally with a black top, the car was repainted all red during Healeys ownership. Donald Healey used the car extensively until 1962, when it was advertised for sale and axquired into a private collection, not changing hands until sold at auction in 2015 for just under $900K USD.
Model by SPARK 1/43 (Modified)
1953 100 Coupe (OAC 1): Taken from the production line, this standard 100 was sent to Jensen to be modified into one of the two coupe bodies designed by Gerry Coker. Delivered to DHMC in November 1953, the car began its life as a development 'hack' for Healey and was used for development work until 1962. In 1955, Jaguar disc brakes were installed as well as a Morris six-cylinder engine of 2.6L, a precursor to the engine used in the AH 100-6.
Model by DAVID MATTHEWS/SMTS (Modified) 1/43
1953 100 Coupe (OAC 1): From its work at Healey, the car was in a sad state when its coupe top was removed in the mid-1970s and sent to Australia. Topless, it was subsequently restored and purchased by David Matthews in 1981. Matthews used the car extensively and it was entered on the RAC Lombard Golden 50 Rally with Donald Healey and Donald Morley as team members. Sold in 1988, the car was reunited with its coupe body panels and restored by Mike Daley who had purchased the car from the estate of Syd Segal.
Model by DAVID MATTHEWS/SMTS (Modified) 1/43

The 100 Coupes in 1953:
Diorama by Old Irish Racing
The 100 Coupes in 1954:
Image by David Matthews
The 100 Coupes - Present Day:
Image by David Matthews
The Healey Cape Works, Circa 1953:
Diorama by Old Irish Racing

1955 100S (Mille Miglia 1955): The Healey works in Warwick prepared and developed the road racing cars from the beginning of the relationship with Austin in 1953, until that relationship ended in 1968. Without benefit of a large racing budget, development of race cars and prototypes often involved the same car chassis from year to year, model to model. This car (SPL224B) has one of the greatest racing pedigrees of all the Austin Healeys. Starting life as a 100 factory works car in 1953, it was run in the Mille Miglia and at Le Mans; then again in 1954 as a 100S prototype on the Mille Miglia, Sebring, Tour de France & Alpine Rally. It was converted to full 100S body specification in 1955, from the pieces of Carroll Shelby's wrecked Panamericana car. On the Mille Miglia in 1955 up against stiff competition, George Abecassis, his first time behind the wheel of the car, drove alone to an 11th place overall and 5th place in class finish. It was sold to American Ed Bussey who drove the car at Sebring in 1956 & 57. The car survives today in its 1955 MM livery as seen here.
Model by MIMODELS (K&R Replicas) 1/43
1955 100S (Mille Miglia 1955): Four 100S models were entered at the Mille Miglia in 1955, with this car (SPL256BN) being one of the three Healey works entries. Despite the concerns of the brass at BMC, Donald Healey could not be dissuaded from driving on the 1955 Mille Miglia. He chose to take with him Jim Cashmore, one of his trusted mechanics from his race/competition shop at The Cape in Warwick. In early 1955, BMC had formed their own Competition Dept., but by arrangement let Healey prepare and enter under his name the road racing and record breaking attempt cars; while BMC focused on rallying. The slowest of the works cars, Healey and Cashmore were repeatedly delayed by frequent stops necessary to add oil. The car had a tough competition life, running the Mille from 1954-56. While they finished in 1955, they were disqualified on time. It was also the last race for DMH, finally persuaded to hang up his helmet.
Model by DREAM OF STEAM (K&R Replicas) 1/43
1955 100S (Mille Miglia 1955): The fastest Healey on the Mille Miglia, Lance Macklin drove this works entry (SPL258BN) in 1955 solo. Macklin was only a few minutes behind the leaders when he hit loose sand while rounding a corner. The resulting skid put his car atop hay bales meant to protect spectators and Macklin frantically enlisted aid from those nearby to help lift the car off the bales which had already started to burn from his hot exhaust. This allowed Ron Flockhart to catch up to him in another 100S and the two of them had a magnificent dual until Flockhart lost control exiting a bridge and plunged 30' into a river below. Macklin stopped to make sure his friend was okay before continuing on. Further on, he had trouble with his throttle linkage. The delays had cost him valuable time, dropping him down to 36th overall, 8th in class at the finish. This car ran at both Sebring and the Mille Miglia in 1954.
Model by DREAM OF STEAM (K&R Replicas) 1/43
1955 100S (Mille Miglia 1955): Ron Flockhart drove this 100S in the Mille Miglia in 1955. Although not a works car, it was entered by Charles Clark, with plenty of Healey works assistance. Flockhart who was driving for BRM at the time had the car tuned by BRM and believed he had the fastest of the 100S cars entered. He was a couple of minutes behind Lance Macklin in his 100S, when Macklin had an off into hay bales and Flockhart caught up in the time it took for Macklin to extricate himself from the hay. From there out, the two had a hammer and tong dice, with neither one getting an upper hand. Macklin let Flockhart by to play hound for a bit when coming down a hill near Rimini they rapidly approached a sharp left hand bend onto a bridge. Macklin braked hard, but Flockhart didn't seem to brake and hit the bridge, bounced off a parapet and his car flipped over an dropped 30' below. Miraculously Flockhart was thrown free and had no serious injuries and Macklin who stopped for the wreck, proceeded on once he knew his friend was safe. The car was written off.
Model by SPARK (modified) 1/43

1955 100S (Mille Miglia 1955): The Austin Healey cars on the Mille Miglia in 1955.Three of the cars #700, #708 & #712 were "works" cars, with #709 a privately owned 100S entered by the works. #716 was a standard 100 that was privately owned.
Model by K&R Replicas 1/43
Austin Healeys on the Mille Miglia 1955: I had originally made this diorama for the Austin Healey 100S' of Lance Macklin and Ron Flockhart on the Mille Miglia in 1955. It is inspired by one of my favorite stories of the Mille Miglia, which centers on the epic battle between Flockhart and Macklin, friends and rivals. Setting off from Brescia a minute apart, two of the 534 cars entered in the 1955 event. Macklin thought that Flockhart with his BRM tuned engine had the faster car and that he would catch him up sooner rather than later.
Austin Healeys on the Mille Miglia 1955: Headed down the Adriatic coast towards Pescara before the race rout turned inland towards Rome; Macklin misjudged a corner coming into a village, slid and ended up on hay bales marking the corner. It took a couple of minutes before he was able, with the help of villagers, to get the cars off the now burning hay bales. Once going again, he soon saw Flockhart's 100S fill his mirrors. The two had an epic dual on the coastal roads, neither gaining an advantage over the other. Macklin thought it would be more relaxing to let Flockhart lead and waived his friend by, happy to stay right on Flockhart's tail.
Austin Healeys on the Mille Miglia 1955: Macklin recalls that they were coming down a hill with a sharp left hand turn onto a bridge. While Macklin started to brake heavily, Flockhart didn't, sliding as he entered the bridge. Hitting the bridge, his car became airborne, striking a bridge parapet, flipping over the bridge backwards and falling 30 feet into the river below upside down. Macklin stopped at the end of the bridge to help save his friend, only to find Flockhart sitting on the river bank apparently unhurt. Macklin called off the bystanders trying to right the car, in fear there was another driver trapped underneath.

1954 100 BN1:
1954 100 BN1:
1954 100 BN1:

1955-56 100M BN2: The high-performance 100M model was introduced in 1955 with larger carburettors, a cold air box to increase engine air flow, high-lift camshaft and 8.1:1 compression pistons. It produced 110 bhp. Along with the engine modifications, the front suspension was stiffened and the bonnet gained louvres, along with a bonnet belt. Approximately 70% of 100Ms were finished with a two-tone paint scheme. 640 100s were modified to 100M specification by the Healey works.
Model by TECNOMODEL 1/43
1955-56 100M BN2: All the 100M components were available as the Le Mans Engine Modification Kit as early as 1954. They could be installed in any standard 100 while the engine was still in the car. This improved the standard 100 engine output to 100 bhp. The kit, or pieces thereof, were available to order at dealers and an unknown quantity of 100s like my old 1954 were converted, all or in part to 100 Le Mans specification.
Model by TECNOMODEL 1/43
1953-54 Bonnevile Cars

1957 100-6 BN4: The new 100-6 made use of the six-cylinder 2,639 cc engine, as the 4-cylinder was being phased out of production. Despite the lighter, larger engine, the new model lacked the same performance as the 100. The new model designated BN4 did feature two rear occasional seats which appealed to enthusiasts with young families.
Model by ERTL 1/18
1957 100-6 (BN4): Tommy Wisdom and Cecil Winby took 1st in class, at the 1957 Mille Miglia in this car. A new 6-port head and larger HD6 carburetors were fitted to boost horse power and performance. This became available on production cars and was known as the "MM" or just "M" head.
Model by CORGI 1/43
1958 100-6 (BN6): The 100-6 also was available as a classic two-seat roadster (BN6) in 1958-59 in limited numbers. I built this model sometime in the late 60's after I had become infatuated with Healeys.
Model by STROMBECKER 1/24
1958 100-6 (BN6): Of the number of these large tinplate cars over the years that I have traded or sold, I held on to this one. Missing its top, I just love this scruffy old toy. It reminds me of some real Healeys I've owned.
Model by BANDAI 1/18

1960 3000 (BT7): Introduced in 1959, the 3000 featured a larger 2.9L six-cyl. engine and had much livelier performance than the model it replaced. Originally offered as either a 2-seater (BN7), or a 2+2-seater (BT7), the early 3000's were retro designated the Mark I.
Model by CORGI 1/43
1960 3000 (BN7): A removable factory hard top made the Big Healey a proper GT car and versatility for the owner that used their car year round. As with many convertibles that have optional hard tops or coupe versions, in my opinion they enhance the looks of the car.
Model by CORGI 1/43
1960 3000 (BT7): The 3000 was a true roadster with side curtains and a removable soft top. Roll up windows and stowable tops would not be introduced on the Big Healey until late 1962 with the Mk II model.
Model by CORGI
1960 3000 (BT7): Primrose yellow is one of my favorite Healey colors. It seems to show off the lines of the car well. The half open tonneau on this car reminds me of many drives taken in my cars on crisp Fall days, or the first nice days of Spring. Toasty!
Model by CORGI 1/43

1962 3000 MkII (BT7): In 1962, the triple-carb version of the 3000 was introduced. It was only produced that year and to many Healey enthusiasts, the two-seater version of this car which was produced in very low numbers, is the holy grail of 3000 production. In 1962 a transmission change went from the archaic side-shift to a center shift transmission. Hot and uncomfortable on long drives in the summer, nothing beats the burble and sound of a 3000's exhaust.
Model by ERTL 1/18
AH 3000 : I found this little nipper in a gift shop in Florida. Its 1 of 2 I made in commemoration or Oregon's 12-0 perfect season in 2010 and a trip the 2011 BCS Championship game. GO DUCKS!!!
Model by ? 1/38?

1962 3000 MkII (BT7): One of the best parts of owning a Healey in the 70's and 80's was the fact that cars were plentiful and cheap! We drove the hell out of our cars and used them as they were intended. Not that they aren't enjoyed today, just not with the same abandon. We were also lucky to have Donald and Geoff still with us. Having the Healey family directly involved in the club scene was one of the rare opportunities to actually have a chat with the man that was directly responsible for the car you enjoy and love so much. Priceless!
Model by VITESSE 1/43

1964 3000 MkIII (BJ8 Phase I): The 3000 was constantly being refined and the MkIII was the final version before production ended in 1967. Roll-up windows, stowable top, walnut dash facia, it was a proper touring car with the most comfort of any Big Healey. More importantly, it also had more power, with a different cam shaft and two 2-inch SU carbs and braking power through a vacuum servo. In late 1964, the Phase Two version was introduced, which increased ground clearance by an inch among some other "improvements". This is a Phase One version.
Model by KYOSHO 1/18
1964 3000 MkIII (BJ8 Phase I): I included this picture, because this was my car and one of the 1,390 Stage One (Phase One) versions made. I never cared for the look of the separate parking/turn signal lamps or the way the rear-end sits higher on a Phase Two car. This was an original, low mileage example that everyone thought I was nuts to have paid $8,000 for in 1988. Wish I could buy a couple in this condition for that now! It is currently under-going a restoration by its current owner. I think Kyosho used my car as their inspiration!
Model by AUSTIN HEALEY 1/1
1965-67 3000 Mk III (BJ8 Phase II): In 1965, the last of the modifications to the Big Healey were made to improve ground clearance by raising the cars ride height by modifying the rear chassis. The increased height came a some loss of cornering ability, making the last of the BJ8's more refined touring cars than sports cars. In early 1965 to meet road regulations, the front and rear side marker/turn signal lights became separate and larger units at some distraction from the simpler look of the original beehive type units. Like all 3000 Mk III's, power was increased from 136 bhp on the Mk II to 150 bhp by a new higher lift camshaft and larger SU HD8 carburetors.
Model by SPARK 1/43
1965-67 3000 Mk III (BJ8 Phase II): By 1967, the Healey 3000 design was aging and both safety and emission regulations were conspiring against the evergreen Big Healey. Hopes of a revised Healey model were dashed when the Triumph heavy management at the new British Motor Holdings (later British Leyland) killed off one of their few cash cow models and subsequently the end of many great British marques. A sad and unfortunate end to one of Britains most iconic and most beautiful sports cars. Bring back the Big Healey!
Model by SPARK 1/43

3000 In Competition
1960 3000 BN7 (Liege-Rome-Liege, 1960 - WINNER): The successful team of Pat Moss and Anne Wisdom won their first European Championship rally on the 1960 Liege-Rome-Liege. The 3000 proving to be strong and reliable for rally events, achieved the success in rallying that eluded Healey teams in circuit racing. Moss/Wisdom were two of the best! These cars used triple carbs and stronger gearboxes and rear-ends, two years before they found their way into production cars.
Model by SPARK 1/43

1960 3000 BN7 (Leige-Rome-Liege, 1960): The team of Vic Elford and David Siegle-Morris drove one of the three BMC prepared 3000's on the Liege-Rome-Liege rally, finishing 5th overall and 2nd in GT Class. Teammate Pat Moss was the winning driver on the rally with her navigator Ann Wisdom. The Marathon De La Route as its known is a grueling 3,000 mile rally over Europe's worst roads. In 1961 the route was changed and it became the Liege-Sofia-Liege rally.
Model by K&R REPLICAS 1/43

1959 3000 BN7 (Liege-Rome-Liege, 1959): The Leige-Rome-Liege Rally (also Marathon de la Route) covered 3,000 miles over five countries in Europe and took place over four days and four nights in the heat of summer, with barely enough time for any rest of drivers or crew. It was an event where the co-driver shared both driving and navigating duties. Ken James was John Gotts co-driver in 1959, the team disqualified on time after taking a wrong turn and not being able to get back on course quickly enough.
Model by K&R REPLICAS 1/43
1961 3000 BN7 (Liege-Sofia-Liege, 1961): The Big Healey with its strength, reliability and power seemed to be made for the grueling Leige, with seven class wins and two outright wins from 1958-1964. The 1961 Leige was expanded by two countries and several hundred miles. David Seigle-Morris and Tony Ambrose (one of BMCs first professional co-drivers) finished 6th overall and first in class in 1961, despite a broken rear suspension after sliding into a ditch. Seigle-Morris, an early partner of Vic Elford, was awarded for finishing the Leige three times.
Model by K&R REPLICAS 1/43
1961 3000 BN7 (Monte Carlo Rallye, 1962): The first international rallye of the year, the Big Healey was not well suited to the deep snow and winter roads on the Monte and a works 3000 was only entered twice. This car was one of those two entries and was driven by David Seigle Morris and co-driven by Tony Ambrose. For 1962, the 3000 had been modified to run triple-Weber carbs, new exhaust manifold and higher compression ratio, pushing output to 200 BHP from the original 132 BHP. The team finished 18th overall and first in class in 1962.
Model by K&R REPLICAS 1/43

1960 3000 BN7 : Five 3000's were prepared for Sebring by the Healey works team, at Warwick. This car (UJB 141), is one of the three identical looking BMC team cars that ran the 12 hour race, the fourth was prepared for the Canadian Austin Dealers and the fifth was a spare. Driven by John Colgate and Fred Spross had a spectacular accident and rolled the car several times. It was subsequently purchased some years later and restored by our friend Bill Bolton.
Model by K&R REPLICAS 1/43

1960 3000 BN7: Entered for Sebring in 1960 with its two BMC sister cars, UJB 143 finished 3rd in class and 33rd overall with Jack Sears and Peter Riley at the wheel. This was the first race outing for the new 3000, with Le Mans and Sebring being the two major races the team entered in 1960. The third team car finished 15th, 2nd in class. It is interesting how close to the actual production cars the race cars were. They had 25 gal. fuel tanks and disc brakes, but were otherwise mostly standard.
Model by CORGI 1/43
1960 3000 BN7: After Sebring, UJB 143 was raced at Le Mans in 1960 again with Sears & Riley, but failed to finish due to engine problems. It was sold by the works after the race and re-registered DD300 and was run at Le Mans in both 1961 and 1962, where it retired both times. It went on to become perhaps the most famous of all the "works" cars through the ownership of John Chatham. Its interesting to note that besides running at Le Mans two more times, it was also used in two rallies by BMC.
Model by IXO 1/43

1960 3000 BN7: DD300 as entered for Le Mans in 1961 under the ownership of David Dixon under the Ecurie Chiltern banner. Drivers were John Bekaert and Richard 'Dickie' Stoop and they were forced to retire in the 23rd hour due to a blown head gasket. In 1962 it was driven by Bob Olthoff and Sir John Whitmore. They retired while in eighth place with six hours to go due to piston failure.
Model by VITESSE 1/43
1960 3000 BN7: A more detailed version of the 1961 Le Mans entry. This car has probably had the longest continuous competition history of any Healey, absolutely the most notable. After Sebring, then Le Mans it was a Modsport racer, restored and raced in club and vintage events by John Chatham, up to today and the Le Mans Retrospectives.
Model by SPARK 1/43
1960 3000 BN7: This is DD300 as it competed for the last time at Le Mans in 1962. Whitmore and Olthoff driving under the Ecurie Chiltern banner had brought the car from 24th to 8th before it retired in the 19th hour, classified in 22nd position. Raced at Sebring and three times at Le Mans, it is still racing in vintage events and Le Mans retrospectives today.
Model by SPARK 1/43
1960 3000 BN7: Base signed by the legendary John Chatham.

1960 3000 BN7: Arguably the most famous of all the Healey race cars is DD300 (known by its registration number), raced at Sebring in 1960 and then at Le Mans three times (1960-62). Until recently, it was the only Healey race car to have a book written about it as the primary subject. While its early pedigree is highly important, the car's claim to fame came in the many years following its final Le Mans run in the ownership of John Chatham.
1960 3000 BN7: John Chatham is one of those larger than life characters who lights up any room and makes any gathering a party! He has also been a top notch amateur driver in many forms of motorsport. Its his decades of success and exuberant driving style however with DD300 that gave the car (and driver) its fame, particularly in Austin Healey circles. Chatham bought DD300 in 1964 after its international racing career was over, having been rolled several times in its last race.
1960 3000 BN7: Chatham had the car rebuilt and then dominated the Modsports racing era in the late 60's. After the Modsports era, it was restored and rebuilt again to Sebring?Le Mans external specification (with upgraded internal parts), the car was a fixture in the UK and abroad at historic racing events. Chatham sold DD300 in 2005 after having suffered a stroke. Its new owners once again restored the car to 1961 Le Mans trim and it continues to compete to this day in major historic racing events.
1960 3000 BN7: The famous UJB 143/DD300 as it raced at Sebring in 1960 and Le Mans 1960-1962. In the background are the three team cars which contested Sebring in 1960.

1960 3000 BN7: From the beginning, Austin Healeys were raced and the 3000 was no exception. While not a huge success in international circuit racing at a time when prototype racing really took center stage (especially Le Mans) the 3000 was successful in amateur racing. Healeys dominated SCCA racing in the States and club racing in England in their respective classes. This is a model I built in the sixties of a D Production 3000.
Model by REVELL 1/24
1960 3000 BN7 (Liege-Rome-Liege, 1960 - WINNER): Works rally cars used triple carbs and stronger gearboxes and rear-ends, two years before they found their way into production cars. This is an older replica of the Moss/Wisdom Liege rally car. Pat Moss was unquestionably one of the most successful Healey drivers. From 23 events she gained 11 class wins and 14 Ladies awards, including two championships.
Model by CORGI 1/43
1960 3000 BN7 (Liege-Rome-Liege, 1960 - WINNER): Another version of the Moss/Wisdom rally champion. Healeys are still campaigned today in vintage and historic racing and rallying, as I can attest from my involvement with the Purple Lips Racing Team in the late 90's.
Model by NINCO 1/32
1961 3000 BN7 (Le Mans Classic): Known as the Sinke Healey, this Netherlands based car is entered in the Le Mans Classic regularly and does well in its class. The car is owned by Rinus Sinke and was driven in the 2006 Le Mans Classic by Rinus along with Jaap Sinke and Hans Van De Kerkhof.
Model by NINCO 1/32

1963 3000 Sebring (Sebring 12-Hr, 196: 54 FAC is one of three cars pulled off the production line to be modifies by Donald Healey Motot Co. for Sebring in 1963. Paddy Hopkirk and Donald Morley drove this car and finished 26th overall and 4th in class behind their sister car (56 FAC) which finished 12th overall. Oil starvation at speed kept Hopkirk and Morley from being able to drive this car at full speed. Had it been able to lap competitively during the race, it may have placed in the top ten.
Model by SPARK 1/43

1964 3000 MkIII BJ8: Paddy Hopkirk and Henry Lidden won the Alpine Rally in 1964, one of five rally wins for the Big Healeys. Lidden is perhaps the most successful of the BMC co-drivers and Hopkirk BMC's best driver.
Model by KYOSHO 1/18
1964 3000 MkIII BJ8: The rally car model is signed by Irish driver Paddy Hopkirk, who for 30 years was the world's most famous rally driver. We are proud to have one of his signed pieces in our collection.
Model by KYOSHO 1/18
1964 3000 MkIII 'BJ8: Rauno Aaltonen and Tony Ambrose won the 1964 Spa-Sofia-Liege or Marathon Rally outright. It was the last of the great Marathon's and the last time a full team of 3000's would be entered for an international event. They won by a margin of over 30 minutes. In standard trim, the rally Healeys were capable of over 150 mph, however the top end speed was not need for rallying. Instead lower axle ratios almost cut the top speed in half, but the acceleration in exchange was incredible.
Model by VITESSE 1/43

1958 Sprite: The Sprite was created to make people happy! The business purpose was to create a small, low cost sports car in the BMC range. The end result was a cheerful looking little two seater, powered by an Austin A35 engine of 948 cc and produced 40 bhp. Nicknamed the Frogeye on the British side of the Atlantic and Bugeye in the USA, owing to its frontal appearance, the delightful little car made sporting motoring affordable for thousands. Relished today in almost cult-like status, the Bugeye is one great car!
Model by K&R REPLICAS (built kit) 1/43
1959 Sprinzel Sprite (Monte Carlo Rallye, 1959): To say that John Sprinzel was instrumental in helping develop the Sprite for competition would be a mild understatement. He was principally the developer of racing and rallying Sprites with his Speedwell company producing many racing and rally champions. Sprinzel won the British Rally Championship in 1959 and Sprites took the first 3 places in thier class at Sebring in 1959. Sprinzel sold Speedwell in 1959 and became Donald Healey's Speed Equipment Division where Sprites were further developed for international racing. Sprinzel's personal race and rally cars carried the registration number PMO200. John Sprinzel and Willy Cave finished 14th overall and third in class in this car on the 1959 Monte Carlo Rallye.
Model by SPARK 1/43
1960 Sprite: Almost from the beginning, Sprites were campaigned in smaller bore auto racing. Using variations of the original A-series engine up to 1275 cc, the Sprite has been a successful class racer. In SCCA racing in the US, full grids of Sprites made for very entertaining racing and are still campaigned vigorously today in vintage racing. Famous drivers piloted Sprites at some point in their career. Stirling Moss, Pedro Rodriguez, Innes Ireland, Steve McQueen, Paddy Hopkirk, Bruce McLaren, John Colgate, John Harris, Pat Moss,and Peter Riley to name a few.
Model by ALTAYA 1/43
1960 Sprinzel Sebring Sprite (Sebring 4-Hour, 1960): There are conflicting stories on the origin of this car. Geoff Healey claims it was their Targa Florio car and other sources indicate it was a new car built up from bits sent from Warwick to BMC Canada. In either regard, it is certain that the car was driven by Stirling Moss in the four hour race at Sebring in 1960. Moss made his usual fast start and led the race which was run primarily in the rain. Having to stop for both fuel and tires, Moss lost the lead to the Abarth's (which didn't need to replace tires) as the track dried in the closing laps. Not quite able to catch the lead Abarth, Moss finished 2nd overall and first in class. After Sebring, it is believed the car was sold to Tom Bratten and raced again at Sebring in 1961 (DNF).
Model by K&R REPLICAS 1/43

1960 Falcon-Sprite Le Mans (Le Mans, 1960): In late 1959, Geoff Healey bought a fiberglass Falcon body and had the Experimental Dept. at Healey fit it to a Sprite chassis, using modified Sprite suspension, gearbox and rear axle. With an eye towards Le Mans, the car was given a 1.0L (994cc) BMC Formula Junior engine which produced 67 BHP. Disc brakes were fitted on each corner and the finished car done in three weeks, weighed 300 lbs. less than a standard Sprite. The car made its first race appearance at Sebring in 1960, where it finished 1st in class.
Model by BTS Mouldings 1/43
1960 Falcon-Sprite Le Mans (Le Mans, 1960): Accepted late for Le Mans entry, a sudden rule change required that the body be modified for a full height glass windscreen and the mandatory space for luggage, tools and a spare. Suitable aluminum panels and windscreen were hastily fabricated (to the detriment of the cars looks and aerodynamics. The car was entered in the prototype class, with John Dalton and John Colgate (substituting for the injured John Sprinzel) driving. The achieved an average speed of 85.63 MPH, finishing 16th overall and 1st in class, despite a worsening oil leak in the final hours.
Model by BTS Mouldings 1/43
1961 Sebring Sprite (Le Mans, 1961): The Healey Team at Warwick built a new enclosed bodywork Sprite for Le Mans in 1961. The car was driven by regular team driver John Colgate and Paul Hawkins an experienced racing driver and mechanic. Healey also built a Sprite coupe for Ecurie Ecosse to run at Le Mans that year as well. The Sprite was powered by one of the four-cylinder Sebring Sprite (BMC Formula Junior)engines of just under 1.0L at 994cc. and was built on the same chassis they ran at Le Mans in 1960, winning their class.
Model by SPARK 1/43
1961 Sebring Sprite (Le Mans, 1961): At Le Mans in 1961, after just 60 laps, the car was retired with a holed piston. It was determined that there was not sufficient time to make repairs and still cover the required distance before the car would have been disqualified, so reluctantly it was withdrawn while in 41st position overall and second in class. The small Healey team from Warwick contested Le Mans each year from 1960-1970, a feat that is only matched by the much larger Porsche and Ferrari factories.
Model by SPARK 1/43

1961 Sprinzel Sebring Sprite (Sebring 4-Hour, 1961): John Sprinzel produced a light alloy body on the basic Sprite understructure, with Harry Westlake tuned engines. Used in rallying with success at both the RAC and Liege-Rome-Liege rallies, they were also entered in circuit races, particularly Sebring, hence the name. In 1961, Stirling Moss drove this car to 4th place in the 4 hour race, finishing behind Bruce McLaren in another Sprinzel Sprite and ahead of most of the factory work Sprites.
1961 Sebring Sprite (Le Mans 1961): The Le Mans winning Ecurie Ecosse team was nearing the end of its run when David Murray talked Donald Healey into letting him "borrow"one of their works Sprites at Le Mans in 1961. Why they chose a Sprite to run alongside their Cooper Monaco is a subject left for speculation. The Sprite was one of the works cars that has run at the Sebring 4-hour race that year, finishing 3rd with Walt Hansgen at the wheel. According to Geoff Healey, the 948 cc engined Sprite had a longer fiberglass nose fit for Le Mans, but otherwise other than being pained in Ecosse blue, remained as run at Sebring. Le Mans winner Ninian Sanderson was joined by William MacKay to pilot the Healey. In heavey rain, MacKay crashed at White House on the 40th lap of the race, taking the Healey out early in the race.
Model by SPARK 1/43
1962 Sebring Sprite (Sebring 12-Hour, 1962): Used at Le Mans in 1961, this Sprite was entered as a Healey works car in the Sebring 12-Hours in 1962. Selected to drive were John Colgate and Steve McQueen. The pair led their class for the first five hours (by one lap), before succumbing to engine failure (main bearing), Its interesting that McQueen, who had yet to gain major movie star status, as an American TV star, was relatively unknown to the Healeys. At first they protested his inclusion in the team, but BMC Canada assured them he was an excellent driver. McQueen acquitted himself well in both the four hour and twelve hour races, being offered a full time driving assignment with BMC, which he declined in favor of acting. Within the year he would gain international stardom, but racing always remained in his blood.
Model by SPARK 1/43

1962 Sprite MkII: The success of the Sprite led to the creation of a successor to the Bugeye in 1961, which could share the badging with MG. This gave both the Morris and Austin branches in BMC a entry level sports car. Dubbed the MkII, the car was given a face-lift of a squarer body, which made it look more contemporary, with a larger 1098 cc engine. The "square-body" Sprites and MG Midgets were produced into the 1970's.
Model by DINKY 1/43
1964 Sprite MkII: This is an H Production Sprite, typical of the later Sprites campaigned in SCCA and club racing across America. The particulars of this car are lost to me now. It says 1978 on the bottom of the model, so I am unsure if this car was a class winner in the SCCA Run-Offs that year or not. I remember seeing large grids of HP cars in the late 70's and the racing was both intense and fun to watch.
Model by MIKANSUE (built kit) 1/43

1965 Sebring Sprite (Le Mans 1965): Paul Hawkins and John Rhodes drove this Sprite to a 12th place finish at Le Mans in 1965. The 1.3L Sprite was in the same classification as the race winning Ferrari 250LM/275LM and Porsche 904/6LM, acquitting themselves very well against much more powerful competition. This was the first of four successive Sprite two-car team entries by Donald Healey at Le Mans and was the best overall finish of these mighty litle cars at Le Mans.
Model by BIZZARE 1/43
1965 Sebring Sprite (Le Mans 1965): Rally great Rauno Aaltonen and works driver Clive Baker drove the second Healey entry at Le Mans in 1965. Their race finished in the 22nd hour due to a broken gearbox, but would have finished 2nd in class behind the other Sprite had it gone the distance. Using the same engine used to power the Mini-Cooper S, the Sebring Sprites delivered a top speed of 148 mph, mostly due to the slippery shape of the cars first tried at Sebring in 1965.
Model by BIZARRE 1/43
1966 Le Mans Sprite (Le Mans 1966): John Rhodes and Clive Baker retired after the 16th hour due to clutch and engine problems at Le Mans in 1966. These aerodynamic Sprites had aluminum alloy bodies, 1293 cc engines and could do a top speed of 150 mph. These cars were used in 1965, '66, '67 & '68 in basically the same form. In '67 Healeys won the Motor Trophy for being the first British car (15th) and again took 15th in 1968 with the fuel injected car now producing 120 bhp.
Model by BIZARRE 1/43
1966 Le Mans Sprite (Le Mans 1966): Paddy Hopkirk and Andrew Hedges were the pilots of this Healey entry at Le Mans in 1966. It outlasted its sister car by just over 100 laps, retiring in the 20th hour due to head gasket failure while in 15th position. The 1966 Le Mans Sprites were the only ones to have overdrive, which was a Laycock MGB unit. This in effect gave six-gears and allowed the 1.3L cars to touch 150mph on the Mulsanne Straight, but considerably off the pace of the winning Ford GT40's.
Model by BIZARRE 1/43

1966 Le Mans Sprites:
1967 Le Mans Sprite (Le Mans 1967): Clive Baker and Andrew Hedges were the pilots of the Donald Healey Motor Co. entry at Le Mans in 1967. The Healey was beaten in its 1.3L class by the Alpine-Renault A210's. For 1967, the Sprite had bigger brakes with front/rear bias adjustment and a new gearbox fashioned from an MGB unit and had a tall 5th gear, allowing a 101 mph average lap speed. After starting 50th, the car finished in 15th position.
Model by BIZARRE 1/43
1968 Le Mans Sprite (Le Mans 1968): Roger Enever and Alec Poole drove the Donald Healey entry at Le Mans in 1968. They finished 15th overall, the car running without problems for the full 24 hours. This car (HAN9-R-238) was one of the last 12 Sebring/Le Mans Sprites built and was given Lucas fuel injection and a modified MGB gearbox with had a 5th gear. After Le Mans, the car under new ownership was raced at Sebring in 1969 and both Daytona and Sebring in 1970 (1st in class at Sebring).
Model by BIZZARE 1/43

1960 Sprinzel Sebring Sprite (Sebring 4-Hour, 1960): There are conflicting stories on the origin of this car. Geoff Healey claims it was their Targa Florio car and other sources indicate it was a new car built up from bits sent from Warwick to BMC Canada. In either regard, it is certain that the car was driven by Stirling Moss in the four hour race at Sebring in 1960. Moss made his usual fast start and led the race which was run primarily in the rain. Having to stop for both fuel and tires, Moss lost the lead to the Abarth's (which didn't need to replace tires) as the track dried in the closing laps. Not quite able to catch the lead Abarth, Moss finished 2nd overall and first in class. After Sebring, it is believed the car was sold to Tom Bratten and raced again at Sebring in 1961 (DNF).
Model by K&R REPLICAS 1/43
1962 Sebring Sprite (Sebring 12-Hour, 1962): Used at Le Mans in 1961, this Sprite was entered as a Healey works car in the Sebring 12-Hours in 1962. Selected to drive were John Colgate and Steve McQueen. The pair led their class for the first five hours (by one lap), before succumbing to engine failure (main bearing), Its interesting that McQueen, who had yet to gain major movie star status, as an American TV star, was relatively unknown to the Healeys. At first they protested his inclusion in the team, but BMC Canada assured them he was an excellent driver. McQueen acquitted himself well in both the four hour and twelve hour races, being offered a full time driving assignment with BMC, which he declined in favor of acting. Within the year he would gain international stardom, but racing always remained in his blood.
Model by SPARK 1/43

1968 Healey SR Climax (Le Mans 1968): If looks alone could make a car go fast, this car would have been a rocket! Unfortunately, powered by a 2.0L Climax V8 it had promise, but was too slow to effectively beat the larger engined, faster competition of the day. Envisioned by Donald & Geoff Healey to be a overall Le Mans winner, sadly, the car retired in the 3rd hour due to clutch problems. Purpose built for Le Mans, this car is a beautiful collaboration between Geoff and designer Barry Bilbie. Clive Baker and Andrew Hedges were the drivers in 1968.
Model by BIZARRE 1/43

1969 Healey SR Climax (Le Mans 1969): For 1969, the SR's changes to the front intakes and position of the oil and water radiators gave the car a lower body line and better front/rear balance. Again, the car looked promising. Clive Baker returned to the Healey team in 1969 and was joined by our friend John Harris as co-pilot. In the 4th hour, caught up in the aftermath of an accident, the car overheated and lost coolant, which regulations dictated couldnt be replaced. It wasnt long before the SR had to be retired. The Healey run at Le Mans in a all British built entry was the last of its kind.
Model by BIZZARE 1/43

1970 Healey Repco XR37 (Le Mans 1970): For Le Mans in 1970, the top came off the SR, a 3.0L Repco V8 was added in place of the Climax V8 and it became the XR37. While it was no match for the might of the Porsche 917's, it did prove to be competitive under endurance race conditions. Andrew Hedges and Roger Enever ran as high as 10th before having to spend long pit stops for clutch and accident repair. While in 14th position the Healey's engine expired 14 minutes from race end. The car survives today in Australia.
Model by SPARK 1/43

"From Gullwing to Spyder, the Last Healey at Le Mans"

Healeys at Le Mans 1968-1970: I was honored by friend David Matthews has written two volumes on the SR2 and XR37 Healeys that raced at Le Mans in 1968, 1969 and 1970, to play a small role in the books by creating diorama images for the books in 1/43 scale. David, who used to work for Donald Healey, has put years of research into the book and thought my dioramas could lend some additional interest to his already fascinating book. I did vingnettes like this one for all three years.
Healeys at Le Mans 1968-1970: David Matthew's research helped me create as authentically as I could, the tow 'barge' and XR37 as it was conveyed to Le Mans in 1970. The tow vehicle was an Austin A110 Westminster MkII with an Austin Healey 3000 engine.
Healeys at Le Mans 1968-1970: A photo of the SR2 taking a pit stop in 1968, with Geoff Healey at the front of the car and Jim Cashmore (arms spread) alongside the car.
Healeys at Le Mans 1968-1970: I was asked if I could replicate the previous photo and this was my rendition of the pit stop action.

Books by David Matthews: To order one or both of David's books and/or one of his other books and other Healey memorobilia such as decals like these, go to his web page World Wide Healeys CLICK HERE



I'm Backing Healey: Fifty year anniversary decal 1970 - 2020

1931 Invicta 4.5L S-Type (Monte Carlo Rallye Winner, 1931): DMH having made a name for himself in rallying, was sought out by Noel Mackin to run an Invicta in the 1930 Austrian Alpine Trial, which he won. DMH was similarly employed for the Hungarian Alpine, which he won, giving him his second Alpine Cup that year. This made Healey a natural choice for driving Invicta's new 4.5L S-Type in the 1931 Monte Carlo Rallye held in January. It was a record winter for snow, ice and cold temperatures in Europe and DMH and co-driver Lewis Pearce set off from Stravanger, Norway, where they faced snow and ice for the next 1,000 miles or so. Shortly after the start in Sweden with Pearce at the wheel, they slid off the road after hitting ice, skid into a telegraph pole, breaking it in two.
Model by MATRIX 1/43
1931 Invicta 4.5L S-Type (Monte Carlo Rallye Winner, 1931): The poor Invicta had clipped the pole with such impact that it bent the frame and had knocked both axles out of alignment. Despite this DMH discovered he could drive the car using full opposite lock to keep it going straight and proceeded behind the wheel the rest of the distance to Monte Carlo and into the record books! In addition, DMH won the Mont-des-Mules hill climb following the rally. He finished second on the Monte in 1932, proving the durability and reliability of Invicta's new sports car.
Model by MATRIX 1/43
1931 Invicta 4.5L S-Type (Monte Carlo Rallye Winner, 1931): The Invicta motor car company was founded in England in 1924 by Noel Macklin and Oliver Lyle (both later to be Sir Noel & Sir Oliver) in Macklin's garage where the first prototype was built. Over the next ten years, the company would build a total of a 1,000 luxury automobiles. The aim of Invicta was to build cars that had, "American flexibility and performance with European quality and road holding."
Model by MATRIX 1/43
1931 Invicta 4.5L S-Type (Monte Carlo Rallye Winner, 1931): Invicta like Bentley, suffered as sale demand dropped due to the Great Depression and Invicta would stop building cars in 1935. However, not before they had built 77 examples of what has now been claimed by many to be the most desirable pre-war sports car, the 4.5L S-Type. Introduced in 1928, this 'low chassis' car could out perform any of its similar displacement, un-supercharged rivals. Invicta was keen to prove the mettle of its new car and chose to enter them in the most challenging long distance trials of the day. Invicta's took the starting line at Le Mans, the Dundrod Tourist Trophy, the Alpine Trials and most famously, the Monte Carlo Rallye on which an Invicta won outright in 1931 and came in second in 1932.
Model by MATRIX 1/43

1962 Bussing LU 5/10 M Burglowe: Made from a German Bussing Universal Van, this transporter was made to haulAustin Healeys and other race cars to modern vintage racing events. Healey did not have transporter, either driving the cars or hauling on an open trailer to events such as Le Mans, where Donald Healey Motor Co. prepared the cars for the circuit track races.
Model by BREKINA 1/87
Small Scale Healeys: Here is a grouping of small scale Austin Healeys. There is a Lindburg plastic kit BJ8 model in 1/64, a Schuco 100-6 in 1/87, a Morris & Stone 100 in 1/64 with box and an unknown 3000 in plastic 1/87. Because of its appealing shape and reputation, there were many Healey toys made in many scales and materials, some more realistic than others.
Model by MISC
More Small 100's: I remember in the 60's when you could buy a bag of small plastic cars at the dime store (remember those?) that contained many multi-colored cars of the day, including some fairly exotic ones. Made in England, I am unsure of the manufacturer, but here are three examples I have found in approximately 1/87 scale. A Dinky 100 is used for reference of size.
Model by CORGI & SPARK 1/43
1970 Jensen Interceptor MkII: The Interceptor was produced by Jensen from 1966 to 1976, undergoing two major model revisions (MkII and MkIII) after its introduction. In 1969, the MkII version was introduced with revisions to the headlamps, grille and tail lamps,; as well as a substantially revised interior to meet US safety regulations. All Interceptors were powered by Chrysler V8 engines, with MkI and MkII versions like this one, having a 6.3L V8 producing 250 BHP. 1969 also saw the introduction of air conditioning as an option, which must have been welcome in warmer climates with all its glass! The automatic transmission which was also optional made the Interceptor an exceptional touring car. Donald Healey became chairman of Jensen in 1970. He used an Interceptor similar to this one as his personal car, including a trip to Le Mans in 1970 when the Healey XR37 (seen in the background here.) ran in the 24-Hour race.
Model by OXFORD 1/43

Austin Healey Memorabilia: Various Austin Healey Items I have obtained over the years.
Austin Healey Memorabilia: More of the pieces obtained over the past 30+ years.
Austin Healey Memorabilia: Some are hidden, but I have obtained a number of club patches over the years.

The Geoffrey Healey Books: Original editions of the first three books Geoff wrote. The photo of him is one of my favorites and appeared in Classic & Sports Car magazine. Margot said it was hers too.
Autographs: One of the prime objectives of any Healey nut, was to get everything Healey signed and I did!
Autographs: Geoff always took the time to make sure he personalized each book he signed.

Autographs: I had Bic sign this photo in Geoff's original book. It was the inspiration for me in painting my 100 and what we used to try and match color too.
Autographs: My original copy of this book went AWOL some years ago, but I did have another signed copy in my stacks, so all was not lost, if just not personalized.
Books: "Happy Healying" there was no better slogan that said it any better! The article is one I wrote for the Portland All-British Field Meet when AH was the featured marque in 1987.

"Record Setting with Donald Healey": Alan Neis did this watercolor in 1979 of Donald Healey driving the 100S prototype in which he helped set a number of endurance run records at Bonneville in 1954. Signed by Donald Healey in 1981 during a visit to us in Salem, OR. Original watercolor approx. 26"x 21" framed.
"Sebring at Le Mans": This is a rare signed Nicholas Watts print of the 100S driven by Lance Macklin at Le Mans in 1955. It features the D-Jag of Hawthorne, the MB 300 SLR of Fangio and the Ferrari 121LM of Trignant about to pass the Healey. Somewhat controversial given the tragedy about to unfold. 30"x38" framed.
ABFM Gold: Perhaps of the awards I received with my Austin Healeys, my favorite was the gold medal received at the Portland All-British Field Meet with my 1954 100, when Austin Healey was the featured marque in 1987. That was on of the last times I showed the 100, amid some very stiff competition, it was a nice reward.

1960 3000: After Le Mans, DD300 was eventually acquired by John Chatham and raced successfully by John in England and abroad. Here is DD300 as it was raced at Le Mans in 1960, with the plinth signed by John Chatham.
Model by SPARK 1/43
"World Wide Austin Healeys": I made this van for my friend David Matthews who has World Wide Austin Healeys in the UK. David is an expert on many things Healey, especially the SR Climax/XR37.
Scale 1/43
1959 100-6: This is my conversion of what a period 100-6 sports racer would look like in the early 1960's.
Model by ERTL 1/18

Healeys and Austin Healeys at Le Mans 1949-1970: These are not part of my collection, but that of our friend, Healey owner, expert and model collector extrodinaire, Bill Emerson. I wanted to include them here, because this display of all the Healeys and Austin Healeys which turned a wheel in competition at Le Mans is simply fantastic! Bill has created this diorama of vintage Le Mans pits, which is over 6' long. Every model (save two which have not been modelled yet) are there. Simply fantastic and makes me very envious!!! Bill has now donated this diorama to the Healey Museum in the Netherlands where it is on display for more enthusiasts to enjoy!

Purple Lips Racing AH 3000: For over 10 years I was a part of the Purple Lips Racing Team and we campaigned this car on the West Coast USA in vintage racing events. Click HERE to go to our webpage on the internationally famous Purple Lips Racing Team.

To continue to another section of the Old Irish Racing Collection, select one of the following:



1960 - 1979
1980 - 1989
1990's - Present



PRE-WAR to 1959
1960 to 1968
1988 - Present



1949 - 1959
1960 - 1969
1970 - 1979
1980 - Current



1950's & 60's
1990 - Current



1900 - 1959
1960 - 1969
1970 - 1979
1980 - PRESENT

THE 24 HOURS of LE MANS 1923-2020

GROUP 44, Inc.



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