1962 Austin Healey 3000 MKII Review
The change to a 3.0-litre six brought with it a name change, too, from 'Austin-Healey 100-6' to 'Austin-Healey 3000'. While the 3000 looked little different from its predecessor, under the bonnet it boasted an additional 22bhp, thanks to improved engine tuning. Disc brakes, previously reserved for the BMC Competitions Department factory racers, became standard equipment for both the two-seater (identified by a 'BN' model code) and 2+2 (BT), but on the front wheels only. Solid disc wheels were also standard fitment, but you wouldn't know it, as most new buyers went for the optional wire wheels.
In 1961, the change from the twin SU HS6 carb setup to a trio of HS4 carburettors signified the 'Mark II' version of the 3000, with pre-1961 models retrospectively labelled as 'Mark I'. The new model was identified by a small '3000 MkII' badge over a mildly-modified grille. Implemented primarily for homologation reasons, the new carb setup was combined with a redesigned inlet manifold and camshaft profile that increased horsepower by just over 6 percent. Under bonnet and exhaust heat-shielding was improved for the MkII models, too. While the triple SU carbs added power, they proved difficult to keep in tune - too difficult for many service centres as it turned out, particularly in the important US market, where over 90 percent of Austin-Healey production went. As such, midway through 1962, both BN and BT versions reverted to twin carbs that were easier to balance. The MkI inlet manifold was revived, but the camshaft profile was all new. The price of dropping one carb was negligible in performance terms, the new setup offering 131bhp compared to 132bhp on the triple carb MkII.
1962 was also significant in that it marked the introduction of the first true Big Healey convertible. Unlike the previous models, which used removable hardtops, or rudimentary clip-in soft tops, the 'Sports Convertible' featured a proper folding convertible roof, integral to the body. Identified by a 'BJ' model code, the new convertible featured other "luxuries" like wind-up windows, front vent windows and a fixed, curved windscreen. The options list was pretty short, covering wire wheels, overdrive transmission, brake servo, heater, radio and a tonneau cover. Released in the 2+2 body only, the BJ Sports Convertible replaced the 2+2 BT roadster. Its introduction also marked the end for the BN two-seater. Sales of the two-seaters had been shrinking since the first 3000 was released, and accounted for only around 7 percent of production in 1961, so it was uneconomical for BMC to continue producing them.
Inside, the MkII convertible was more comfortable - at least for front seat passengers - thanks to a redesigned transmission tunnel that improved legroom. The gearbox itself was rotated 90 degrees, so the selectors were in a more central position, which in turn offered better, more positive gear changes. The front suspension featured stiffer coil springs and revised damping, which was claimed to improve handling and reduce oversteer. The dash and other interior components were unchanged from the 3000 MkI. In this form, the MkII remained unchanged until the 3000 MkIII arrived in 1964.
Today, Big Healeys like the 3000 MkII are among the most desirable of all classic British sportscars. That's reflected in the price, with well-maintained or professionally-restored examples fetching big dollars. Their popularity means there's a market out there willing to pay handsomely for Big Healey magic.
For all its popularity, the MkII Healey is by no means perfect. Delivering sportscar thrills always comes with compromises, and in the case of the 3000 MkII that means a somewhat cramped cabin, heat soak from the engine, unsupportive seats and limited luggage space. BT roadsters are inevitably drafty with the hood in place, while even the BJ convertibles aren't entirely wind or leak proof. On the road, the steering can be notchy and stiff, while the low ground clearance means Big Healey drivers have to be wary of steep driveway entries and rough, potholed roads. With no rust prevention applied at the factory, Healeys can corrode badly, too, so buyers should go over any potential purchase with a fine-toothed comb. The Healey's popularity means there are marque specialists who can help with repair and restoration, but the cost can be staggeringly expensive.
Depending on your requirements, there are two specific versions of the MkII available from 1962: the original, raw BT7 triple carb 2+2; and the more refined, 'roadable' BJ7 convertible that came later in the year. Once you get used to their characteristics - these cars aren't easy to drive - both offer bags of fun and that classic British roadster experience. The BJ7s are probably more suited to driving regularly, while the BT7 makes for a good weekender. A well-sorted BT7 also has appeal as an historic sprint or tarmac rally car. Something like the Classic Adelaide Rally would be the ideal event for the competition-minded Big Healey enthusiast to take a fettled MkII to its limits.
SPECIFICATIONS: 1962 Austin-Healey 3000 MkII (BJ7 convertible)
Engine 2912cc OHV inline six-cylinder
Bore/Stroke 83.34 x 88.90mm
Compression 9.0:1
Power/torque 131bhp@4750rpm / 158ft/lb@3000rpm
Fuel system 2 x SU HS6 carburettors
Cooling system Liquid
Electrics 12 Volt
Transmission 4-speed manual (optional overdrive)
Front Suspension Independent wishbones w/coil springs and anti-roll bar
Rear Suspension Semi-elliptic leaf springs w/lever arm dampers and anti-roll bar
Front brakes 11.25" disc
Rear brakes 11 x 2.25" drum
Wheels 15" Fr/Rr (optional wire wheels)
Tyres 5.90 x 15 Fr/Rr
Wheelbase 92" (2340mm)
Length 157.5" (4000mm)
Width 60.5" (1540mm)
Weight 2380lb (1079kg)
0-100 kph (approx.) 10.5 seconds
Top Speed (approx.) 166 kph (188kph w/Overdrive)
TRIVIA
The main impetus behind a change to a triple SU carburettor setup on the 3000 MkII was to allow homologation of Weber carburettors. Even though Weber carbs never appeared on production 3000 MkIIs, FIA rules of the time allowed for an 'alternative' to be homologated for race use without the requirement for that same alternative to be fitted to a specific number of road cars.
Unique to France was a MkII BJ7 that featured an engine running at only 2860cc capacity, slightly detuned to comply with local road laws.
