Jensen Healey Fever!
My wife said, "What kind of car is
that?" and pointed across the street toward an unmistakable silhouette on gravel lot.
We had been cruising the local Ford dealer, checking out a gorgeous green and tan Mustang
convertible when she spotted the car, looking ever so much like an orphan amongst the
Taurus, Trans Ams and pickups surrounding it. The character and heritage were
unmistakable--it was a British sports car. The shape and details were a little fuzzy, but
somewhere in my brain a file finally popped open and I said, "That’s a Jensen
Healey."
It was the first one I had ever seen up-close-and-personal, but I remembered the car. In 1972, when I turned 16 and was very, very much into sports cars, I remembered the Jensen Healey being touted as the "next great British sports car." We inspected the car by mercury-vapor light and went back the next day to confirm our suspicions by daylight--the car was in incredibly good shape. This vehicle appeared to be a prime candidate for my up-and-coming teenage son. But, what did I know about a Jensen Healey?
My research is summed up in the following paragraphs. Those who have no interest in British sports cars will find it an exercise in triviality. Those who appreciate the finer things in life--like British sports cars, but not familiar with the marque, will find it revealing. Those who know and love these unusual little cars will find this uplifting, confirming, and inspiring--just as I have found this jewel of automotive engineering to be.
Heritage of the Jensen Healey
The late 1960’s brought about many changes in the automotive world. The environmental and insurance concerns spelled certain doom for many sports and high performance cars. British Motor Corporation, now under the auspices of British Leyland suddenly dropped the classic Austin Healey 3000. According to Browing and Blunsden in The Jensen Healey Stories, both Donald Healey and a west coast MG dealer, Kjell Qvale (pronounced Shell Cavarley) were very unhappy with the situation. A series of meetings, planning sessions and corporate juggling followed. The result was Qvale became president of Jensen Motors and Healey was involved with the production of another classic sports car.
Both Qvale and Healey envisioned a sports car in the truest sense of
the term, a rightful successor to the Austin Healey 3000, a worthy heir to the sports car
title. It was to be quick, agile, sure stopping, comfortable (in sports car terms), and
set the standard for competitors to follow--while at the same time meeting the ever
increasing restrictions of the United States Environmental Agency.
Much like the famous Mustang of Ford fame in the early 60’s, which used many parts from the humble Falcon, the Jensen Healey "borrowed" many component units from other existing vehicles. From the Vauxhall Firenza came the suspension set-up, complete with Vauxhall rack & pinion steering gear and live rear axle. The four-speed gear box was supplied by Chrysler while the front disc/rear drum brakes came, again, from Vauxhall.
The most exotic component of the new car was the engine. After
shopping several suppliers, which included everyone from Ford to BMW, Colin Chapman at
Lotus agreed to supply his new
2 litre unit. This was an engine to die
for. If Tim Allen had been around he would have grunted his socks off! The new Lotus
engine was straight from a racing design that dates back to the mid-60’s. Dual over
head cams drove 16 valves that breathed through twin Zenith-Stromberg 175 CDE carbs (US
specs--Dellorto carbs in Europe) and pumped out a whopping 140 horsepower (over 1 hp per
cubic inch of displacement) with no emissions gadgets hung about it to sap any of those
precious horses. In addition, the engine leaned over at a 45º angle, allowing a lower
profile than other units.
Wrapping this wonderful package of British engineering was a body designed by Bill Towns, the stylist responsible for the Aston Martin DBS, with a little help from Jaguar’s Bill Heynes.
All the "right stuff" was there. The time was right to introduce
the world to the next great British sports car--the Jensen Healey. At the 1972 Geneva Auto
Show, the Jensen Healey was unveiled. Almost immediately there were comparisons to the
Austin Healey 3000, and the results were good. The design team had done their homework
right and the lighter, nimbler Jensen Healey won out. In December, 1972 Road & Track
noted that the Jensen Healey out performed the 3000 by being quicker, having a marginally
higher top end, and being considerably more stable in the corners. In April, 1973 Cars
& Car Conversions confirmed the Jensen Healey’s prowess by declaring the Jensen
"way out ahead." They further claim, "The Jensen Healey . . . is a great
car."
Test after test, as complied by R. M. Clarke in Jensen-Healey 1972-1976, assures the consumer that Healey, Qvale and company have built a true sports car, worthy of comparison to any of it’s day. When compared to the Alfa Romeo 2000, it held it’s own--being declared the preferred car to show off what you had purchased. Accelerating quicker than the Alfa and the Triumph TR6, but just a tick slower than the Datsun 240Z, the Jensen Healey seemed to be well positioned in the market.
Humbling
The Jensen Healey was, as Autocar put it, " . . . everything a Healey and a British sports car should be . . the kind of cat that one day will become a collector’s item," but, it was not without it’s detractors. Seemingly foolish problems plagued the early models--the 1972’s came with no outside lock on the passenger side door. The brand new Lotus engine had an appetite for oil and cam belts (therefore valves and pistons,
etc.!). While this all
worked itself out in the next model year, complaints about the "bland" styling
persisted. Finally there was the top. It was a bundlesome affair in the tradition of
British tops--a throw back to the ‘50’s on a modern ‘70’s car.
Even Healey was unhappy with the early production models. The quality simply was not evident. "I could never hand over the keys . . with the same degree of confidence associated with the Austin Healey."
Now it was on to production. In the West Bromwich factory, it took
ten days to
build a Jensen Healey (as opposed to 7 for the much more expensive Jensen Interceptor).
There was only one shift at the factory, so the continuity of the cars should have been
good. The 1973 models took the brunt of the quality errors. In August, 1974 the Mk II
Jensen Healey appeared. Lotus had solved most of the engine problems, the Chrysler
transmission was dropped for a 5-speed Getrag unit and body trim was added, including the
US required 5 mph bumpers.
In 1975, corporate funds flagging, Jensen released the Jensen GT--an
estate-wagon, in the mode of the MGB-GT, with an updated interior and lots of
"extras". By this time Donald Healey was out of the picture entirely--thus
dropping
the
"Jensen" from the car’s badge. Now, the financial noose began to tighten.
High interest rates and an unreceptive American public--the Jensen Healey’s target
market, spelled the end of the Jensen Healey. Being seen more as an "updated
MGB" rather than a new era in sports cars, the American public was more than a little
hesitant to plunk down slightly over $5000 (as tested by Car & Driver, February, 1973)
for this roadster or over $11,000 (Road Test, May, 1976) for the GT.
When the factory finally closed it’s doors in May, 1976, just over 10,000 roadsters and handful over 500 GT’s had rolled out. A vision of automotive excellence vanished in just 5 years.
The Competitive Edge
If not the American public, the SCCA certainly recognized the
potential and performance of the Jensen Healey. Joe Huffaker, a ‘70’s race car
builder was commissioned by the Northern California Jensen dealers to build a race
winner--indeed he did. Six chassis were sent over for Huffaker to start on. Still relying
on Vauxhall components, Huffaker modified the suspension and brakes to take on the rigors
of racing, and turned his attention to the potent Lotus engine. SCCA rules dictated the
original carbs to be used, so Huffaker heavily modified them to breathe deeply. Peak
power, on Huffaker’s dyno, hit 228 horse power.
Huffaker’s project was well done as the Jensen Healey won it’s first outing at Riverside. The Jensen Healey did so well, in fact, it won again, and again. From 1974 to 1976 Huffaker’s Jensen Healey, with Lee Mueller driving, won all but two races it entered--and it finished 2nd in those! Back-to-back-to-back SCCA championships were handed over to Huffaker and Mueller. Later, when the factory was gone, Huffaker sold the race car to Bruce Qvale, Kjell’s son, who went on to win the 1978 West Coast Championship and picked up second at Nationals.
Honored
While the press flip-flopped on it’s opinion of the Jensen Healey in the ‘70’s, the resounding chorus of the ‘90’s is all on the same page. The car has faired well over time, much more so than it’s sports car colleagues. In it’s October-November edition, British Car puts the Jensen Healey in the league with the classic MGA, Triumph TR250 and TR6, as well as the TR2--TR4 in the "Up to $10,000" category. Further stating, "it offers the best performance and highest level of comfort of any car in the range."
Earlier, in the August, 1991 edition of the same magazine, an in-depth review shows the Jensen Healey appears to have faired well into the 21st century. The style has aged well, looking better now than when new. Getting into a Jensen Healey and comparing it to, say an MGB or a TR6, you will find some things very familiar. It is indeed a very British sports car. Yet, it is far superior to many of it’s more popular countrymen. It will out accelerate most, outhandle almost all, plus it has the potential of being a true daily driver.
Based on personal experience, the Jensen Healey we own is almost spooky. Everything works, including all the electrical components. Even the factory clock keeps accurate time! For me, this is a first in British cars. In addition, it does not leak any type of fluid into my garage! This, too, is a first for British cars. The ride and drive is excellent for a 25 year old car. The controls are well laid out and easy to manipulate, even for an inexperienced driver. The Lotus engine is more than willing to rev, the transmission, although a bit noisy, seems matched to the engine well and provides no trouble in shifting. It has great head-turning ability and is a joy to drive.
British Car wraps up their 1991 article with this statement, "The Jensen Healey is one of the most underrated, undervalued cars on the market today. This is a true ‘sleeper.’ Buy one and enjoy restoring and driving a true thoroughbred. According to the 1st quarter CPI (Cars of Particular Interest), a "Good " 1973 Jensen Healey is valued at $4500, compared to $2475 for the same age Fiat 124, and $3550 for an Alfa Romeo Spider, and $5650 for a TR6.
There are a number of sources for parts and information for the Jensen Healey: The Association of Jensen Owners (AJO) and the Jensen Healey Preservation Society are the most notable. Parts can be readily had from a number of sources. The Jensen Healey Preservation Society lists 8 on their homepage (www.jensenhealey.com), including Martin Robey Sales, Ltd., who have taken over the factory works and are reproducing parts and spares.
Finally we come back to the dimly lit used car lot where I saw my first real-live Jensen Healey. Why did this quirky little car draw so much attention at release and then disappear. Mention the name to people and watch their reaction. "Oh yeah, my uncle had an old Healey when he was in college, I think they were called Austin’s then." With a few exceptions, the Jensen Healey is an unknown commodity on the vintage sports car market.
I have found ours to be a joy to work on and a delight to drive. I hope you will find your experience is the same.
Bibliography
British Car, August, 1991, Ersatz Exotic, Robert Daines
British Car, October-November, 1997, Which British Sports Car Should I Buy?, Leslie Roberts & Gary Anderson
Jensen Healey 1972--1976, Brookland Books, compiled by R.M. Clarke
Classic Cars, Buyers Checklist, Jensen Healey, www.erack.com/car/_classiccar/_BUYERS/jensenmain.HTML
The Jensen Healey Preservation Society
The Association of Jensen Owners
Cars of Particular Interest, Jan. Feb. Mar. 1997