With 17,712 built between 1963 and 1968, the Austin-Healey 3000 MIII BJ8 represents just over 24 percent of total big Austin-Healey production. However, with its burl walnut dash, wind-up windows and a lockable glovebox it is seen by many as the Austin-Healey to own.
While first produced as the 100 in 1952, the Austin-Healey followed the path of many a car built beforehand and afterwards. Initial models were fitted with a 2.6-liter, four-cylinder and an odd shift pattern 3-speed gearbox, but with a Laycock de Normanville electric overdrive as its saving grace. Soon a true 4-speed was introduced, but in keeping with the gearbox’s sedan origins the shift exited from the left-hand side of the tunnel. In 1957 with the 100/6, the Austin-Healey grew an extra two inches in length to accommodate two small jump seats in the back, which were great for the very smallest of children. Gone was the slow-revving four-cylinder to be replaced by a 2.6-liter six-cylinder, which while of a modern design produced only a little more power than its predecessor. The 4-speed manual remained the same, but the overdrive became an optional extra, as did the traditional Dunlop wire wheels. A two-seater version was also on offer from 1958.
The British Motor Corporation in 1959 finally took heed of the disappointing power by increasing the engine’s capacity to 2,912-cc and hence the name—Austin-Healey 3000.
There was more to it than met the eye, as while the standard power of the six-cylinder rose by 22bhp to 124bhp, the 3000 also had front disc brakes and improved gearbox ratios that provided for a top speed of 115mph. However, the shift for the box still came from the left-hand side which was fine for the left-hand drive buyer.
The unusual gearbox shift was finally addressed in late 1961 by the subsequent 3000 Mk II model. Besides having a center-shift in the gearbox, the engine boasted 132bhp through the fitting of triple SU carburettors—a short-lived arrangement due to the complexities of tuning three carburetors on one engine.
Also complex was the Erector Set style soft top that had been part of the Austin-Healey from day one. With the introduction of a convertible soft top along with wind-up windows in 1962, the Austin-Healey was well on the way to becoming a sophisticated sports car. However, the model continued with the original styled curved metal dash that is so well thought of by the purists today. The convertible model was also only available in the 2+2 configuration.
All this was changed with the introduction of the MkIII BJ8 in 1963. Not only did it introduce the walnut dash, but it came with a lockable glovebox, a center console, key starting and even a picnic/carry shelf that could be folded across the two rear seats. Mechanically, power was up to 148 bhp, which made the BJ8 the fastest production Austin-Healey and good for 121mph. A little way into the model there were major changes to the rear suspension with chassis alterations and the Panhard rod placement giving way to radius arms.
While production was to come to an end in December 1967, the very last was built in March 1968. It is interesting to compare the first to the last. The original Austin-Healey 100 weighed 2,150lb and with its 90bhp four-cylinder was good for 103mph and 0-60 in 10.3 seconds, while the BJ8 was 2,548lb and capable of 121mph and 0-60 in 9.8 seconds. All that extra weight has to count for something.
On the Road
There is no doubt about the Austin-Healey 3000 MkIII being the archetypal British sports car of the 1960s.
In many ways it is an elegant sports car that wouldn’t look out of place in any environment. It has been said that it was a man’s car that men loved to drive. Having said that it is not an easy car to drive and it is interesting that the Austin-Healey was one of the premier European rally cars of the ‘60s with Pat Moss (Sir Stirling’s sister) being one of the most successful drivers.
Properly tuned and cared for, the 3000 will be easy to start from cold, but it can be finicky, especially with the engine backfiring through the SUs. With 148 warmed-up horses under your right foot and a firm hand on the steering wheel, the 3000 can be a delight to drive.
The gearbox is certainly no “hot knife through butter” arrangement, which is no doubt not helped by the lack of synchro on first gear, but if you’re prepared to show it who’s boss, the changes can be pretty slick. The big plus is the overdrive, which is mated to the back of the box and shares its lubricant. Operated by a switch on the dash it operates on third and fourth, which theoretically provides for six forward gears. Non-overdrive cars are rare and cars without wire wheels are even rarer.
Driving an Austin-Healey 3000 BJ8 is certainly not akin to driving a Triumph Stag—a boulevard sports car it is not. It is a car that has to be controlled, right from learning its idiosyncrasies of which any example will have plenty, through to learning the best weather to use the car in.
The BJ8, like all Austin-Healeys, can be very hot in the cockpit as, after all, your feet are up against the engine and exhaust, but judicious use of insulating material in appropriate places can assist considerably. Ground clearance is certainly not an Austin-Healey strongpoint, even with the chassis changes undertaken on the BJ8.
Having said all that, the Austin-Healey 3000 MkIII BJ8 is a robust piece of automotive history with more than half of the production accounted for. Plus, mechanically they are relatively straightforward. They continue to fetch considerable money in all parts of the world and remain popular for anything from racing to everyday use, or reserved for sunny Sundays.
Driven Classics at a Glance:
SPECIFICATIONS
Austin-Healey 3000 Mk III BJ8
Production: 1963 – 1968
Chassis: Steel box-section chassis with welded sub-assemblies
Body: Mix steel and aluminum panels
Wheelbase: 92inches/2,337mm
Length: 157.5inches/4,000.5mm
Width: 60.5inches/1,537mm
Front Track: 48.75inches/1,238mm
Rear Track: 50inches/1,270mm
Weight: 2,390pounds/1,084kg
Suspension: (F) Coils, wishbones, anti-roll bar and lever-arm shocks. (R) Half-elliptic, radius arms and lever-arm shocks
Engine: Cast iron inline 6
Displacement: 2,912cc
Bore x Stroke: 83.36 x 88.9mm
Comp. Ratio: 9.0:1
Induction: Twin 2-inch SU Carburetors
Power: 148bhp @ 5,250rpm
Transmission: 4-speed manual (with optional overdrive)
Brakes: Front discs and rear drums
PERFORMANCE
Top Speed: 121 mph
0-60 mph: 9.8 secs
Average fuel consumption: 20 mpg (imp)
VALUATION
Price at Launch: US$3,700
Excellent: US$97,000
Good: US$80,000
Average: US$42,000
Poor: US$25,000
