The Jensen Healey
Sir Donald Healey is quite famous for mating high performance production engines to frames and bodies of his own design to produce supelative Sports Cars. Upon the termination of his agreement with BMC who manufactured the Austin-Healey, he set out to build a modern Sports Car that fit in the market of the A-H but extended its performance and pleasure factors.
Jensen Motors had the excess manufacturing capacity, and felt such a car would enhance its line of sporting vehicles. Some alterations and compromises addressed their manufacturing concerns, and series production was begun.
As it would turn out, the Jensen-Healey would endure to become the last British Sports Car imported in large numbers to America (Morgans are still available). Perhaps it is fitting that the "golden age" would be crowned with the work of an Englishman possessed of the "hot rod" mentality so cherished by American motorists.
Jensen's
undervalued classic offers
pioneering performance and pleasurable cruising
Eight years after the launch of the Interceptor and FF models, at the March 1972 Geneva Motor Show, Jensen Motors unveiled the Jensen-Healey. The Hugo Poole/William Towns-designed, Lotus-engined open sports two-seater was initially well regarded by the motoring press. By September 1973, the first long-term road test in Autocar was rather less complimentary. Early faults with carburation, oil pressure and oil leaks had to be rectified, along with customer complaints about rusting, paintwork and water ingress.
Jensen was well aware of the car's problems and in August 1973 the much-improved Mk2 version demonstrated a superior finish, redesigned seats and a better hood. The most important changes were to the Lotus 907 engine, which was given a new casting, along with improved bearings and seals. Other changes included chrome side strips and rear light surrounds, woodgrain dashboard, halogen headlights and an optional hard-top with heated rear window.
At the end of the following year Jensen changed from the Chrysler gearbox to the five-speed Getrag 'box, taking the opportunity to raise the rear axle ratio from 3.73:1 to 3.45:1 and add self-adjusting rear brakes, a wood-trimmed dash and big black energy-absorbing bumpers to comply with US regulations (about two-thirds of production went to the USA and Canada). If you can find one, this is the car to go for, as most of the early teething troubles had been ironed out. Buy the best you can afford.
Finally, in 1975 the Jensen GT fixed-head three-door variant of the Jensen-Healey was introduced. Although the car was mechanically identical to the Jensen-Healey and mostly used the same body parts, it was never called a Healey. The GT didn't perform quite as well as the Jensen-Healey as it was heavier and well-endowed with creature comforts - including two tiny rear seats. Its high specification included a much-improved dash clad with burr-walnut veneer, electric windows and cloth-faced seats. A steel sunroof, leather seats and air conditioning were included amongst the options.
By 1975, Jensen Motors had reached an unpleasant crossroads: US sales of the Jensen-Healey had not reached planned levels and Interceptor sales were under threat as a result of the oil crisis. The receivers were called in, though the company continued trading until May 1976. From the ashes, Jensen Parts and Service Ltd was set up to continue maintenance and restoration of customers' vehicles and to provide 'factory-approved' parts. By 1987, the Eighties boom encouraged the setting up of Jensen Cars Ltd which, in addition to providing parts and service, was to reintroduce Interceptor production. This company finally closed in 1993 and Jensen joined the long list of defunct British marques, many of the assets being acquired by Martin Robey Ltd.
About 11,000 Jensen-Healeys and GTs were produced from 1972-76, of which close to 8000 went to the USA and 1914 were sold in the UK, including 202 GTs. Today, there are probably only a few hundred survivors in the UK. Properly sorted Mk1s, Mk2s and GTs provide a lively 120mph performance with a 0-60mph time of 7.5 seconds. The ride is excellent and, along with a comfortable driving position, gives pleasurable cruising. An attractive detachable hard-top was available for the convertibles, making them good all-year cars - except for their propensity to rust.
Engine
The Ford-based Lotus 907 twin-OHC 16-valve slant-four-cylinder engine was made of diecast alloy. Early cars suffered from engine noise, high oil consumption, oil leaks from the cam covers and the front seal, blown gaskets, and fuel, cam bearing and belt problems. All these problems were overcome on later cars but engines still had a carburettor flat spot (fixable) at about 1300rpm. USA cars had twin Zenith-Stromberg carburettors while the European spec was two twin-choke Dellortos. The engine was built to use unleaded fuel.
Transmission
Early cars employed a Chrysler four-speed gearbox from the Sunbeam Rapier H120 with a modified extension, very positive and easy to operate. From November 1974 Jensen introduced a German-sourced Getrag five-speed gearbox, also used on some BMW models. Quick changes were easy with familiarity.
Running Gear
The live rear axle was from Vauxhall. Suspension, ex-Vauxhall Viva/Firenza, had double wishbones and coil springs at the front, and coils with trailing arms at the rear, both with Girling Monotube telescopic dampers. Servo-assisted disc front and drum rear brakes from Girling gave little trouble; the same applied to the Vauxhall-sourced rack-and-pinion steering.
Interior
Early cars had a black interior; tan was a later alternative. Leather seating was optional on the GT. Replacement carpet sets are now easily obtainable, as are trim parts and seals. Hoods often gave trouble on early cars; later modifications dealt with this but they remained troublesome to use. Two hard-tops were produced ?the first, rounded design by Lenham is not as good as the later double-skinned factory version.
The Evolution of the Jensen Healey