Monthly Archives: September 2011

Big Healey Weights & Dimensions

Austin-Healey

Tech Data for 100/6 & 3000, Mk 1 – 2- 3

(information from AUSTIN-HEALEY: OWNERS WORKSHOP MANUAL, by Kenneth Ball, Autopress Ltd. 1973)


Dimensions are in inches unless otherwise stated

“A” refers to the 2639 cc engine with 2 port head
“B” refers to the 2912 cc engine 
“C” refers to the 2639 cc engine with 6 port head


While I have tried to be accurate as possible, it is very likely that there are typos and errors on this page.  Please note that no one associated with austin-healeys.com assumes any liability arising from the information presented here.  If you find a mistake, please let me know from the contact page and I will correct it.


WEIGHTS, AND DIMENSIONS 

 

Weights of components:    
     Engine   611 lbs (277 kg)
     Gearbox standard   79.5 lbs (36.227 kg)
     Gearbox with overdrive   117 lbs (52.907 kg)
     Rear axle   166 lbs (75.454 kg)
Dimensions:    
     Wheelbase   7 ft 8 (2.34 m)
     Overall length   13 ft 1 1/2 (4.00 m)
     Overall height   4 ft 1 (1.24 m)
               (hood down)   3 ft 10 (1.17 m)
     Overall width   5 ft 1/2 (1.54 m)
     Height over scuttle   3 ft (.091 m)
     Ground clearance   5 1/2 (.14m)
     Track front   4 ft 3/4 (1.24 m)
     Track rear   4 ft 2 (1.27 m)
     Turning circle   35 ft (10.67 m)
     Weight approx.   2436 lbs (1105 kg)

Big Healey Electrical Components

Austin-Healey

Tech Data for 100/6 & 3000, Mk 1 – 2- 3

(information from AUSTIN-HEALEY: OWNERS WORKSHOP MANUAL, by Kenneth Ball, Autopress Ltd. 1973)


Dimensions are in inches unless otherwise stated

“A” refers to the 2639 cc engine with 2 port head
“B” refers to the 2912 cc engine 
“C” refers to the 2639 cc engine with 6 port head


While I have tried to be accurate as possible, it is very likely that there are typos and errors on this page.  Please note that no one associated with austin-healeys.com assumes any liability arising from the information presented here.  If you find a mistake, please let me know from the contact page and I will correct it.


ELECTRICAL SYSTEMS

Electrical equipment:    
     Battery:    
     A Type (home standard) GTW.9A
  Dry charged export  GTZ.9A
     B Series BN7 standard  SLG.11 E(two)
  Dry charged export SLGZ.11 E (two)
  Series BT7, BJ7, BJ8 standard BT.9A
  Dry charged export BTZ.9A
     A and B Capacity 58 amp/hr
     A and B Voltage 12 positive earth
     A and B Electrolyte per cell 1 pint (.57 litre)
     A and B Initial charge 3.5 amp
     A and B Normal recharge 5 amp
     A and B Master Switch Lucas ST.330
Generator    
     A and B Type Lucas C.45 Pv-5
  Mks I and II Lucas C.45 PV-6
  MkIII  Lucas C.42
     A and B Cutting in speed 1100 to 1250 rev/min
                  MkIII 1250 rev/min
     A   Maximum Output 22 amps, 13.5 volts (1700 to 1900 rev/min)
     B   25 amps, 13.5 volts (1700 to 1900 rev/min)
     MkIII   30 amps, 13.5 volts (1250 rev/min)
     A and B  Field resistance 6 ohms
     MkIII   4.5 ohms
Starting motor;    
     A and B   Lucas M.418.G
     A and B Lock Torque 17 lb ft (1.2858 kg m)
                 at 440 to 460 amps and 7.0 to 7.4 v
     A and B Lock current draw 430 to 450 amps at 7.0 to 7.4 volts
     A and B Light running current 45 amps at 7400 to 8500 rev/min
     A and B Solenoid switch Lucas ST.950
     A and B Brush length (minimum) .3125 (7.94 mm)
  Spring tension (max.) 30 to 40 ozs (850 to 1133 gm)
Overdrive:    
     A and B Control switch Lucas 2TS
     A  Transmission solenoid Lucas TGS.1
     B   Lucas 11.S
     A and B  Relay Lucas SB.40/1
     A  Interrupter switch Lucas 5510/1
     B   Lucas SS.10
     A and B  Rotary throttle switch Lucas RTS.1
Control box:    
     A and B Mks I and II Lucas RB.106/2
  Mk III Lucas RB.340
     A and B Cut in voltage 12.7 to 13.3v
  Drop off voltage 8.5 to 11 v
  Mk III 9.5 to 11 v
     A and B Reverse current 3.5 to 5 amps
  Mark III 3.0 to 5 amps
     A and B Regulator setting @ 68F (20C) 16.0 to 16.6 v at 3000 rev/min
     A and B  For temperatures above add .1 v for 10C
   For temperatures below subtract .1 v for 10C
     MkIII 10C (50F) 14.9 to 15.5v
  20C (68F) 14.7 to 15.5v
  30C (86F) 14.5 to 15.1v
  40C (104F)  14.3 to 14.9v
     MkIII Current regulator  30 ?1 amp
Windscreen wiper:    
     A and B Mks I and II Lucas DR.2
               Mks II and III from #60792  Lucas DR.3.A
     A and B Normal running current 2.3 to 3.1 amp
     A and B                Stall Current (hot) 8 amp
  (cold) 14 amp
     A and B Armature resistance .34 to .41 ohm
     A Field Resistance 12.8 to 14 ohm
     B   8.0 to 9.5 ohm
  High output (red mark) 8.0 to 11.5 ohm
  Mk III running current 2.7 to 3.4 amp
  Mk III wheelbox drive Rack and cabie
  Mk III armature float .008 to .012 (.20 to .30 mm)
  Mk III wiping speed  45 to 50 cycles per min
Fuses:    
     A and B   Lucas SF.6
     A and B  A1 to A2 50 amp
                A3 to A4 35 amp
Sidelamps:    
     A and B   Lucas 594
Headlamps:    
     A and B   Lucas F.70.0
Stop/tail lamps   Lucas 594
Number plate lamp   Lucas 467/2
Flashing indicator unit   Lucas FL.5

Big Healey Drivetrain Details

Austin-Healey

Tech Data for 100/6 & 3000, Mk 1 – 2- 3

(information from AUSTIN-HEALEY: OWNERS WORKSHOP MANUAL, by Kenneth Ball, Autopress Ltd. 1973)


Dimensions are in inches unless otherwise stated

“A” refers to the 2639 cc engine with 2 port head
“B” refers to the 2912 cc engine 
“C” refers to the 2639 cc engine with 6 port head


While I have tried to be accurate as possible, it is very likely that there are typos and errors on this page.  Please note that no one associated with austin-healeys.com assumes any liability arising from the information presented here.  If you find a mistake, please let me know from the contact page and I will correct it.


AXLES, HUBS, SUSPENSION, WHEELS, AND BRAKE DETAILS

Rear axle:    
     A and B  Type 3/4 floating
     A   Ratio Standard 3.91:1
     B   3.545:1
     A   With Overdrive 4.1:1
     B   3.909:1
     A and B  Final Drive Hypoid bevel
     A   Teeth on crownwheel and pinion,  
                standard 43/11
     B   39/11
     A   With overdrive 41/10
     B   43/11
     A and B Crownwheel/pinion backlash Marked on crownwheel
     A and B Adjustment Marked on crownwheel Shims
     A and B  Oil capacity 3 pints (1.704 litres)
Rear springs:    
     A and B  Type Semi-elliptic
     A   Number of leaves 7
     B   Mark I, II, and III 7
               Mark III from #26705 6
     A and B  Thickness of leaves 6 at .1875 (4.76 mm)
                 1 at .15625 (4 mm)
     B   MkIII 4 at .1875 (4.8 mm)
                 2 at .15625 (4 mm)
     A and B  Width 1 3/4 (44.5 mm)
     A and B  Deflection 4 ? 1/4 (101.6 mm)
                MkIII 5 1/4 (133.35 mm)
     A and B  Loaded camber 1/2 (12.70 mm) ?1/8
               Mk III 1 (25.4 mm)
     A and B   3 at .03125 (.80 mm)
Steering:    
     A and B  Type Cam gears and peg
     A Ratio   14:01
    15:01
From car BN4 #68960 and BN6 1995    
     A and B  Track toe-in .0625 to .125 (1.58 to 3.17 mm)
     B   Steering lock angle Outer 20 deg.
                 Inner 21 deg.
Suspension:    
     A and B  Front type Coil spring, wishbone
     A and B  Castor angle 2 deg.
     A and B  Camber angle 1 deg.
     A and B  Swivel pin inclination 6 1/4 deg.
     A and B  Rear type Semi-elliptic leaf underslung, Panhard rod
     A and B  Shock absorbers Armstrong lever hydraulic
Brakes    
     A and B  Type Girling hydraulic
     A   Front Two leading shoes
     B   Disc
     A and B  Drum diameter 11 (280 mm)
     B  Disc diameter 11 (285 mm)
     A and B  Shoe lining width 2 1/4 (57 mm)
     A   Shoe lining length 10.4 (265.6 mm)
     B   10.53 (267.4 mm)
     A   Thickness .167 to .174 (4.24 to 4.42 mm)
     B   .187 (4.76 mm)
            Disc pad thickness .40625 (10.32 mm)
     A and B  Pedal free movement .125 (3.175 mm)
     A   Frictional area 188 sq in (1213 sq cm)
     B   Rear 95 sq in
                Disc 4 x 4.25 sq in
                 4 x (10.8 sq cm)
     A and B  Handbrake Mechanical rear wheels
Tyre sizes and pressures;    
     A   5.90 x 15 tubeless
     B   5.90 x 15 road speed (with tubes)
     A and B  Front 20 lb/sq in (1.41 kg/sq cm)
              Rear 25 lb/sq in (1.76 kg/sq cm)
     Maximum performance speeds increase all   
     pressures by   5 lb/sq in (.35 kg/sq cm)
Wheels:    
     A and B   4J x 15 ventilated steel disc or
                 4J x 15 wire (optional)

Big Healey Gearbox Specs

Austin-Healey

Tech Data for 100/6 & 3000, Mk 1 – 2- 3

(information from AUSTIN-HEALEY: OWNERS WORKSHOP MANUAL, by Kenneth Ball, Autopress Ltd. 1973)


Dimensions are in inches unless otherwise stated

“A” refers to the 2639 cc engine with 2 port head
“B” refers to the 2912 cc engine 
“C” refers to the 2639 cc engine with 6 port head


While I have tried to be accurate as possible, it is very likely that there are typos and errors on this page.  Please note that no one associated with austin-healeys.com assumes any liability arising from the information presented here.  If you find a mistake, please let me know from the contact page and I will correct it.


CLUTCH & GEARBOX DETAILS

Clutch:    
      A and B make   Borg and Beck
     A   Mks I and II type Dry plate
     B   Mks II and III (from No. 29F.4898) 9 DSG diaphragm
     A   Diameter 9 (229 mm)
     B   Mks I and II 10 (254 mm)
     A   Friction area 2 x 36.5 sq in (235 sq cm)
     B   2 x 39 sq in (241.5 sq cm)
     A and B  Thickness .150 (3.8 mm)
     A and B  Release bearing Copper carbon graphite
     A   Number of springs 9
     B   12
     B   Colour of springs Yellow/light green
     A   Total axial spring pressure 1215 to 1305 lb (551 to 592 kg)
     B   1620 to 1740 lb (735 to 789 kg)
     A and B  Distance thrust race to thrust plate .10 (2.54 mm)
     A and B  Thrust plate travel to fully released .42 to .47 (10.66 to 11.93 mm)
     B        Mks II and III from No. 29F.4898    
               Clutch plate diameter   9.63 (203.2 mm)
               Material   Wound yarn
               Number of damper springs   6
               Damper spring load   110 to 120 lb (49.8 to 54.3 kg)
               Damper spring colour   Dark grey/light green
               Release bearing   Graphite (MY3D)
               Fluid   Castrol Girling Amber Brake Fluid
Transmission:    
     A and B  Gearbox type Synchromesh on 2, 3, top
     A and B  Gear type Helical constant mesh
     A and B  Overdrive type Laycock de Normanville (electric control)
     A                           Gear Ratios     First 3.076:1
     B   2.93:1
     From engine #10897 (overdrive)    
     Engine #11342 (without overdrive)   2.83:1
     MkIII   2.637:1
     A      Second 1.913:1
     B                            As above   2.053:1
                 2.06:1
                 2.07:1
     A      Third  1.333:1
     B   1.309:1
                 1.31:1
                 1.306:1
     A      Overdrive third  1.037:1
     A and B      Fourth  Direct
     A      Overdrive  .778:1
     B   .822:1
     MkIII   .820:1
     A      Reverse  4.16:1
     B   3.78:1
                 3.72:1
     MkIII   3.391:1
Standard box:    
     A      First  12.027:1
     B                           (3.545:1 axle)   10.386:1
     From engine #11342   10.209:1
     Mk III   9.348:1
     A      Second 7.48:1 
     B   7.877:1
                  7.302:1
                 7.341:1
     A      Third  5.212:1
     B   4.640:1
                 4.743:1
                 4.629:1
     A      Fourth 3.91:1
                 3.545:1
     A      Reverse 16.4:1
     B   13.4:1
                 13.127:1
                 12.021:1
Including overdrive:    
     A      First  12.6:1
     B                           (3.909:1 axle)    11.453:1
     From engine #10897   11.257:1
     MkIII   10.308:1
     A      Second  7.84:1
     B   8.025:1
                 8.052:1
                 8.095:1
     A      Third  5.47:1
     B   5.116:1
                 5.120:1
                  5.105:1
     A      Third, overdrive 4.24:1
     B   4.195:1
                 4.198:1
                 4.188:1
     A      Fourth  4.1:1
     B   3.909:1
     A      Fourth, overdrive 3.19:1
     B   3.205:1
                 3.205:1
                 3.207:1
     A      Reverse  17.1:1
     B    14.776:1
                 14.541:1
                 13.255:1
Layshaft bearing:    
     A and B Type Needle roller
     A and B Number of rollers 46
     A and B Length of roller 1.551 (39.6 mm)
     A and B Diameter of roller 3.118 (3 mm)
     B  End float .0120 (.30 mm)
Mainshaft bearing:    
     A and B Make R&M
     A and B Type MJ 35
     A and B Size 1.39 x 3.15 x .827 (35 x 80 x 21 mm)
First motion shaft bearing:    
     A and B Make R&M
     A and B Type IM.J40.G
     A and B Size 1.58 x 3.55 x .905 (40 x 90 x 23 mm)
Oil capacity standard box   5 pints (2.8 litres)
Oil capacity overdrive fitted   6 1/4 pints (3.6 litres)
   Synchromesh hubs end float      Second  .007 (.18 mm)
                    Third. fourth  .031 (.8 mm)

Big Healey Ignition System Details

Austin-Healey

Tech Data for 100/6 & 3000, Mk 1 – 2- 3

(information from AUSTIN-HEALEY: OWNERS WORKSHOP MANUAL, by Kenneth Ball, Autopress Ltd. 1973)


Dimensions are in inches unless otherwise stated

“A” refers to the 2639 cc engine with 2 port head
“B” refers to the 2912 cc engine 
“C” refers to the 2639 cc engine with 6 port head


While I have tried to be accurate as possible, it is very likely that there are typos and errors on this page.  Please note that no one associated with austin-healeys.com assumes any liability arising from the information presented here.  If you find a mistake, please let me know from the contact page and I will correct it.


IGNITION SYSTEM DETAILS

Ignition system:    
     Sparking plugs:    
               A and B type   Champion UN.12.Y
               A and B gap   .024 to .026 (.6 mm to .66 mm)
     Coil:    
               A and B type   Lucas HA12
     Distributor:    
               A and B type   Lucas DM6A
               B Mks II and III (from Engine #    
               29F.35630) (from Serial #40966B)  Lucas 25 D6
               C   Lucas DM6
               A and B   Direction of rotation-anticlockwise
               A and B  Contact points gap .014 to .016 (.356 to .406 mm)
               A and C  Static setting 6 deg. BTDC
               B Mk I 5 deg. BTDC
               Mks II and III 10 deg. BTDC
               A and B Maximum advance 35 deg. BTDC
               C   36 deg. BTDC
               B Stroboscopic timing 15 deg. BTDC (at 600 rev/min)
               B Dwell angle 35 deg. ?3 deg
               A Condenser capacity .2mF
               B Mk II (series BJ7) .1mF
                MkIII .18 to .23mF
               B Coil resistance 3.1 to 3.5 ohms
                 MkIII        34 to 38 deg. (at 6400 rev/min)
               Vacuum advance starts 5 (12.7 cm)
               Vacuum advance ends 16 deg. at 12 (30.4 cm)
               Decelerating check 28 to 32 deg. (at 4400 rev/min)
                 22 to 26 deg. (at 3400 rev/min)
                 15 to 19 deg. (at 2000 rev/min)
                 10 to 16 deg. (at 1500 rev/min)
                 2 to 8 deg. (at 1100 rev/min)

Big Healey S.U. Carburetor & Fuel System Details

Austin-Healey

Tech Data for 100/6 & 3000, Mk 1 – 2- 3

(information from AUSTIN-HEALEY: OWNERS WORKSHOP MANUAL, by Kenneth Ball, Autopress Ltd. 1973)


Dimensions are in inches unless otherwise stated

“A” refers to the 2639 cc engine with 2 port head
“B” refers to the 2912 cc engine 
“C” refers to the 2639 cc engine with 6 port head


While I have tried to be accurate as possible, it is very likely that there are typos and errors on this page.  Please note that no one associated with austin-healeys.com assumes any liability arising from the information presented here.  If you find a mistake, please let me know from the contact page and I will correct it.


 SU CARBURETOR & FUEL SYSTEM DETAILS

Fuel system:    
     Delivery:    
               A   SU electric type HP
               B Mks II and III SU electric type LCS
               Later MkIII SU type AUF 300
     Tank capacity:    
               A and B   12 gallons (54.5 litres)
     Fuel pipe outside diameter:    
               A, B and C   .375 (9.52 mm)
     Maximum flow per hour:    
               B   15 gallons (68.25 litres)
               C   12 1/2 gallons (56 litres)
     Suction head:    
               B   18 (457 mm)
               C   33 (810 mm)
     Delivery head:    
               B and C   48 (1219 mm)
     Cut off pressure:    
               B and C   3.8 lb/sq in (27 kg/sq cm)
Carburetor types:    
     A   Twin SU horizontal H4
     B and C   Twin SU semi-downdraught HD6
     Mark II   Triple SU HS4
     Mark II (series BJ7)   Twin SU HS6
     Mark III   Twin SU HD8
     Needle (normal):    
     A   AJ
     B and C   CV
     Mkll   DJ
     Needle (normal):    
               Mk II (series BJ7)   BC
               Mark III   UH
     Needle (rich):    
               Mark II   DK
               Mk II (series BJ7)   RD
               MkIII   UN
     Needle (weak);    
               B   DH
               Mark II (series BJ7)   TZ
               MkIII   UL
     Jet size:    
               A and B Mks I and II .090 (2.29 mm)
               Mk II (series BJ7) .100 (2.54 mm)
               MkIII .125 (3.18 mm)
     Spring colour code:    
               B  Mk II Red
               MkIII Red and green
               C   Yellow
     Float setting:    
               MkIII   .125 (3.17 mm)
     Venturi:    
               Mk II (series BJ7)   1.75 (44.45 mm)
               MkIII   2 (50.80 mm)
     Air cleaners:    
               A   Twin ‘pancake’ type
               B   Oil wetted

Big Healey Engine Specs

Austin-Healey

Tech Data for 100/6 & 3000, Mk 1 – 2- 3

(information from AUSTIN-HEALEY: OWNERS WORKSHOP MANUAL, by Kenneth Ball, Autopress Ltd. 1973)


Dimensions are in inches unless otherwise stated

“A” refers to the 2639 cc engine with 2 port head
“B” refers to the 2912 cc engine 
“C” refers to the 2639 cc engine with 6 port head


While I have tried to be accurate as possible, it is very likely that there are typos and errors on this page.  Please note that no one associated with austin-healeys.com assumes any liability arising from the information presented here.  If you find a mistake, please let me know from the contact page and I will correct it.


ENGINE SPECIFICATIONS

Bore and stroke:    
     A, C   3.125 x 3.5 (79.375 x 88.9 mm)
     B   3.281 x 3.5 (83.34 x 88.9 mm)
Compression ratio:    
     A   8.25:1
     B   9:01
     C   8.7:1
Crankshaft:    
     Main journal diameter:    
               A, B, C   2.3742 to 2.3747 (60.305 to 60.317)
     Main bearings:    
               A, B, C. Length   1.495 to 1.505 (37.973 to 38.227 mm)
               A, B, C. Material   White metalled steel shell, lead indium plated
Diametrical clearance:    
     A, B, C   .0013 to .0028 (.033 to .071 mm)
Undersizes:    
     A   -.010, .020, .030, .040
     B and C   -.010, .020
Crankpin diameter:    
     A, B, C   2.0000 to 2.0005 (50.80 to 50.8127 mm)
Thrust washers, standard:    
     A, B, C   .091 to .093 (2.315 to 2.366 mm)
                 +.0025 (.063 mm)
                  +.005  (.127 mm)
                 +.0075 (.190 mm)
                 +.010  (.254 mm)
Bore oversizes:    
     A, B, C   .010,.020,.030,.040 (.25,.50,.76,1.02 mm)
Firing order:    
     A, B, C   1,5,3,6,2,4
Torque:    
     A   142 lb ft at 2400 rev/min (19.77 kg m)
     B   167 lb ft at 2700 rev/min (23.09 kg m)
     C   150 at 3000 rev/min
BMEP:    
     A   139 lb/sq in (9.77 kg/sq cm)
     B   142 lb/sq in (9.98 kg/sq cm)
Engine idle speed (approx.):    
     B   500 rev/min
Connecting rods:    
     Length between centres:    
               A, B, C   6.601 to 6.605 (167.66 to 167.76 mm)
     Side clearance:    
               A, C   .004 to .007 (.10 to .18 mm)
               B   .005 to .009 (.13 to .23 mm)
Big-end bearing material:    
     A, B, G   White metalled steel shells, lead indium
Big-end diametrical clearance:    
     A   .0005 to .002 (.0127 to .051 mm)
     B   .002 to .0035 (.051 to .089 mm)
Small-end bush:    
     A   .8750 to .8755 (22.225 to 22.328 mm)
     B   .8749 to .8751 (22.22 to 22.23 mm)
Reground crankpin sizes:    
     A   .010, .020, ,030, .040
                 (.254, .508, .762, 1.016 mm)
     B   .010, .020 (.254, .508 mm)
Pistons:    
     Material   Low expansion aluminum
     A, B, C   Alloy
     Clearance at skirt (right angles to gudgeon pin):    
               A   .0226 to .0008 (.066 to .020 mm)
               B Top .0032 to .0043 (.081 to .109 mm)
               Bottom .0010 to .0016 (.025 to .040 mm)
     Width of ring groove:    
               A Compression .0952 to .0962 (2.410 to 2.436 mm)
               Oil .189 to .190 (4.81 to 4.83 mm)
               B Compression .1417 to .1482 (3.599 to 3.764 mm)
               Oil .1567 to .1632 (3.98 to 4.137 mm)
     Oversizes:    
               A, B, C   +.010,.020,.030,.040
                 (.25,.50,.76,1.02 mm)
Piston rings:    
     A, B   3 compression (2 taper), 1 oil control
     C   First ring taper
     Width compression:    
               A   .0938 to .0928 (2.383 to 2.357 mm)
               B Compression and oil .1262 to .1332 (3.2055 to 3.3832 mm)
               A Width-oil .1865 to .1875 (4.737 to 4.762 mm)
     Clearance in groove:    
               A Compression .0034 to .0014 (.086 to .036 mm)
               Oil .0015 to .0035 (.038 to .088 mm)
               B Compression and oil .0015 to .0035 (.038 to .088 mm)
     Ring gap:    
               A Compression and oil .009 to .014 (.23 to .35 mm)
               B   .013 to .018 (.33 to .46 mm)
Gudgeon pins. Type:    
     A   Clamped in rod
     A, B from #40501   Fully floating (circlips)
     A, B    Selective, push in piston
     A, B    .8748 to .8750 (22.215 to 22.220 mm)
Camshaft:    
     Journal diameters:    
               A, B Front 1.78875 to 1.78925 (45.434 to 45.447 mm)
               Middle front 1.76875 to 1.76925 (44.926 to 44.939 mm)
               Middle rear 1.74875 to 1.74925 (44.418 to 44.431 mm)
               Rear 1.72875 to 1.72925 (43.910 to 43.923 mm)
     End float taken on thrust plate at front end:

 

 
               A, B   .003 to .006 (.076 to .152 mm)
Camshaft bearings:    
     Number and type:    
               A and B   4 thinwall rolled bush
     Outside diameter:    
               A and B Front   1.9205 (48.780 mm)
               A and B Middle front   1.9005 (48.272 mm)
               A and B Middle rear   1.8805 (47.762 mm)
               A and B Rear   1.8605 (47.252 mm)
     Inside diameter, reamed in position:    
               A and B Front   1.79025 to 1.79075 (45.472 to 45.485 mm)
               A and B Middle front   1.77025 to 1.77075 (44.964 to 44.977 mm)
               A and B Middle rear   1.75025 to 1.75075 (44.456 to 44.469 mm)
               A and B Rear   1.73025 to 1.73075 (43.946 to 43.959 mm)
     Clearance:    
               A and B   .002 to .001 (.051 to .025 mm)
Tappets:    
     A and B Type Cylindrical, spherical foot
     A and B Diameter .93725 (23.81 mm)
     A and B Length 2.548 (64.72 mm)
Valves:    
     Seat angle inlet:    
               A   30 deg.
               B   45 deg.
     Seat angle exhaust:    
               A and B   45 deg.
     Head diameter inlet:    
               A   1.693 to 1.683 (42.99 to 42.75 mm)
               B   1.750 to 1.745 (44.45 to 44.32 mm)
     Head diameter exhaust:    
               A   1.420 to 1.415 (36.07 to 35.94 mm)
               B   1.5625 to 1.5575 (39.69 to 39.56 mm)
     Stem diameter inlet:    
               A and B   .34175 to .34225 (8.68 to 8.69 mm)
     Stem diameter exhaust:    
               A and B   .34175 to .34255 (8.68 to 8,69 mm)
     Valve lift:    
               A and B   .3145 (8.054 mm)
               Mks II and III   .368 (9.36 mm)
     Stem guide clearance inlet:    
               A and B   .0025 to .0015 (.063 to .038 mm)
     Stem guide clearance exhaust:    
               A and B   .002 to .001 (.051 to .025 mm)
     Seat face width inlet:    
               A and B   .091 to .097 (2.31 to 2.46 mm)
     Seat face width exhaust:    
               A and B   .198 to .217 (5.03 to 5.51 mm)
Valve guides:    
     Length inlet:    
               A and B   2.266 (57.55 mm)
     Length exhaust:    
               A and B   2.578 (65.49 mm)
     Fitted height above head:    
               B Inlet   1.348 (34.23 mm)
               B Exhaust   1.036 (26.32 mm)
Valve springs:    
     Free length:    
               A and B Inner 1.969 (50 mm)
               A and B Outer 2.047 (51.99 mm)
               Mks II and III Outer 2.031 (51.5 mm)
     Fitted length inner:    
               A   1.517 (38.53 mm) (load 25.3 lb. 11.476 kg)
               B   1.504 (38.2 mm) (load 26 lb. 11.8 kg)
     Fitted length outer;    
               A   1.607 (40.82 mm) (load 54.2 lb. 24.58 kg)
               B   1.594 (40.49 mm) (load 55.7 lb. 25.2 kg)
               Mks II and III   Load 67.5 lb. (30.63 kg)
Rockers:    
     Bushes:    
               A and B   Steel and whitemetal
     Outside diameter before fitting:    
               A and B   .913 (23.17 mm)
     Inside diameter (reamed in position):    
               A and B   .8115 to .8125 (20.62 to 20.65 mm)
     Clearance:    
               A and B   .0025 to .0005 (.083 to .012 mm)
     Bore of arm:    
               A and B   .909 to .910 (23.076 to 23.101 mm)
Valve timing: Marking:    
               A and B   Adjoining gear teeth marks
     Chain pitch and number of pitches:    
               A and B   .375 (9.525 mm) 62
     Rocker clearance for timing:    
               A   .0234 (.610 mm)
               B   .030 (.76 mm)
     Inlet valve opens:    
               A Mks I and II (to 29F.2285) 5 deg. BTDC
               B Mk II (from 29F.2286) 10 deg. BTDC
               MkIII 16 deg. BTDC
     Inlet valve closes:    
               A Mks I and II (to 29F.2285) 45 deg. ABDC
               B Mk II (from 29F.2286) 50 deg. ABDC
               MkIII 56 deg. ABDC
     Exhaust valve opens:    
               A Mk I 40 deg. BBDC
               Mk II (to 29F.2285) 51 deg. BBDC
               B Mk II (from 29F.2286) 45 deg. BBDC
               Mk III 51 deg. BBDC
     Exhaust valve closes:    
               A Mk I 10 deg. ATDC
               Mk II (to 29F.2285) 21 deg. ATDC
               B Mk II (from 29F.2286) 15 deg. ATDC
               MkIII 21 deg. ATDC
Valve rocker clearance:    
     A  Engine Hot .012 (.3 mm)
     B  Engine Cold .012 (.3 mm)
     Mks II and III (Competition)   .015 (.34 mm)
Oil pump:     
     Type:    
               A   Rotor
               B   Gear
Pressure, running:    
     A   55 to 60 lb/sq in (3.9 to 4.2 kg/sq cm)
     B   50 lb/sq in (40 mile/hr) (3.52 kg/sq cm)
Pressure, idling;    
     A   25 to 30 lb/sq in (1.758 to 2.109 kg/sq cm)
     B   20 lb/sq in (800 rev/min) (1.4 kg/sq cm)
Release valve spring length:    
     A   2.562 (65.09 mm)
     B   2.687 (68.26 mm)
     Number of coils:    
               A and B   13
     Diameter:    
               A and B   .484 +.000 -.015
                 (12.30 mm +.000 mm -.318 mm)
Oil filter type:    
     A   Fullflow – Tecalemit
     B   Fullflow-Tecalemit or Purolator
Oil capacity (including filter):    
     A and B   12 3/4 pints (7.25 litres)
Flywheel:    
     Diameter:    
               A and B   12.8125 (325.45 mm)
     Number of teeth on starter ring:    
               A and B   106
Cooling system:    
     Type:    
               A   Pump and thermostat
               B   Pressurized thermosyphon, thermostat
                 control, pump and fan
     Capacity (without heater)    
               A   20 pints (11 litres)
               B   18 pints (10.2 litres)
     Thermostat setting:    
               B   70 C (158 F)
               Mks II and III from engine #29F.2592

 

83 C (182 F)

 

Roger Menadue Chat Session

This is the complete transcript of the internet chat, hosted by Les Myer’s PDLJMPR site, with Roger Menadue. Roger built Healeys with Donald and Geoff from the very beginning. The nick BIGHEALEY (ROGER’S HOST) – is the nick what his answers and comments are found.

When known by me, I changed the IRC chat nickname to real names. Let me know if your nick needs to be changed. – Patton

*******
Les Myer – Roger, thanks for joining us – we are honored

Jim Albeck – Had a great time on the Nova Scotia tour

Patton Dickson – Hello from Texas Roger.

HOTMELT – Welcome

BIGHEALEY (ROGER’S HOST) – Roger say hi

Les Myer – Let’s tell Roger where we are from and what we own

BILL – Hello from the hills of Virginia, Roger

Amy Turner – And from Tennessee

Les Myer – I am from Michigan and I own a MKIV Sprite

Jim Albeck – got back from NS and turned around and went to Park City

BUGEYE – I’m from Oswego, New York and I have a 60 AN5 and 61 AN6

HOTMELT – From Rochester Hills, MI with a Sprite AN5 14484

Amy Turner – Tennessee, ’59 Sprite MKI AN5L12601

Jim Albeck – Jim Albeck..Agoura, California

BILL – Nash-Healey here in Virginia

BILL – Jim Albeck in a WHAT?

Jim Albeck – Take ur pick Bill

Amy Turner – He has a 3000 with a special feature: air conditioning.

BIGHEALEY (ROGER’S HOST) – he don’t want to say he has a bighealey

BIGHEALEY (ROGER’S HOST) – ac and all

Jim Albeck – also have a BUGEYE

BILL – Roger, you should see Jim’s car it is an air conditioned BJ8!!

Les Myer – So Roger, what years did you spend working on the Healeys and
which models were you involved with

Jim Albeck – and a 100 with a 289hp V8

BIGHEALEY (ROGER’S HOST) – from the first day and all models

Jim Albeck – Bill…it was at Park City

Les Myer – so, from start to finish – you saw it all

BIGHEALEY (ROGER’S HOST) – yes

BIGHEALEY (ROGER’S HOST) – I built the first Westland

Les Myer – I always wondered what the company climate was in the final days before BMC gave the Healey the thumbs down

Les Myer – if you want to talk about it

BUGEYE – Roger, whos idea for the 1/4 eliptic springs on the sprites.

BIGHEALEY (ROGER’S HOST) – I was retiring anyway so differnce to me

Les Myer – I see

HOTMELT – Roger, my heritage certificate does not have key numbers, destination, etc. I have been told that some vehicels were sent to the US not as orders but just for sale.

BIGHEALEY (ROGER’S HOST) – not sure about the idea of the springs

BILL – Roger, Did you ever go on “test drives” with Donald?

Patton Dickson – Out of curisoty, what were the AN1’s through AN4’s before the BUGEYE (if any), prototypes?

BUGEYE – They were BN1, BN2, BN4

BIGHEALEY (ROGER’S HOST) – don’t know you will have to call the saLes dept.

BIGHEALEY (ROGER’S HOST) – Yes of course all the time

Patton Dickson – OK, that makes sence, I didn’t know if they started the Sprite models from 1 or not…

BUGEYE – Roger what was you biggest contribution to the sprite

BIGHEALEY (ROGER’S HOST) – I built the first sprite and you have to remember I was in teh Experimental Dept.

BILL – Roger, “Amy” is a lady who is very enthuastic about Sprites. She might like to hear about the Falcon bodied Sprite.

Amy Turner – I am enthusiastic…and new. I want to soak up everything I can learn here tonight!

BIGHEALEY (ROGER’S HOST) – it was bought and was fibergalss body and made to fit a sprite

BIGHEALEY (ROGER’S HOST) – it was built by the falcon co.

BILL – Bighealey…. do you have a copy of Amy’s curser? If not you might want to get one!!

Les Myer – OK Roger, here’s one that Patton and I really want to know – we both have 67 MKIV Sprites with centrifugal-only distributor and fresh air door mounted to the right of the radiator – my sources place these cars as very early production, probably in summer of 1966 – yet Patton’s Heritage certificate says his was built in summer of 1967 – any comments on their production dates?

Patton Dickson – Was the 4000 project ever really supported, or was it just a last ditch attempt to see about saving the marque? I only know a little about the car, and little is close to an overstatement.

Amy Turner – I must find pictures of the Falcon bodied Sprite. Can you recommend a book?

BIGHEALEY (ROGER’S HOST) – yes right now the car is in Ohio being restored and took first in class in each event

Patton Dickson – I’m Patton by the way. Patton is the name of the car

BIGHEALEY (ROGER’S HOST) – Roger doesn’t really know about wether it was a last ditch or not and that wasn’t the only try

Jim Albeck – Roger….what prevented Donald from putting a bigger engine in the Silverstone…a la Briggs Cunningham

BILL – Amy, More Healeys By Geoff Healey, page 97 is a color shot of the car at Le Mans.

Amy Turner – Thank you!

BIGHEALEY (ROGER’S HOST) – No money to buy v8 engines and had to do with what we had

Amy Turner – Any answer on the LES question above?

Jim Albeck – thank u …understand

Patton Dickson – Have you been by to see the Hewaley Lemans yet?

HOTMELT – Healey really was a small marque made big by the cars reception in the marketplace.

BIGHEALEY (ROGER’S HOST) – no we’re going tomorrow

Amy Turner – Roger, what is your reaction to modified Healeys? Do you feel people are fouling up your designs when we fiddle with different engines and carburetors and suspensions and such?

Patton Dickson – OK, I’ve never seen a picture of a Nash Healey Lemans before

BIGHEALEY (ROGER’S HOST) – You do what you want with your own car and do what you enjoy

BUGEYE – Roger, did you ever own any of the cars you created ?

BIGHEALEY (ROGER’S HOST) – NO definatly not never did

Les Myer – Gentlemen & Lady – I just got company – need to go – Roger, thanks for joining us – all of you please stay as long as you like

BUGEYE – Goodnight Les

HOTMELT – goodnight Les

BIGHEALEY (ROGER’S HOST) – roger says buy

Patton Dickson – Roger, did you do any designs for makes other than Healeys in your career?

Patton Dickson – Night Les

Les Myer – Parting

BILL – Jim, The “Silverstone” chassis will handle 425 BHP…. as it is the same chassis as my Nash-Healey.

Jim Albeck – I regret I have to leave y’all….Roger Godspeed and have a safe trip home…the rest of you keep the windshield clean and

Jim Albeck – the shiney side up

BIGHEALEY (ROGER’S HOST) – I didn’t design I built hands on

BIGHEALEY (ROGER’S HOST) – Roger say by Jim

BILL – Good night Roger. See you tomorrow evening. Bill & Genevieve

BIGHEALEY (ROGER’S HOST) – Cya Bill

Jim Albeck – Bye 4 now

Jim Albeck – Parting

BUGEYE – Roger, Is there any news about the FROGEYE company Geoff was associated with.

BIGHEALEY (ROGER’S HOST) – No nothing more

BUGEYE – Does it still exist ?

Amy Turner – It’s said that Donald Healey was not proud of the Sprite bearing the Austin-Healey marque — it wasn’t a powerful car. Is that true? If so, did you share his sentiments?

Patton Dickson – What is the frogeye company???

BIGHEALEY (ROGER’S HOST) – no information as of yet

BUGEYE – They are remaking a modern Sprite Mk 1

Amy Turner – Same body style?

HOTMELT – Miata was a “copycat”

BUGEYE – Yes.

BUGEYE – Exactly

Patton Dickson – Wow… That would be amazaing to see

BUGEYE – Last chapter of Geoff Healey’s book More Healeys…

BUGEYE – Second edition.

BIGHEALEY (ROGER’S HOST) – Donald wdid like the sprite and felt nothing bad about it, but he didn’ like the first hundred

BUGEYE – The 100 was a beautiful car !

HOTMELT – That is well publicized

Patton Dickson – What was the car you were most proud of your association?

BUGEYE – You have to love that fold down windshield

Amy Turner – … and the fan-shaped grille

BILL – The “Frogeye Company car has the same body style as the AN5 , updated engine and running gear (and modern PRICE)

HOTMELT – Is it built from similar stampings?

BIGHEALEY (ROGER’S HOST) – “Old no. 10 Nash Healey” that I will be seeing tomorrow after 45 years

Frank Clarici – Joining

Frank Clarici – Hi All

Patton Dickson – Hi Frank

HOTMELT – hi frank

BUGEYE – Where did the front suspension for those cars come from ?

BILL – hi Frank

BUGEYE – Was it the same as the silverstone ?

BIGHEALEY (ROGER’S HOST) – ACTION slaps Frank around a bit with a large trout

BIGHEALEY (ROGER’S HOST) – sorry about that fat fingers

BIGHEALEY (ROGER’S HOST) – my mistake that was not Roger

BIGHEALEY (ROGER’S HOST) – that was the same as the silverstone

BUGEYE – Roger, Did you build those.

BIGHEALEY (ROGER’S HOST) – I built silverstones

BUGEYE – The front suspension was very complex wasn’t it ?

BIGHEALEY (ROGER’S HOST) – not so much complex but very expensive

BIGHEALEY (ROGER’S HOST) – Roger has to leave at 9:30

BILL – WAS! Still is, if all those bearings fall out 😉

Patton Dickson – LOL!!!

BIGHEALEY (ROGER’S HOST) – Roger is lol

HOTMELT – Where on the ast coast are you now?

BILL – I have a Silverstone…. so I KNOW..

BIGHEALEY (ROGER’S HOST) – Cape Cod

HOTMELT – Where on the cape?

BIGHEALEY (ROGER’S HOST) – Hyannis

BUGEYE – Roger, what was your role in the high speed sprites ?

HOTMELT – I used to live in Woods Hole

BIGHEALEY (ROGER’S HOST) – we were there yesterday

HOTMELT – Nice small town, did you go to the islands?

BUGEYE – Or were they Abingdon only ?

BIGHEALEY (ROGER’S HOST) – what cars are you referring to

BUGEYE – Didn’t they make some land speed sprites ?

BIGHEALEY (ROGER’S HOST) – they were Abingdon but the Healey 68 sprite did le mans at 150 mph

BIGHEALEY (ROGER’S HOST) – MG did those

BUGEYE – I would say that’s high speed, considering I’ve only gone about 75 in mine.

BIGHEALEY (ROGER’S HOST) – LOL

BUGEYE – An5 with 948 and smoothcase tranny.

BUGEYE – Roger, why no rack and pinion steering on the 100 ?

BILL – Have fun with #10 tomorrow Roger.

BIGHEALEY (ROGER’S HOST) – wasn’t availiable at tghea time

Frank Clarici – Roger just a quick “hello”, I met you in 92 in Breckenridge. I was the guy that had Geof and Gerry sign my yellow BUGEYE.

HOTMELT – Take care all. Roger enjoy your stay.

HOTMELT – Parting

Amy Turner – Just curious…Roger, what’s your daily driver these days?

BIGHEALEY (ROGER’S HOST) – Thank you

BUGEYE – Roger, Thank you for the visit. Have a safe trip home.

BIGHEALEY (ROGER’S HOST) – 1.3 litr Ford escort station wagon for camping and fishing

BIGHEALEY (ROGER’S HOST) – thank you BUGEYE

BUGEYE – Goodnight all.

Amy Turner – Enjoy your stay, Roger! Thank you!

BILL – Happy Healeying

Frank Clarici – Any chance it’s the “Healey Fiesta” ha ha.

BIGHEALEY (ROGER’S HOST) – thank you amy

BIGHEALEY (ROGER’S HOST) – no it’s not

BUGEYE – Parting

BILL and Genevieve – Night Roger

BIGHEALEY (ROGER’S HOST) – nite

BILL – Quiting

Frank Clarici – Amy about your dipstick?

Amy Turner – Yes! Still can’t read it.

Frank Clarici – Are there any notches in it?

BIGHEALEY (ROGER’S HOST) – Roger says thanks for the chat and happy Healeying

Patton Dickson – Roger, thank you for taking the time to chat with us, sometimes we Sprite folks feel a little left out of the Healey legacy. Being born the year after the last 3000 rolled off the line, it is nice to keep the links and passions of Healeying alive.

BIGHEALEY (ROGER’S HOST) – Quiting

Frank Clarici – G’night Roger

Amy Turner – Oops. So eloquent, and a moment too late!

Patton Dickson – oh well…

Frank Clarici – Thanks for the chat.

Fixing Austin-Healeys.com

www.Austin-Healeys.com somehow got deleted from it’s former host last month. I have moved it to Posterous as I think it will become more of a car blog than before. I will try to find a way to incorporate the old content, especially the Sprite and Big Healey tech specs, and the chat with Roger Menadue needs to remain available. Stay tuned and I wil get this place back up to speed. Patton – keeper of a Longbridge built Austin-Healey 100-Six


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