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Austin-Healey 3000 MkIII BJ8 Phase 3

Austin-Healey 3000 MkIII BJ8 Phase 3

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Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3
Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3Austin-Healey 3000 MkIII BJ8 Phase 3
Austin-Healey 3000 MkIII BJ8 Phase 3
Lot number 93
Hammer value £9,800
Description Austin-Healey 3000 MkIII BJ8 Phase 3
Registration N/A
Year 1967
Colour Brown
Engine size 2,912 cc
Chassis No. HBJ8U/42422G
Documents Import papers; parts catalogues; workshop manual

Launched to rave reviews in 1959, the 'Big Healey' has gone on to become perhaps the most iconic and sought after of all the hairy-chested British sportscars of the 1960s.

Particularly popular on the North American market, the Austin-Healey 3000 (MkI) introduced a number of improvements to the already successful 100-6. The change of model name heralded the more powerful 2,912cc BMC C-Series engine whose 124bhp propelled the car to a top speed of nearly 120mph.

Other improvements included front disc brakes, independent front suspension, wire wheels as standard, and a choice of either 2-seater or 2+2 body styles. Options included a detachable hardtop roof and overdrive transmission. The 3000 MkI remained in production until the arrival of the triple-carb132bhp MkII in 1961, soon followed by a MkIIA with wind-up windows, a wrap-around windscreen and a convertible hood but just two carbs.

The final and ultimate production development of the 3000 range arrived in 1964, the MkIII BJ8. With 150bhp and 165lbft of torque now on tap, its 124mph top speed was accessed via a four-speed manual gearbox with optional Laycock overdrive on 3rd and 4th – effectively a six-speed box for effortless cruising at sustained high speeds. Servo-assisted brakes were now fitted as standard, and only 2+2 versions were available with Ambla vinyl seats also standard. The rest of the interior was more luxurious than before with more comfortable seats, a nice wood veneered dashboard and a new centre console/gear surround.

In May 1964 the Phase 2 version of the MkIII was released, which benefited from redesigned rear suspension, strengthened splined hubs, improved ground clearance and larger diameter front brake discs. The final Phase 3 models (chassis number 31336 onwards) also had separate side and indicator lights beneath the headlamps. A sensation right from the start, this really was a case of a good car just getting better and better.

This particular 1967 Phase 3 is the 604th from last of the 17,712 BJ8s produced in total (the very last car being chassis 43026 completed on 14th March 1968). Supplied new to the American market, little is known of its early history but it was imported back to the UK by the vendor in December 1989 with all duties paid (customs and shipping documents on file). A professional car restorer at the time, he intended to restore the car and convert it to RHD but, as is so often the case, other business got in the way and the car has languished untouched in dry storage since.

Now retired, the vendor has reluctantly come to the realisation that he will probably never get round to the task and has decided to pass the car on to someone with more time and enthusiasm to devote to the project. Although the car is currently finished in brown metallic, it would appear that it was formerly dark green although, in the absence of a Heritage Certificate, the original colour is not known.

It has also been fitted with a rather inappropriate hard top which looks to have come from a more modern American car of some sort. Believed to be largely complete apart from the steering wheel, it is now in need of major restoration and is being sold here strictly ‘as seen’.

Never UK registered, it comes with the aforementioned import documents, various parts catalogues, a Haynes workshop manual and a Super Profile book on the six-cylinder Healey models. With top examples now fetching £45k+ at auction, it should amply reward the remedial work now required.

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