{"id":494444,"date":"2015-05-01T00:20:13","date_gmt":"2015-05-01T07:20:13","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=8875"},"modified":"2024-08-17T20:08:26","modified_gmt":"2024-08-17T20:08:26","slug":"austin-healey-sprite-mk1","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/austin-healey-sprite-mk1\/","title":{"rendered":"1958 – 1961 Austin-Healey Sprite Mk1"},"content":{"rendered":"

Donald Healey and his small team at the Donald Healey Motor Company in Warwick, England, were on a roll. Late 1952 brought the combining of Austin and Healey into the new marque of Austin-Healey. Part of the agreement between the newly formed British Motor Corporation and the DHMC was that the Healey team would have the responsibility for experimentation and competition.<\/p>\n

By the end of 1956, close to 14,650 four-cylinder Austin-Healey 100s had been built, and the new six-cylinder 100\/6 had been on the market for close to six months. Regular meetings occurred between Donald Healey and BMC boss Leonard Lord, and it was at one of these that both expressed concern about the rising costs of sports cars and they agreed that there was a need for a small, low-cost car\u2014something akin to such Austin 7 derivatives as the Meteor and Ulster from 20 or so years earlier. Both Lord and Healey were probably just musing over a glass of Scotch whiskey, but it certainly got the latter thinking.<\/p>\n

\"\"<\/a><\/p>\n

Once back at the DHMC in Warwick, Healey got together with engineer son Geoff as to what such a car would entail. It wasn\u2019t long before the same team that had designed the Austin-Healey 100 came up with a chassis\/body design that fulfilled the requirements. At that stage it was called the Q car. For the mechanical components they looked into the Austin parts bin and settled on those from the diminutive Austin A35, but incorporating fully hydraulic brakes instead of the sedan\u2019s hydro-mechanical setup. What was found to be unsuitable was the A35 steering gear, but they quickly settled on the steering rack from the Morris Minor. Unlike the semi-elliptic rear springs of the small Austin sedan, holding up the rear of the Sprite were rearward-facing quarter-elliptic springs.<\/p>\n

The A35\u2019s 948-cc, four-cylinder A-series engine developed all of 34-bhp, but by the cutting and welding of a MG inlet manifold, twin SUs were fitted, which along with some appropriate tuning raised the output to 43-bhp.<\/p>\n

Q1, or the first prototype, was finished in red with red and white trim. As an indication as to how quickly a small manufacturer can move, Q1 was completed toward the end of 1956, and in the following January was delivered to BMC\u2019s Longbridge head office for inspection by both Lord and his heir apparent George Harriman. History tells us that they both liked the car and it was agreed that Austin would build it under the type number AN5. Initially, the Sprite was to be built at the Longbridge plant alongside the A35. However, this would require the drivetrain to be fitted from beneath and to do that, meant modifications to the chassis\/body, resulting in a wider car. Finally, it was agreed that assembly would occur at MG\u2019s plant at Abingdon.<\/p>\n

Sprite Name <\/strong><\/p>\n

While under development at the DHMC the new sports car was affectionately known as the \u201cTiddler.\u201d Hardly a name that would attract buyers to the showroom! After some thought Donald Healey came up with the name of \u201cSprite,\u201d a name that had been used by Riley before WWII and later relinquished to Daimler. Following an approach direct from Austin, it was agreed the name of Sprite could be used.<\/p>\n

Production of the Austin-Healey Sprite got under way in May 1958, and it was agreed to introduce the car to the motoring press on the 20th of that month. Donald Healey, always with an eye for the most opportune marketing opportunity, chose that date as it coincided with the Monaco Grand Prix.<\/p>\n

MG agreed to deliver a number of cars to Monte Carlo while the motoring press of the time were feted with a flight to Nice along with suitable accommodation. While expensive, it was worth the effort with such reports as \u201cthe first ever people\u2019s sports car\u201d and \u201cI have never driven a safer, faster car\u201d coming from well-known motoring writer Tommy Wisdom. London\u2019s Daily Mirror reported, \u201ca new nippy sports car\u2014the sort that big manufacturers have not marketed since before the war\u2014makes its appearance today.\u201d<\/p>\n

The Sprite was launched in the U.S. in the middle of 1958 with a list price of $1,795, but for a sports car there were quite a few desirable options that raised the price. These included: a heater for $60; tachometer, $30; windscreen washers, $15; tonneau cover, $25; sliding windows, $20; and bumpers at $30. Depending on what state, purchasers would also need to pay for sales tax and license fees, which for California was $60.30 and $24. All of which added up to a total of $2,094.30.<\/p>\n

\"\"<\/a><\/p>\n

Bugeye <\/strong><\/p>\n

The Sprite\u2019s distinctive frontal treatment received some comment, with one U.S. motoring writer calling it, \u201cThe car with the smiling face.\u201d It wasn\u2019t long before the Sprite was being called \u201cBugeye\u201d or \u201cFrogeye.\u201d However, there was a reason behind this as it was necessary for the lights to comply with regulations requiring 26-inches from the center of the lights to the ground. The lights of the first prototype were designed to swivel flush with the bonnet, but this was discarded due to complexity and cost. This design feature wasn\u2019t to be seen again until the release of the Porsche 928 of 1978. Looking back it\u2019s hard to imagine today, but initially there also was a degree of criticism toward the placement of the headlights.<\/p>\n

The Sprite Mk1 continued in production through to 1961, and in total there were 48,987 built. Its place in the BMC lineup was taken by the Sprite Mk2 also with a 948-cc engine, but with a more conventional body styling. In an example of BMC badge engineering, 1961 also brought the release of the MG Midget that, with the exception of the badges, was exactly the same car. The Austin-Healey Sprite evolved and stayed in production through to 1971 when the arrangement between Austin and Healey expired and was not renewed for cost cutting reasons. This led to the final 1,022 being produced as Austin Sprites while the MG Midget continued in production through to 1975.
\n<\/p>\n

Barrel of Fun <\/strong><\/p>\n

To put it mildly, driving the Bugeye Sprite is just a barrel of fun. Sure, it\u2019s a very basic motor car, and it\u2019s understood that raising its soft top presents a challenge. Plus with just 43-bhp under the hood it quickly runs out of puff once it reaches beyond the 70 mph mark. However, driving a Sprite is not about top speed, and in fact that\u2019s the last thing you think about.<\/p>\n

Back in 1958, Road and Track<\/em> tested a new Sprite Mk 1 and finalized its report on the car by stating, \u201cIt offers more fun per dollar than anything we have driven for a long time.\u201d What was true in 1958 is just as true 57 years later, as the Sprite does offer a huge amount of fun. We found that it\u2019s almost impossible to keep the smile off our face. The more the little engine likes to rev, the bigger the smile, and the more the car is thrown into a corner the more implanted that smile becomes.<\/p>\n

More fun than a barrel of monkeys and we couldn\u2019t help but think that everyone should get behind the wheel of an Austin-Healey Sprite to share in the fun.<\/p>\n

Specifications<\/strong><\/p>\n

Production: 1958-1961<\/p>\n

Chassis\/Body: Monocoque steel chassis with steel body<\/p>\n

Wheelbase: 80-inches\/2,032-mm<\/p>\n

Length: 137-inches\/3,480-mm<\/p>\n

Width: 53-inches\/1,346-mm<\/p>\n

Front Track: 45\u00be-inches\/1,162-mm<\/p>\n

Rear Track: 51\u00be-inches\/1,136.65-mm<\/p>\n

Weight: 1,428 pounds\/647.29 kilograms<\/p>\n

Suspension: (F) Independent by coil springs, wishbones and lever shocks (R) Live axle, cantilever quarter-elliptic springs, torque arm and lever shocks<\/p>\n

Steering: Rack and Pinion<\/p>\n

Engine: All cast iron inline-four<\/p>\n

Displacement: 948-cc<\/p>\n

Bore x Stroke: 63 x 76-mm<\/p>\n

Compression Ratio: 8.3:1<\/p>\n

Induction: Twin 1\u00bc-inch SU carburettors<\/p>\n

Power: 43bhp @ 5,200rpm<\/p>\n

Transmission: 4-speed manual with synchro on 2, 3 and 4.<\/p>\n

Brakes: Drums on all four wheels<\/p>\n

Performance<\/strong><\/p>\n

Top speed: 83 mph<\/p>\n

0-60 mph 20.8 seconds<\/p>\n

Average Fuel Consumption 34 mpg<\/p>\n

Valuation<\/strong><\/p>\n

Price at Launch US$1,795 (POE)<\/p>\n

Excellent $29,000<\/p>\n

Good $22,000<\/p>\n

Average $14,000<\/p>\n

Poor $7,000<\/p>\n

 <\/p>\n","protected":false},"excerpt":{"rendered":"

Donald Healey and his small team at the Donald Healey Motor Company in Warwick, England, were on a roll. Late 1952 brought the combining of Austin and Healey into the new marque of Austin-Healey. Part of the agreement between the newly formed British Motor Corporation and the DHMC was that the Healey team would have the responsibility for experimentation and competition. By the end of 1956, close to 14,650 four-cylinder Austin-Healey 100s had been built, and the new six-cylinder 100\/6 […]<\/p>\n","protected":false},"author":192,"featured_media":710980,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2185,2186,1707,9348,17105],"tags":[2536,16842,2727,16843,1768,17127,21452,13061,17106],"class_list":["post-494444","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-1950s","category-1960s","category-austin-healey","category-guides","category-model-guides-production-cars","tag-1950s","tag-1950s-cars","tag-1960s","tag-1960s-cars","tag-austin-healey","tag-austin-healey-model-guide-all","tag-austin-healey-model-guides-production-cars","tag-car-profiles","tag-model-guides-production-cars"],"yoast_head":"\n1958 - 1961 Austin-Healey Sprite Mk1<\/title>\n<meta name=\"description\" content=\"history and test drive of Austin-Healey Sprite\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.supercars.net\/blog\/austin-healey-sprite-mk1\/\" \/>\n<link rel=\"next\" href=\"https:\/\/www.supercars.net\/blog\/austin-healey-sprite-mk1\/2\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"1958 - 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