However, the parts supply situation is better now than it’s been for years. Because of the car’s complex structure it’s worth looking into who has done any work and, if possible, getting hold of supporting pictures to show it being done.

INTRODUCTION
There’s an old adage that original is best. In the case of the Austin-Healey that’s hard to argue against. With its torquey ‘four’, ultra-clean lines and almost vintage handling, the 100 appears to offer less on paper than its pokier and more highly specified newer siblings. However, slide behind the wheel and you’ll soon see why everyone is clamouring for a 100. With less weight in the nose, the 100/4 has the best balance of all the Big Healeys, while the four-cylinder car was actually faster than the six-cylinder model that replaced it.

The Healey Hundred first saw the light of day at the London Motor Show in October 1952. The brainchild of Donald Healey, the 100 was built to slot between cheap sports cars such as the MG T-series and costly ones like the XK120. Designed by Gerry Coker, the 100 was so named because it could crack the magic 100mph barrier – but it would prove too costly for Healey to build by themselves. The potential demand for such a desirable sports car would also have been a problem for Healey; the solution was
a deal with Austin which led to lower prices and a final production figure of over 70,000 units.
Austin-Healey Club official Phil Gardner owns a late example (BN2) of the model and is currently restoring a 1954 BN1; he’s convinced the 100 is the pick of the Big Healey crop.

‘Many enthusiasts opt for the late 3000 convertibles, only to realise after a while that the 100 is nicer to drive, even if it’s less practical. While the six-cylinder cars make great tourers, the four-cylinder models are genuine sports cars.

ENGINE
The 100’s engine is an unstressed truck unit, which should give 200,000 miles before serious attention is needed. A full rebuild costs £3000, and that’s if you do the work yourself. Four-cylinder cars often leak oil, but this can be minimised; if the engine has been rebuilt ask if the crankshaft’s scroll-type rear main oil seal has been replaced with a modern lipped version.

These engines also weep water between the head and block; Denis Welch can modify the waterways to eliminate it, but as long as you keep an eye on things there’s no cause for concern. Just check the compression if you think there’s something awry and monitor the oil to ensure there’s no build up of emulsion where the oil and water have mixed. Oil consumption can hit 250 miles per pint, while oil pressure should be 45-50psi, dropping to 20-25psi at idle. Some engine components are getting hard to find.

TRANSMISSION
The 100 had an A90 saloon-sourced four-speed gearbox, with first gear blanked off to give just three speeds – but overdrive on second and third effectively raised this to five ratios. In August 1955 the A90 unit was superseded by the Westminster’s ’box, this time with four speeds and overdrive.

These gearboxes are tough, but a lack of first gear syncromesh can lead to damaged teeth, and spare parts for the early three-speed gearboxes are now extremely scarce. If the overdrive isn’t working, the chances are the fault is electrical: the most likely culprits will be either the solenoid or the dash switch.
Rear axles often leak oil, which then seeps from the end of the axle casing onto the rear brake linings. Replacing the seal is a half-hour job; running the axle low on oil is not recommended.

SUSPENSION, STEERING AND BRAKES
Front damper mountings work loose and lever-arm dampers leak. The rear springs also sag and, as ground clearance was always tight, exhaust systems get damaged through grounding. The cam-and-peg steering boxes often leak, but as long as they’re oiled regularly they don’t need rebuilding. If the steering feels loose it’s probably because of worn bushes and kingpins.

The 100s had drum brakes all round and, while there was no servo (except the 100M, which had discs up front), if maintained properly the brakes will happily pull the car up. The standard 48-spoke wire wheels are fragile, which is why 72-spoke versions are often fitted instead. Splines can wear and cost £50-70 a corner to fix – check for wear by reversing the car and listening for clonks. As long as the splines are greased and the spinners kept tight, the splines shouldn’t wear particularly quickly.

Some Indian-sourced wheels bought in the 1980s can give problems. Poorly made, they’re often not quite round, which leads to vibration. Another problem with wire wheels is that they’re frequently not balanced properly, and sometimes the knock-off spinners are not tightened correctly because owners don’t like to risk damaging the chrome. 

CONCLUSION
Nearly 90 per cent of Big Healeys were built for export to America. Many have found their way back and have been restored with varying degrees of success. If you’re at all unsure about what you’re looking at, employ an expert to ensure you don’t buy a bottomless pit into which you’ll end up pouring all your cash.