Keith Mott

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I own three Austin Healeys. I did not plan this; It just happened.  Here’s how.

Like most of us in the club, I spent my early years (that would be the 60s and early 70’s for those of you from other generations) admiring British sports cars.  I never really considered owning one of course; they were simply too expensive and too impractical.  That all changed in about 1980 while I was in graduate school in Tucson.  As fate would have it, there was an auto mechanic’s shop on my walk to the university, and there was a partially restored Triumph TR4 sitting out front.  Although I was tempted to investigate, as a serious student I prudently kept my distance. Then, one day when I was walking to my office on a Saturday the TR4 was actually in the shop and the owner was actually working on it!.  I could not resist.  I walked in and met “Rick” and his TR4, and I never made it to the university that day.  Soon I was spending most of my Saturdays helping Rick work on the TR4, and learning a lot about British sports cars.

This was all good for a while, but the close contact with a partially-restored British sports car was eventually too much.  It wasn’t long before I bought two Austin Healey Sprites: a 1965 that had been wrecked in the front ($400), and a 1966 that had been wrecked in the back ($200).  Because of the unibody construction, the ‘66 was not restorable, so after that, my Saturdays were spent in Rick’s shop making one good car (the ‘65) out of the two wrecks. I didn’t have the time or money to do a complete restoration, but I managed to make a working car.  I also had a lot of extra parts.

That car (and the extra parts) traveled with me from Tucson, to Palo Alto CA for a postdoc, and then finally to Logan for a job at Utah State University in 1984.  Shortly thereafter, I got divorced (notice the intentional lack of any mention of this person in the preceding text).  Finding myself without adult supervision, I decided that I needed more British sports cars. Right on cue, along came a guy who had a bugeye tub that he was looking to get rid of.  No engine, no transmission, no suspension—no problem! I had all that stuff from the ‘66 Sprite!  The only thing I didn’t have was the correct gauges, but he had a set of them, and I bought the tub, the gauges, and a 1275 engine for $600.

Then In 1989, two important events took place: first, I met a very nice young woman, and second I found a 1962 Austin Healey 3000 for sale for $4500. After some consideration I decided to marry the young woman (Liz) and buy the Healey.  Both turned out to be good decisions.  I used my father-in-laws truck to tow the Healey from SLC to Logan, and I eventually bought that truck from him.

Over the next 20 years, Liz and I bought and restored a dilapidated, old (but historic) house, and had a couple of kids. This took up pretty much all of my spare time, so not much got done on the bugeye or the 3000 during that time.  Because of that, there were several times that I considered selling both the 3000 and the bugeye.  Fortunately, Liz talked me out of it, saying that someday I would have the time and money to restore them ((like I said, it was a good decision). Finally, in 2009, that time came.  The question was, which should I restore first; the bugeye or the 3000?  Reasoning that the bugeye was pretty similar to the ‘65 Sprite (which was still running at the time), I decided to start on the 3000.  

The car was dirty and rusty but complete except for the interior, and initially I thought it might be possible to get it running, throw a crude interior in it, and drive it around for a while.  This idea quickly went out the window when I got it started and saw the amount of smoke pouring out of the tailpipe.  Since I was going to have to pull the engine, I decided to do a complete restoration.  Fortunately, I found a very good body guy and a very good machine shop.  Without those two resources, the car would never have turned out as well as it did.  Both places were committed to doing things carefully and correctly, and both places helped me a lot during the restoration. Both have been central to my two subsequent restorations (below).

I began stripping parts off the car in the summer of 2009 (taking lots of pictures) and sent the body off to the body guy in the summer of 2010. I spent the next year cleaning, de-rusting and rebuilding all the parts I had taken off, and by the time the body came back from the shop in 2011, I was ready to start putting it back together.  That process took another year, and by the summer of 2012, I had a complete, running car.  12 years later, and a few minor modifications, it’s still running great.

Wasting no time, I decided to get busy on the bugeye.  So, in the fall of 2013 I sent the body off to the body shop and began working on the parts that were left over from the “66 Sprite. In a moment of sheer genius, I decided to build this car for my wife. This not only relieved some of the domestic tension associated with the expense of parts and the body and machine shops, it also provided a willing helper when I needed that extra pair of hands while putting things together.  The body was finished in the winter of 2015, and Liz picked the yellow color for the car.  I finally finished it in the summer of 2017, and except for a small oil leak problem (whoda thunk it) that I fixed recently, it’s still running great. 

Around this time, I took the 1965 Sprite that I restored in 1982 off the road because of multiple small, but annoying problems. I spent the next four years maintaining the bugeye and the 3000 and deciding to retire.  I finally retired in 2021 and decided that since I now had unlimited time, I should start my next restoration.  This time it was the 1969 GMC pickup that I used to tow the 3000 to Logan in 1989 and then bought from my father-in-law in about 2001.   Like the Bugeye and the 3000, the truck was a complete restoration, i.e., everything that could be disassembled was disassembled and rebuilt.  I learned quickly that although many of the parts are similar between a ¾ ton pickup and an Austin Healey, the ones from the pickup are a LOT heavier!  That restoration was started in the fall of 2021 and is just now (fall 2024) in the final stages of completion.

So, that’s how I ended up with three Austin Healeys.  I plan to start a complete restoration of the ‘65 Sprite this fall, and I hope to eventually have three running Austin Healeys

Pete Davies

Our family was fortunate to see different parts of the world while growing up. I’m originally from Quebec, Canada and my family moved to the USA in 1959. I saw my first Austin Healey in 1962 when a friend of my parents came over one day driving a 3000. I think that is where my love for English cars first started. He parked it in our driveway that day and commuted to work with my dad. I still remember looking at it throughout the day with its Healey Blue paint and white coves. I spent most of my younger years in Southern California during the 60’s. In 1966 my dad’s job transferred us to England where we stayed for a little over a year. From there we were transferred to Norway for about 6 months. I had a great time in both places learning the history, making new friends and seeing so many different things that I never dreamed of. I was now high school age, and my parents were going to be moving back to the states in about 6 months. They sent me back to California to temporarily live with friends so I could start the school year there and not have to play catch-up when they moved back later.  

I was just finishing my sophomore year in high school and summer vacation was just around the corner when my parents informed us that we were moving once again with dad’s job, this time to Sydney, Australia.  The worst part of this was that the school year was already going on in Australia and it was winter there, so I didn’t get a summer vacation. We moved to Sydney in May, and I went straight into school which continued until the end of November when their school ended for summer. I was in Sydney for a while then went back to the states again to stay with friends and finish my last year of high school and graduate.  

After graduation I went back to Australia. While I was gone my parents had moved once more from Sydney north to Gladstone in Queensland.  I got a job as an iron worker on the project where my dad worked as an engineer. I did that for a year and a half.  

I needed a car to get around and I had my eye on what I hoped would be my first Healey, a 100/4 that was sitting unused in our neighbor’s carport. I had it all worked out with the neighbor, but my dad talked me out of it as there were no parts available for it in that part of the country. We were in a small town, I was really disappointed, so my first car ended up being an FC Holden, it looked like a scaled down 1955 Chevy. 

I worked for a year and a half, saved my money and then moved back to California. Again, I needed a car and since I was pretty much on my own. I bought my first Healey off of a car lot in Long Beach, California, a 1962 Mk2 tri-carb for $1000. I drove it everywhere and I ended up leaving California and driving to Louisiana where my girlfriend lived. I met her in Australia as both of our fathers worked on the same project.  Her family had finished early and went back home to Baton Rouge. I got a job at an industrial chemical company there and got married a year later. I needed a more practical car so I sold my beloved Healey to a friend that I had in California. He flew to Baton Rouge, bought it sight unseen and drove back. I swore I’d get another one someday.

That day came about 2 years later when I found another tri-carb in a side yard in Baton Rouge. I bought it for $350 not running. I got it started and drove it home. It had no oil pressure, so I rebuilt the engine. My wife and I decided to move back to California in 1975, I stuffed the Healey in the back of a Ryder rental truck with the rest of our belongings and off we went. The Healey sat for a while as I looked for work, my wife got pregnant and I couldn’t finish it, so it was sold. I swore again that I would get another one someday. I ended up getting a job with the Dow Chemical Co. I started out as a janitor, which was their way of sorting out who they wanted to keep. I then went into plant operations as I had some industrial experience from the job I had in Baton Rouge. In 1982 I moved into the instrument shop and then into hi-voltage power distribution. In 2000 I had enough and after 25 years I resigned and went to work for Calpine Corp, a power generation company as an industrial mechanic. Turned out to be one of the best decisions in my life. I was with them until 2015 when I retired.

Backing up a bit, in 1976 my eldest son was born but we ended up getting divorced in 1978. I got married again 2-1/2 years later to my present wife, Victoria in 1980 and have been together for 44 years! We welcomed a son and a daughter into our lives in the 80’s.   

It’s now 1985, my oldest son is playing with a soccer ball in my parent’s backyard and the ball goes over the fence. I go and knock on the neighbor’s door. I tell him what happened, and he says, “no problem go through the side gate and get it”. I enter the back yard and find this old, dilapidated Healey sitting under a makeshift lean to. I asked him if he wanted to sell it and he said and then the dreaded words we have all heard came out of his mouth “I’m going to restore it one day”. I kept after him and after 26 years, it’s now 2011, he calls me one day and said I could have it for $3000. I borrowed a car trailer and went over right away before he could change his mind. Loaded up the car and took it home. Turns out he had purchased the car in 1970 from an army officer that had returned stateside from Manilla in the Philippines which was where the car had been shipped from the factory. He drove the car for 10 years, had it stolen twice but got it back each time, but the second time the hard top was gone, and then parked it in 1980 when it broke down and he couldn’t afford to fix it.  

Backing up a bit, in 1976 my eldest son was born but we ended up getting divorced in 1978. I got married again 2-1/2 years later to my present wife, Victoria in 1980 and have been together for 44 years! We welcomed a son and a daughter into our lives in the 80’s.   

It’s now 1985, my oldest son is playing with a soccer ball in my parent’s backyard and the ball goes over the fence. I go and knock on the neighbor’s door. I tell him what happened, and he says, “no problem go through the side gate and get it”. I enter the back yard and find this old, dilapidated Healey sitting under a makeshift lean to. I asked him if he wanted to sell it and he said and then the dreaded words we have all heard came out of his mouth “I’m going to restore it one day”. I kept after him and after 26 years, it’s now 2011, he calls me one day and said I could have it for $3000. I borrowed a car trailer and went over right away before he could change his mind. Loaded up the car and took it home. Turns out he had purchased the car in 1970 from an army officer that had returned stateside from Manilla in the Philippines which was where the car had been shipped from the factory. He drove the car for 10 years, had it stolen twice but got it back each time, but the second time the hard top was gone, and then parked it in 1980 when it broke down and he couldn’t afford to fix it.  

I started the restoration in May of 2012 and finished it on December 31st, 2016. I took the car back over to the previous owner to let them see it. They both shed a tear as it had been the car that took them all through their college years together. Unbeknownst to me, after the restoration my wife contacted an automotive journalist for a large San Francisco Bay Area newspaper. He came to the house, we went for a ride, photos were taken, and an article was published about me and the car. This Healey will not be sold and is going to be passed on to my daughter when I can no longer drive it. 

Over the years I have restored several cars for friends and have enjoyed every project. I am self-taught and along this automotive journey I have learned to weld, replace rusted metal, do body work, paint, interior replacement, rebuild engines, install glass and rewire entire cars. There has been a total of 8 vehicles so far and I’m now in the process of building a 1975 Ford Bronco from the frame up with a brand-new body for my son-in-law. 

To sum it all up, we finally had enough of California and all the people, and our daughter and son-in-law convinced us to move with them to Utah which is where he is from, he grew up in Roy. We have been here for two+ years. When we got here, I didn’t know anyone, but I had corresponded with Darin Graber through an online Healey forum. I contacted him and he put me in touch with Jim Thornton. Jim was very welcoming and invited my wife and I to the BAHC Christmas party at Henry and Chris’s home. We walked in as strangers and left, knowing a group of wonderful Healey people that we are privileged to call friends. 

Bo Hall

It was a cold fall day when my high school teacher pulled over and asked if I would like a ride to school. Hoping to get out of the cold I jumped at the offer. Once I was in the convertible, I noticed how different it was from any car I had ever been in.

The car had a sleek and curvaceous body, characterized by its long hood, compact cabin, and distinctive front grille, wire wheels, and a distinctive exhaust tone which resonates through the dual exhaust pipes. Inside, the black toggle panel switches controlled the lights, panel, wipers, and overdrive, the dull white background light emitting from the four glass enclosed instrument gauges for speedometer, tachometer, oil pressure/water temperature, and fuel, a center mounted turn signal (trafficator), and wire wheels.

I was hooked. At 17, I knew one day I would eventually own one. My path was slow, I was not able to find many Austin Healey’s for sale. As my search continued, I went through a variety of convertibles a Triumph TR6, Fiat 850 Spider, and an Alfa Romeo Spider. Although each car had its set of advantages and disadvantages none compared to the initial feeling I felt in the Healey.

Then it happened, in 1979, I responded to a classified ad in the Salt Lake Tribune. An individual had a 1967 Austin Healey 3000 for sale in Tooele, Utah (35 miles west of Salt Lake City). As I pulled up the car was in questionable condition. The rocker panels and the bottom rear quarter panels had given way to rust. There was a large dent in the lower rear wing (fender), the red paint had oxidized and was quite dull. The engine would start after some degree of coaxing. It leaked oil from just every possible joint and seal. The upholstery had seen better days the carpet was worn out, the front seats were split and well worn. The steering wheel had a variety of cracks throughout the circumference of the rim. The engine compression was low but passable. Luckily, the lights, turn signal, and overdrive all worked. The under-carriage inspection revealed that the frame of the car had been damaged and repaired. Two separate frame shops inspected the repair, measured it against the specifications and tolerances, and road tested the vehicle. Both shops indicated that the car had been successfully repaired with the driving straight and true. The tires showed no signs of unusual tread wear. Although well worn, the car was complete and appeared to be in original form. Against my better judgment, despite a tight budget, lack of mechanical skills, and no place to store it, Idecided to jump at the opportunity and went ahead with the purchase. It was true love at first sight. After negotiating on the price, I headed back to Salt Lake City in my newly acquired, mostly operational Healey.

In the early years after obtaining the Healey, I worked full-time and attended graduate school. The Healey was relegated to brief summer jaunts between school quarters. In the early 1990’s I joined the Bonneville Austin Healy Club for the first time. I attended several meetings and a tech session or two. As my life and work demands grew my participation in the club eventually ceased. Time was a luxury I no longer possessed.

Most of the maintenance and repair was conducted by Mike Morgan, the primary proprietor of Morgan sports car specialists who provided regular maintenance and the occasional restoration repair. During this time the car was primarily driven during the summer and stored in the winter. Unfortunately, Mike eventually retired and closed the shop, I was now without a mechanic.

Fortunately, Sue my eventual wife to be, had purchased a 128 Fiat and took it to a shop called Fiat Repair (later Will’s Imports). Will Jamison was the owner/mechanic. After taking her car to Will several times, I eventually asked him if he knew a mechanic who could work on British cars, he indicated that he’d be willing to give it a go. This started a ten-year relationship. Will performed all the standard maintenance, rebuilt the engine, and kept the car road worthy. During this time in 1995-96 the car underwent a complete body restoration and paint by Scott Broadhead the manager of Centerline Auto in Murray, Utah. With much regret on my part, Will retired and eventually sold the shop, once again I found myself without a mechanic.

This was somewhat the dark period. I would try different shops for periodic maintenance or a small repair. I was not satisfied with the results. No one had the capability of either Mike or Will. The car was reduced to a rare Sunday drive a few times a year.  I was seriously considering selling the car until I ran into an acquaintance, Marc Henderson, I knew for a short time who had also been a member of the Bonneville Austin Healy Club. He referred me to Jeff Keller, at Utah Imports. With a degree of hesitation, Jeff consented to work on several issues that I was experiencing. His work was good and again I found a competent individual to work on the Healy.

Recently, specialized services were provided by the following companies or individuals:

• Longstone Tyres – Bawtry, England – Imported (4) Michelin XAS 180 HR 15 Tires (4) and (1) Michelin XAS165R 15 for spare. Longstone Tyres in Bawtry, England (09 Nov 2020)

• Hendrix Wire Wheels – Greensboro, North Carolina – wheels trued (spokes adjusted), Tires trued (shaved to round), High speed computer balancing, mount new tires, rim band and tubes, balance turn and paint brake drums. (Allen Hendrix, 30 Nov 2020)

• Rightway Heritage Trimming – Langford, BC Canada –new front seat cushions and backrest foam, covers, armrest and center consol. (Geoff Chrysler 14 Sept 2021)

• AH Control Head Restoration – Carlsbad, CA – Restoration of control head (trafficator) replacing horn button, wiring harness and electrical base. (Curt Arndt, 16 Feb 2023)

In November of 2023 I rejoined the Bonneville Austin Healy Club. It was nice to see some familiar faces I had known from my brief membership in the 1990’s and to meet new friends who have joined in my absence. I have thought a great deal about the future of the British marquee it seems to me that to meet the challenges of an uncertain future, this club along with its respective regional and national partners need to work collectively to preserve a body of knowledge to assist future owners in the maintenance, repairs, and restoration of their classic British sportscars. It’s only through the relationship we have with each other and these organizations that our cars will last for future generations to enjoy.

Through several women, other cars, fat times and lean times, the Austin Healey remains an icon of automotive history and has never lost its majestic place in my heart.

Larry Jensen

and Gidget…

a 1958 Austin Healey Sprite  AN5L/5502; the 5001^st Bugeye produced.

I come from a small family; in fact, I am the only one in my family that is a Utah native. The rest of my family comes from Van Nuys, a suburb of Los Angeles. Growing up I was told many stories of the cars my family had and some of the funny stories about the cars. Dad had an affinity for practical cars driving an El Camino that he used to deliver newspapers in between playing quarterback throughout his school career. My favorite story was when he got into a little fender bender with another high school kid and his main offensive lineman was in the passenger seat with dad. This lineman was described as 5 foot 8 inches tall and about 6 feet wide and when he got out to confront the poor kid in the other car, I was told that the kid about cried. Mom had her fair share of car stories as well; her older brother Orval had left for a stint in the Peace Corps and had left his Morris Minor at home. When she was 15, my mother and her best friend decided to “borrow” Orval’s Morris Minor, with no license and definitely no concept of how to drive a manual. They drove the car to Bob’s Big Boy without ever shifting gears, 5 miles in nothing but 1st gear. Mom would joke that she didn’t understand what the extra brake pedal was, you know the one on the far left of the pedals that only slowed the car down a “little bit”. They also didn’t know how to shift into reverse so she drove and parked the car in a manner where she only had to go forward. While I wasn’t there, I can hear the grinding of gears in my head. Ironically as I was getting my driver’s license it was my mother who took the time to teach me to drive a stick.

Orval Buck, my mother’s older brother and owner of the ill-fated Morris Minor, is an amazingly talented and brilliant individual who lives life on his own terms. In the 50’s he was very much a beatnik, and to this day Orval sports the most amazing handlebar mustache. He joined the Peace Corps in the mid 60’s, going to Chile where he would meet his wife. He had a great career as an engineer for Hughes Aircraft, and he’s amassed the world’s second-largest collection of Chilean war medals, many of which he snuck out of the country under the Pinochet regime. But one of Orval’s secret passions was his 1958 Austin Healey Sprite in Primrose Yellow.

This 1958 Austin Healey Sprite started its life being built in the Healey factory on October 16^th, 1958, and was originally purchased by a small-time Hollywood actor William Bendix. The Family story goes that Bendix bought the Sprite sight unseen and had it delivered to his house, supposedly he never drove it because he couldn’t fit into the car. Two years later Orval was friends with the kid who mowed William Bendix’s lawn and told Orval about the garaged Sprite. Orval was able to purchase the Sprite from Bendix for $900 cash. My father tells the story of when he took Orval there to get the car and he watched Orval produce nine 100-dollar bills which was likely Orval’s life savings as a 20-year-old at the time.

Orval drove the sprite everywhere and he drove it with care love and passion. One of Orval’s favorite Sprite stories was him getting into a street race with a guy driving a Corvette. Since they were racing down Topanga Canyon the horsepower difference was negated and Orval was able to beat the ‘vette with the go-kart handling of the tiny bugeye. By 1964 my family had moved to Utah since Dad had been recruited to play Quarterback for the University of Utah. Orval made a near cross-country drive in the Sprite that year driving from Los Angeles to Minnesota where a lot of the family was originally from. According to Orval, he made the trip by putting the spare tire in the front seat so he’d have more room for his belongings in the boot, he slept on picnic tables at night in public parks and even made a few days stop in Salt Lake to visit my parents. This was the first time the 1958 Austin Healey Sprite was in SLC, but not the last. Orval tells of a point in the drive where he encountered a woman driving a Jag E-type, they drove together for many miles until the Jag decided to flex its muscles and leave Orval and the Sprite in the rear-view mirror.

As a little kid growing up, we would go visit the rest of the family in Van Nuys, visiting my grandparents and Orval and his wife Tina. I was always fascinated with the cars and was always underfoot of my grandfather and Orval as they fixed things around the house and their cars. My father was a jock and not very mechanical, I have always joked that my father’s idea of a toolbox is a credit card and a list of people who owe him favors, usually, I was at the top of that list. When visiting Orval one summer I would hang out in his garage around his cars playing with the tools and poking around all the mechanical bits underneath the cars. My grandmother found this cute and took a piece of wood and wrote “Larry’s VW Garage” and would place the sign anywhere near where I would pretend to work on the cars. In the early 80’s I’d hear stories that Orval was rebuilding the engine on the Sprite and upgraded the wheels to wire-spoke rims. I can only fathom what that must have been like, Orval tells stories about how his wife/my Aunt Tina would help remove the bonnet and hold parts to help Orval. This alone is mind-boggling to me since Tina is 5 foot 5 and weighs a good 98 pounds soaking wet, she is the most soft-spoken gentile petite woman I have ever encountered. How she helped remove the Sprite’s bonnet is beyond me, When I removed the bonnet, I employed the muscles of a couple of large strong teenage boys and there were always a lot of “colorful” words spoken throughout that process.

Flash forward to late summer 2021. The pandemic was starting to ease up a bit but much of the world was still living the lockdown lifestyle. Me working from and the kids doing online school from the house, and my wife Melissa working from home as well as a couple of friends of ours who live in remote locations would come to our house to work remotely since they did not have access to reliable internet for work. We very much were living the pandemic quarantine pod lifestyle. We had decided to take a trip to Disneyland, but rather than fly we rented a 12-passenger van to drive us and our quarantine friends to Disneyland. Just before we were leaving for the trip my mother informed me that Orval and Tina were selling their house in Ventura, California, and were downsizing to a condo. Orval had just turned 80 and was finding it difficult to maintain a full house, Friends helped them when they could but since Orval and Tina never had any kids, they felt it best to get rid of most of their positions and downsize.

My first response to my mother was “What are they going to do with the Sprite?” Mom answered “I think they are going to sell it” I replied “Next time you talk to them get me a number”

Back to the Disneyland trip, while driving by Death Valley and the “Baker Grade” I got a phone call from Orval, over the next few minutes as we caught up on each other’s lives we started to talk about the Sprite, we agreed on a number and I told him that I would start to make arrangements to get him a check and arrange for transportation of the car from Ventura California to Salt Lake City Utah. This was going to be my first car that its primary purpose is NOT basic transportation, (cough, cough… mid-life crisis?) Standing in lines for rides at Disneyland I was on the phone to transport companies, my insurance company, just thinking through every possible logistics to get the Sprite to Salt Lake City.

I was fortunate enough to connect with a transport service through a broker. The transport guy only carried one vehicle at a time. For this run the transportation guy had a round trip fully paid gig to transport a Ferrari from SLC to Beverly Hills for some work to be done, since Ferrari paid for the full round trip but was not sending the car back the transportation guy was able to bring my sprite back to SLC for me. As you can tell by now, I am very close to my family, my uncle and grandfather were dearly special to me and I credit them with teaching me to have a mechanical and logical mind. So, when the transport trailer was opened to reveal the Sprite inside, I was overwhelmed with emotions as the smell of my uncle and grandfather’s garages hit me like a ton of bricks. Sadly, off the truck, the car did not start so we rolled it into my garage to be sorted out.

At this point, my automotive mechanical abilities were limited to a few minor repairs here and there on the variety of cheap cars I ran through when I was much much younger. After checking a few things on the Sprite that I had read in manuals and posts online I went out to do a little tinkering on the Sprite. A couple of squirts of some starter fluid and BANG, the little 948 engine roared to life !!!

As I tried everything on the car I beeped the horn, Holy Cow that was the cutest darn car horn I ever heard. It fit the petite size of the car perfectly, the sound was almost cartoonish. My wife and I giggled at the sound as I kept hitting the horn like a 5-year-old kid. Eventually, I said we needed to name the car; we name all our cars and the names have hidden meanings. My daily driver of a Volvo SUV is named “Flo” because I took a chance to get the car by driving to Vegas and buying it sight unseen, I went with the “Flo” and it worked out. We decided to name the car “Gidget” The name fits the small size of the car with a smiling front end, plus Orval and my parents all attended High School with the actress Sally Fields who was in the TV sitcom “Gidget” at the time.

What a blast I had driving the car for a few months, every time the car would have an issue, I would hit the books and scour the internet for solutions and tutorials. When vapor lock occurred more times than I cared for I read up on how to switch to an electrical fuel pump and that worked amazingly. My confidence soared each time I fixed something on the car.

Eventually, I found the BAHC and connected with a member named Glen Schimmelpfennig, I was invited to the BAHC Christmas party, and when I met the members, WOW what a great bunch of people. Kind, accepting, warm, funny, and willing to provide help and technical assistance. The next day I called Orval and told him all about the BAHC and he was so happy that I had found this club.

On a club drive in June of 2022, the Sprite suffered a major failure, without tearing into the engine the noise the engine made was once that made people say “spun bearing”. So, I had the car towed back to my house and we pushed it into the garage. I didn’t let it sit long. After creating a plan to remove the engine and determine what if anything I could fix. I had never rebuilt an engine before, but with some extensive reading and research I felt ready to tackle the job, I borrowed an engine hoist and an engine stand removed bits, and pieced slowly and tagged each one. Eventually, I got the engine stripped down to the block, and indeed one of the main bearings was gone. I ordered a new camshaft, opting for a fast road profile. When I took the block, head, crankshaft, and new cam to a machine shop we discovered that the block was a very early 948 and only had TWO serviceable bearings for the cam, the third journal was simply polished into the block. Not wanting to do this twice the machine shop said they could bore out the third journal and make it so that the block would accept three new bearings, not a cheap process but hey the kids don’t need to go to college, right? Just kidding, the work was done beautifully. New pistons, new bearings, basically any part that was consumable or wearable was replaced. I even spent a good amount of time getting the cam timing correct, looks like kids you do use math equations in the real world. Once I had the engine back together it looked brand new to me. The best part was that when I had everything back together the engine fired up on the first try. I spent the rest of the rest of Spring 2023 driving the car until the transmission had started to make awful sounds and the clutch wouldn’t shift correctly.

I pulled the engine again and got the transmission out this time as well. I discovered two issues; one the carbon throw-out bearing had shattered. I read this was a common thing since the quality of some of the modern reproductions of the throw-out bearing is very substandard at times. To address that I purchased a kit to convert the throw-out bear to a modern roller bearing. But the transmission was going to need some love. As I got deeper into the transmission tear-down plan and started my list of parts to purchase, I realized that the cost of the parts was quickly approaching the cost for me to purchase a rebuilt smooth-case transmission, yes, several people tried to talk me into getting a 5 speed or even a rib-case, both of which would have required much more modifications than I was comfortable doing. I decided to purchase a rebuilt transmission from the Bugeye guy and installed that. On the second drive with the new transmission, disaster struck again, this time in the form of a defective clutch plate. The new clutch plate had a failure in the metal casting that held one of the spring bolts in place. Not sure how fast the item was going but at idle the part broke and turned into shrapnel that punched a significant hole in the new bell housing. So, pull the engine again, wash rinse repeat. After pondering how to address this I decided that the fastest course of action would be to simply buy a second rebuilt transmission and then maybe get some help to replace the bell housing on the first one since removing the bell housing would require that I disassemble everything inside the transmission and I would need to reseat the main bearings I felt this was the best option for me.

Orval may have been an engineer by trade, but his passion was being creative, Orval over his lifetime has taught himself to draw, wood carvings, and even a little bit of amateur luthier. Soon after Orval bought the Sprite, he painted a couple of cartoon characters on the center panel below the dashboard. I asked Orval about the Characters and he said they were from his favorite TV show at the time “The Untouchables” I love this personalized touch and the cartoon machine gun makes me think of the little popping roar of the little 948 BMC A Series.

Driving the car is so much fun, I love to pick up my kids from school in the car, and I drive it to go play golf; yes, a full set of golf clubs can get into a Bugeye boot. It’s funny to watch my teenage son get into the car, he’s 6 foot 4 and has size 16 shoes, it’s not his height, it’s the fact that the footwell area of the Sprite doesn’t quite accommodate such large feet.

I feel so lucky and grateful to have acquired this car, it’s much more than a car to me. It’s a significant part of my family’s legacy that I get to be the steward of, it represents the fact that I have been able to learn a new life skill that I have now been helping to pass my knowledge along to others. But if the roads are dry and the weather is anything above freezing there is a good chance that I might have Gidget out for a spin. BEEP BEEP !!

Jon Hanson

The early days….
It was back in 1969. I had just completed my undergraduate work at Oregon State University and was off to a summer job at the Pacific Missile Test Center at Pt. Mugu in Southern CA, with plans to return in the fall to begin graduate work. Up to that point, my only car had been a 1931 Model A Ford that I had purchased for $50 from a junkyard (big mistake) when I was a freshman in college. After several years I finally got it on the road. During the course of this restoration, I managed to get the rear end pinion gear on the wrong side resulting in three reverse gears and one forward gear….it ran like hell backwards! Lack of knowledge and little money did not speed this little project. By the time I graduated, it was time to sell the Model A (after fixing that pinion gear issue) and get something better suited for freeway speeds.

I found a 1955 MG Magnette , otherwise known as an MG-ZA, at a local dealership in Corvallis in late spring of 1969 for I think around $300. This was a funky little car… four doors, cool hardwood dash, small motor and a musty smell likely due to the damp climate in Corvallis. It sort of looked like a Jag Saloon that has been through the wash and shrunk down a bit. I packed it full of stuff and headed off for Southern California for the summer of 1969 and felt like Master of the Universe. The car made the distance with no problems. I stayed in S. CA for the next three years at which time (1972) I returned to graduate school. Over that time, I sold the Magnette and got a VW fastback (junk) and then sold that and got an Audi Fox (really junk). The MG was the first British car I owned and the last one until eight years later.

I confess that up to this point, I had not been much of a car fancier primarily because what few funds I had went toward tuition. So my cars were for transportation only and my entertainment was on the cheap… mostly exploring the high country in California and Oregon. The picture below is Yosemite in 1974 taken the summer before going back for my final degree from OSU.

The disease (Healey) strikes!
After completing college in 1977, I went to work at Lawrence Livermore National Laboratory (LLNL) located in the East Bay area of California. I had recently had occasion to drive my sister’s (Eugene, OR) Austin Healey and absolutely fell in love with it. And now that I had a “real job”, I could actually afford a fun car. So over the next few months, I began the search and finally found one in Berkeley – a 1965 BJ-8 (original and unrestored) that looked pretty complete and all numbers matched. I wrote the check on July 12, 1980. Little did I know what was in store for me!

I threw caution to the winds and, two weeks after the purchase, drove it to the West Coast Austin Healey meet at Mt. Shasta, not knowing if it would make the distance. It did. The picture below shows my Healey at the Mt. Shasta ski area with my sister’s Healey (red on black) in background. Mark Miller of the Oregon club is standing next to me. The car ran great on this trip but demonstrated a significant addiction to oil. Shortly thereafter, I pulled the engine for a complete overhaul.

The picture below shows the engine coming out. The fellow on the left was a neighbor by the name of Bob Squire who lived a couple of doors from me in Danville. Bob, at the time, was restoring an MG-TD. He had told me that he “worked in some foreign relations capacity at LLNL”. He did not like to talk much about what he did even though we van pooled into work together. I was later to find that he was Director of Strategic and Tactical Studies and Analysis at LLNL – a group that developed policy regarding nuclear first strike issues during the cold war and advised the feds accordingly. Little did I know! There was a PBS special called “First Strike” that came out in 1979 … Bob was interviewed on that documentary. The fellow on the right is George Sutherlin who, as I recall, was a supercomputing guru at the lab. George was also a fellow van pooler

Now back to the topic at hand…the engine turned out BEAUTIFUL and the engine well was UGLY! Putting that engine back into the car would be like hanging Bose speakers on a ten dollar amplifier….I simply could not bring myself to do it. So during the next week, and remembering the Model A pinion gear thing and the importance of taking notes, I took a load of pictures as I disassembled the car. I seriously questioned my sanity as I surveyed the end result scattered on the garage floor! The picture below (May, 1982) shows the frame loaded up on a trailer on its way to San Jose for The Dip.

Over the next several years and in my spare time, I went through everything with exception of the overdrive…”don’t fix it unless it is busted”. I should note that at this time, I had no club affiliation and no one to question if I got stuck. I had to figure out what needed to be done from a factory shop manual, factory parts book and the Haynes Manual on Healey restoration. That is the beauty of these cars…they are pretty basic. Oh…and by the way, the pinion gear was deployed correctly this time.

Restoring the Healey served as occupational therapy as I was getting pretty disillusioned with the job at LLNL. During the course of the restoration, I decided to change careers and move to Salt Lake City to work for a geotechnical firm. Since the car was in a rolling chassis stage, we rolled it up into a Mayflower moving van along with all of my other stuff, and off to Utah we went. This was in August of 1982. I completed the car in 1985 and, with the suggestion of and help by Dave Maxwell, took it to Monterey where it won 3rd in its class at the 1985 West Coast Austin Healey Meet Concours d ‘Elegance. The picture below is the Healey at the 2010 Thanksgiving Point Concours d‘Elegance – on the road 25 years later and still “lookin’ good”. Wish I could say the same!

I terminated my affiliation with the geotechnical firm that brought be to SLC two and a half years after I started work there and have been an independent consultant since that time (1985).

Epilogue
Things do change … but my steadfast Austin Healey has been a constant… a reminder that anything can be accomplished if you if you set your mind to it and take it one step at a time. I have had a great sense of satisfaction over the years, both in successfully completing the frame-up restoration but, more importantly, with my affiliation with the Bonneville Austin Healey Club. The friendships established and the fellowship derived with this group cannot be measured. Who would have figured back in the winter of 1983 that the club would still be going strong 41 years later!

Now if only the Healey would quit dripping oil on my garage floor!

Jim
Thornton

I was a teenage greaser.  You know, like John Travolta in the movie Grease.  I had the hair, believe it or not, but I couldn’t sing.  That was when you rolled a pack of Dad’s Lucky Strike cigarettes in your shirt sleeve, pulled your pants down low around the buns and drove a lead-sled.

My first sled was a ’51 Chevy.  Following several wrecks, I sold it for parts and picked up a ’50 Ford flat head V-8 with overdrive for $100.00. The term lead-sled was coined as a result of removing all the door handles and emblems, then filling the holes with lead.  The car was also lowered to within a few inches from the ground.  Little did I know that skills I developed in driving a lowered lead-sled would come in handy when I got a Healey.

But then in the middle of my high school days everything changed.  I am sure there must have been other influences but the only one I remember was the Bugeyed Sprite being introduced to the world.  It was love at first sight.  This was the coolest car ever.

I had a plan.  To avoid the Draft some of us joined the Army Reserves.  I would save all my pay checks and buy a Bugeye when I got back.  After six months earning 57.00 a month – I came up a little short.  But I was hooked and had to have a sportscar.

Convincing my step-father was another issue. I was under 21 years of age and he had to cosign. I finally got him to go with me, just look, at Sports Car Center in Salt Lake.  There was a used Austin Healey on the lot and a brand new 1962 MG Midget on the showroom floor.  His exact words, “Why the hell would you buy a used car that is the same price as a new car”.  Don’t argue – he’s open to the idea – I drove the Midget home.

One year later I was 21 years old.  I inherited a little money as a result of my real father being killed in WWII.  I drove back to Sports Car Center and negotiated the first major purchase on my life by myself.  There was another used 1960 BT7 Healey on the lot.  I tracked down a salesman, told him I wanted to trade my Midget for the Healey, and could he write it up.  I paid a lot of money and it was the beginning of a life long love affair.

Affair – that leads to the next step in my life.  I met ‘what’s her name’.  I don’t mean my wonderful wife Sheryl.  She comes along later.  What’s her name and I got married and had a son.  The Healey was my daily driver.  I remember we placed an ad in the newspaper offering to car pool anyone needing a ride from Sandy to downtown Salt Lake.  For an entire winter some poor girl laid in the back seats of my BT7 for a ride to and from work.

I held onto the Healey as long as I could.  But inevitability I had to make another big decision.  I sold the Healey.  In hind sight I should have kept the Healey instead of ‘what’s her name’.

Next chapter – all I have left is my son.  The Healey is gone. The house is gone.  What’s her name is gone.  My only vehicle was the RenaultDauphine I bought for 10.00.  The last time I saw that car was when I left it in a parking lot with a dead battery. From there it was a $50.00 MGA Roadster, then a MGA Coupe, to an MGB and a company car Pinto.  Each of these had its own personality and its own long story. Except the Pinto, this car had no character whatsoever.

Remember I mentioned my wonderful wife, Sheryl?  I was driving the MGB when we met.  After a few dates she said, “If you don’t replace the missing door window and fix the heater, I’m out of here”. I did and we got married.

The next few years flew by while we bought our house, started a business, and raised our three children. But I never lost sight of Austin Healeys.  Finally in the late ‘70s I bought another Healey 3000 to restore. I completely disassembled it and there it sat for the next few years because I didn’t know how to fix it. 

In the early ‘80s John and Henry Morrison placed an ad in the newspaper looking for fellow Healey enthusiasts. About 15 people showed up, including myself, and that was the beginning of the Bonneville Austin Healey Club.

I bought another wrecked 1960 Healey from a guy getting divorced and desperate for money.  Using parts from the first 3000 and Dave Maxwell’s talents this would become the black BT7 I drive today. For the next few years several Healeys, or parts there of, came and went.  I remember two 100-4s sold to Henry Morrison that went to Albuquerque.  Ernie Reno bought the 100-6 parts car.

Sheryl’s New 100-6

Then I read another newspaper ad (I’ve got to stop reading the paper). I found a 1959 100-6 that had been sitting in a garage for 15 years. ‘Sheryl’s Healey’ sat in my warehouse disassembled for a few more years. And then along came Dave (Maxwell). He said, “Let’s git her done”.  This Healey, which won first in class at Utah’s Concours d’Elegance, was rebuilt from the ground up by Dave Maxwell.  As good as he is I know he could not have done it had I not been there to keep his coffee cup full. Healeys have been my passion for a long time.  I’ve never owned a Bugeyed Sprite but having his and hers black and white Healeys aint bad.  Thanks to my friends – Life is good.

Jim & Sheryl’s Austin Healeys