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1964 Austin-Healey Sebring Sprite

The Austin-Healey Sebring Sprite was a modified version of the production Sprite and was recognized by the governing body of motorsport, the Fédération Internationale de l'Automobile, as a separate model. They were homologated for competition on September 17th of 1960.

The Sebring Sprite were built by the Healey's Speed Equipment Division in Grosvenor Street, London and subsequently by John Sprinzel Ltd from Lancaster Mews. Sprinzel was a well-known International racing driver and the 1959 British Rally Champion. He produced his own Williams & Pritchard-bodied Sebring Sprite coupés in 1961 and 1962 with approximately 10 examples believed constructed. Other Sprites were given alloy bodywork from Alec Goldie and Fred Faulkner of the firm Robert Peel Sheet Metal Works.

The Sebring Sprite models were given chassis and engine modifications, Girling disc brakes, and coupe bodywork in aluminum alloy and glassfibre.

The BMC Competition Department entered three Austin-Healey Sprites in the 12 Hours Grand Prix d'Endurance in March of 1959. Geoffrey Healey prepared the cars, fitting them with Dunlop disc brakes, wire wheels, larger SU carburetors and special twin-plate racing clutches. The drivers included Phil Stiles, Ed Leavens, Hugh Sutherland, Dr. Harold Kunz, John Christy, John Colgate Jr., and Fred Hayes.

During the Sebring Sprite's inaugural debut, they placed first, second and third in their class.

The Sebrign Sprites returned to Sebring in 1960 and raced in a four-hour race for GT cars of under one litre. This shorter race had been organized due to the speed difference between the smallest and largest-engined cars. For safety, the smaller cars were given their own race. Stirling Moss drove a Sebring Sprite to a class victory and second overall in the four-hour event. A prototype Sprite wearing a GRP Falcon kit-car body was driven by John Sprinzel in the twelve-hour race where he finished 41st overall and 1st in class.

For the 1961 Sebring race, atleast 7 Sebring Sprites and two of John Sprinzel's coupes contested the long-distance race. Drivers included Briggs Cunningham, Dick Thompson, Bruce McLaren, Ed Leavens and Walt Hansgen. Driver's of the Sprinzel cars were Pat Moss and Stirling Moss.

The Sebring Sprites claimed six of the top eight places in the 4 hour race for one-litre homologated GT cars. During the 12 Hour event, the Sebring Sprites placed 2nd, 3rd and 4th in the 1150cc sports (prototype) class and 15th, 25th, and 37th overall.

by Dan Vaughan

Coupe

This Austin Healey Sebring Sprite Prototype has traveled only 795.5 miles since new. It was originally raced by the factory in the 1964 12 Hours of Sebring. It retains all the factory paperwork as well as the original Dunlop racing tires on the Healey magnesium racing wheels. Every detail of this car is just as it was when it left the factory. The Healey Works raced a small number of prototype Sprites from 1959 through 1968, attaining impressive results at Sebring, LeMans and other events. Its Sebring race was rather short lived as it retired with a broken axle on the ninth lap. Stephen Pitcaim, a BMC dealer contacted Healey about purchasing the car. Although it was not typically the practice to sell prototype race cars, Healey made an exception for his dealer. The car was commissioned with some street equipment and shipped to Pennsylvania. Pitcaim campaigned the car in some local hill climb events and retired it with the current mileage. It was sold to a friend in 1985 and acquired by the current owners in 2015.

Coupe

The Sebring Sprite competition program (1959-1965) allowed Austin-Healey to showcase their small-displacement sports cars as 'little giant killers'. In the hands of such top drivers as Sir Stirling Moss, Bruce McLaren, John Sprinzel and Briggs Cunningham they could often outperform more powerful cars. This car, powered by a 64 hp 1098 cc four-cylinder engine was clocked at 130 mph during Le Mans testing in 1964.

A factory entry for the 1964 12 Hours of Sebring for Al Pease and Donna Mae Mims (whose racing motto was THINK PINK!), it retired after just nine laps with a damaged rear axle. It was returned to the factory, ultimately refurbished as a street car and sold to a private collector in America where it saw little use logging just 1,000 miles.

The Austin-Healey Sprite was produced from 1958 through 1971 with 129,347 examples of the two-door, low-cost, open roadster produced. The car was designed by the Healey Motor Company, more specifically Donald Healey, and produced in partnership with the British Motor Corporation.

There were four series of the Sprite. The first series was produced from 1958 through 1961 with approximately 49,000 examples produced. In the United States, these were given the nickname Bugeye while in the UK they were called Frogeye. The name evolved from the headlights mounted on the top of the hood resembling a frog and/or bug. Concealed flip-up headlamps were in the original drawings but high production costs canceled those plans. The body was very smooth and flowing. There were no door handles; to open the door, the inside handle would need to be operated. This meant that the doors could not be locked. The trunk did not open - to gain access to the trunk the back seats would need to be folded down. Housed inside the trunk was the spare tire. The entire front hood hinged upwards, allowing easy and convenient access to the engine.

The mechanical components were borrowed, in an effort to save production costs, from a number of vehicles already in production. The suspension was from the Austin A-35 while the engine was courtesy of the Morris Minor. The 948 cc engine was based on the Morris Motor Company A-series but fitted with dual SU carburetors increasing the horsepower from 37 to 43. Coil springs and wishbones were in the front while the rear was a semi-elliptical leaf spring configuration. A rack-and-pinion steering unit controlled the car, drum brakes provided the stopping power, and a four-speed manual gearbox sent power to the rear wheels.

The second series, the Mark II, was produced from 1961 through 1965. The 948 cc engine continued to power the car until 1964, with an optional 1098 cc A-series engine coming available in 1962 and lasting until 1964. The 1098 cc engine produced nearly 60 horsepower and had the same bore and stroke as the Morris Minor 1000. Front disc brakes were fitted on vehicles with the larger engine. Wire wheels were optional equipment.

The lights were the largest change with the rear headlights sharing the same design as the soon-to-be-produced MGB. The front headlights were repositioned causing controversy with their faithful supporters. Also controversial was the newly introduced rear bumper bar.

The Sprite Mark III was produced from 1964 through 1966 with nearly 26,000 units produced. The Mark III is also known as the Mark II MG Midget. There were few changes to this version in comparison to the prior versions. Wind-up windows and exterior door handles were much-welcomed luxury items. The rear suspension was changed to a fully elliptical leaf-spring configuration. A new grille adorned the front while the body detailing changed slightly.

The tried-and-true 1098cc engine remained, though it now had a stronger block casting and the size of the crankshaft main bearings was increased. The 1098 cc engine continued to be produced until 1966. It was replaced by a 1275 cc four-cylinder engine that produced 65 horsepower. This version was dubbed the Mark IV which remained in production from 1966 through 1971.

There were a total of 22,790 examples of the Mark IV produced. The MKIV's cousin was the Mark III MG Midget; both saw cosmetic changes over the versions they replaced. Some were minor aesthetic updates and others were more substantial. Probably the most significant was the change to a permanently-affixed roof, in place of the removable convertible top.

The Sprite was a popular vehicle because it was small, sporty, and very economical, with the original versions costing about $2000. They were easy to maintain and had superb handling. Though zero-to-sixty took about 21 seconds and top speed was just under 80 mph, this was respectable for a 1960's vehicle.

Most of the Sprites were exported to the United States. They often differed from their European counterparts as the US versions were forced to comply with safety restrictions and federal emission control requirements.

by Dan Vaughan