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Donald Healey left BMH in 1968 when it merged into British Leyland. Healey then joined Jensen Motors, which had been making bodies for the "big Healeys" since their inception in 1952, and became their chairman in 1972. Austin-Healey cars were produced until 1972 when the 20-year agreement between Healey and Austin came to an end.
When production of the Austin-Healey 3000 ended, Donald Healey opened discussions with Jensen Motors, who had built the bodies for Healey's Austin-Healey cars. The largest Austin-Healey dealer in the U.S., San Francisco-based Kjell Qvale, was also keen to find a replacement to the Austin-Healey 3000; Qvale would become a major shareholder of Jensen, making Donald Healey the chairman.
Austin-Healey 100: Although Jensen's design for a new Austin-based sports-car was rejected by the British Motor Corporation (BMC) in 1952 in favour of a design provided by Donald Healey, Jensen did win the BMC contract to build the bodies for the resultant Austin-Healey 100 and the rest of the "big Healey" cars. At the end of 1960 Austin-Healey ...
Healey found rally driving and motor racing more interesting than his garage and its car hire business and used the garage to prepare cars for competition. He first entered the Monte Carlo Rally in 1929 driving a Triumph 7 but in 1931 Donald Healey won the Monte Carlo Rally driving a 4½-litre Invicta [6] and was 2nd overall the next year.
Both these premises have now been demolished: a block of flats has been built on the cinema site, called – much to Geoff's disgust – 'Healey Court'. The cars mainly used a tuned version of the proven Riley twin-cam 2.4-litre four-cylinder engine in a light steel box-section chassis of Healey design using independent front suspension by coil ...
The Ford assistance wasn't really enough to make Wood Brothers a contender again, and the turnaround still didn't happen after win No. 98, the Daytona 500 in 2011 with rookie Trevor Bayne.
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