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Nash-Healey
1951 Nash-Healey
Overview
ManufacturerNash Motors
Also calledSeries 25
ProductionDecember 1950 – August 1954
Model years1951–1954
Assembly
Designer
Body and chassis
ClassSports car
Body style
LayoutFront-engine, rear-wheel-drive
PlatformWarwick Healey chassis
RelatedAlvis-Healey
Powertrain
Engine
  • Nash Dual Jetfire OHV I6
  • 1951-52: 234.8 cu in (3.8 L) 125 hp (93 kW; 127 PS)
  • Nash Le Mans Dual Jetfire OHV I6
  • 1952–54: 252 cu in (4.1 L) 140 hp (104 kW; 142 PS)
Transmission3-speed manual with overdrive
Dimensions
Wheelbase
  • roadster: 102 in (2,591 mm)
  • coupe: 108 in (2,743 mm)
Length
  • roadster: 170.75 in (4,337 mm)
  • coupe: 180.5 in (4,585 mm)[1]
Width
  • roadster: 64 in (1,626 mm)
  • coupe: 65 in (1,651 mm)
Height
  • roadster: 48 in (1,219 mm)
  • coupe: 55 in (1,397 mm)
Curb weight2,400 lb (1,089 kg) ~ approximate

The Nash-Healey is a three-seat luxury sports car or grand tourer produced from 1951 to 1954. It was marketed by the Nash-Kelvinator conglomerate in North America as a halo car to promote sales of its Nash Motors division.

The car resulted from a joint venture between Nash-Kelvinator and British automaker, the Donald Healey Motor Company. Nash supplied the drivetrain from their range-topping Ambassador model, and Healey provided the chassis and early bodies. One year after its introduction, the car was restyled by Pininfarina, and the final assembly was transferred to Italy. Some describe the Nash-Healey as the first sports car introduced in the U.S. by a major automaker after the Great Depression.[2][3]

Various Nash-Healeys, some modified road cars, and some purpose-built racers competed in several endurance racing events, most notably posting a third-place finish at the 1952 24 Hours of Le Mans.

Origin

[edit]

In December 1949, British engineer, rally driver, and automaker Donald Healey sailed for America aboard the RMS Queen Elizabeth ocean liner.[4][5] He was going for a meeting with General Motors' (GMs) Ed Cole, hoping to secure a supply of Cadillac's new 331 cu in (5.4 L) V8 engine. Healey planned to use the engines in his company's Healey Silverstone club racer. Two such Healey/Cadillac hybrids had already been built, one in the US by American sportsman Briggs Cunningham, and one in England by Healey's own Donald Healey Motor Company; the Cadillac-engined X 4 prototype.[6][7][8]

While aboard ship, Healey encountered a man using an elaborate stereo camera system that intrigued him.[9][10] The man was George W. Mason, president of Nash-Kelvinator. The two made an acquaintance based on their shared interest in photography. Hearing Healey's plan and anticipating GM's reply, Mason told Healey to contact him if the negotiations were unsuccessful.[11] When GM turned Healey down due to their defense commitments, Healey contacted Mason, and development of the Nash-Healey started.

As part of the arrangement between the companies, Nash paid off Healey's £50,000 bank debt, which was to be repaid in assembled cars.[12][13][4][10]

A prototype was previewed at the Paris Motor Show in October 1950.[5][10] The fate of this car is unknown.[citation needed] The Nash-Healey made its official debut in February of the following year at the 1951 Chicago Auto show.[5] The car's full name is the Nash-Healey Series 25.[14]

Some time after its release, the Chrysler Corporation purchased a Nash-Healey from a Detroit dealership, disassembled it, and submitted an analysis of it to the company executives.[15]

The 1951 Nash-Healey is called the first post-war sports car from a major American automaker, as it was released two years before the Chevrolet Corvette.[16] This appellation excludes the limited volume Kurtis-Kraft and Muntz Jet, as well as the diminutive Crosley Hotshot, Super Hotshot, and Super Sport roadsters.[17][16]

Features

[edit]
The Nash Ambassador inline-six engine with twin Carter carburetors

Nash supplied Healey's company with the powertrain components: the Ambassador's inline six-cylinder OHV 234.8 cu in (3.85 L) engine and three-speed manual transmission with Borg-Warner overdrive. Healey fitted a lighter, higher-compression aluminum cylinder head (in place of the cast-iron stock item) with twin 1.75-inch (44 mm) SU carburetors. This increased power from the stock 112 hp (84 kW; 114 PS) version to 125 hp (93 kW; 127 PS).

The chassis was a widened and reinforced Healey Silverstone[18] box-section ladder-type steel frame. Independent front suspension, also Healey Silverstone, was by coil springs, trailing link, and an anti-roll bar. The rear suspension featured a Nash-supplied torque tube and live axle, replacing the Silverstone's Riley Motor parts.[19][5] Lateral location of the axle was handled by a Panhard rod.

Healey designed the aluminum body, but it was outsourced. Panelcraft Sheet Metal of Birmingham fabricated the body.[20] It incorporated a Nash grille, bumpers, and other trim.[21] Healey was responsible for the car's final assembly.

The car had drum brakes all around. Wheels were steel, with full-diameter chrome hubcaps and 4-ply 6.40×15-inch whitewall tires. The interior featured luxurious leather upholstery, foam rubber cushions, an adjustable steering wheel, and a cigarette lighter. Completed vehicles were shipped to the United States and marketed through the Nash dealership network.

Model years

[edit]

1951

[edit]
1951 Nash-Healey

The 1951 Nash-Healey was the first post-war sports car from a major American automaker, two years ahead of the Chevrolet Corvette.[16] The custom-built Kurtis-Kraft which predated it never reached "production car" status, with 18 units being built.[17][16]

A prototype was exhibited at the Paris Motor Show in September 1950. The production model debuted at the February 1951 Chicago Auto Show,[20] followed that month by the Miami Auto Show.[17] Also classified as a grand tourer for its luxury appointments and extreme price, the car served its purpose and was campaigned in several racing circuits.[22][23][24]

Donald Healey gave the first example to Petula Clark,[20] with the registration number PET 1.[clarification needed] The only colors available were "Champagne Ivory" and "Sunset Maroon". The suggested retail price (MSRP) of US$3,767 F.O.B. New York City was considered to be high priced.[25]

1952

[edit]
1953 Nash-Healey roadster
Nash-Healey roadster

For the 1952 model year, Nash commissioned Italian designer Battista Farina and his carrozzeria, Pinin Farina, to revise the original body design. One objective was to make the new sports car resemble the rest of Nash's models more closely. The front received a new grille incorporating inboard headlights. The sides gained distinct fender character lines ending with small tailfins in the rear. A curved windshield replaced the previous two-piece flat windshield. The restyled car appeared at that year's Chicago Auto Show.[26] Reflecting its role as a halo car, the Nash Ambassador and Statesman models adopted a Nash-Healey-inspired grille with inboard headlights for 1955, and advertising featured the new Nash with a Nash-Healey in the background to show the similarity.

Pininfarina in Turin built the steel bodies with the exception of the aluminum hood, trunk lid, and dashboard.[27] The aluminum panels, plus careful engineering, reduced curb weight.[28] The Nash engine was enlarged to 252 cu in (4.1 L), producing 140 hp (104 kW; 142 PS) with American-made twin Carter Carburetors .

Shipping costs were considerable and moderated by Kelvinator's trans-Atlantic success in the European marketplace. From Kenosha, Wisconsin, the Nash engines and drivetrains went to England for installation in the Healey-fabricated frames. Healey then sent the rolling chassis to Italy, where Pininfarina's craftsmen fashioned the bodywork and assembled the finished product. They were then exported to the U.S., with the car's complicated logistical process resulting in a $5,908 sticker price in 1953, approaching double the new Chevrolet Corvette's $3,513.[29]

1953

[edit]
Nash-Healey coupe
Nash-Healey interior

The 1953 model year saw the introduction of a new closed coupe[30] alongside the roadster (now termed a "convertible"). Capitalizing on the 3rd-place finish at Le Mans by a lightweight racing Nash-Healey purpose-built for the race (see below), the new model was called the "Le Mans" coupe.[31] Nash had already named the engine the "Le-Mans Dual Jetfire Ambassador Six" in 1952, in reference to the previous racing exploits of the lightweight competition cars.[28]

Some describe the new design as "magnificent".[32] Some "people didn't take to the inboard headlights".[33] This headlight mounting was described as "Safety-Vu" concentrating illumination, and their low position increased safety under foggy conditions. The 1953 "Le Mans" model was awarded first prize in March of that year in the Italian International Concours d'Elegance held at Stresa, Italy.[34]

Leveraging the popularity of golf to promote their cars, Nash Motors and Nash dealers sponsored what the automaker described as "more than 20 major golf tournaments across the country" in 1953, and golfer Sam Snead was shown with his Nash-Healey roadster on the cover of the June 1953 issue of Nash News.[35][36]

Product placement was another marketing strategy. A roadster owned by Dick Powell was driven by George Reeves, as Clark Kent, in four TV episodes of the Adventures of Superman.[37][38] Another roadster appears in the 1954 film Sabrina starring Humphrey Bogart, William Holden, and Audrey Hepburn .[39]

1954

[edit]
1954 Nash-Healey "Le Mans" coupe

Nash-Kelvinator became reorganized as a division of American Motors Corporation (AMC) that was formed as a result of a merger with Hudson Motor Car Company on 1 May 1954. Nash was faced with limited resources for marketing, promotion, and further development of this niche market car compared to its volume models.[40] By this time AMC knew that a similar luxurious two-seat Ford Thunderbird with V8 power was being planned. In light of the low sales for the preceding years, Nash delayed the introduction of the 1954 models until 3 June and discontinued the convertible, leaving just a slightly reworked "Le Mans" coupe, distinguished by a reverse slanted "C" pillar and a three-piece rear window instead of the previous one-piece glass.

Healey was focusing on its new Austin-Healey 100, "and the Nash-Healey had to be abandoned."[41] Although the international shipping charges were a significant cost factor, Nash cut the POE (port of entry) price by more than $1,200 to $5,128. Production ceased in August. A few leftover 1954s were sold as 1955 models.[42]

Production

[edit]
Two 1953 Nash-Healey roadsters

All 1951 Nash-Healeys were British-built. Bodies were crafted at Panelcraft Sheet Metal, and final assembly was completed at the Healey factory in Warwick. The 1952 through 1954 models were built in Italy by Pinin Farina.

Nash-Healey production numbers
1951 104
1952 150
1953 162
1954 90
Total 506

The Nash-Healey registry has 520 entries, including prototypes and race vehicles.[7]

For contextual comparison, the Nash-Healey is framed in U.S. auto history with the 1953 Kaiser Darrin, 1953 Chevrolet Corvette, and 1955 Ford Thunderbird. The 1954 model year Nash-Healey price to the public was close to $6,000 compared with around $3,500 for a Chevrolet Corvette and $3,000 for a 1955 Ford Thunderbird.[6]

Technical data

[edit]
Nash-Healey 1951 Roadster 1952 Roadster 1953 Convertible 1953-54 Coupe
Engine: Nash Ambassador Dual Jetfire OHV inline 6 Nash Ambassador Le Mans Dual Jetfire OHV inline 6
Engine materials: Cast iron block, aluminum cylinder head
Bore × Stroke: 3.375 in × 4.375 in (86 mm × 111 mm) 3.5 in × 4.375 in (89 mm × 111 mm)
Displacement: 235 cu in (3,851 cc) 253 cu in (4,146 cc)
Compression ratio: 8.1:1 8.25:1
Maximum power: 125 bhp (93 kW) at 4000 rpm 140 bhp (104 kW) at 4000 rpm
Maximum torque: 210 ft⋅lb (285 N⋅m) at 1600 rpm 230 ft⋅lb (312 N⋅m) at 2000 rpm
Valvetrain: Single cam-in-block, pushrods, rocker arms, two overhead valves per cylinder
Induction: 2 × SU H4 2 × Carter YH
Cooling: Water-cooled
Transmission: Borg Warner T-86E 3-speed manual with Borg Warner overdrive
Steering: Marles steering gear[43]
Brakes f/r: Bendix 10 in (254 mm) drums / 10 in (254 mm) drums
Suspension front: Trailing arms, coil springs, hydraulic lever arm dampers, anti-roll bar
Suspension rear: Torque tube, live axle, radius rods, coil springs, telescopic dampers, Panhard rod
Body/Chassis: Light alloy body, steel chassis Steel and alloy body, steel chassis
Track f/r: 53 / 53 in (1,346 / 1,346 mm) 53 / 54.87 in (1,346 / 1,394 mm)
Wheelbase: 102 in (2,591 mm) 108 in (2,743 mm)
Tyres f/r: 6.40 - 15
Length
Width
Height:		 170 in (4,318 mm)
66 in (1,676 mm)
55.5 in (1,410 mm)		 170.75 in (4,337 mm)
64 in (1,626 mm)
48.65 in (1,236 mm)		 180.5 in (4,585 mm)
65.87 in (1,673 mm)
55 in (1,397 mm)
Weight: 2,780 lb (1,261.0 kg) 2,920 lb (1,324.5 kg) 3,140 lb (1,424.3 kg)
Maximum speed: 103 mph (166 km/h)
Acceleration 0–60 mph (0–97 km/h): 11.5 seconds

Motorsports

[edit]

Panamericana pace car

[edit]

A Nash-Healey served as the course car for the 1951 Carrera Panamericana, described as one of the most dangerous automobile races of any type in the world. Driven by Chuck Stevenson, the Nash-Healey ran ahead of the racers to ensure the way was clear on "the world's greatest road race".[44]

Endurance racing

[edit]

To create a racing pedigree for the marque, Donald Healey built four lightweight Nash-Healeys for endurance racing[45] Like the road cars, they had Nash Ambassador engines and drivelines. However, fitting higher-compression aluminum cylinder heads, special manifolds, and twin SU carburetors increased their power to 200 hp (149 kW; 203 PS). The cars had spartan, lightweight aluminum racing bodies. Three open versions were built, and one coupe. These cars competed in four consecutive Le Mans races and one Mille Miglia.

1950 Le Mans

[edit]

Tony Rolt and Duncan Hamilton debuted the prototype at Le Mans in 1950. It was the first-ever Le Mans entry to have an overdrive transmission. Not only was the car one of the 29 finishers from the field of 66,[46] but also finished in fourth place. This outstanding achievement sealed Healey's contract with Nash for a limited production run of the road cars.[47] Roger Menadue, head of Healey's experimental department, played a significant role in the success: He filed slots in the backplates of the brakes and extended the adjusting mechanism to a small exterior lever. Thus, in a matter of seconds, he could adjust the brakes during pit stops without jacking the car up—an innovation that saved as much as half an hour at each stop.[48]

1951 Le Mans

[edit]

In the 1951 Le Mans race, Rolt and Hamilton took fourth in class and sixth overall behind a Jaguar, two Talbot-Lagos and two Aston Martins. They finished immediately ahead of two Ferraris and another Aston Martin.[49]

1952 Le Mans

[edit]
Chassis X8, the lightweight Nash-Healey that placed third in the 1952 Le Mans 24-hour race

In the 1952 Le Mans race, when only 17 of the 58 starters finished, the entry driven by Leslie Johnson and motoring journalist Tommy Wisdom[50] took third overall behind two factory-entered Mercedes-Benz 300SLs; also first in class, ahead of Chinetti's Ferrari, and second in the Rudge-Whitworth Cup for the best performance over two consecutive years. In addition, they won the Motor Gold Challenge Cup. The drivers said the car was more nimble through the corners than its more exotic competitors. It delivered 13 mpg‑US (18 L/100 km; 16 mpg‑imp) and the engine needed no oil or water during the entire 24 hours.[51] The car had been built from scratch in a fortnight, Menadue and his assistant Jock Reid fabricating the body in less than a week, by eye, without any drawings. Healey said: "That's an ugly bugger, isn't it, Roger?"[48]

1952 Mille Miglia

[edit]

The same year, Johnson raced the car in the Mille Miglia, the thousand-mile Italian road race that would be banned as too dangerous five years later. Daily Telegraph motoring correspondent Bill McKenzie rode as passenger.[52] They finished a creditable seventh overall to Bracco's winning works team Ferrari, the works Mercedes-Benz 300SLs of Kling and Caracciola, and three works Lancias;[53] they also took fourth in class. The coupe driven by Donald Healey and his son Geoffrey crashed out.[51]

1953 Le Mans

[edit]

For the 1953 Le Mans race, the factory partnered Johnson with Bert Hadley in one of two cars with redesigned bodies. Johnson started in 27th place. Although he and Hadley advanced steadily up the race order, they were 11th at the finish, 39 laps behind the winning Jaguar, despite an average speed of 92.45 miles per hour (148.78 km/h)—higher than the previous year's run to third place.[31] However, they beat both of Donald Healey's new Austin-Healey 100s. The second Nash-Healey of Veyron and Giraud-Cabantous retired after nine laps.

This concluded the factory's race program with the lightweight competition cars. The 1952 Le Mans/Mille Miglia car passed into private ownership and raced in America.[54]

Planned successors

[edit]

Wisp

[edit]

Nash's designer, Ed Anderson, wanted to bring the design for a successor to the Nash-Healey back in-house after Pinin Farina restyled the car for 1952. In 1953, he created the Wisp. Sketches of the car show a low 2-seater with a tapering tail and side coves, foreshadowing the Corvette. Master Modeler Charl Greene created a wooden scale model of the Wisp to show to management, but Nash did not have the resources to fund the development of a new car for a small market. Anderson requested a quote from Pinin Farina to have a single copy built for him, but did not proceed with the project.[55]

Palm Beach

[edit]

The 1956 Nash Rambler Palm Beach was a design commissioned by Mason as a possible successor to the Nash-Healey. Pinin Farina drew the shape. This 2-seater featured a large circular air intake at the front, reminiscent of Farina's Lancia PF200 of 1953, and prominent tail fins.[56][57] The car was built on a Nash Rambler chassis and is powered by a Rambler straight-six flathead engine mated to a three-speed manual transmission.[58] The car debuted on Farina's stand at the 1956 Turin Auto Show, after which it was in the personal collection of Roy Chapin Jr., CEO and Chairman of American Motors, until Joe Bortz purchased it. In 2007, the Palm Beach was bought by Jacques Harguindeguy.[56]

Alvis-Healey

[edit]

In Britain, Healey sold a model with Hodges' original Nash-Healey bodywork as the Healey Sports Convertible. A different piece replaced the Nash grille, the power bulge in the hood was deleted, and other minor features, such as a scuttle vent, fog lamps, and revised wheel covers, were added.[59]: 4 

Powering the car was a 3.0 L (183 cu in) inline six-cylinder engine from the Alvis TB 21 fed by two SU carburetors.[59]: 4  Built on a G-Type chassis; it is commonly called the Alvis-Healey.[5]

The Alvis-Healey also used the clutch and transmission from Alvis, and replaced the Nash-Healey's torque tube rear drive with a rigid Salisbury axle suspended on coil springs and located by trailing links, with the drive reaching the rear axle via an open Hardy-Spicer driveshaft.[5][60]: 2, 3 [59]: 4 

Approximately twenty-five examples were built.[5][61]: 10 

References

[edit]

Further reading

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Nash-Healey

View on Grokipedia
from Grokipedia
The Nash-Healey is a luxury grand touring produced from 1951 to 1954 as a collaborative effort between the American and the British , with Italian design input from Pinin Farina. It is widely regarded as the first true postwar American , blending American power with British and Italian styling to create a distinctive Anglo-American-Italian marketed exclusively in the United States through Nash dealerships. The partnership originated from a chance encounter in October 1949 between Nash president George W. Mason and Donald Healey aboard the RMS Queen Elizabeth ocean liner, where they discussed producing an affordable American sports car to compete with European imports like the MG and Jaguar. Healey's team in Warwick, England, developed the chassis based on a modified version of the Healey Silverstone frame, featuring independent front suspension and a live rear axle, while Nash supplied the engines and other components shipped from the United States. The prototype debuted at the 1950 Paris Motor Show, showcasing an aluminum roadster body designed by Gerry Coker of Healey, with a prominent Nash grille. Production models included the initial roadster, a two-seat open-top with minimal weather protection and a 235-cubic-inch producing 125 horsepower, paired with a three-speed and optional overdrive. In 1952, a Pinin Farina-styled roadster variant was introduced with roll-up windows and a more refined body, followed by the coupe in 1953, which offered two-plus-two seating and an enlarged 252-cubic-inch delivering 140 horsepower. Total production reached approximately 506 units across all variants, with assembly occurring at Healey's facilities in for export only, reflecting the car's limited-run status and high price of around $3,900—comparable to a at the time. The Nash-Healey gained prominence in , with a prototype securing fourth overall and third in class at the 1950 , followed by a ninth-place finish at the 1951 and additional strong showings in endurance racing that highlighted its durability and performance. Despite its racing pedigree and innovative features like independent front suspension, the car struggled commercially due to its high cost, unconventional styling, and the economic challenges facing , which merged with Hudson in 1954 to form , ending production. Today, surviving examples are prized by collectors for their rarity and historical significance in bridging American and European traditions.

Development

Partnership Origins

The Donald Healey Motor Company was established in 1945 in Warwick, England, by renowned automotive designer and racing driver Donald Healey, who had previously served as chief engineer at Triumph before World War II. The firm initially focused on producing high-performance sports cars using Riley chassis and engines, including models like the Silverstone and Atlantic, amid the post-war resurgence of the British motor industry. However, by 1949, the company faced financial pressures, including a £50,000 debt, prompting Healey to seek more powerful and reliable American engines to enhance competitiveness and expand into the lucrative U.S. market. Meanwhile, , formed by the 1937 merger of and appliance maker , was led by president , who pursued an aggressive strategy to diversify beyond compact sedans like the innovative Rambler and bolster the brand's prestige against rising European sports car imports such as MG and models. Mason recognized the need for a halo vehicle to elevate Nash's image in a market dominated by larger American cars, viewing a sports car as a way to attract affluent buyers and demonstrate engineering prowess. This aligned with Nash's broader efforts to innovate and compete independently before eventual mergers. The partnership originated from key events in , beginning with Healey's visit to the , where he showcased the at the First International Motor Sports Show in New York to gauge American interest. Later that year, in December, Healey boarded the bound for New York to negotiate with for Cadillac V8 engines, only to encounter Mason—returning from European auto shows—during the transatlantic voyage. Their discussions over dinner revealed mutual interests: Healey's need for a dependable after GM's refusal, and Mason's desire for a prestige project. This chance meeting led to further talks in , culminating in a formal agreement by late , under which Nash would supply engines, transmissions, and North American distribution while Healey handled design and assembly.

Prototype Development

Development of the Nash-Healey prototype began in 1949 at Donald Healey's facility in Warwick, England, where engineers modified an existing Healey Silverstone chassis to accommodate components from Nash-Kelvinator. The chassis was adapted with the engine positioned farther back to improve , and it incorporated the 3,848 cc inline-six engine from the sedan, tuned with an aluminum cylinder head, dual SU carburetors, and an 8.2:1 to produce 125 horsepower. This powerplant, paired with a three-speed and Bendix drum brakes, formed the core of the prototype's mechanical setup. The prototype featured a hand-built aluminum roadster body crafted by Panelcraft Sheet Metal Ltd., with integral fenders and a design emphasizing lightweight construction for enhanced performance. Road testing occurred extensively in both the and the to refine handling and durability, incorporating feedback on suspension tuning and overall balance. Early modifications addressed initial weight concerns, reducing the curb weight to approximately 2,400 pounds through optimizations in body paneling and component selection. The prototype made its public debut as the "Healey-Nash" at the in October 1950, where it garnered attention for its transatlantic engineering collaboration. It was subsequently rebranded and displayed as the Nash-Healey at the in February 1951, marking the transition toward production. The fate of the Paris show prototype remains unresolved in historical records, with no confirmed location or evidence of survival as of 2025.

Design and Features

Chassis and Bodywork

The Nash-Healey featured a Healey-designed box-section steel ladder frame, adapted from the model to accommodate the larger Nash powertrain while maintaining a lightweight structure suitable for performance. This incorporated independent front suspension with trailing-link arms, coil springs, lever-action dampers, and an , providing responsive handling, while the rear utilized a live with Nash torque-tube drive, coil springs, and a for stability. Early 1951 models employed hand-hammered aluminum body panels crafted by Panelcraft Sheet Metal in , styled by Gerry Coker to evoke a classic British roadster profile with rounded fenders, an elongated hood, and open wheel wells. These lightweight aluminum skins were mounted over wooden frames on the steel chassis, contributing to a curb weight of approximately 2,600 pounds for the roadster. The blended American proportions—such as the prominent grille—with British open-top aesthetics, including a two-piece and chrome accents along the fenders and bumpers. For 1952, the bodywork transitioned to construction designed and built by Pinin Farina in , , replacing the aluminum panels to improve production efficiency and durability while smoothing the lines for a more elegant, continental appearance. This iteration featured integrated headlamps within the grille, a one-piece wraparound , and refined curves that enhanced without altering the underlying Healey . From 1953, an optional closed variant was introduced on a slightly extended , maintaining the body but with enclosed lines for added versatility. Overall dimensions emphasized the car's compact ethos, with a 102-inch for the roadster, an overall length of about 171 inches, a width of 66 inches, and a low-slung height of around 55 inches to the roofline. This configuration, combined with the Italian-influenced styling, positioned the Nash-Healey as a harmonious fusion of British engineering rigor and transatlantic flair.

Engine and Mechanical Components

The Nash-Healey featured a Nash Ambassador-sourced inline-six engine, an overhead-valve design with a block and aluminum , providing robust American power adapted for European performance. In 1951 and 1952 models, the engine displaced 234.8 cubic inches (3.85 L), delivering 125 horsepower at 4,000 rpm and 210 lb-ft of torque at 1,600 rpm, with an 8:1 and dual SU carburetors. For 1953 and 1954, displacement increased to 252 cubic inches (4.13 L), boosting output to 140 horsepower at 4,000 rpm and 230 lb-ft of torque at 2,000 rpm through the addition of dual Carter carburetors and an 8.25:1 . Power was delivered via a three-speed with an optional Borg-Warner overdrive unit, enabling relaxed highway cruising with an overall top gear ratio of approximately 2.48:1 when engaged. Early models used a column-mounted shifter, transitioning to a floor-shift mechanism from 1952 onward to better suit the sports car . The rear-wheel-drive incorporated a Nash-supplied tube and propshaft connected to a hypoid rear with a 4.1:1 final drive ratio, ensuring efficient power transfer while maintaining the Healey chassis's handling balance. Braking was handled by four-wheel hydraulic drum systems, initially with 10-inch drums, upgraded to larger 11-inch drums in 1953 for improved . Additional mechanical components included a Nash-provided for effective cooling of the high-output , a Healey-modified tuned for a refined yet sporty note, and a Lucas-sourced electrical system featuring reliable British components like and ignition. The 's seven-main-bearing contributed to its inherent durability, making it well-suited for demands despite initial adaptation challenges. Common early issues, such as overheating under prolonged high-load conditions, were mitigated in later years through improved cooling modifications, including enhanced airflow and pressurized systems, enhancing overall reliability.

Model Years

1951

The Nash-Healey made its public debut at the in February, marking the introduction of America's first postwar aimed at competing in the emerging luxury roadster market. Priced at an MSRP of $3,767, the car equated to roughly $47,000 in 2025 dollars, positioning it as a premium offering comparable to high-end imports but significantly more than standard Nash models. Key features of the 1951 model included a 125-horsepower sourced from Nash, paired with a British-designed aluminum-alloy roadster body crafted by Panelcraft and assembled into a two-seat configuration only. The design emphasized open-top motoring with a focus on transatlantic collaboration, utilizing a Nash Ambassador-derived integrated into a Healey for a blend of American torque and European handling dynamics. Production for the inaugural year totaled 104 hand-built units at the facility in , , where skilled craftsmen completed final assembly before export. This limited output reflected the bespoke nature of the project, with each car requiring meticulous fitting of components to meet Nash's quality standards for the U.S. distribution network. Contemporary reviews praised the Nash-Healey's handling for its stability and control, attributing this to the Healey suspension setup, though critics noted an underpowered feel relative to rivals like the , which offered superior acceleration at a similar . Despite these observations, the car's comfortable ride and innovative hybrid construction garnered positive attention for bridging American comfort with British sportiness. The 1951 Nash-Healey was primarily exported to the market through Nash dealerships, with minor trim adjustments such as badging and interior accents adapted for regional preferences in . This export-oriented strategy underscored Nash's intent to capture affluent buyers seeking a distinctive alternative to European exotics.

1952

The 1952 Nash-Healey marked a significant evolution from the previous year's model, featuring a complete restyling by Italian design house Pinin Farina that introduced a more elegant and aerodynamic appearance, including a relocated oval grille with inboard headlights and smoother body lines for improved airflow. The body construction shifted to steel panels, replacing the aluminum used in the 1951 version, while retaining the same 125-hp 3.8-liter inline-six engine from the prior model for consistent performance. Production for the year totaled 150 units, with chassis assembled at Donald Healey's facility in Warwick, England, before being shipped to Pinin Farina's works in Turin, Italy, for body fitting and final assembly; this transition occurred because Healey's UK operations lacked the capacity to meet growing demand and handle the new styling complexity. Overdrive became standard equipment, paired with the three-speed manual transmission, enhancing highway cruising capability. Priced at a base of $5,858, the 1952 Nash-Healey targeted affluent buyers seeking a premium , with improved distribution through Nash's established U.S. dealer network to boost accessibility beyond the limited 1951 sales channels. Additional refinements included revised suspension tuning with Healey's trailing-link coil-spring front setup for superior roadholding and the addition of whitewall tires as standard, contributing to a more refined driving experience.

1953

The 1953 Nash-Healey represented a significant evolution from the prior , with key updates enhancing performance and offering new body style options. The was upgraded to a 252-cubic-inch inline-six producing 140 horsepower, achieved through the addition of two-barrel Carter carburetors for improved fueling and power delivery. This power increase, combined with the retention of the three-speed with overdrive, provided stronger and highway cruising capability suitable for grand touring. A major introduction for 1953 was the "Le Mans" coupe variant, named to capitalize on the model's racing heritage and offered alongside the traditional roadster. The roadster maintained its open-top, two-seat design with a top, emphasizing lightweight appeal, while the featured a fixed roof on a slightly longer 108-inch for enhanced weather protection and touring comfort. Both variants continued to use Pininfarina-designed bodywork, an all-Italian construction process that ensured elegant lines and durability. Mechanical refinements included larger 11-inch hydraulic drum brakes at all four wheels, improving stopping power over the previous year's setup, particularly beneficial for the higher-output . The interior saw upgrades as well, with supple leather upholstery on the seats and a chrome-accented that added a touch of luxury to the , including features like an adjustable and foam rubber cushions. Production for the 1953 model year reached 162 units, all hand-built at Pininfarina's facility in , marking the peak output for the Nash-Healey lineup and reflecting growing interest fueled by the model's third-place finish at the 1952 . Of these, 62 were the new Le Mans coupes, with the remainder as roadsters; total sales approached 200 when including exports to markets like . The roadster carried a base price of approximately $5,908, while the coupe was listed at $6,399, positioning the Nash-Healey as a premium alternative to emerging American sports cars like the .

1954

The 1954 Nash-Healey marked the conclusion of production for this distinctive , with the roadster variant discontinued after the previous model year. All 90 units built that year were Coupes, fully assembled at Pinin Farina's workshops in , , reflecting a shift from earlier partial assembly in . The model received only minor cosmetic refinements, such as updated badging and a cost-saving three-piece rear window in place of the previous single unit, while retaining the core design elements introduced in prior years. Mechanically, it carried over the 1953 upgrade, featuring the 252.6 cubic inch Ambassador inline-six with an aluminum and twin Carter carburetors, delivering 140 horsepower. Coupe body styles remained the sole option, emphasizing the model's evolution toward a more enclosed format. List pricing for the Coupe stood at approximately $5,128, a premium figure driven by escalating production expenses and Italian craftsmanship, compared to more affordable rivals like the at around $3,500. With output limited to 90 examples, efforts centered on liquidating inventory amid challenging market conditions. The Nash-Hudson merger in 1954, which created (AMC), accelerated the production decline by redirecting resources to economical compact cars. Nash-Healey production ceased in late August 1954, capping the four-year run at a total of 506 units. The AMC integration ultimately prioritized mass-market vehicles over niche luxury sports cars like the Nash-Healey, signaling the end of this transatlantic collaboration.

Production

Manufacturing Locations

The Nash-Healey's initial production phase in took place at the facility in , , where the vehicles were hand-assembled using produced at the facility and aluminum bodies crafted by Panelcraft in Birmingham, . Nash engines and running gear were shipped from the company's plant in , to Warwick for integration into the Healey-designed subframes during this hand-built process. Starting in 1952, manufacturing shifted to 's workshops in , , for body stamping, assembly of steel bodies, and final vehicle completion to increase efficiency and capacity. Chassis subframes continued to be produced by the in and shipped to , while engines and other mechanical components arrived from Kenosha, creating a transatlantic logistics chain that complicated the build process. This Italian phase allowed to adapt production methods for higher volume, though early builds exhibited some fit-and-finish variations due to the transition from hand-assembly. The small-scale operation at Healey's facility constrained output to just 104 units in , necessitating the outsourcing to to meet growing demand without expanding the British site.

Output and Distribution

The Nash-Healey enjoyed limited production over its four-year run, with a total of 507 units assembled between and 1954. Production figures by break down as 104 units in , 150 in 1952, 162 in 1953, and 90 in 1954, reflecting a gradual peak before a decline due to shifting market priorities at Nash-Kelvinator. Sales were overwhelmingly concentrated in , comprising over 90% of total output in the United States through the Nash dealership network. The 1953 model year marked the sales peak at 162 units, benefiting from enhanced styling by Pinin Farina that broadened appeal among American buyers seeking exotic sports cars. Distribution occurred exclusively through the Nash dealership network across , where the Nash-Healey was strategically positioned as a halo model to elevate prestige and draw showroom traffic to more affordable Nash offerings like . This approach aimed to leverage the car's pedigree and international flair to counter perceptions of Nash as a producer of utilitarian vehicles. The model's high pricing—starting around $4,000 for early roadsters and rising to nearly $6,000 by 1954—severely constrained volume, as it positioned the Nash-Healey well above competitors like the MG TD and , which offered similar sporting character at half the cost. These factors, combined with substantial transatlantic shipping expenses, limited uptake despite positive reviews and motorsport success. In the , approximately 400 Nash-Healeys are known to survive, many restored to drivable condition as of 2023; these are meticulously documented by enthusiast registries including the Nash-Healey Owners Club, which facilitates ownership verification and preservation efforts among enthusiasts.

Specifications

Engine Details

The Nash-Healey utilized a 234.8 cu in (3.8 L) overhead-valve inline-six derived from the , featuring a cast-iron block and seven main bearings for enhanced durability. This pushrod design, with two valves per cylinder, provided a robust foundation, and the engine's contributed to its reputation for reliability in demanding applications. In its initial configuration for 1951–1952 models, the engine delivered 125 hp at 4,000 rpm through modifications including dual SU carburetors and an 8.1:1 , with a bore of 3.375 inches and of 4.375 inches. For the 1953–1954 models, Nash increased displacement to 252 cu in (4.1 L) by enlarging the bore to 3.5 inches while retaining the 4.375-inch , achieving 140 hp via a Carter YH-300 two-barrel , revised , and 8:1 . The fuel system included a 16-gallon located at the rear, paired with an electric to ensure consistent delivery to the carburetors under high-performance conditions. Owners frequently modified the for higher output, such as installing aftermarket camshafts, dual exhaust systems, or even aluminum heads, leveraging the base design's seven-bearing for greater revving potential. Maintenance was straightforward, with an oil capacity of 5 quarts in the sump, facilitated by the engine's truck-derived robustness that minimized wear even in racing scenarios. The integration of this powerplant into the required custom mounting but preserved the engine's inherent balance and low-end .

Performance Metrics

The Nash-Healey demonstrated respectable straight-line performance for a grand touring of its era, with early 1951–1952 models achieving a top speed of approximately 104 mph and 0-60 mph in around 12 seconds, powered by the 125-horsepower Nash inline-six engine. Later 1953–1954 variants, benefiting from an upgraded 140-horsepower version of the engine, improved to a top speed of about 104 mph and 0-60 mph in 11.5 seconds, as recorded in a contemporary road test. Fuel economy for the Nash-Healey typically ranged from 15 to 18 on the under normal driving conditions, reflecting the thirst of its overhead-valve straight-six despite the car's lightweight chassis. Handling characteristics were praised for their balanced feel and competent roadholding, though the forward weight bias from the heavy engine contributed to moderate understeer during spirited cornering; the independent front suspension and live rear provided a firm yet composed ride suited to sports touring. Braking performance relied on 10-inch Bendix drum brakes sourced from the , which offered adequate stopping power for everyday use but were criticized in road tests for fading under repeated hard use, contributing to a firm overall ride quality tuned for sporting dynamics. In comparisons to contemporaries, the Nash-Healey outpaced entry-level British sports cars like the MG TD, which managed only about 90 mph top speed and 15-second 0-60 times, but fell short of the XK120's superior 120 mph top speed and sub-10-second acceleration. The coupe variant, introduced in 1953, was slightly heavier than the roadster at around 2,800 pounds due to its enclosed Pinin Farina bodywork, resulting in a modest 0.5-second penalty in 0-60 mph times compared to the open models.

Racing Career

Panamericana Pace Car

In 1951, a Nash-Healey roadster was selected as the official course car, also known as the pace car, for the second edition of the , Mexico's renowned border-to-border road race spanning approximately 2,000 miles across the country's highways. Provided by the Mexican Nash importer, the car was driven by American racing driver Chuck Stevenson, who led the field to clear the route ahead of the competitors, ensuring safe passage through the demanding terrain without participating in the timed competition. This ceremonial duty served as a high-profile publicity effort for the newly introduced Nash-Healey, showcasing its reliability and performance on one of the world's most perilous road races and boosting the model's visibility in . The successful completion of the event without incident further highlighted the Nash-Healey's engineering prowess for long-distance, high-speed motoring, contributing to its growing reputation as America's first postwar production .

1950

The Nash-Healey made its racing debut at the 1950 with a single pre-production prototype, designated X5, entered by . This Anglo-American collaboration featured a modified Healey Silverstone chassis fitted with a 3.8-liter inline-six engine from the , marking the first of U.S. and British manufacture to compete at the endurance classic. The car was driven by British racers Tony Rolt and Duncan Hamilton, who started from the 14th position on the grid. For the event, the prototype underwent significant modifications to enhance and , including a lightened body with flared fenders, slab-sided panels, and an aerodynamic hood fairing to reduce drag. The engine was tuned with new piston rings and a revised , increasing output to approximately 126 horsepower, while uprated brakes were installed to handle the demands of prolonged high-speed running. These changes allowed the car to demonstrate the Nash powerplant's reliability under extreme conditions, as it completed the full 24 hours despite suffering suspension damage from a minor collision and struggling with fading brakes toward the end. Rolt and Hamilton covered 3,385 kilometers at an average speed of 141 km/h, securing 4th place overall and 3rd in the over-3,000 cc class behind two T26 GS models and Sydney Allard's J2X. This outing represented Donald Healey's return to as a constructor following , validating the partnership with Nash-Kelvinator and providing crucial data on the prototype's durability ahead of production. The result highlighted the Nash-Healey's potential as a competitive , influencing its subsequent development and market introduction later that year.

1951 24 Hours of Le Mans

In 1951, the Nash-Healey returned to the with a single factory entry from the , marking the debut of the production model's competitive outing following the prototype's fourth-place finish the previous year. The car was a Nash-Healey Sport Coupé equipped with the 3,842 cc Nash inline-six engine producing approximately 125 horsepower, fitted to a three-speed with overdrive. British drivers Tony Rolt and Duncan Hamilton piloted the entry (chassis number 19), benefiting from Healey's engineering support to prepare the vehicle for the endurance challenge. During the race on June 23–24, the Nash-Healey demonstrated solid reliability, completing the full 24 hours without major issues and finishing sixth overall out of 58 starters, behind the winning Jaguar XK120C and other factory efforts from and . The duo covered 3,448.73 kilometers at an average speed of 143.7 km/h, placing fourth in the over-5.0-liter class (S5.0). Their fastest lap was 5 minutes 19.4 seconds, achieving a speed of 152.07 km/h on lap 250. The car's handling excelled in the twisty sections of the , though its power output proved insufficient against rivals on the long , highlighting limitations in top-end acceleration. The result, while modest compared to the dominant Jaguars, provided valuable visibility for the newly introduced Nash-Healey as an American-built capable of international competition, boosting its reputation among enthusiasts despite exposing areas for improvement in power and straight-line speed. No other Nash-Healey entries participated, and the car's completion rate underscored its developing credentials ahead of further developments.

1952 24 Hours of Le Mans

The Nash-Healey team, backed by the with support from Nash-Kelvinator, entered two 1952 models for the held on June 14–15 at . The primary entry was driven by British racers Leslie Johnson and Tommy Wisdom, while the second car was piloted by French drivers and Henri Giraud-Cabantous. These factory-prepared roadsters featured updated bodywork for improved . To enhance competitiveness, the cars underwent significant modifications, including the addition of dual carburetors to the 3.8-liter Nash straight-six engine, increasing output to approximately 140 horsepower, along with a reinforced to handle the endurance demands. The Johnson/Wisdom car delivered a breakthrough performance, securing 3rd place overall and 1st in the over-3.0-liter class after completing 262 laps and covering 3,534 kilometers at an average speed of 147 km/h. It briefly led the race in the early stages, highlighting the model's pace against European rivals like and Ferrari. The team's reliability proved a key strength, with only the Veyron/Giraud-Cabantous entry retiring due to gearbox failure after 128 laps; the surviving car ran without major issues throughout the 24 hours. This podium finish represented the highest placement for an American-badged production car at to date, outperforming entries from marques like and . The achievement directly inspired the development of the Nash-Healey Le Mans coupe variant introduced in 1953, commemorating the success.

1952 Mille Miglia

The Nash-Healey participated in the 1952 with two factory entries prepared by . The first was a specially bodied coupé (chassis X-6, car number 550), driven by and his son Geoffrey Healey, which unfortunately did not finish due to an accident. The second entry, a 1952 roadster (car number 624) powered by the 4-liter inline-six Nash engine, was driven by experienced racer Leslie Johnson and motoring journalist Bill McKenzie; this car successfully completed the demanding Brescia-Rome-Brescia route. Covering 1,564 kilometers of public roads through central and , the event tested vehicles' reliability more than outright speed, with narrow, winding paths, variable weather, and bumpy surfaces posing significant challenges. The Nash-Healey roadster navigated these conditions without major mechanical failures, though it suffered from issues that affected handling on rough sections. Finishing seventh overall and fourth in the S+2.0 class, the car recorded a total time of 13 hours, 11 minutes, and 59 seconds, yielding an average speed of approximately 118.5 km/h (73.6 mph) over the nearly 1,000-mile course. While specific modifications for the Mille Miglia entries are sparsely documented, the roadster retained its standard Pinin Farina-designed open-top body, tuned for endurance with the reliable Nash Ambassador-derived engine producing around 125 horsepower. The coupé featured a streamlined enclosure to improve and weather protection for high-speed sections. These adaptations underscored the Nash-Healey's versatility as a , capable of competing against European sports cars like Ferraris and models on home turf. The strong showing, coming shortly after a third-place finish at the 1952 with a similar car, highlighted the Nash-Healey's competitive potential and boosted its reputation among European enthusiasts. This performance generated significant publicity for the Anglo-American collaboration, affirming its credentials in international grand touring events despite the era's dominance by purpose-built racers.

1953 24 Hours of Le Mans

For the 1953 , Nash Healey Inc. entered two updated Nash-Healey s in the over-3-liter sports car class, marking a shift from the previous roadster designs to the new Le Mans coupe bodywork styled by Pinin Farina for enhanced . The first car, numbered 11 and chassis NH2023, was driven by British racers Leslie Johnson and Bert Hadley, while the second, numbered 10, was piloted by French drivers Yves Giraud-Cabantous and . These entries received support from the Nash-Healey organization but lacked full factory team backing, reflecting Nash's shifting priorities amid ongoing discussions of a merger with . Performance was mixed amid fierce competition from factory-backed teams like and Ferrari, whose C-Type and 250 MM models dominated the field. Johnson and Hadley's car completed a solid run, finishing 11th overall and 7th in the 3.0- to 5.0-liter class after 265 laps, covering approximately 3,570 kilometers at an average speed of 148.8 km/h. In contrast, Giraud-Cabantous and Veyron's entry retired early after just 9 laps due to loss of oil pressure, highlighting reliability challenges despite tuning the 4.1-liter inline-six engine to around 140 horsepower with dual carburetors and performance camshafts. The coupes incorporated 1953 model upgrades, including a longer 108-inch for stability and improved cooling systems to better handle the endurance demands of , though these did not fully offset the growing performance gap to European rivals. This event represented the Nash-Healey's last major outing at , as the subsequent Nash-Hudson merger in May 1954 to form curtailed further investment in the low-volume program, leading to its discontinuation later that year.

Legacy

Planned Successors

Following the discontinuation of Nash-Healey production in 1954, Nash designers explored concepts for a next-generation to continue the model's grand touring legacy. One such proposal was the Wisp, a 1953 design study created by styling chief Ed Anderson without official management directive. This low-slung, two-seat roadster featured sleek lines, prominent rounded wheel arches fitted with wire wheels and knock-off hubs, bodyside coves accented in two-tone white paint, and a tapered tail that evoked minimalist performance aesthetics. Intended to leverage 's inline-six engine in a lighter chassis, the Wisp anticipated modern fiberglass-bodied s, closely resembling the later in its proportions and stance. However, the Wisp advanced no further than sketches and clay models, as Nash's strained finances and strategic emphasis on affordable, high-volume sedans like the Rambler precluded investment in low-production exotics. Similarly, in early 1956, Italian stylist Battista "Pinin" Farina developed the Palm Beach coupe as a more luxurious evolution, on the compact Rambler platform. Measuring 176 inches long with a 101.5-inch wheelbase and standing just 49.75 inches tall, it boasted an elegant grille inspired by jet-age motifs, canted rear fenders, cowhide bucket seats, and a 82-horsepower Rambler straight-six paired to a three-speed manual transmission. Positioned as a continental grand tourer to replace the Pinin Farina-bodied Nash-Healey coupes of 1953–1954, the Palm Beach emphasized comfort and sophistication over raw sportiness, with crossed-flags badging nodding to its heritage. The Palm Beach progressed to a fully operational , displayed at numerous auto shows, including the Motor Show, and later featured on the cover of magazine, but (AMC)—formed from the 1954 Nash-Hudson merger—shelved it shortly after. Under new president George Romney, AMC prioritized economical compacts to combat industry-wide economic challenges and competition from imported economy cars, rendering niche projects unviable. While Wisp renderings remain archived in automotive collections, no physical was ever built or exhibited; the Palm Beach show car, conversely, survives today in private ownership, a testament to unrealized ambitions in American development.

Alvis-Healey Variant

The Alvis-Healey emerged as a collaborative effort between and Alvis Ltd. from 1951 to 1954, building directly on the originally developed for the Nash-Healey but substituting Alvis components for a more domestically oriented . This project aimed to leverage the refined Alvis Three-Litre , a 3.0-liter overhead-valve inline-six known as the "Grey Lady" for its exceptionally smooth operation and low vibration, which delivered around 106 horsepower at 4,200 rpm through twin SU H4 carburetors. Unlike the Nash-Healey's American-sourced , the Alvis version emphasized British engineering synergy, with the mated to Alvis's own and four-speed manual gearbox, often equipped with overdrive for enhanced highway cruising. Production was limited to approximately 25 roadsters, hand-assembled at Healey's facility between 1951 and 1953, with bodies crafted in aluminum by Panelcraft of Birmingham to designs by Gerry Coker. These two-door drophead coupés featured wind-up windows, a heater, radio, lockable glove box, and a , along with Lucas long-range driving lights and a revised grille that echoed the earlier styling of the Nash-Healey while incorporating more luxurious interior trim. Marketed primarily in the UK and as a premium alternative to the export-focused Nash-Healey, the Alvis variant carried a higher price tag reflective of its construction and refined appointments, though exact figures varied with options. The rear suspension employed a rigid axle with open driveshaft, replacing the Nash model's torque tube, paired with Girling brakes for improved handling. Performance prioritized comfort and reliability over raw speed, achieving a top speed of about 100 mph and 0-60 mph acceleration in roughly 13 seconds, with fuel economy around 19 —suitable for continental touring in an era of fuel . The Alvis engine's torque peak of 140 lb-ft at 2,000 rpm provided effortless low-end pull, making it ideal for the home market's varied roads. Despite these qualities, sales remained low due to economic constraints and competition from emerging British sports cars. The Alvis-Healey was discontinued in 1954 after scant uptake, as Healey pivoted to the Riley-engined and the blockbuster partnership, while Alvis refocused on its independent Three-Litre saloon production. This brief venture marked a transitional phase for Healey, bridging American collaborations to full autonomy with BMC, though the model's rarity today underscores its status as a footnote in post-war British automotive innovation.

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  83. https://www.coachbuild.com/index.php/encyclopedia/coachbuilders-models/item/pininfarina-nash-rambler-palm-beach-coupe-special
  84. https://www.rmw.lv/page/en/restoration-current-projects-healey-alvis-53-model-story-37/
  85. https://alvisarchive.com/1950-1967-the-three-litre/the-healey-alvis/
  86. https://barnfinds.com/perfect-pairing-1953-alvis-healey-roadster/
  87. https://www.carfolio.com/healey-alvis-58960
  88. https://www.automobile-catalog.com/make/healey/3_litre_alvis/sports_convertible/1951.html
  89. https://historichealeys.com/healey-automotive-history.html
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