This 1974 Jensen-Healey roadster has been sidelined for many years after two attempts as father-son projects ultimately stalled. I’ve never looked too closely at these British droptops but may have to: powered with an all-alloy Lotus-sourced DOHC mill, they offered performance that seems downright lively in a more attractive package (my opinion) than an MGB. Find this dry example here on ebay that is said to be mostly complete and comes with a factory hardtop. There’s one bid to $1,500 and no reserve.
The Jensen-Healey could reach 120 m.p.h. and hit 60 in under eight seconds. Those are impressive numbers for a four-cylinder even today, but considerably so in 1974. The seller notes the top end of the motor has been removed, which is a major warning sign of potential rebuild costs. Although my 1980 BMW 320/6 was also “complete”, the top end had similarly been removed and the cylinder walls were covered with trace elements of rust. Rebuild costs for this motor are rumored to be expensive – has anyone had a similar Lotus engine rebuilt?
The body does appear sound, and many years in New Mexico are likely to thank for that. The seller has kept the Jensen-Healey in dry storage in Oregon since acquiring it but hasn’t done much else. The period luggage rack is a detail I’d preserve, but I would absolutely try and lose those ugly U.S.-spec bumpers for slimmer European units, or perhaps you can drill out the bumper shocks and mount them closer to the body. Either way, they have to go. The hardtop is still installed and is a great look for a Jensen-Healey over an erected soft-top.
I dig the color, too, but it’s hard to tell if it’s a repaint. There appears to be some paint flaking off in the photos, but since a proper full-length picture isn’t included, it’s hard to be sure. The seller is correct in that he has many projects lying around, but why this particular Jensen-Healey can’t find a permanent home is curious. I suspect the engine refresh is more daunting that the last two owners have wanted to take on, especially considering the costs of a professional rebuild. Do you think the third time’s a charm for this neglected Jensen?
That engine is based on a Vauxhall / opel / GM slant 4 engine with a Lotus top end, not that bad to rebuild, the cars have build quality more akin to a kit car but light weight and good fun,
I’ve worked on these cars in late 70’s everyone I seen came with a mopar 440 or 383 with 727 auto trans. such a close fit the chassis had a notch for trans removal, the trans had to be unbolted- moved back about 2 inches -turned 90 degrees to get it out of the frame, not that fun, the engine in t hat car if not 100% complete would be a loser to make run, but at least the 440 mopars are available. they also had a dana/spicer 44 rear end,
The JENSEN Interceptors had the 440s, not these.
Actually, that’s a common misconception. Lotus tested the head on the Vauxhall and then developed a new block. So, it’s all Lotus and the first 4-v DOHC available to the public.
Early examples of the Jensen Healey were riddled with issues, and even these later ones had their problems. If it is rust-free then I would be having it treated by a reputable firm to ensure that it stayed that way. They were also prone to letting water into the floor in wet weather due to some issues with panel gaps and with weather seals. Front suspension and steering needs to be monitored as this was also a known weak point. And vibration from both the engine and that transmitted through the car from the road could loosen things like window winder mechanisms, etc.
Having said that, they are a fun and rewarding little car with quite spirited performance and nice handling. Just think of it as an Alfa without a roof!
I’ve always thought of an Alfa Spider as an Alfa without a roof.
You’re right Ching-A-Trailer. When I posted my comment I’d forgotten about the Spider. Perhaps that’s just denial!
OK, I count 3 in the pict’s! Best one, or not?
If your close to this, and would like a different LBC, you could do worse!
I worked for a Jensen dealer when these were new. I’d never touch one – ’nuff said! Billie Jean King had one this color. I drove it many times.
She was married to a Eagle Rock high school tennis player and had a pro pitcher brother in MLB.
Fun to drive, 8000 rpm red line, much faster and better handling than other comparable old British makes, including TR6. But ugly design, IMHO. Build quality is much better than a kit car, it’s the exterior styling that looks like a kit car.
Jensen-Healey. The collectible of the future, and it always will be.
When I met Geoff Healey about 1989 he wouldn’t talk about the Jensen. What’s zat say,?
Brought a green one for $50 at an auction. Engine locked up. But 50 bucks, right? Well..the Lotus part didnt bother me but the Vauxhall lower end appeared to ONLY available in Europe. Im an ASE master tech/machinist etc but at that point even I was “in over my head”. Do-able? Sure…WORTH THE TROUBLE? No. Still holding out for the right Sunbeam Alpine…into which Ill install a Toyota twin cam and 5 speed. Much simpler than messing with the Jensen..
You can get a whole engine for these cars for about a thousand dollars.
Not at all, easy-peasy. Building up a 2.2L, 200-HP version at present. Standard techniques, nothing terribly special about a re-build. Many of the comments on here are from folks are confusing; I’ver had mine for 10 years, and she’s done 100,000 miles inc. original owner. Other than the usual wear items, bushings, ball joints and the like, no work done. Never not started, never left me stranded. Jensenhealey.com. Message board is a big help.
Hi all as one of the original Jensen Motors development team on the Healey project I know the car and power unit very well.
The engines are straight forward and parts are readily available for the Lotus 907 engine. If I can help anyone get in touch I’ll do my best. The car is a lightweight and reasonably easy car to restore or maintain. Be brave and you’ll get a sweet great handling sports car and you won’t see one on every corner.
Hi Andy, you write an interesting post. I worked for a large Jensen/Jensen-Healey and Lotus dealer 1973 – 1976 so I knew a bit more than the average guy about these cars. But, and please don’t be offended, I had no idea they had an actual development team – I always thought they must have gone pretty much from drawings to production without building any examples first to see what the problems would be! It was one of our mechanics who came up with the “fix” for the leaking oil between the cylinder head and the cam towers, and I came up with a “fix” or two myself! As a 19 year old kid I proposed to the owner of the dealership that we simply pull all of the rubber floor plugs out to keep the rainwater from collecting since the top would never do well enough to keep the water out. On the Interceptor I also came up with a manner of fastening some trim pieces in the trunk (boot) below the big glass rear window that would otherwise always pull free. A representative from either Jensen or the importer by the name of Rodriguez saw what I did, informed the factory and all the new ones were built with my innovation from then on. It was a fun great time, yes the cars had their problems, but perfection is boring. With all the governmental regulation over manufacturing and design, we’ll never have another period like that again, and I think the world’s a little poorer for it.
Hello Andy,
I found a 74 JH in a barn and hope to be restoring it soon. No dought I will need some advice along the way. I can send some pictures and progress reports if you are interested in pointing me in the right direction from time to time.
Thanks,
Bill
Sure: will be happy to help with any & all parts necessary. Please read my previous comment about RUST, as that is the main concern with these cars.
They must have thought about it and retracted the bid – now 0 bids.
Sure looks to me like it has spent considerable time not in New Mexico – or maybe these just rust bad even in New Mexico????
This engine is why Lotus uses Toyota engines now. Any one that I have met with one of these is using a different engine. Which is an easy swap as almost ANYTHING will fit in that engine bay! And one of the reasons that they handle well is that there is a lot of room aft of the front axle center line. So a V8 installation can be a “front/mid engine installation. (Like a Corvette). A couple of pictures show rot through. So how can this be rust free? These bumpers look a lot better than the really ugly black monstrosities on some of these. And I agree with shoving them closer to the body. I did that with my BMW 320I that had a 5.0 Ford in it with a T5 5 speed. The improvement was great looking and a lot cheaper than sourcing Euro bumpers.
I’ve always really liked these. My thoughts were to drop a Buick/Rover aluminum v8 in it. Would be a fun project !
I have looked at several of these as possible projects over the years…I’ve only seen one in running / driving condition in the last 15-17 years. ALL of them had rust issues, some more easily spotted than others, as there are several places where rust hides on the inner surfaces and rots the body from the inside out…
Even though it’s more technologically advanced than the MGB , I’d start with an MGB because many more parts, including complete body shells are available. A Honda s2000 engine swap into an MGB would be an interesting build. Grassroots Motorsports is doing a Miata engine swap into an MGB.
http://www.BritishV8.org is a good resource for researching upgrades to British cars, featuring V8, V6, straight 6, and 4 cylinder swaps into lots of British cars.
The only Jensens with Mopar power were the Jensen interceptor and GT…all Jensen-Healys were built with the Lotus 907 4 cyl engine…..2.0 L…
How about an aluminum camaro v6 engine with your choice of trans! Light weight and 300 hp ! Get a Texas flood car for everything you need. Sell off the leftovers.
I see there are only 12 hours left for this, so I’d better weigh in:
Having owned 26+ of these as well as the last of the factory(Joe Huffaker) race cars, these are much simpler to work on than some of you have pointed out. The mechanicals are fairly straight forward with the engine bearings being some of the now more expensive items. Having rebuilt around 20 engines, I can attest that even putting them back to stock(8.4:1 compression) will be far better than when they cam out of the factory(very poorly balanced; the cast iron valve guides were bell-shaped from the factory method of inserting, and the cam cover gaskets leaked badly from the poorly designed cardboard-silcone sandwich which eventually leaked). From the race car came the necessity for immediate gasket material, so I designed & tested different materials until I came up with an immediate seal(which I still make today).
The biggest problem with the cars is RUST, and being a monocoque(i.e. not a chassis-onto-frame car), replacement of body panels is extremely time intensive which translates to expensive. Other areas of concern are the front and rear fenders where they meet with the rockers, as road dust gets trapped in there causing rust from the inside-out, so if you see paint bubbling there you know you have a problem. Wonderful products like POR15, MASTERCOAT, KBS, will prevent all this, so if the car is currently in good shape, spray some of this on the inside panels, including the floor boards as well.
Slight corrections to some above comments: the GTs have the same 4 cylinder(Lotus 907) engine; yes, some have put a Buick V-6 in with good success; this car would have been 4 speed, not a 5 speed, and I did not see any pictures showing that(the 4 speed was a British Chrysler Rapier H-120 tm, whereas the 5 speed was/is a much desired Getrag from the European BMW 2002Tii NOT the American Tii.
Never owned one but a fan since they were introduced, my recollection is that Jensen Healey won the SCCA D production championship, held at Road Atlanta, in 1974. They could be upgraded and were very fast!