Sprites and Midgets

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Sprites and Midgets

Austin Healey

Austin Healey Sprite / MG Midget

1958 - 1970
Country:
United Kingdom
Engine:
In-line 4
Capacity:
948cc / 1275cc
Power:
up to 65 bhp
Transmission:
4 spd. man
Top Speed:
see table below
Number Built:
n/a
Collectability:
4 star

PRESS RELEASE, May 20th, 1958



"Today the Austin Motor Company makes motoring history with the announcement of a completely new and inexpensive sports car ... the Austin Healey Sprite. It is some 20 years since Austin made a small sports car, but the Sprite lives up fully to the fine traditions established in the 1920s and '30s, and more recently by the Austin Healey 100. It has maximum speed in the eighties and rapid acceleration, but with fuel consumption ranging from 30-45 mpg."

And so was born the Sprite, a car destined to be one of the most successful roadsters ever. A tremendously popular combination of modest price, compact size, sparkling performance, and marked individuality. To pare the price to a minimum and ensure adequate service/parts on export markets, the Sprite was designed from the get-go to use as many existing BMC components as possible - including the basic engine, gearbox, rear axle, front suspension, brakes, etc.

The unit-construction body-chassis was completely new, however, like the rear suspension with quarter-elliptic springs. Styling of the little two-seater was simple, yet pleasant and distinctive. Frog-eyed headlights and a smiling grille gave the Sprite an obviously cheeky disposition. Few website mention this, but the headlights were intended to be retractable, but this idea was abandoned at the prototype stage to help keep cost down.

BMC claimed top speed of more than 80 mph and 0-30, 0-50, 0-70 mph acceleration through the gears in 6, 15, and 34 seconds respectively. Road-testers soon found the claimed figures were accurate or even slightly conservative. The car arrived in Australia in November, 1958. Despite tending to be very overpriced at A$2350 (when the MGA was only A$400 more), the sprite was cordially received and proved even more popular than anticipated.

A Cheaper Australian Sprite



This prompted BMC to begin local assembly in March, 1960, a development which pleased everyone (except early-adopters that had purchased the imported Sprite) because it not only improved availability but also saw the price reduced by A$380. Contributing to the Sprite's success on the market were its many achievements in sport. The stock 948cc engine developed 42.5 bhp at 5000 rpm. But this was easily raised to very respectable figures by straightforward modifications.

Given the full treatment, the Sprite became an extremely potent little device. With a little modificaton, the top speed would increase to 100-plus mph, and you could do the standing quarter in the low 17-second bracket - very impressive figures for the time. And there were probably more than a few large-car HiPo fans left scratching their heads when a sprite came third outright in the 1961 GT Championship at Warwick Farm against formidable opposition.

The Sprite in Motorsport



It wasn't only in racing that the Sprite made its presence felt. It fared well in every type of motor sport from European rallies to autocross, from hill-climbs to record-breaking. Many international G-class records fell to BMC's supercharged Sprite-powered versions. But even more momentous was the 132 mph clocked over the flying kilometre by an un-supercharged version (with semi-stock but fully streamlined body) built by Britain's Speedwell firm. So the Sprite sped into the Sixties, piling success on success.

The Mark II Sprite



By the end of 1961 the car's shape and styling (or lack of it) were starting to show their age - and were even considered too controversial in some quarters. BMC then decided to take the line of least resistance with a restyled version which appeared locally in August, 1962. Externally, the Mk II model contrasted sharply with its predecessor in having a conventional body with headlights at the front corners and a squarer tail. Practicability was allegedly improved by a separate luggage compartment with a boot lid, and fixed front fenders with a bonnet. The basic body-chassis unit and suspension remained as before.

Mechanically, the most important change was a set of closer-ratio cogs for the gearbox - with the first 3.200:1 (Mk I 3.628:1), second 1.916:1 (2.374:1), and third 1.357:1 (1.412:1). The engine output was increased to 46.5 bhp at 5500 rpm by dint of higher compression ratio, different camshaft, different carburettors, larger inlet valves and double valve springs. The new gearbox ratios and increased power more than compensated for the 60 or so pound weight the Sprite Mk II gained. The better aerodynamics of the new shape promoted faster top speed while the ratios and engine gave improved acceleration through the range.

The Mark IIA Sprite



In spite of the consternation its styling caused amongst the legion of dedicated Sprite Mark One owners, the Mk II soon became even more popular. It was, however, something of a stop-gap model - lasting only eight months before being replaced, in March 1963, by a further improved Mk IIA version which managed to remain under the A$2000 mark. Performance was given a boost with the addition of a 55 bhp, 1100cc E-engine which did little for top speed but noticeably quickened acceleration while strengthening flexibility.

Equally importantly, the car acquired disc front brakes, a larger clutch, baulk-ring synchromesh, more comfortable seats, improved sidescreens, revised instruments and a carpeted floor. Though better in many ways than its predecessors, the IIA did not escape some criticisms which had existed since the Mk I - such as the absence of synchromesh on first gear, the overlarge steering wheel, lack of straight-arm space between the wheel and seat, and the inconvenient soft-top. The additional power of the 1100cc E-engine also made new demands on the Sprite's handling. Unlike the older model, harsh jabs on the throttle tended to send the tail end sliding around in second gear, particularly if the corner is choppy.

The Mark III Sprite



October 1964 saw the release of the Mk III Sprite, with new rear suspension (semi-elliptics), wind-up windows, completely revised dash panel, self-cancelling turn signals, a smaller steering wheel and different interior trim, as well as a 59 bhp engine with stronger crankshaft and MG 1100 cylinder head. For the first time since local assembly began the price rose above the A$2000 mark. As a car, the Mark III Sprite was better value than ever. It was heavier than before, but the extra power resulted in improved performance, and handling.

Many road testers of the time noted that, with the switch to semi-elliptics on the rear, the Sprite felt very similar to its big brother, the MGB. Gone was the twitchiness and extremely high sensitivity to tyre pressures. The smaller steering wheel was also commended, though much of its advantage was lost as the wheel was located even closer to the driver because of the self-cancelling indicators behind it.

The Mark IV Sprite



The Mk III continued in this form until July, 1965, when BMC announced wire wheels and chrome body strips would be an $80 optional extra. The next month, however, those items became standard equipment - thereby raising the price by $80, to A$2198. And so to 1967, by which time a 1275cc Mk IV model had been released in Britain. But this was not to be in Australia because BMC considered the Austin Healey marque was wearing a bit thin, particularly in relation to the popularity of MG as a marque.

Unfortunately Sprite production was discontinued in November, 1967, to be replaced by the 1275cc MG Midget in February, 1968. The big change, apart from the octagonal badges and title, was in the engine - effectively a detuned 1275cc Cooper S plant with 65 bhp on tap. Again the extra power more than offset the further increased weight. The gearbox retained the same ratios employed since 1962, but in conjunction with a diaphragm clutch. Final drive ratio was also the original 4.2:1 to begin with, but this was later changed to 3.9:1.

Handling, always one of the Sprite's sportiest traits, even in the quarter-elliptic days, was further enhanced by the adoption of radial ply tyres as standard equipment. And not the least of the Midget's assets was a new hood which could be raised/lowered with one hand in a matter of seconds and stowed neatly around the rear rim of the cockpit; as opposed to the fiddly dismantle-and-stow-in-the-boot system formerly employed. The only detrimental consequence of these advances were that they helped force the price up to a new high of A$2480.

Well and truly outside the inexpensive class, and frustrated by frequent production delays, the Midget was slow to find its feet on the market. More improvements came in April, 1970 - the Mk 2 edition. With its sparkling performance, reclining seats (straight arms at last) and numerous other detail refinements, it stood as the best yet of its family. Unfortunately the price, at A$2769, and stiff competition from the sedan/coupe classes were to become increasingly critical factors to the Midget. The rest is history. Unless, of course, you can find one of these brilliant little cars for sale here on the Unique Cars and Parts Classifieds!
SPRITE PERFORMANCE
MODEL TOP SPEED (MPH) 0-50 MPH 0-70 MPH STANDING QUARTER
Sprite Mk 1 80.4 14.8 33.2 21.7
Sprite Mk 2 87.4 14.8 26.1 21.8
Sprite Mk 2A 88.2 10.4 23.8 21.0
Sprite Mk 3 93.4 9.6 20.1 19.9
Midget 1 93.7 9.5 19.3 19.1
Austin Healey Sprite Mark III
MG Midget
After the Mk III was discontinued in late 1967, the car re-emerged in February, 1968, as the MG Midget with new badges and grille, 1275cc engine and much improved soft-top ... easier to use and more rigid.

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Also see:


Austin Healey Sprite
Austin Healey Sprite Mark 3
MG Midget
Austin Healey History
MG History
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