86-434: T60 or T-60 may refer to: Automobiles [ edit ] Berkeley T60 , a British three-wheel microcar Cooper T60 , a British Formula One racing car Lola T60 , a British Formula Two racing car Maxus T60 , a Chinese pickup truck Venucia T60 , a Chinese crossover Yema T60 , a Chinese SUV Military vehicles [ edit ] HMS Gnat (T60) ,
172-466: A British Anzani twin-cylinder 322 cc two-stroke engine producing 15 bhp (11 kW; 15 PS) and mounted transversely, driving the front wheels via a chain and three-speed gearbox. The engine was already used by various motorcycle manufacturers such as Cotton and Greeves , but in the Berkeley was fitted with a Siba Dynastart to provide both battery charging and electric starting. It
258-425: A Lucas Bendix starter motor, an external Lucas dynamo mounted above the gearbox, and a duplex (or double-row) chain drive to the differential . Kerb weight increased to 402 kg (886 lb). B95 engine numbers have the unique prefix 'SMTB', while B105 engines are prefixed 'SMUA'. The prototype car was SE492 chassis number 638, which was modified to add bracing to withstand the extra power and weight of
344-504: A column gear change. During their production run a Deluxe model was offered which was bodily the same but featured polished wheel trims and spinners, tachometer and twin carburettors. The chassis plate was similar to the Anzani type on the early cars but was later changed to a printed type fitted to the bulkhead above the brake master cylinder. The printed type chassis plate had type ‘SE328’ printed on it. Most of these cars were supplied with
430-428: A complex sheet steel chassis , braced by a GRP floor which was riveted to it, and boasted 8in diameter Girling disc brakes at the front. This made the design more conventional than earlier models, but still retaining a distinctive design and relatively light weight. The cost of the development programme exacerbated the financial difficulties facing the company at the end of 1960, and despite active involvement in
516-534: A dynamo. This was also the first year that reclining seats were fitted. A facelift was carried out for the 1970 model year (beginning in September 1969) after Austin-Healey (and MG) became part of British Leyland . These largely cosmetic revision were to update the appearance of the car (now 10 years old) and minimise the difference between the Sprite and Midget versions to reduce production costs; both cars now had
602-641: A few cars called the ' Ibis Berkeley ' were made that paid homage to the Berkeley—but using Mini front and rear subframes and a fibreglass monocoque 6 inches wider. Sold as complete body units to accept Mini parts by Ian Byrd and Tim Monck-Mason, these were advanced little cars using carbon fibre and foam beams. This later became the WASP, looking more like a scaled down Cobra. In 2020, automotive designer Martin Rees partnered with motorsport engineer Simon Scleater with
688-413: A floor-mounted handbrake lever. In their road test of October 1959, The Motor Cycle magazine described the car as "a fascinating, front-wheel-drive sports car which combines economy with liveliness and superb cornering." Drive was still to the front wheels through a four-speed gearbox, but a trailing arm replaced the swing axle independent suspension of the four-wheeled cars. The very last cars had
774-577: A gunboat of the Royal Navy T-60 tank , a Soviet light tank TACAM T-60 , a Romanian tank destroyer Other uses [ edit ] Boeing T60 , an American turboshaft engine Canon T60 , a film camera Stonewall County Airport , in Aspermont, Texas, United States ThinkPad T60 , a laptop T60, a Vox bass amplifier [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with
860-690: A lower state of tune than that of the Mini-Cooper 'S'), the Mark IV and its cousin the Mark III MG Midget had several changes which were more than cosmetic. Most notable is the change from a removable convertible top, which had to be stowed in the boot, to a permanently affixed, folding top of greatly improved design, which was much easier to use. Separate brake and clutch master cylinders were fitted, as car manufacturers' thoughts began to turn to making their products safer. On US market versions
946-606: A model name which had been a great success for the MG Car Company in the 1930s and again as the T-type Midget in the period from 1945 to 1955. The Midget was to prove more popular with the public than the Sprite and by 1972 had completely supplanted it within the BMC range. In October 1962, both Sprites and Midgets were given a long-stroke 1098 cc engine (engine code 10CG), which was also fitted in single carburettor form to
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#17327839588901032-466: A purchaser to specify various choices of engine, transmission suspension, paint and trim. Keith Brading started Frogeye Car company on the Isle of Wight in the 1980s. The first examples of these cars were restoration kits which used a ladder frame chassis to do away with the often rusted-out original body shell. Brading was known to Geoffrey Healey through a mutual friend and because he, at one stage, owned
1118-476: A range of parts and services aimed at preserving the remaining few hundred cars known to survive worldwide. Berkeley's first production car was the 'Sports' (type SA322), announced in September 1956 and produced from October 1956 to January 1957. Production began with two prototypes (registered RMJ395 and RMJ946), which were seen being tested around the neighbourhood of Biggleswade in the late summer of 1956. Stirling Moss drove one at Goodwood in September, and
1204-444: A revised rear body moulding, thus creating proper seats in the back for two children. The rear bench seat was fastened to the car and the centre backrest had a bulge in it because of the revised rear wheel arch. The Car was available in both soft-top and hardtop forms. These cars used the revised front and rear suspension layouts used on the very late T60s. The T60/4 had its own series of chassis numbers, prefixed "T60.4" and followed by
1290-433: A revised ‘unit’ front and rear suspension layout, presumably to stop the bridge over the differential from breaking and the rear damper top mount detaching itself from the car. The T60/4 was produced from October 1960 and are mechanically and outwardly similar to the late T60. It was the same length and width as the standard T60, but differed in having extra room in the back for two seats, the additional space being created by
1376-467: A rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of
1462-719: A serial number. About 50 were made. Both variants of T60 were in production at the time the company was declared insolvent in December 1960. The B65 was announced in September 1960 to complement the T60, B95 and B105. They were bodily the same as late SE492, complete with the lower front right hand side bulge in the punt to accommodate the larger 492 cc engine, but were fitted with the 328 cc Excelsior engine. Although logically these cars should have run from chassis number 1422 to 1520, it seems more likely that chassis numbers ranged from 1500 to 1520. Very few of these cars are known to exist and
1548-726: A streamlined body, built in Birmabright alloy at Healey's Warwick workshops by Bill Buckingham and Terry Westwood. These cars were powered by BMC's Courthouse Green's tuned engines and eventually produced a reliable 110 bhp, which enabled a top speed of around 150 mph on the Mulsanne Straight . One-off gearboxes were also made at Courthouse Green, with MGB gearboxes modified with an externally mounted 5th gear and overdrive in some cases. BMC works entries recorded class wins at Sebring with drivers including Stirling Moss, Bruce McLaren and Steve McQueen, as well as competing in
1634-430: A three-speed gearbox similar to the Anzani except for the mounting flanges. All of the cars had the sloping leading edges to the doors. Motor magazine tested a 328 cc Berkeley in 1957 and found it to have a top speed of 62.1 mph (99.9 km/h) and acceleration from 0-50 mph (80 km/h) in 30.6 seconds. Fuel consumption of 58.3 miles per imperial gallon (4.85 L/100 km; 48.5 mpg ‑US )
1720-603: A total of 15,000 mi (24,000 km) had been completed. At its launch, the B95 cost £659 (equivalent to £19,366 today). Chassis numbers followed on from the SE492 series, and chassis number 670 (the earliest known B95) was registered at the end of March 1959. The first B105, chassis number 686, was delivered about one month later. Series production continued to chassis number 835. A separate batch of about 12 cars (chassis numbers 850 to 861) appear to have been made for Mantles Garage in
1806-531: Is assumed that Berkeley built at least two models of this series, although none are thought to have survived. Surprisingly late-on in the British microcar boom of the 1950s, Berkeley's only three-wheeler model was not introduced until September 1959. It was an instant success in the UK where three-wheelers could legally be driven on a motorcycle licence, so were suitable for a motorcyclist with family. Another advantage
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#17327839588901892-636: Is probable that cars pre chassis number 120 (approx), about April 1958, had similar bodies to the early Berkeley “Sports” cars. Cars from about April 1958 to the end of production had vertical front door edges and internal door hinges, as well as body moulding and a few mechanical changes. Early cars were fitted with the four speed TR gearbox whilst later cars had the larger and stronger VR gearbox. The cars enjoyed some success in Motor Sport and Giovanni Lurani bought three which he took to Italy, fitted them with his own design of hardtop , and running them in
1978-484: Is still owned by Keith Brading. Another “engineering superstar” who also contributed to the Healey Frogeye development was John Ackroyd who designed Thrust2 , which held the world land speed record from 4 October 1983 to 25 September 1997. The Frogeye Car Company was a sideline to Keith Brading's main business, and no cars have been manufactured since 1998. On 24 May 2008, the official UK golden anniversary of
2064-461: The 1959 Geneva Motor Show and boasted more power from twin-cylinder Royal Enfield 692 cc four-stroke engines, with the 40 bhp (30 kW; 41 PS) Super Meteor engine in the B95 and the 50 bhp (37 kW; 51 PS) Constellation unit in the B105 which could reputedly exceed 100 mph (161 km/h) mark. The engines featured Berkeley-design primary chain cases to accommodate
2150-548: The Bond Minicar ) came to nothing, and the company's assets were liquidated in 1961. The factory was later used by Kayser Bondor Ltd to make women's underwear, but it was demolished in 2002 and the site turned over to housing. A road named 'Berkeley Close' in the housing estate provides the only obvious link to the car factory. Today there is an owner's club (the Berkeley Enthusiasts' Club), which provides
2236-582: The Donald Healey Motor Company . There was no direct successor, as BL's extensive range already contained the MG Midget, which was identical to the Sprite except for badging, and the similarly dimensioned and priced Triumph Spitfire . The Sprite (and its MG Midget sibling) have been successful club level race cars since their launch and continue to race in various events to the present day. International events were entered throughout
2322-574: The Mini and Austin-Healey Sprite . In the 1980s a new company was formed in Syston , Leicestershire, to restore Berkeley cars. By 1991 it was using the original moulds to make new body panels and in 1993 complete T60 cars were being made with a new ladder type chassis. A choice of engines was available, including Mini , Citroen 2CV and motorcycle units. In the late 1980s, in Auckland , New Zealand ,
2408-526: The "frogeye" in the UK and the "bugeye" in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928 . However, cost-cutting by BMC led to the flip-up mechanism being deleted. Therefore,
2494-561: The 1100 cc Spiders. The Innocenti Spider originally sold well in Italy, with production running at 13 cars per day in 1962, but it had a hard time competing against the cheaper Sprite in export markets. As more modern competitors arrived and as the British-built Sprite was modernised, sales dropped precipitously, with only 63 cars built in 1965. Thus, Innocenti presented the reworked Innocenti Coupé in September 1966, still with
2580-406: The 1960s and surprisingly good results were achieved, including a 12th-place finish at Le Mans in 1965. The works cars began with use of a commercially available fibreglass-bodied Sprite (with a Falcon body) before utilising lightweight body panels of standard appearance. By the mid-60s, use was made of the wind-tunnel at Longbridge. Barry Bilbie (the chassis designer) utilised the results to produce
2666-427: The 5.20x13 size, although later frogeyes shipped to North America wore 5.60x13 Dunlop crossplies. There were no exterior door handles – the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under
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2752-498: The 750 cc GT class, one driven by Lorenzo Bandini finishing first in the 1958 Monza 12 hour race. Reliability of the air-cooled two-strokes, became more of an issue with the extra heat generated by the triple, and there were a number of recorded reports of warranty claims. Announced in October 1958, this model was wider and longer than its forebears and differed structurally in that the rear swinging arms were lower and external to
2838-516: The American Tom Tjaarda, then working at Carrozzeria Ghia. The Innocenti 950 spider and later 1100 spider were produced from 1961 until 1968. A car with hardtop tested by the British magazine The Motor in 1961 had a top speed of 85.8 mph (138.1 km/h) and could accelerate from 0–60 mph (97 km/h) in 20.0 seconds. A fuel consumption of 43.5 miles per imperial gallon (6.49 L/100 km; 36.2 mpg ‑US )
2924-607: The Austin A40 and Morris Minor 1000 (which nevertheless remained the Minor 1000). A strengthened gearbox with Porsche (baulk-ring) synchromesh was introduced to cope with the extra power – 56 bhp. Front disc brakes were also introduced at the same time and wire wheels became an option. 31,665 Mark II Sprites were made. Innocenti also produced their own version of the Sprite, using the standard production underframe (initially shipped out from England), but with Italian styling by
3010-594: The Austin-Healey Sprite was developed into a formidable competition car, assuming many variants by John Sprinzel , Speedwell and WSM. Many owners use their Austin Healey Sprites in competition today, fifty years after its introduction. The Mark II announced at the end of May 1961 used the same 948 cc engine (engine code 9CG), but with larger twin 1 1 ⁄ 4 inch SU carburettors, increasing power to 46.5 bhp. A close-ratio gearbox
3096-490: The B95 in March 1959, a further 2,500 mi (4,023 km) of road and track tests had also been carried out by Berkeley factory drivers. Perhaps to address the reputation for breaking down that the two-strokes had developed, especially in export markets, it was emphasised by the factory that during this testing there had been no involuntary stops or any form of mechanical failure, and that further testing would be performed until
3182-532: The Berkeleys finished the event. In late 1957 a new derivative model was introduced, using a 30 bhp (22 kW; 30 PS), Excelsior three-cylinder 492 cc engine with triple carburettors. This engine configuration was made possible by the vertically split crankcase of the Excelsior engine and modular crankshaft and barrels, which made adding a central cylinder relatively easy. A four speed gearbox
3268-475: The Italian market, slotting nicely between the smaller Fiat 850 Coupé and the bigger Fiat 124 Sport Spider . Only 794 were built when production ended in 1968. The Lenham Motor Company of Kent, founded in 1960, was, and still is, one of the once many "cottage industry" automotive companies providing specialist conversions based upon commercial brand platforms. Best known for its Spridget coupé conversions and
3354-610: The Mk. II Sprite was introduced in 1961 it was joined by a badge-engineered MG version, the Midget , reviving a model name used by MG from the late 1920s through to the mid-1950s. Enthusiasts often refer to these later Sprites and Midgets collectively as "Spridgets." The MG-badged version of the car continued in production for several years after the Austin-Healey brand ceased to exist. The Sprite quickly became affectionately known as
3440-726: The Targa Florio and Mugello sports car races. Sprites were imported into Australia in completely knocked down ( CKD ) kit form and assembled by the Pressed Metal Corporation at Enfield , in New South Wales . Models assembled in Australia included the Mk 1, 2, 2A, 3 and 3A. At the 1960 Turin Auto Show, BMC's Italian partner Innocenti showed a small Spider built upon Sprite underpinnings. The car
3526-588: The United States where it sold for approximately $ 1600 (equivalent to $ 17,357 today). The manufacture touted the number 70, meaning it could reach 70 mph (113 km/h) and had an average fuel economy of 70 mpg. The export model was differentiated by having separate headlamps whereas on the home market they were faired into the wings, although the export type lamps could be specified. Early cars from Jan 1957 to about chassis number 476 in June 1957 still used
T60 - Misplaced Pages Continue
3612-638: The big-Healey based Lenham Healey (a replica of the Healey Silverstone), the firm also produced hard-tops for Jaguar E-types, Triumphs, the Jensen-Healey, the Lotus Elan and for the MGB. The Tifosi Rana Frogeye Sprite replica retains a significant amount of the character and appeal of the original version by using the MG Midget as its basis. As the MG Midget traces its roots directly back to
3698-559: The body, and the spare wheel was mounted at the rear of the car. The type reference is supposed to be SE492/4 but one has the reference B.100. The chassis numbers are D1/1 to D1/19 but then again one example has D1/100, this particular car could be the prototype since it appears in publicity pictures. The list price of the Foursome was £700 including Purchase Tax , with an additional £28 for the optional hardtop (equivalent to £20,571 and £823 today). The B95 and B105 models were launched at
3784-403: The brake master cylinder, was the printed SE328 type but with 'T60' stamped in the chassis number block along with the chassis number. Chassis numbers run from 1 to approximately 1800. The first 600 cars (approximately) had a bench seat with an umbrella-type pull handbrake and aluminium reinforcement sections in the punt body section. Cars thereafter had steel punt chassis sections, bucket seats and
3870-464: The car was launched to the public at the 1956 London Motor Show – one year ahead of the Lotus Elite , which was also to be of fibreglass monocoque construction. Bond's 2-seater open tourer design capitalised on Berkeley's GRP experience, and consisted of three large mouldings (floor or 'punt', nose, tail) with no conventional chassis. The front edges to the doors slanted forward so that when
3956-409: The doors were opened they hinged upwards and then closed by themselves. Although usually configured as a two-seater with a bench seat, a hatch could be removed from behind the front seat, revealing a compartment normally containing the spare wheel and some luggage space which could double as a basic seat for a small child. Equipment was basic, the fuel gauge was an optional extra. Power was provided by
4042-496: The era but these features were expensive to produce and unpopular with buyers so only around 20 cars were produced before these reverted to the original polished metal appearance. 22,790 Mark IV Sprites were made. Engine: The Healey connection was discontinued in 1971, so the final 1,022 Sprites built were simply Austin Sprites. This was a cost-cutting move of Donald Stokes ', enabling British Leyland to stop paying royalties to
4128-464: The four-stroke engine, a taller bonnet (US hood ) with large grille to accommodate the engine, and unfaired headlights . In mid-February 1959 this car spent two weeks at the Royal Enfield factory, during which time it covered 500 mi (805 km) of general road use and 1,000 mi (1,609 km) of endurance testing at MIRA . By the time of the press release announcing the launch of
4214-432: The headlights were simply fixed in a permanently upright position, giving the car its distinctive "cute" feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. A total of 48,987 "frogeye" Sprites were made. The problem of providing
4300-414: The home market, and several derivative models were spawned over the four years of car production. Export markets, most notably the United States, were exploited and the cars earned a reputation for fun, if fragile, sports motoring on a budget. Recognising the threat posed by the newly introduced Mini and Austin-Healey Sprite in the late fifties, the company started to develop a more conventional model with
4386-654: The intention of producing a modern interpretation of the Berkeley Bandit. Powered by a 2.3 litre Ford Ecoboost engine , the car would be based on a composite chassis using plant fibre materials. Production was set to commence in 2021 at the Old Warden Aerodrome in Biggleswade. Sixty examples of both a GT and Roadster version were planned to be produced, priced at around £40,000-£60,000. In August 2021, Berkeley Coachworks announced that due to
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#17327839588904472-485: The introduction of squared-off rear wheel arches to retain enough metal in the rear structure to give good rigidity. The result was a much less eccentric-looking sports car, though at the expense of some 100 lbs extra weight. In contrast to the 'frogeye', the later cars are often collectively referred to as square-bodied Sprites by enthusiasts. An MG version of the car was introduced in May 1961 as 'the new Midget,' reviving
4558-714: The introduction of the Austin Healey Sprite, "Spridget 50 – The Big Party" was held at the British Heritage Motor Centre at Gaydon , Warwickshire. Up to 1000 Sprites, Midgets and derivatives were in attendance – a record number. The event was jointly organised and promoted by the UK's Midget and Sprite Club, Healey Drivers Club, MG Owners Club, Austin Healey Club and MG Car Club – the first time an event of this size has been supported by all of
4644-401: The larger engine sacrificed some of its performance from 1968 on, through the use of smog pumps and other modifications to comply with federal emission control requirements. 1969 was the final year the Sprite was exported to the US. At the same time reversing lamps were made a standard fitment and the cars' electrical system was switched to negative earth and powered by an alternator rather than
4730-477: The ones that do seem to suggest a production run of about 20 cars or fewer. The type reference marked on the chassis plate is B65. For 1961, the intention was to move into the mainstream sports car market with the Bandit designed by John Tojeiro . This was to be powered by the 997 cc Ford engine (as in the 105E Anglia ) with Berkeley-designed MacPherson strut front and independent rear suspension . The car had
4816-696: The ongoing COVID-19 pandemic , production of the Bandit had been severely disrupted due to significant supply chain issues. As of 2023, any further news of this venture has yet to materialise. Austin-Healey Sprite The Austin-Healey Sprite is a small open sports car produced in the United Kingdom from 1958 until 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, two days after that year's Monaco Grand Prix . It
4902-446: The option of the seats, door trim and floor carpets in beige rather than the standard black. 1970-model year Sprites were fitted with new cast-alloy looking ventilated wheels although they were still made of steel although the option for wire-spoke wheels remained. As launched the 1970 Sprites had their windscreen frames and windscreen wiper arms painted 'anti-dazzle' matt black as was popular on modern American muscle cars and rally cars of
4988-573: The original Austin Healey ‘Frogeye’, the Tifosi replica perhaps merits the sobriquet "Spridget" even more than the originals. They are supplied and/or built by Halls Garage near Bourne in Lincolnshire, home of the now defunct BRM Formula 1 racing cars. The Tifosi Rana replica has a fibreglass body with upgrades such as external door handles and wind-up windows as standard. A "Custom package" allows
5074-529: The passenger compartment mean the shell is not a full monocoque . The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment. The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 and Morris Minor 1000 models, also BMC products, but upgraded with twin 1 1 ⁄ 8 inch SU carburettors . The rack and pinion steering
5160-611: The project from Ford the Bandit failed to survive Berkeley's insolvency. Only two prototypes were produced; the original Motor Show and press car registration number 700CNM, which has since been restored, and a second prototype car registered YRX292, which had a 1340 cc Ford Classic engine. This car was sold in Dursley in 1966 and was last seen in Swindon in the late 1960s. The car was to have sold for £798, equivalent to about £22,400 today, which would have made it more expensive than
5246-412: The rear deck, a process likened to potholing by many owners, as the space available was dark but cavernous. Engine: A car was tested by the British magazine The Motor in 1958. It had a top speed of 82.9 mph (133.4 km/h) and could accelerate from 0–60 mph (97 km/h) in 20.5 seconds. Fuel consumption of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg ‑US )
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#17327839588905332-478: The same 1100 engine as seen in late Spiders. The badging on the car simply read "Innocenti C". The Coupé's all-new bodywork designed by Sergio Sartorelli was wider and longer than the Spider's, and the wheelbase was extended by 150 mm to 2,180 mm (85.8 in). The floorpan was reworked to allow for the seats to be mounted lower than in a Sprite, making the cabin less cramped. It was competitively priced in
5418-505: The same cosmetic features, differing only in their badges. Alongside a new range of body colours, both cars now had the same grille, based on the plainer square-mesh design of the MkII-onwards Sprite but now finished in satin black with the addition of a chrome embellisher. The body sills were painted satin black with a chrome strip between them and the upper bodywork and the name "SPRITE" was applied in chrome capital letters on
5504-547: The same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=T60&oldid=1156468956 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Berkeley T60 Berkeley Cars Ltd / ˈ b ɑːr k l iː /
5590-431: The sill just behind the front wheelarch (MG Midgets had their own badge in the same style). Slimmer bumpers were fitted, with those at the rear changing to two quarter-bumpers with the gap in the middle filled by a square number plate . Rubber-capped overriders were standard fitment front and rear. The seats were now a slimmer, flatter design with a more modern upholstery pattern. Some body colours could now be ordered with
5676-473: The structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at MIRA (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from
5762-399: The summer of 1960, which used some chassis parts and the bucket seats of the T60. About 178 B95 and B105 models were made in total, of which approximately 15 to 20 cars were sold to export markets. In October 1959 the Q range was announced, with longer and wider bodies the same dimensions as the Foursome. The wheelbase went up from 70 in (1,778 mm) to 78 in (1,981 mm) and
5848-436: The support of Ford Motor Company . The caravan market collapsed towards the end of 1960, and Berkeley's cash flow problems forced the company into liquidation on 12 December 1960, taking its car manufacturing activities with it. After having produced about 4100 cars of various types, the workforce was laid off shortly before Christmas that year. An attempted sale of the company to Sharp's Commercials Ltd (manufacturer of
5934-575: The time was one of the largest manufacturers of caravans in Europe. It was an ideal project for Berkeley, who had developed considerable skills in the use of Glass-reinforced plastic (GRP), and were looking for something to fill the gaps in the very seasonal caravan market. What Panter and Bond wanted to achieve was "something good enough to win World 750cc races... but cheap, safe, easily repairable and pretty." The early cars were an immediate success on
6020-527: The track from 42 in (1,067 mm) to 46 in (1,168 mm). The Qs were four seaters (just), although the QB version dispensed with the rear seat to give extra luggage space. The only 'official' mention comes from the Autocar magazine's Motor Show edition of October 1959, when it appears that Berkeley's stand featured a red soft-top QB95 and a blue QB105 with a black hard-top. From this single reference it
6106-414: The two prototype 3000 coupes. Geoffrey Healey notes that Brading's re-design of the "Frogeye" was shortly to receive approval from Donald Healey, calling the concept "brilliant", and after some modifications, "just the vehicle to carry the Healey approval". The last sports car to have his father's approval benefited from Geoffrey Healey's direct input until his unexpected death in 1994 and the car he used
6192-475: The upper links fitted to the quarter-elliptic models being deleted. Though scarcely sybaritic, these changes helped the Sprite and Midget compete with the recently released Triumph Spitfire. 25,905 Mark III Sprites were made. Engine: The next upgrade was presented at the London Motor Show in October 1966. Besides receiving the larger 1275 cc engine (which disappointed enthusiasts by being in
6278-579: Was a British car manufacturer based in Biggleswade, Bedfordshire . The company produced economical sporting microcars with motorcycle-derived engines from 322 cc to 692 cc and front wheel drive between 1956 and 1960. About 4,100 cars had been sold before bankruptcy in 1960. The Berkeley automobile was a collaboration between designer Lawrence "Lawrie" Bond and the Berkeley Coachworks factory owned by Charles Panter, which at
6364-619: Was a plain stamped alloy rectangle fitted on the engine bay side wall just above the Dynastart and marked SA322 B1 etc. (Sports Anzani 322 cc Berkeley Chassis number 1). After 163 of the SA322 cars had been manufactured, a change was made to the SE328 model with a 328 cc Excelsior engine offering 18 bhp (13 kW; 18 PS). The production run ran from Jan 1957 to April 1958 with chassis numbers from 164 to 1422, many being exported to
6450-544: Was an advanced two-stroke engine which incorporated a rotary inlet valve mechanism in the centre of the crankshaft . The gearbox was a three-speed Albion HJR5, using a steering column-mounted gearchange. The car had all-round independent suspension by coil springs and in spite of the small engine gave remarkably good performance owing to its light weight (kerb weight is 605 lb (274 kg) ) and excellent roadholding. Girling hydraulic brakes with 7 in (178 mm) drums were used. The identification plate
6536-663: Was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. The road wheels were 13" and all cars were invariably fitted with Dunlop crossply tyres, usually their Gold Seal model in
6622-409: Was fitted. The bodywork was completely revamped, with the headlights migrating to a more conventional position in the wings, either side of a full-width grille and a conventional bonnet. At the rear, styling borrowed from the soon-to-be-announced MGB gave a similarly more modern look, with the added advantages of an opening boot lid and conventional rear bumper bar. The addition of the boot lid required
6708-624: Was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven . The Sprite was designed by the Donald Healey Motor Company , with production being undertaken at the MG factory at Abingdon . It first went on sale for £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down. When
6794-445: Was introduced with hinged quarterlights and wind-up side windows. Exterior door handles were provided for the first time, with separate door locks. Though the car could now be secured, with a soft-top roof the added protection was limited. The rear suspension was modified from quarter-elliptic to semi-elliptic leaf springs, which gave a more comfortable ride for a near-negligible weight penalty as well as providing additional axle location,
6880-409: Was introduced, this also had front disc brakes to cope with the extra power. The 1100 has 58 hp (43 kW) and could also be fitted with a removable hardtop. The Spider wasn't a mere reshelling, as the entire bulkhead was moved forward to provide longer doors and a more modern look. Unlike the spartan Frogeye, the Spider also had wind-up windows. 4,790 of the 950 Spiders were built, and 2,074 of
6966-663: Was recorded. The test car cost £574 on the home market including taxes of £152 (equivalent to £17,480 today). The SE328 enjoyed considerable success and press exposure through their involvement with lightweight motor racing, and their famous drivers included Pat Moss who drove one in the 1958 Liège-Brescia-Liège rally for cars up to 500 cc. The Berkeley team – a works-supported entry of six cars including BBC commentator Robin Richards – led as far as Slovenia , but slow climbing in summer heat found their weakness and Moss ended up being towed back to Italy by another Berkeley. None of
7052-505: Was recorded. The test car cost £678, including taxes of £223. The BMC Competitions Department entered Austin Healey Sprites in major international races and rallies, their first major success coming when John Sprinzel and Willy Cave won their class on the 1958 Alpine Rally . In 1959, the Sprite was introduced to the US market by winning its class in the 12-hour race at Sebring, Florida. Private competitors also competed with much success in Sprites. Because of its affordability and practicality,
7138-553: Was recorded. The test car, which was to de-luxe specification cost £705 including taxes of £208. Engines: The Sprite Mark III was announced in March 1964. It was also marketed as the MG Midget Mark II. Differences between the two were again restricted to minor trim detailing. Although still 1098 cc, the engine had a stronger block casting, and the size of the crankshaft main bearings was increased to two inches (engine code 10CC). A new (slightly) curved-glass windscreen
7224-506: Was standardised. The top speed was now 80 mph (129 km/h). Production ran from October 1957 to March 1959 with chassis numbered 1 to 666. From about October 1958, in order to coincide with the introduction of the 'Foursome' (see below), they were renamed the ‘Twosome’. Also at the 1958 Motor Show a Fixed Head (or Hardtop ) was announced and displayed that had external as well as the usual internal door handles, but there are no records that this body style actually reached production. It
7310-415: Was that the purchase and road tax fees for three-wheelers cost considerably less than four-wheeled vehicles. Thus at its launch, the T60 only cost £400 (equivalent to £11,755 today). They were fitted with the 328 cc Excelsior Talisman engine like the older SE328, and the four speed and reverse type VR gearbox, and were available as both soft and hardtops. The chassis plate, mounted on the bulkhead above
7396-457: Was the first design of Tom Tjaarda 's, drawn for Carrozzeria Ghia . Ghia's partner firm OSI built the bodyshells, when the car entered production in early 1961. The original Innocenti 950 Spider had the Frogeye's 948 cc engine with 43 hp (32 kW), 624 of these were built. Later in 1961 an uprated 46.5 hp (35 kW) was installed. In February 1963 the 1098 cc "S" model
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