Jensen Jensen-Healey Mk I

Jensen Jensen-Healey Mk I

The Jensen-Healey, produced from 1972 to 1976, was born from one of the most intriguing collaborations in British automotive history. When the Austin-Healey partnership ended in 1971, the legendary sports car designer Donald Healey sought a new manufacturing partner for a sports car that could fill the gap left by the Big Healey's departure. He found it in Jensen Motors of West Bromwich — the company that had, ironically, built the bodies for the original Austin-Healey 100 and 3000.

The Jensen-Healey's engineering was an ambitious mix of components from various sources. The chassis was a purpose-designed steel monocoque with independent front suspension using double wishbones and coil springs, while the rear employed a live axle located by radius arms and a Panhard rod — a proven if unsophisticated arrangement. The body, designed by Healey's son Geoffrey, was clean and attractive if not especially memorable, with a traditional long-bonnet, short-deck sports car profile.

The car's most significant feature was its engine. Rather than using a conventional British four-cylinder, Jensen-Healey secured the use of Lotus's new 907 twin-cam 2.0-litre four-cylinder engine — the first production application of what would become one of the most celebrated engines of the 1970s and 1980s. The 907 was a sophisticated all-alloy unit with a belt-driven twin overhead camshaft design, producing 144 bhp in Jensen-Healey specification. It was light, powerful, and technically advanced — but, as early owners would discover, it was also new and not yet fully developed.

Performance was impressive for a 2.0-litre sports car. The Jensen-Healey could reach 120 mph and dispatch the 0-60 mph sprint in approximately 7.8 seconds — competitive with the Triumph TR6 and Datsun 240Z that were its primary rivals. The Lotus engine revved freely to its 6,500 rpm power peak with a distinctive twin-cam rasp, and its alloy construction kept the car's weight under 1,000 kg, contributing to agile handling and good fuel economy.

The early Mk I cars used a Chrysler (Rootes) four-speed manual gearbox, which was adequate but not particularly slick. The Mk II, introduced in 1974, received a much-improved Getrag five-speed unit that better exploited the Lotus engine's character and made the car a more accomplished grand tourer. The Mk II also benefited from numerous detail improvements to interior quality, weather equipment, and mechanical refinement.

Unfortunately, the Jensen-Healey was plagued by quality problems in its early years. The Lotus 907 engine suffered from cam timing belt failures, water pump leaks, and poor fuel mixture distribution from the twin Stromberg carburetors. While most of these issues were resolved during production, the car's reliability reputation was damaged, particularly in the crucial American market where the majority of cars were sold. Jensen Motors' parlous financial state also meant that quality control was inconsistent.

Jensen Motors entered receivership in 1975, and the last Jensen-Healeys were assembled in 1976, by which time 10,503 had been built — along with 473 of the Jensen GT, a hatchback coupe variant introduced at the end. The company's collapse was a tragedy for the British motor industry, as the Jensen-Healey was fundamentally a good car that deserved more time and investment to reach its full potential.

Today, the Jensen-Healey enjoys a dedicated and enthusiastic following. The Lotus 907 engine's early reliability issues have been thoroughly addressed by the club community, and a well-maintained Jensen-Healey is now regarded as a genuinely reliable and enjoyable classic sports car. Parts availability is excellent, thanks in part to the Lotus engine's use in later Lotus and Talbot Sunbeam Lotus applications. The car offers a unique combination of British sports car charm, sophisticated twin-cam engineering, and accessible pricing that makes it an attractive alternative to the more common TR6 and MGB.