A SURE FOUNDATION THE FOLLOW-UP ARTICLE By David C. Seib I met Martin Jansen, owner of Jule I asked Martin Jansen why he didn’t replicate the original Enterprises, about 20 years ago. Back then frame in its entirety, with the single exception of using heavier gauge steel. His response was that he wanted his I was curious about what he was offering frames to be visibly different so that over time people as an aftermarket replacement, and since I would begin to see the difference in the two frames and lived in western NY it wasn’t too far of a trip. prefer the one that was stronger. So it seems to me he The frame under my car was corroded and chose this challenge to gain acceptance, knowing purists will always point out the variances from originality. twisted, and I wanted to see the differences As a result, once a Jule frame is installed, the car is no between this frame and the original. As longer capable of competing in a Concours competition. background information, my B.S. degree is in Alternatively, it is interesting to note that Jule Enterprises Materials Science & Engineering, and at that has been in business for 30 years. There is an acceptance regarding Jule framed cars among a group of owners who point in my life I had just left working for an enjoy driving the cars. aircraft overhaul and repair facility in North Carolina. Mr. Jansen and I discussed the use of Each of us, individually and collectively, as a Big Healey enthusiast ultimately decides the level of acceptance for 0.125 inch thick steel tubing as the basis for Jule framed Austin-Healey cars and sets the market price the Jule Frame, and after that we parted ways for these cars accordingly. If considering a Jule frame, it except for an occasional phone call. is important to ask questions and determine for yourself the impact a Jule frame has on resale value and your A few years later, Mr. Jansen asked if I could conduct a personal goals. Also look at cars that have had original torsional test on the original Austin-Healey frame verses his frames repaired or original style frame replacements and Jule replacement frame. I traveled to Canada and showed determine which cars are holding up better several years him and a couple of his friends how to set up and run after restoration. Determine for yourself if sag is setting the test. Once the test was completed, I went home and back in or are the lines crisp and straight. Frame-off performed the numerical analysis. The resulting article restorations are expensive and getting the best value is titled “A Sure Foundation” was published in the April 2000 important. edition of the Healey Marque magazine and compared the torsional strength of an original Austin-Healey 3000 This article is a bit long, as I will try to address not only the frame to that of a Jule replacement frame. If you have not condition of cars 50 – 60 years after original manufacture, read that article, you should read it before continuing to but the knowledge and level of engineering that existed read this one. But to paraphrase that article, it stated that in the very early 1950s when the Healey 100 was first the original Austin-Healey frame had a wall thickness of designed so as to put the topic in context. 0.072 inch, a torsional resistance of 635 ft-lb/degree, and a weight of 135 pounds. The Jule frame had a wall thickness of 0.125 inch, a torsional resistance of 1550 ft-lb/degree, AUTOMOTIVE SAFETY and a weight of 215 pounds. The torsion tested original Safety should be a first and foremost concern with Austin-Healey frame and the aftermarket Jule frame were any vehicle on the road, and as our cars age numerous both verified to be in good condition, as degradation of components wear, corrode, crack, or need replacement. either frame would have resulted in low torsional resistance values. My hope is that the earlier article was informative. Some Austin-Healey cars are beautifully restored from above, but underneath is where we all have to pay Fifteen years later there are still numerous questions particular attention. Sadly, corrosion and degradation have regarding the Jule replacement chassis. Purists don’t like it taken a heavy toll on the frames and lower chassis surfaces because it is not a faithful reproduction of the original. Mr. of many of these cars over time. Corrosion protection Jansen likes it because it is not as flimsy as the original and when these cars were built consisted of paint, tar, or wax. removes the scuttle shake issue. The water splash and mud zones under the cars have © 2015 David C. Seib | 1 undergone significant degradation over the years. Check designed of immense strength, for light weight. Box for corrosion holes through the main frame rail lower and section throughout. Straight side-members 6-inch deep”. upper surfaces, outriggers, and sills. Look closely for shoddy These cars were the fastest production cars in the world at main frame rail patch repairs, and buckling of the vertical that time and achieved 110 mph. Geoffrey also stated the portion of the main frame rails. chassis design was challenged in several areas; forward outrigger that tore from the chassis, cracks in the front Open the bonnet and verify the fan belt can be easily suspension boxes, cracks where the X-member met the replaced. It has been observed that as the frames under main frame rails, and cracks at the rear suspension Panhard these cars deteriorate the radiator to pulley distance rod attachment point. Modifications were undertaken to becomes so tight that the fan belt becomes nearly fix the chassis issues and retrofits were performed on all impossible to replace. Check door gaps and verify the doors production cars already sold. open and close without hitting the bodywork. Door gap at the rear wing (i.e. fender) should be uniform from top to The Healey Silverstone was the next model produced by bottom, measuring approximately 3/16 inch. Donald Healey. Geoffrey stated that poor aerodynamics severely limited this 3.8 liter Nash powered car at speeds of In addition, be sure to check brakes and other mechanicals 100 mph and caused the engine to work too hard on the typical of any other older automobile. Inspect the race track and ultimately overheat. expensive sheet metal skins for body filler and proper curvature on both the exterior and interior surfaces. Just The Nash-Healey was the next car to bear the Healey name. remember that as these cars have increased in value over It would achieve a commendable race history during the the years, so has the ingenuity of some people to present very early 1950s. Page 40 of the book describes a torsional a lower quality car as something having higher financial test used to evaluate torsional strength of the Nash-Healey worth. box frame so that the chassis could handle the longer Nash engine. After assuring the new frames were as strong as the A couple pages of historical information are needed before earlier Healey frames, production of frames was undertaken beginning the frame discussion. at the John Thompson Motor Pressings Company. A series of challenges and remedies typical of development are described on the next few pages, such as tires, brakes, “THE HEALEY STORY” BY GEOFFREY HEALEY aerodynamics, fuel, and other issues. Race successes I suggest buying a book titled “The Healey Story” written by were enjoyed by the early Nash-Healey models that used Donald Healey’s son Geoffrey, who worked with his father aluminum wings (i.e. fenders), rather than the later heavier in the design and development of what we now know cars using steel wings. A total of 506 Nash-Healey cars as the Big Healey. The book is an enjoyable read for any were built between December 1950 and August 1954, Healey enthusiast and provides valuable bits of information with engines produced by Nash, chassis manufactured by concerning design, production issues, and race history. Healey, and body work installed by Pinin Farina of Italy. The book discusses in brief the life and times of Donald Cost of these cars was 10 - 15% less than a Ferrari, too high Healey, who is referred to as DMH on most of the pages. a price to sell many vehicles. DMH was a well know racer in the 1930s, who drove Geoffrey’s book then describes DMH’s desire in 1951 Triumphs, Rileys, and Invictas, and who ultimately to build a 100 mph sport car for the American market, progressed to Technical Director at Triumph. After WWII he targeting the gap between the dated 80 mph MG TD and started his own small automotive company using virtually higher priced 120 mph Jaguar XK120. He also targeted a all his assets, about £50,000, to get it started. There were sell price under £1,000 to avoid the British luxury sales tax, a few investors as well. The average Englishman’s annual which would have doubled the tax on the car. Donald and salary at that time was about £200 per year. Geoffrey evaluated several mass production engines of the DMH was essentially a chassis builder, and with each model day and decided on the Austin Atlantic A90 four-cylinder he built the focus was on being able to achieve 100 mph or for the job. Agreement for Donald Healey to be provided more. With each new model an engine was selected and a A90 engines was achieved with Len Lord of Austin on torsional test of the frame was performed to make sure it November 27, 1951.