The Tickford`s body styling was flowing and expansive, the level of luxury was vastly improved. For the first time the side-windows were glass and not Perspex. Luxury finish took priority over weight. The design of the car ignored Healey`s competition heritage and was aimed at `the gentleman motorist`.
The rolling chassis was identical to previous Healeys except for one detail, the length. An extra nine inches was added to the rear of the original chassis to allow for a larger boot. In all, 222 examples were made by 1954.
The Tickford used Healey`s own chassis made from light-weight steel box-section. It differed from previous chassis by being extended at the rear by nine inches. Riley running-gear was utilised again. The front suspension used coil-springs and Healey`s alloy trailing links, the rear used Riley`s live axle with coils, trailing arms and a Panhard rod. Lever-arm shock absorbers were fitted and Lockheed supplied the brakes with drums all round. Worm and roller steering gear was employed.
An ash-timber frame was built onto the chassis to support the sheet alloy body. The Tickford was a 2-door fixed-head-coupe seating 4/5 people in great comfort. Leather seats and a full walnut dashboard was the standard for luxury in those days.
The Healey Tickford used the Riley 2.4 litre (2443 cc) with twin overhead-camchafts. The 8 valve cross-flow cylinder-head produced a compression ratio of 6.9:1. Twin SU carburettors were standard fitment. The power was transmitted by Riley`s 4-speed manual gearbox.
The 2.4 Riley produced 106 bhp and 136 ft/lbs of torque, giving the Tickford a top speed of 102 mph and a 0-60 time of 14.6 seconds.
The Healey Tickford according to Hagerty is now worth at around £15.000 in average condition. Being as rare as they are, no doubt the prices will keep increasing making the Tickford an affordable classic that will make a lot of money in the future.
Healey Tickford 1950-1954 Specification
|Body Type||4/5 seater 2 door coupe/saloon|
|Drive Type||Rear wheel drive|
|Cargo Volume||Bigger than Elliott|
|Engine||2.4 Riley DOHC 8V|
|Displacement||2443 cc||149.1 cui|
|Power||79 Kw||106 bhp||4800 RPM|
|Torque||184 Nm||136 ft. lb||3000 RPM|
|Top Speed||164 km/h||102 mph|
|Acceleration||0-100 km/h - 0-60 mph||14.6 s|
|Fuel consumption||l/100 km||Imperial mpg|
|Gearbox||4 speed manual|
|Weight||1346 kg||2967 lb|
- Marcos Cars 1959-2002: Uncertain Future Classic - 13. April 2016
- Healey-Alvis G Type 1951-1953: Only 25 Classic Cars Made - 2. November 2015
- Ettore Bugatti 1881-1947: Pioneering Genius of Design & Engineering - 5. October 2015
- Mulhouse City of the Automobile: Or What I did On My Holiday - 2. September 2015
- Aston-Martin DB4 1958-1963: The First Aston Superleggera - 18. August 2015
- Berkeley T60 & T60/4 1959-1960: Another 3-Wheeler Sports Car - 29. June 2015
- Bristol 403 1953-1955: Bristol With Reduced Brake Efficiency - 22. June 2015
- Triumph TR4A 1965-1967: The Car With a Choice of Rear Axles - 1. June 2015
- Aston-Martin DB2/4 1953-1957: The First Hatchback - 18. May 2015
- AC Aceca 1954-1963: Car That Should Have Been The AC Cobra - 28. April 2015
I was born in Hereford UK in 1948 and brought up in Gloucester UK. I played Rugby football internationally as a schoolboy. At the age of 17, a new and wet driving license in my paw, I entered motor racing. I was supported and financed by my parents and so my journey began.
In 1965 I bought a 1293cc Mini-Cooper `S` and campaigned it for a season. Having quickly made some good friends in the racing fraternity, several interesting opportunities came my way. I joined a sports-car team and raced in the Le Mans 24 hours in 1968 and 1969 in a Lola T70. Mechanical failure defeated both efforts. During that period I owned and raced a `D type` Jaguar and an AC Cobra. In those days cars like that were available and not too expensive, now they reside in museums and private collections. I had a chain of interesting cars through my youth including Jaguars, Minis, Mustangs and Lotus-Cortinas.
As a young driver I had my share of accidents too. Often the car would only be worth scrap-metal value by the time I got it home! I worked for an Aston-Martin/Jaguar dealership for a while, which enhanced my experience and gave me the opportunity to sample some very exotic machines, Ferrari, Facel-Vega, Iso and Maserati to recall a few of them.
At the end of 1969 I moved to South Africa to work on my uncle`s farm but the S.A. government had other ideas and drafted me into the army. After five years had passed I was thanked and released from the service. While I was there I bought a beige Cadillac Eldorado, previously the property of Marilyn Monroe. While I was away on a patrol my girlfriend had it re-sprayed pink! I was unimpressed by both the joke and the bill for the work!
When I returned to UK in 1974 I left it behind. On my return I found that the once-mighty British motor industry was in decline and was headed for oblivion. Motor racing was now very expensive so I turned to commercial transport. Driving large trucks gave me freedom and a chance to see some of the world. I don`t remember ever making a career choice but for the next thirty years a truck was my home. For about ten years in that period I owned two trucks of my own.
I also owned a famous MGB-GT, known as `Lucky`. If you`d like to read `The Story of Lucky` there is an article in Inopian`s archive. I finally retired, due to ill-health, in 2008. Since I had varied knowledge and many experiences on our subject I decided to share the stories of the cars I enjoyed (and hated) with the new generation.
Enjoy Inopian… it is constructed and written for you.