History of Development and Production
The Sprite Mk1
The relationship built up between the British Motor Corporation and motorsport celebrity Donald Healey in the 1950’s resulted in the creation of the Austin Healey 100 sportscar, a vehicle which enjoyed considerable sales success, particularly in the important North American continent. A potential market for a smaller “budget” alternative was soon identified, and this led to an ‘informal decision’ between BMC’s chairman, Leonard Lord, and Healey to develop a small sportscar based on Austin parts, mostly centered around the Austin A35 saloon car.
The engine, transmission, rear axle and front suspension were all to be
used, but steering would come from the Morris Minor and better, hydraulically
operated, brakes were needed. MG derived manifolds and twin 1 1/8” carburetors
would boost power. The engine was developed by Morris engines, and they later
supplied the units since
The new car, eventually named the Austin Healey Sprite, was to do away with a separate chassis and body shell. Instead, it was designed around a monocoque frame consisting of front and rear bulkheads, joined by ‘top hat’ sill sections and body stiffners, all mounted onto a floorpan. Extra rigidity came from the central gearbox tunnel. In many places, the body utilized flat panels and simple formed sections to keep construction costs down to a minimum. The bonnet and front wings hinged upwards as one assemble from the bulkhead, and the upwards curve of the front top edge of this sill panels accentuated this feature. This characteristic sill line was to last until the end of production of the last descendant of the Sprite family tree, the MG Midget 1500, twenty-one years later. The first prototype Sprite incorporated external hinges to reduce costs, but expensive pop up headlamps. By prototype number two, the headlamps had become fixed providing the ‘frogeye’ appearance so well known and loved today.
The little Sprite, built in the MG factory in Abingdon, was launched in 1958. It was a hoot to drive, if somewhat cramped inside (another which would see out production twenty-one years later). It quickly established itself in the motoring world, aided by a low price of £455 (less tax) and a successful motorsport career in the hands of BMC works team drivers, most particularly John Sprinzel.
The Sprite Mk11 and Midget Mk1
(H-AN6 and G-AN1 models)
For 1961 it was decreed that something of a revamp was necessary, and to this end the Austin Healey Sprite Mk11 was launched, together with a new, slightly more lavishly finished stable mate, the MG Midget. These two models offered a radically altered, more square body profile wrapped around essentially the same underframe. The rear of the body now had a boot lid for the first time, while at the front out went the charismatic (or ugly, if you prefer) frogeye look, to be replaced with the conventional set up of separate wings housing the headlamps. Between the wings a narrower, and certainly lighter, bonnet panel gave rather poorer access to the engine bay. The little 948cc engine became more willing, thanks to the fitment of 1 ¼” carburetors and improved cam timing. Steering, suspension and brakes remained largely unaltered.
The Sprite Mk11 1100 and Midget Mk1 1100
(H-AN7 and G-AN2 models)
The next milestone was the introduction of a 1098cc variant of the trusty
BMC ‘A’ Series engine in 1963. Along with the improved performance, the brakes
were duly uprated with front disc brakes’ appearing for the first time in
production on the cars – prior to this, a disc brake conversion kit had been
independently marketed by the Healey Motor Company of
The Sprite Mk111 and Midget Mk11
(H-AN8 and G-AN3 models)
Many aspects of the design were changed at the next revamp, which
occurred in 1964. The body of the Sprite Mk111 and Midget Mk11, largely
unchanged in silhouette, received an all new dash layout, fitted carpets in all
models, a new windscreen with easier to fit hood attachments, plus wind up
windows to replace the sidescreens. These were all improvements inspired by the
For the same reasons, the beautifully handling but harsh riding rear suspension lost its quarter elliptic springs, gaining instead a more conventional semi-elliptical spring layout which lost a little of the accuracy and sharpness but improved the ride enormously. A benefit not seen at the time, but in the cars’ old age now greatly appreciated, is the fact that the new suspension did not impose so much stress on the monocoque body. With the result that split seams, cracks and corrosion around the rear floor and bulkhead were (and are) on the whole much less common on post 1964 cars.
In answer to misgivings about the bottom end durability of the engine, larger main bearings were fitted. A larger clutch and strengthened (‘Ribbed Case’ as opposed to the previous ‘Smooth Case’) gearbox were also introduced, keeping the model range in line with the other BMC products using that basic type of gearbox, the Morris Minor, Austin A40 and A35 van.
The Sprite Mk1V and Midget Mk111
(H-AN9 and G-AN4 models)
By 1966, Sprite and Midget performance figures were beginning to look a little feeble when compared with contemporary saloon cars-not an idea situation for a sportscar to be in. Indeed, the immensely popular Mini Cooper ‘S’, which was also a product of BMC, was taking the limelight and eating into potential sales. In an effort to counter this, a slightly detuned version (apparently for reliability’s sake) of the 1275cc Cooper ‘S’ engine was fitted to the 1967 Sprite Mk1V and Midget Mk111.
Along with the improved performance, the new models also benefited from a
new, convenient, fold down hood design. It was at this time that cars destined
The Sprite Mk1V and Midget Mk111
(H-AN10/A-AN10 and G-AN5 models)
‘Leylandised” versions of the cars arrived for the 1970 model year, in fact some eighteen months after MG, Austin and their parent companies had become part of the massive British Leyland Motor Corporation. The nomenclature-Sprite Mk1V and Midget Mk111 – remained the same as before, as did the mechanical and sheet metal specifications. However, the car now had a much more upbeat contemporary appearance, due to a myriad of trim changes both outside and in.
Gone was the 1960’s style brightwork. A new radiator grille (effectively a blacked out and jazzed up version of the previous Sprite grille) was complemented by slim-line bumpers, fashionably quartered at the rear. Completing the slim-line effect, the sills were also painted satin black, giving the car a sleeker side profile. New spoke steel wheels (‘Rostyles’) aesthetically matched the car as well as the optional, more traditional, wire wheels, demand for which began to fade. Inside the car, heat welded vinyl abounded, instead of stitched pleat upholstery; this style of interior trim was to remain with the vehicle up to the end of production.
Towards the end of 1971, the Sprite disappeared quietly form the new car
showrooms. Sales had slowly slipped away and had latterly been confined to the
home market. The last 1022 Sprites were simply labeled as ‘
The Midget Mk111, however, remained comfortable in production, seeing in
1972 with new rear wings with the square top wheel arches replaced by round ones
(not seen on Sprites and Midgets since the ‘Frogeye’). As a result it became
easier to fit fatter tires and alloy wheels, which were popular aftermarket
accessories at the time. If the urge to fit them was resisted, the car would
definitely be sitting on radial ply tires: they became standard fitment
alongside a much needed alternator (which replaced the by then archaic dynamo).
As a sop to forthcoming home market safety regulations rocker switches found
their way onto the dashboard, replacing the more satisfying but apparently less
safe toggle switches. By 1974, Midget sales in mainland Europe had ceased,
The Midget 1500
As an attempt to rationalize on the build specification, many of the safety and emissions changes necessary for the 1975 North American specification models were also implemented on home market vehicles. These included the well know ‘rubber’ bumpers (actually plastic), a ride height increase of one inch to meet bumper height regulations, a return to square rear wheel arches and a whole new power train.
This car became known as the Midget 1500, although actually it was still a Midge Mk111 officially (and in most respects under the skin was very similar to the outgoing 1275 engine Mk111). While it certainly lacked the keener, sportier edge of the earlier cars, it was undeniably a better cruising vehicle (though sadly it never benefited from the overdrive, which was optional on the same gearbox when fitted in a Spitfire).
Sprite and Midge production finally finished in 1979, when the last Midget 1500’s rolled off the line. Ironically, amongst the last cars built were five hundred special black models, celebrating fifty years of MG Midget production. In total, 355,888 Sprites and Midges were built between 1958 and 1979.
Production Data; Body Shell Fitting
A model year does not necessarily coincide with the year in which the car was built. For example, it may be seen from the following chart that while a car built in January 1972 is indeed a 1972 model year car, another one built in August of that year is a 1973 model year car. There are several different reasons for this. One reason is that it is easier to bring in changes in a model’s specification when production has been halted already for a holiday shut down. Another reason is that motor shows usually took place in the Autumn and Winter, displaying the following year’s new or updated models. Detailed here are the Sprite and Midge model years relevant to this catalogue.
Model Model Year First chassis no. Start Date
Austin Healey Sprite Mk1 1958 H-AN5-501 March 1958
Austin Healey Sprite Mk1 1959 H-AN5-8927 January 1959
Austin Healey Sprite Mk1 1960 H-AN5-30215 January 1960
Austin Healey Sprite Mk11 1961 H-AN6-101 February 1961
MG Midget Mk1 1961 G-AN1-101 March 1961
Austin Healey Sprite Mk11 1962 H-AN6-12247 January 1962
MG Midget Mk1 1962 G-AN1-7526 January 1962
Austin Healey Sprite Mk11 1962 H-AN7-24732 October 1962
MG Midget Mk1 1962 G-AN2-16184 October 1962
Austin Healey Sprite Mk11 1963 H-AN7-26622 January 1963
MG Midget Mk1 1963 G-AN2-17688 January 1963
Austin Healey Sprite Mk11 1964 H-AN7-37735 January 1964
MG Midget Mk1 1964 G-AN2-25361 January 1964
Austin Healey Sprite Mk111 1964 H-AN8-38854 January 1964
MG Midget Mk11 1964 G-AN3-25825 January 1964
Austin Healey Sprite Mk111 1965 H-AN8-48873 January 1965
MG Midget Mk11 1965 G-AN3-36791 January 1965
Austin Healey Sprite Mk111 1966 H-AN8-57945 January 1966
MG Midget Mk11 1966 G-AN3-45860 January 1966
Austin Healey Sprite Mk1V 1967 H-AN9-64735 October 1966
MG Midget Mk111 1967 G-AN4-52390 October 1966
Austin Healey Sprite Mk1V 1968 H-AN9-72041 November 1967
MG Midget Mk111 1968 G-AN4-60460 November 1967
Austin Healey Sprite Mk1V 1969 H-AN9-77591 December 1968
MG Midget Mk111 1969 G-AN4-66226 December 1968
Austin Healey Sprite Mk1V 1970 H-AN10-85287 September 1969
MG Midget Mk111 1970 G-AN5-74886 September 1969
Austin Healey Sprite Mk1V 1971 H-AN10-86766 December 1970
MG Midget Mk111 1971 G-AN5-96273 December 1970
Austin Sprite Mk1V 1971 A-AN10-86803 January 1971
MG Midget Mk111 1972 G-AN5-105501 October 1971
MG Midget Mk111 1973 G-AN5-123731 July 1972
MG Midget Mk111 1974 G-AN5-138801 August 1973
MG Midget 1500 1975 G-AN6-154101 September 1974
MG Midget 1500 1976 G-AN6-166301 October 1975
MG Midget 1500 1977 G-AN6-182001 August 1976
MG Midget 1500 1978 G-AN6-200001 August 1977
MG Midget 1500 1979 G-AN6-212001 May 1978
MG Midget 1500 1980 G-AN6-229001 October 1979
Serial Number Prefixes
Sprite chassis numbers: H-AN5 (1958 to 1960)
H-AN6 (1961 to 1962)
H-AN7 (1962 to 1964)
H-AN8 (1964 to 1966)
H-AN9 (1967 to 1969)
Midget chassis numbers: G-AN1 (1961 to 1962)
G-AN2 (1962 to 1964)
G-AN3 (1964 to 1966)
G-AN4 (1967 to 1969)
G-AN5 (1970 to 1974)