1959 Austin Healey Bugeye/Frogeye Sprite
The Abbreviated Backstory:
Around 40-years ago, I purchased this vehicle from my brother-in-law's cousin, who was going to restore the car but ran out of interest. The car was just a rough and rusty roller with boxes of unlabeled parts and pieces. I was going to follow the restoration path, but the rust repair alone was going to make the project almost unmanageable. In fact, the first thing I started on (a small floor pan rust repair job) turned into a series of subtle--and then not-so-subtle—upgrades, changes, and modifications. It became an out-of-control snowball resto-mod project.
The really bad news is I started with no real end goal in mind, other than making something "cool." This is not a recipe for efficient success. Nay, it's a recipe for a long, drawn-out, meandering path with lots of do-overs along the way. For instance, during the process, I got into autocrossing, so I focused on making the car solo2-ready. I built a tube frame for the car, IRS, etc. I ran Datsun-based drivetrains in the car for years (L18 at first, then a Frankenmotor SDS EFI LZ2.2). I ran the car that way for a few years. Then I shifted in other directions due to shifting interests (e.g, swapping in a turbocharged Mazda 13b rotary, which was never finished... alas.) Then I put the car into storage and moved away to another state for work reasons. Yada yada yada. Years went by with little progress to report....
But now I'm back, with steady progress happening on the car. The bad news is I went with a major change upon returning home: yanked out the rotary, got a good deal on a low-mileage turbocharged 2.4-liter Ecotec that was in, of all things, a souped-up Model A. The engine came to me via a local hot-rod shop. I'm now working with Joe, the new owner of that shop (Wild West Rods & Customs). Joe is super knowledgeable, and hands-down, one of the best fabricators I've ever known. Working with him, it feels like I learn something new every week, and together we're going full-speed-ahead on the swap. The car has been a never-ending, ever-changing project, but I am totally re-focused on getting her back on the road with the new power-plant and getting to drive the heck out of her again.
The overarching goal has returned to just making a "cool" car that I personally just like. I want something that is quick and nimble, can be autocrossed moderately competitively if/when the urge arises, and can be taken to the occasional coffee-and-cars weekend show. Oh, and I also want the ability to jump in the car for short (and reliable) weekend and day trips with the wife when the mood strikes us. It's a big ask to achieve all these things, but I think it's going to work. Really, it's now just a matter of time, money, and willpower.
(Note: you can follow the week-to-week progress here.)
Body & Exterior:
- A tilt-forward bonnet (hood) that has a big cowl-induction-y scoop, along with a second "uni-brow" opening in the front for feeding the intercooler.
- A rollbar that goes through the body behind the cockpit.
- A rear center-mounted fuel tank filler.
- A not-so-subtle side-exiting exhaust directly behind the right front tire.
95% of bodywork is done. Still need to tweak all the body gaps and make a few more minor changes. Exterior of the car is also mostly all primed. The plan is to sand and paint everything once we get all the mechanicals done and the car running again. Color is TBD at this point (maybe lemon-drop yellow?).
[See the Body & Exterior Page for more photos and info]
Drivetrain & Suspension:
- Engine: Chevrolet 2.4-liter LE-5 Ecotec VVT with stock internals. I'm not entirely clear on the original engine history, but I *think* it originally came out of a FWD Cobalt before getting turbocharged by the previous owner when he dropped it into his Model A hotrod. The engine has a no-name log-type exhaust manifold, a modest T3-size turbo, and an external wastegate. We've added a Summit racing intercooler, which is fed air through a custom aluminum intake manifold that Joe fabbed up. Exhaust downstream of the turbo and wastegate is all stainless, with modern v-clamps and bellows, all running through a stainless MagnaFlow muffler stuffed into the engine bay and dumping out the side of the car. The workmanship that Joe has performed on this whole intake-and-exhaust system is mind-blowingly awesome. I'm dying to hear it run.
- Transmission: 5-speed Aisin AR-5 out of a Pontiac Solstice. Totally stock, sans a custom shifter modeled after the old Ford Cobras.
- Fuel System: 15-gallon custom aluminum fuel tank with an in-tank pump, external filter, rising-rate fuel regulator. The injectors (I think) are stock Ecotecs, so we'll see what hp they can support once the engine is fired up and tuned for the first time.
- Electrical: EZ-wiring harness kit, OEM Chevy ECU (to be re-programmed), Dakota Digital gauges, and an Optima Red-top Battery.
Suspension & Brakes:
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- Rear End/Suspension/Brakes: Mazda Miata hubs and disk brakes. Cut-down (narrowed) Miata CV axles. Torsen LSD diff (4.11) that's probably way too low (high numerically). Custom-built fully-adjustable upper and lower A-arms. Springs and shocks are still TBD at this point.
- Front Suspension/Brakes: Mazda Miata spindles, hubs, and disk brakes. Custom-built upper and lower A-arms. Springs and shocks are still TBD.
- Steering: Fast-ratio Sweet Engineering unit with a quick-disconnect no-name steering wheel.
- Tires/Wheels. Konig Rewinds in 15"x7" on 4-100mm bolt pattern with 40mm offset in graphite and chrome. Rubber is Falken Azenis RT615K+ tires in 205/50xR15.
Other/Miscellaneous:
- Interior: The interior is pretty bare-bones at this point. Sheet metal dash and tunnel. Seats are really old and tattered Paddy Hopkirks that need re-covering. We're going to locate the main engine electronics in a little cubby built into the rear fire wall, with a swing-down hinged cover. Dynamat sound deadening and some thermal insulation is planned for a number of places throughout the car.
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