Austin-Healey Sprite: the Frogeye and the Spridget (1958-1971)
At a glance
- Years
- 1958-1971
- Body styles
- Two-seat open roadster (monocoque)
- Drivetrain
- Front engine, rear-wheel drive
- Engines
- 948, 1098 and 1275cc BMC A-series
- Power
- Around 43 bhp (Frogeye) to 65 bhp (1275cc Mk IV)
- Top speed
- Around 80 to 95 mph
- Production
- About 129,000 across four marks
- Assembly
- Abingdon, Oxfordshire
- Designer
- Gerry Coker (Frogeye body)
- Values
- Frogeye project around £4,000-£8,000, good £12,000-£16,000, excellent £18,000-£22,000 and up; later Spridget Sprites markedly cheaper, often under £10,000
- Construction
- Unitary (monocoque) body, one of the first volume sports cars to use it
- The icon
- The Frogeye Mk I (1958-61): the bug-eye original and most valuable Sprite
The Austin-Healey Sprite is one of the most loveable small sports cars Britain ever built, and its first version, the bug-eyed “Frogeye”, is among the most charming shapes of the 1950s. Cheap when new and still among the most affordable ways into classic ownership, the Sprite is simple, light and enormous fun.
It is the small Healey of the Austin-Healey range, the junior partner to the muscular 3000, and from 1961 the twin of the MG Midget, the pair known together as the “Spridget”.
The Frogeye
The original Sprite, the Mk I of 1958, is the one everyone pictures: the “Frogeye” (or “Bugeye” in America), named for the headlamps that sit proud on top of the bonnet. Those lamps were not meant to look that way. The designer, Gerry Coker, drew the car with retractable headlamps that would lie flush, but BMC deleted the mechanism to save money and fixed them in the raised position, and the famous face was born by accident.
It was a clever little car. One of the first volume sports cars with monocoque construction, it had a one-piece front (bonnet and wings together) that hinged up for superb engine access, no external boot lid (luggage went in from behind the seats), and a 948cc BMC A-series engine of around 43 bhp on quarter-elliptic rear springs. Modest on paper, it was light, eager and endearing, and it is the most sought-after and valuable Sprite today.
From Frogeye to Spridget
In 1961 the Sprite was restyled as the Mk II, and at the same moment it gained a twin: the MG Midget, the same car with a different badge. The two are so alike that enthusiasts call the whole family the “Spridget”. The new car had a conventional front with the headlamps in the wings, a full-width grille and, at last, an opening boot lid. The A-series engine grew from 948 to 1098cc (gaining front disc brakes) and finally to 1275cc in the Mk IV of 1966, which made around 65 bhp. When the agreement with the Healey company lapsed, the last cars of 1971 were badged simply “Austin Sprite”, and the Midget carried on alone.
The Sebring Sprite
The Sprite earned a competition reputation out of all proportion to its size. Works cars took a class one-two-three at the Sebring 12 Hours in Florida in 1959, which gave the racing Sprites their name, and lightweight, aerodynamically-bodied “Sebring Sprites”, many developed by John Sprinzel, raced internationally, one finishing twelfth overall at Le Mans in 1965.
What it is like to own
The Sprite is simplicity itself, and that is the joy of it. It is slow by modern standards but light, nimble and communicative, and the tough A-series mechanicals are about as easy and cheap to maintain as a classic gets. The Frogeye in particular is a car you drive with a grin. The trade-offs are the snug cockpit, modest weather protection and, on the Frogeye, the awkward luggage access, none of which matters much to the people who love them.
Buying guide: what to look for
Rust is the main enemy on these monocoque cars, and it lives in the structure. The sills are two-part and structural: a tidy outer sill can hide a rotten inner one, so feel for soft metal. Check the floors and footwells (leaky hoods rot them), the A-posts (sagging doors and uneven gaps are the warning sign), and on the Frogeye the expensive one-piece front clip and its headlamp surrounds. Inspect the boot floor and the box section above the rear of the sill, a common rot trap. Mechanically the A-series engine and gearbox are tough and superbly supported; check for worn synchromesh, kingpin and trunnion wear, and oil leaks.
Current value and where it sits
The Frogeye Mk I is the prize and is priced accordingly: roughly £4,000 to £8,000 as a project, £12,000 to £16,000 for a good usable car, and £18,000 to £22,000 or more for an excellent one, with the very best beyond. The later Spridget Sprites (Mk II to IV) are markedly cheaper and one of the genuine bargains of the classic world, with good cars often under £10,000. The Frogeye carries roughly a 40 to 60 per cent premium over an equivalent later Sprite, for its looks, its purity and its place in history.
For the period, see British classic cars of the 1950s and 1960s; past forty the Sprite is a historic vehicle like any other.
Owners’ clubs and parts
The Sprite is exceptionally well supported, helped enormously by sharing its mechanicals and much of its body with the MG Midget, so parts are cheap and plentiful. For the practical detail of running and restoring one, see our guide to Austin-Healey parts and restoration.
Related
The Sprite is the small Austin-Healey, junior to the 100 and the 3000, and the twin of the MG Midget. For the wider period, see British classic cars of the 1950s and 1960s.
More photos
