History
Alan Jensen
Richard Jensen
It all started with father Jensen who gave his sons Alan and Richard Jensen an Austin Seven “Chummy” as a birthday present in 1927. Almost immediately, the brothers began modifying the Austin. Their first creation was noticed in the same year by Alfred Wilde, head of the Standard Motor Company. This meeting is the basis of the Jensen story.
In the book “A history of Jensen – All The Models” (over 400 pages) by Richard Calver you can read the history of the Jensen brand in detail. However, on this page, we’re going to broadly outline the most relevant in Jensen’s history.
In 1931 the brothers go to work for “WJ Smith and Sons” in West Bromwich, a coachbuilding company specializing mainly in building bodies on trucks and making buses for passenger transport. The brothers restructure the company and also start building special bodies for passenger cars. This includes the chassis of various car brands including the Austin 7, Morris 8, Wolseley Hornet, Morris Minor Special, Singer, Ford Mistral and Star Cornet. In 1936 the company’s name was changed from “WJ Smith and Sons” to “Jensen Motors Ltd.” From then on, a number of impressive cars were produced. These cars were known as Jensen-Fords.
Construction of “The White Lady” (the first full-scale “Jensen” design) began at the end of 1934. It was further completed in 1935 on a box-section chassis and a Ford powertrain. With a 3622cc V8 engine developing 120 hp , coupled to a three-speed manual transmission, this resulted in a car with a cruising speed of 96 kilometers per hour at only 2000 rpm, with a top speed of more than 146 km. “The White Lady” is the ancestor of the car brand Jensen and is of course also our starting point for a short sketch of the history of “Jensen”
1935: The White Lady (1935 / 1936)
In 1935 the Jensen brothers started producing their own cars.
Alan and Richard Jensen have always been very closely involved in every design, both for development and production. It was the brothers who nicknamed their first Jensen “The White Lady”. This Jensen design is also the predecessor and first model of the Jensen S-Type.
The White Lady survived time and in 2016 the Canadian Rob Staruch turned out to be the owner of this first Jensen. This special car is now in the possession of a German owner and is currently undergoing a total “nut and blot” restoration.
1936: Jensen S-Type or the Jensen 3½ Liter (1936 - 1945)
After “The White Lady”, six more Jensens of the same type left the Jensen factory in 1936. All 50 S-Types built were produced between 1936 and 1946 and had a modified Ford V8 engine and were available as a Saloon, Tourer or Drophead.
The degree of finish pursued by the Jensen brothers was high. We read in 1952 in the magazine “The Motor” that the Jensen open Tourer was one of the few vehicles that also protected the passengers in the back seat in bad weather. John Buckley, in Profile Publication number 77 “The V8 and Straight-8 Jensens 1935-1949” wrote: “The most practical open Tourer ever built.”
1938: Jensen H-Type or the Jensen 4¼ Liter (1938 - 1946)
In addition to the production of the S-Type, Jensen started production of the slightly longer H-Type in 1938. A total of 14 H-Types were built. One of them was equipped with a Lincoln V12 cylinder. The others were fitted with an engine from the Nash-Kelvinator Corporation of the United States of America. This 16-spark plug engine was mated to a Nash three-speed gearbox coupled to a Columbia two-speed rear axle. The cars were also equipped with an independent front wheel suspension that was unique for that time.
The H-Type was available in the following versions: Saloon, Drophead and Tourer. Two special versions were made, one with a shortened chassis and one with the Lincoln engine described above. Both of these special versions still exist.
1938: Jensen Light Commercial or JLC (1938 - 1959)
We must not forget that the Jensen brothers originally worked at the firm “WJ Smiths and Sons”. This company specialized in the production of “superstructures” for trucks. After the acquisition of this company by the brothers, it was renamed “Jensen Motors Ltd.” continued this activity. It is therefore not surprising that the brothers also had an eye for renewing this branch.
Alan Jensen wanted better finished trucks. In collaboration with Reynolds Aluminium, Jensen designed a revolutionary 6-ton truck. The Jensen trucks, also known as JNSN, were also very popular in the “Lightweight Diesel Pantechnicon” version. This version was specially built for the transport of furniture and light but bulky goods. A special mounting system designed by the Jensen brothers allowed the truck’s engine to slide out the front. This was very useful for maintenance or otherwise.
Making the trucks and the Jen-Tug was an important and steady income for the Jensen brothers that enabled them to design and produce their own Jensen passenger vehicles.
1947: Jen-Tug, Jen-Helec and Tug Trailers (1947 - 1958)
Like the trucks Jensen made, the Jen-Tug was vital to Jensen’s survival. The Jen-Tug was a small tractor mainly used locally. Due to its small dimensions, this tractor was often used in factories, loading and unloading docks of ports and also on the sites of train companies. Due to its high maneuverability, this type of vehicle was given the name “mechanical horse”. The Jen-Tug came as MK I, MK II and MK III and referred to the use of a different power source.
Jensen also made trailers for this vehicle, the Tug Trailers. These were available in many different versions as standard, but could also be made according to the wishes of the buyer.
The Jen-Helec was the electric version of the Jen-Tug. It was “Hindle, Smart & Co Ltd” in Manchester who did the conversion to electric drive for Jensen.
1946: Jensen PW or the Jensen 4 Liter (1946 - 1951)
During World War II, the Jensen brothers were already thinking about which vehicle they wanted to market after the war. During this period, work was done at intervals on a post-war prototype. This resulted in a PW (Past War) prototype first shown in London at the Jubilee Cavalcade in July 1946.
Since the quality of the steel was not good after WW II, the prototype, like all other MPVs, was made of aluminum. Engine selection began with a new in-line eight-cylinder from Meadows. Due to a lack of money for the further development of this Meadows engine, Nash engines were built into the first MPVs. Surely this must not have been desirable for the Jensen brothers. In 1950 Jensen recalls all MPs and all engines are replaced by an Austin 6 cylinder.
Two 4-door convertibles PWs were part of a total production of 18 units. Six VMs are still “alive”, one of which is a 4-door convertible.
1948: Jensen Light Passenger or JLP (1948 - 1950)
With the knowledge gained from the production of the JLC (Jensen Light Commercial) and their history as bus builders, the brothers started production of a chassis for Jensen Light Passenger Coaches. The construction was provided by other coachbuilders. In England at the time, many companies specialized in the construction of passenger buses and Jensen was unable to gain sufficient market share. The last two JLP chassis were even converted back to JLC for freight transport.
Only 10 coaches were realized on this platform and none survived the twentieth century.
1950: Jensen (Early) Interceptor (1950 - 1958)
In October 1949, the Jensen Interceptor was presented at the London Motor Show. This had a powertrain with an Austin 4-liter 6-cylinder in-line. We call this vehicle the Early Jensen Interceptor to distinguish this type from the Interceptor produced by Jensen from 1966 with Chrysler V8.
The Early Interceptor was designed entirely as a convertible. This was noticeable by the fact that the bodywork was identical for both types up to the lower window frame. A fixed roof could thus be mounted on the convertible. The conversion of the saloon to convertible therefore did not require any major changes to the bodywork. Two copies of the Early Interceptor received a Chrysler Hemi V8.
The Jensen Early Interceptor was also considered the bigger brother of the Austin A40 Sports described below, which was also built by Jensen.
1950: Austin A40 Sports (1950 -1952)
This so-called “Baby Interceptor” was built by Jensen and designed by Eric Neale, designer since 1946 at Jensen. This Austin was presented in October 1950 at the Earls Court Exhibition. The response from the public was very positive and an initial order of 1,000 pieces was passed on to Jensen. More than 4,000 Austin A40 Sports left the Jensen production line.
Jensen made the body of the A40 Sports and then placed it on the supplied Austin chassis. Then the vehicle was fitted with a folding roof and part of the interior finish. After this the cars were sent back to the Austin factory in Longbridge.
This was Jensen’s second major contract for Austin. The first was the production of the cargo box for Austin A70 Hampshire Pick-up (1949-1951). From Austin and Jensen’s data, we can conclude that Jensen has made at least 8,711 of these buckets.
1952: Austin-Healey (1952 - 1968)
Austin-Healey is synonymous with the quintessential English sports car. Jensen was allowed to produce the bodies of the Austin-Healeys. The Austin-Healey evolved over the years from the so-called BN1 Type to the Luxurious BJ8’Phase 2″ Type in 1968 better known as the Austin-Healey 3000 MK III or the “Big Healey”.
That Jensen was allowed to produce these bodies was vital for their further “Jensen” production. The proceeds were needed to finance their own car production and development.
When production of the Austin-Healey ended, Austin was already working on a project in 1966/1967 to realize a successor, the Austin-Healey X400. However, the X400 project, or Austin-Healey 4000, was cancelled. Whether Jensen would ever be involved in this project is unknown. It was certain that Jensen was already in financial trouble in 1967 and was sold at the end of 1968 to William Brandt’s Sons & Co.
1953: Jensen 541, 541 DeLuxe, 541R (1953 - 1964)
In 1953 Jensen announced the Jensen 541. The body was made entirely of fiberglass, making Jensen the first to produce a four-seater with a synthetic fiber body. The 4-litre Austin engine (Sheerline) was used again. The car had a top speed of over 112 mph. This high speed was partly due to the very low air resistance that the design of the 541 possessed. Jensen built 226 of the 541 and 541 DeLuxe during the period 1955 – 1959.
The 541 DeLuxe came on the market in 1956 and was the first British sports car to have disc brakes all round. The Jensen 541R came on the market at the beginning of 1958 and remained in production until the end of 1960. The exterior of the 541R had a modified hood and the rear was also changed. Technically, the 541R was modified including a “Rack and Pinion” wheelhouse, hence the R behind the 541.
193 Jensens 541R left the factory and all had disc brakes all round.
1956: Austin A95 Westminster Countryman (1956 - 1958)
The body of the Austin A95 Westminster Countryman was made by Jensen for BMC (British Motor Corporation = Austin, Morris, MG, Riley and Wolseley).
A first order of 1,500 units came in 1956. A total of 2,430 bodies were made. It was an order from BMC with the result that a similar Morris was also on the way. This Morris was named Traveler and had a different dashboard and more chrome. Very few of these 2,530 bodies produced by Jensen for Austin or Morris still exist. There are two left hand drive Countrymans in Canada, two Travelers in Australia and a dozen right hand drive Countrymans around the rest of the world.
BMC would not be BMC and so there is also a similar Morris Marshall Traveler. Then already in the 1950s there was already “Badge engineering”.
1959: Jensen Tempo or JNSN Tempo 1500: (1959 - 1961)
Jensen Tempo is just a footnote in Jensen history. Only 28 pieces are known. In Europe “Vidal und Sohn” produced the Tempo powered by a Müller-Andernach power unit. Due to its simple chassis and front-wheel drive, it was a design with many possibilities. Jensen concluded a license agreement with “Vidal und Sohn” and built an Austin engine in it. Too expensive for the UK market, so the project was quickly terminated. Jensen further concentrated on his own products and the production of cars for BMC.
Of 28 copies, two would be “survivors”. The Jensen Tempo is externally identical to the German Tempo except that it is right hand drive.
1959: Volvo P1800 (1959 - 1963)
Between 1959 and the end of 1963, Jensen assembled the P1800 for Volvo. The parts were delivered by Pressed Steel from Scotland to Jensen, who was subsequently responsible for the assembly and further finishing of the Volvo. However, the parts supplied by Presssed Steel were such that assembly was delayed considerably; everything had to be adjusted manually. This resulted in the transfer of the entire production of the P1800 to Sweden. The Volvo’s P1800 produced in Sweden got the designation P1800S with the S from Svenska (Swedish). Later another 1800SE followed.
The Jensen-built P1800 is easily recognizable by their two-piece front and rear bumpers that resemble a moustache.
This failed cooperation between Volvo and Jensen influenced later production of the Interceptor in 1966. Jensen took over the entire production of the Interceptor himself instead of leaving it to Italian coachbuilders.
1959: Norcros becomes majority shareholder of Jensen Motors
1960: Jensen 541S
Although the 541S was the successor to the 541R, we can speak of a completely different Jensen. Wider and higher than its predecessor and also prepared to possibly fit a V8 engine. The oval moving radiator grille was replaced by an open grille and seat belts were standard. The 541S was fitted with a Rolls-Royce automatic gearbox as standard, but still had the reliable Austin 6 cylinder.
For Jensen it was a return from the sporty image of the 541R to a car where comfort was paramount. The occupants had more head and elbow room and there was more space for luggage.
Although the 541S was not as fast as the 541R, this version was hailed by its owners as a safe, reliable and, for its time, very fast and comfortable car suitable for long distances.
127 Jensens 541S were made, 22 of them were manual.
1962: Jensen C-V8 MKI, MK II and MK III (1962 - 1966)
” The best car in the world cleverly diguised as the ugliest” : we could read this at the appearance of the first Jensen C-V8. On a technical level, however, we read favorable reports in the English automotive reporting. With phrases like the fastest 4-seater ever driven and/or the best GT ever tested by us.
The C-V8 was the successor to the 541S. The 541S was already equipped with enough space under the hood to possibly accommodate a Chrysler V8. The C-V8 was powered from the start by a 6.3 liter Chrysler V8. The evolution of the Jensen C-V8 continued until 1966 and was only available as a Saloon. Nevertheless, we should mention that in 1963 one “sedanca de ville” was produced and that a prototype convertible C-V8 was made on an extended C-V8 chassis. Both vehicles are still in “running”.
A total of 508 Jensens C-V8 were produced.
1963: Sunbeam Tiger MK I & MK II ( 1963 - 1967)
The Sunbeam Alpine was originally equipped with a four-cylinder engine and was exported to the USA, among others. However, the public was dissatisfied with the engine power of this Sunbeam. Caroll Shelby was called in and fitted the Sunbeam Alpine with a Ford V8. The Rootes company lacked the capacity to build this model and Jensen was called in to help. Since the old assembly line of the Volvo P1800 had become available, this was perfect for Jensen.
The Alpines were structurally modified by Jensen to accommodate the Ford V8, the different gearbox and necessary other components. The assembly of all parts was also done at Jensen. The Alpines – which were now Tigers – left the Jensen factory as a fully-fledged finished product.
Jensen produced 6,551 MK I Tigers and 536 MK IIs for Rootes.
1964: Jensen P66 (1964 - 1966)
In 1965 at the Earls Court Motor Show, alongside the C-V8 MK III and C-V8 FF, a sports car called the Interceptor was also exhibited. Later it will go down in history under the name P66. The intention was to replace the Austin-Healey on the American market with this model from 1967.
The P66 was a design by the Jensen brothers and designer Eric Neale. The design turned out to cause a rift between the Jensen brothers and the main shareholder Norcros. The mutual disputes in the board of Jensen formed the basis for the cessation of further development of this design.
The convertible prototype of the P66 was destroyed, the hardtop version still exists. During the restoration of the remaining P66, its weak points were corrected and this car is now a pinnacle of driving pleasure.
1965: Jensen C-V8 FF
The Jensen C-V8 FF proposed in 1965 was “the ultimate” design by Richard Jensen in collaboration with Harry Ferguson Research. Not only four-wheel drive, but also the Maxaret anti-lock braking system, adopted from the aviation industry, were part of this vehicle. However, like the P66, this vehicle was not given a “go” by the Jensen board looking for more modern body styling. However, the concept was adopted the following year and can be found in full in the Jensen FF that was produced from 1966 to 1971.
This C-V8 FF prototype did not survive history, but a reconstruction is currently underway of this car that received the first “Don Safety Trophy” from the car industry in 1966.
1966: Jensen Interceptor MKI - MK II - MK III (1966-974)
In 1966 Jensen starts production of the Jensen Interceptor. This Jensen is the most famous of all models Jensen ever made. The first Interceptors were equipped with Chrysler’s 6.3 liter V8.
The Interceptor MK II was adapted to the standards for export to the USA, got a more modern interior and the ventilation was revised. Air conditioning was available as an option.
The MK III of the Interceptor appeared under the management of Kjell Qvale. The MK III got the GKN rims, upgraded brakes and ventilated brake discs. The interior was also taken care of and the standard version was almost full option. In 1972 the MK III got the 7.2 liter Chrysler V8. Later the MK III even got a walnut dashboard.
A total of 6,914 Jensen Interceptors were built, including the 512 convertibles.
1966: The Jensen brothers announce their retirement
Norcros, which became the main shareholder in 1959, thus disapproved of the production and/or evolution of the C-V8 FF and the P66. These were two projects of the Jensen brothers. But Norcros was also the institution that provided the financial input and could therefore participate in the decision-making process. In 1966, the Jensen brothers decided to leave the Jensen board. Eric Neale, chief designer at Jensen, also resigned at the time.
1966: Jensen FF MK I, MK II & MK III (1966 - 1973)
The Jensen FF was the first production car with four-wheel drive and anti-lock braking system (Dunlop Maxaret system) and was named “Car of the Year” in 1967. This car was distinguished from the Jensen Interceptor by its extra ventilation grille in the sides of the front wings, a different hood and on early cars a brushed stainless steel roof. The Jensen FF is longer than the Jensen Interceptor. The extra length is only for the engine compartment. This created space for the four-wheel drive unit.
Between 1966 and 1969, 195 Jensen FF’s MK I were built. Subsequently until 1971, 110 Jensen FF’s MK II were produced. The Jensen FF was again upgraded to MK III specification in 1971. Only 15 of these were built. All FF’s had a 6.3 liter V8 engine.-
1968: Norcros sells Jensen Motors to Wm. Brandt's Sons & Co Ltd
1970: Kjell Qvale takes control of Jensen Motors
1971: Jensen SP (1971 - 1973)
After stopping production of the FF, Jensen was looking for a new top model for its range. In 1971 the Jensen SP was introduced with 7.2 liters and a Six-Pack carburettor (a carburettor unit with 3 two-stage carburettors). This produced 50 horsepower more than the 7.2 engine used in the Jensen Interceptor MkIII. 232 SPs were built.
The SP could be distinguished by: an SP badge, vinyl roof (was standard but not a must) and a hood with remarkably more air slots than the Interceptor. If the SP was properly tuned, few supercars of that time were able to compete with the SP in terms of power and acceleration speed. The strength of the SP lay in the elegant combination of aggressiveness and yet the ability to cruise in comfort.
1972: Jensen-Healey MKI & MK II (1972 - 1975)
In 1968 there was already thought about how Jensen could compensate for the production loss of the Austin-Healey by making a replacement. The Jensen-Healey was designed based on a design by Donald Healey.
In March 1972, the first Jensen-Healey left the production line. This was equipped with a Lotus 908 engine. Qvale chose for financial reasons to purchase the Lotus engines without any warranty from Lotus. The Lotus engine did not live up to expectations and the finish was also not of a high standard. This resulted in the replacement of Lotus engines and a lot of free warranty work. This did not benefit the name of the Jensen-Healey. Even the convertible roof had to be redesigned. Despite everything, the Jensen-Healey was a real sports car with very good handling, but unfortunately no sales success due to the many technical problems.
3.56 of the Jensen Healey MK I were produced. Subsequently in 1973 the Jensen Healey Mk II was introduced. In 1974 a Getrag 5-speed gearbox replaced the 4-speed Chrysler gearbox. A total of 7,142 Mk II cars were built.
1974: Jensen Interceptor Convertible (1974 - 1976)
With the production of the SP stopped, Qvale was looking for a new flagship. The original Italian drawings of the Interceptor design also included sketches of a convertible. These were taken out of the dust and were the starting point for the design of the Jensen Interceptor III Convertible. With few adjustments to the saloon’s chassis, it was possible to continue building a convertible.
At the time of its introduction there were only two major competitors, the Bentley Convertible and the Rolls Royce Corniche. According to many, the Jensen Interceptor Convertible is the most exclusive and luxurious model ever produced by Jensen.
Of the 512 pieces that were produced, at least 75% are still in circulation.
1975: Jensen GT (1975-1976)
In 1975 production of the Jensen GT started, the successor to the Jensen-Healey.
Based on the Jensen-Healey, 511 Jensen GTs were produced. The GT received all the features of the last Jensen-Healey’s, including the American bumpers and the Getrag 5-speed gearbox. The interior was luxurious and there was a choice of color and type of upholstery. The GTs were also air-conditioned and, following the last Jensen Interceptors, had a walnut instrument panel.
The final GTs were completed by JP&S under the supervision of the trustee, as was the case for the Jensen Coupé
1975: Establishment of JSP and JP&S
Kjell Qvale was aware in 1975 that Jensen Motors Ltd was no longer financially able to survive. Two new firms were established: Jensen Specials Ltd. and Jensen Parts & Service Ltd. (JP&S). This company focused on the maintenance of the cars and the purchase of parts. Jensen Specials became Jensen Special products and then JSP Engineering.
1975: Jensen Coupé (1975 - 1976)
The last model marketed by Jensen was the Jensen Coupé. It was the hardtop version of the Jensen Interceptor Convertible that had been produced since 1974. The Convertible’s chassis also served as the Coupé’s chassis. Jensen chose the design from three prototypes that still exist today. The design with a perseplex panel that continued over the roof was chosen.
When Jensen closed its doors in May 1976, only 12 Coupés had been delivered and several were waiting for final assembly. Under the supervision of the trustee, Jensen Parts & Service (JP&S) completed and delivered several Coupés.
A total of 46 Coupés were produced, including 3 prototypes. It is also nice to know that at least 90% of the Coupés are still in circulation.
1976: Jensen Motors; the bankruptcy
The trustee sells JSP to Alan Vincent and Ray Allsopp. JSP goes bankrupt in 1982. JP&S, under the leadership of Ian Orford, will continue to complete unfinished Jensens and service and repair Jensen vehicles.
1977: Richard Jensen dies
Richard Jensen was born in 1909 and left the Jensen board of directors in 1967. Richard had been able to realize part of his dream by producing the first 4-wheel drive production car with Harry Ferguson, the Jensen FF.
1982: Ian Orford acquires Jensen Parts & Service
1984: Ian Orford renames Jensen Parts & Service to Jensen Car Company
1983: Jensen Interceptor S4 (1983 - 1992)
In 1983 Ian Orford presents an Aruba red Jensen Interceptor III at the London Motor Fair. Strengthened by the many positive reactions, Ian Orford goes for the next steps: he renames JP&S to Jensen Car Company, rebuilds the Aruba red Interceptor into a Brienz blue Interceptor S4 with a Chrysler 5.9 liter engine and adjusts the car on 500 points.
The high price (then £39,950 for the saloon and £45,950 for the convertible) shocked the many enthusiastic Jensen enthusiasts a bit. Unfortunately, this resulted in poor sales figures.
It was planned to produce 12 per year, but at the end of 1992 only 15 had been produced in total.
1988: Unicon Ltd. takes control of Jensen Cars Ltd. and renames the firm Jensen Car Company
In 1988 Orford sold Jensen Parts and Service Ltd. to Unicon Holdings. Orford believed that Unicon, with its much greater financial resources and its technical expertise, would be able to successfully rebuild Jensen’s production. In 1989, development of a new Interceptor began. The so-called Series 5. Unfortunately, this was also unsuccessful; heavy losses were suffered. The Series 5 never happened.
1992: Jensen Car Company goes bankrupt
In 1992 the trustee was again called in and in 1993 the tangible and intangible assets of the former Jensen Motors were sold to Martin Robey Ltd, a specialist in the production and sale of body parts for classic Jaguars, among other things. What was left of the old Jensen building was taken over by a manufacturer of plastic bottles.
1993: Martin Robey buys the production assets of the Jensen Car Company out of bankruptcy
1994: Death of Alan Jensen
Alan Jensen was born in 1906 and left the Jensen board in 1967 with his brother Richard.
1996: Project Vulcan (1996 - 1997)
In 1996-97, the owners of Creative Manufacturing Systems in Redditch (Birmingham area), are interested in building a sports car that could succeed the Austin-Healey 3000. They wanted to name their project “Vulcan” Austin-Healey. However, Hugh Wainwright, longtime Unicon board member and Jensen enthusiast, made sure that the name “Jensen” could be used for this project.
In June 1998, the Creative Group Ltd. that they were going to design and produce a new Jensen. This concerned the Jensen S-V8. Powered by a Ford V8, 4.6 liter engine, this roadster was shown in October 2000 (as a concept coupe C-V8) at the NEC Motor Show. The final production version of the Jensen S-V8 was unveiled in August 2001, but ongoing financial problems hampered production expansion. By the end of 2002, production again came to an end. Only 30 cars were produced.
1999: Establishment of Jensen Motors Ltd which takes over the Vulcan project
2000: Jensen S-V8 (2000 - 2005)
After overcoming many difficulties, the first Jensens S-V8 is delivered in August 2001. But in early 2002, after production and quality problems, the new Jensen Motors Ltd. in financial trouble. A curator is appointed. At the moment, only about twenty S-V8s have been produced. The trustee will have SV Automotive assemble the unfinished S-V8 until the end of 2005. All remaining parts are sold by the trustee to Rejen. 43 chassis for the construction of an S-V8 were built, but not all cars were completed.
There was also a C-V8 prototype based on an S-V8. This vehicle, a blue closed two door, was displayed at the 2001 NEC Birmingham Sportscar Show and is still in existence.
2007: Jensen Interceptor S (V-Eight Ltd.)
Cropredy Bridge has been known since 1972 for the maintenance and restoration of Jensen vehicles. After Tim Hearley and Alan Garnett joined Cropredy Bigdge, the independent firm V Eight was formed.
V Eight used an existing Jensen to market an upgraded Interceptor that met the standards of today’s sports cars for power, safety and reliability. For this, the Chysler engine was replaced by a 6.0 liter V8 from the Chevrolet Corvette and coupled to a 5-speed gearbox. Independent suspension, racing brakes and 17 inch wheels completed the technical concept.
It was planned to produce 50 Jensen Interceptors S. However, fate decided otherwise in 2010.
2008: Jensen Interceptor SX (V Eight Ltd.)
V Eight proposes a new design: the Interceptor SX.
A new body will be built on an existing chassis of an Interceptor. Mechanically, the concept of the Interceptor S will be adopted. The design was only realized on the drawing board and never got beyond this stage. In 2010, V-Eight goes bankrupt.
Although the SX did not go into production, some enthusiasts have designed a Jensen that is very close to the planned SX model. It’s the Jensen Viperceptor SE. As you can tell from the name, the engine in the Interceptor SE is an 8.3 liter V10 Dodge.
2010: Jensen Interceptor R (JIA)
In 2010 Jensen International Automotive is founded and takes over the rights to the production of the Jensen Interceptor S. JIA continues the concept of V Eight. In addition to “Interceptor S”, the finished Interceptors will also be named “Jensen Interceptor R”. Where V Eight uses the Corvette’s LS 2 engines for the Jensen Interceptor R, other engines are offered with different gearboxes. At JIA you can put together your own Interceptor R, both saloon and convertible. There is also a choice of the LS3 or LT4 V8 engines from the Chevrolet Corvette.
So plenty of choice: Interceptor R supercharged, Interceptor R, Interceptor S and for the real 4×4 freaks, also an FF R.
2011: CPP Holding and the return of Interceptor
Healey Sports Car Switserland Ltd (HSCS) owns the rights to the Jensen name. This company has commissioned CPP (Coventry Prototype Panels) for the design and development of a new Jensen Interceptor. Production would start at a new factory in Browns Lane in Coventry, (England). CPP is no stranger to the car world and made the One-77 for Aston Martin, works for Bentley and owns Spyker.
The official presentation of the new Interceptor would take place in 2012 and the first units could be delivered to customers in 2014. Not CPP, but HSCS retains all possible intellectual rights arising from the design of this Jensen.
No new Jensen Interceptor seen in 2014….
2015: Jensen Group
February 25, 2015; a new beginning for the Jensen Interceptor?
The Jensen Group declares no affiliation with HSCS, nor does it have any affiliation with others claiming or using the Jensen or Interceptor name. After a 4-year legal battle, the “Jensen Group” is the rightful owner and owner of the “Jensen” name. They also intend to launch a new Jensen.
The first new Jensen will not be an Interceptor, but will be named Jensen GT. The group is looking ahead to 2016 to launch a new Interceptor. The Jensen GT that will be marketed has no reference whatsoever to the Jensen GT from 1974 (see photos of the existing clay model). The new Jensen Interceptor would get the large rear window that we find on the models produced in the 1960s and 1970s.
For the Jensen GT there is a collaboration with JIA and there will also be a new Jensen logo.
No totally new Jensen GT seen in 2015. No new Jensen Interceptor 2 seen in 2016 either…
The new Jensen logo proposed by the Jensen Group
2017: Jensen Group
Extract from the Evening Standard of 30 June 2017
Jensen originally supplied car and lorry bodies to marques such as Austin, Ford and Volvo. It launched its first own-brand car in the 1930s, and moved into GT cars in the 1950s. The iconic Interceptor arrived in 1966, and made a brief comeback in the late 1980s, and then again in 1998. In 2002, the administrators moved in.
Owner now: The Jensen Group.
Chance of revival: Minimal, even though the name retains great cachet.
2020: Jensen Interceptor CB
As you could already read, Cropredy Bridge has been known since 1972 for maintenance and restoration of Jensen vehicles. Cropredy Bridge was also closely involved in the establishment of V Eight in 2007. In 2020, we see Cropredy Bridge offering 4 restoration slots per year to realize a Jensen Interceptor CB. When realizing an Interceptor CB, the Interceptor is rebuilt from the ground up (“Luxury Trim”, “Electronics”, Braking and Handling”, “Drivetrain”).
Staying true to the Chrysler concept, CB proposes the new Hemi EFI engine to replace the 6.3 or 7.2 liter Chrysler of the 1960s and 1970s. The new engine is then mated to a 6-speed automatic gearbox.