Classic: Jensen Interceptor
Posted on 12-12-2015 to 18:00 by larssb – 24 Comments”
So. In theory we were there a bit: in Italy designed, hand-built British whimsy and luxury with a blown American V8. The GT as you wanted it. Nevertheless, there were not more than 7.000 units were built of this beautiful Gentleman’s Express: the Jensen Interceptor.
The brand is tougher than the car. Only after two times in the soul to have gone vanished, the British car manufacturer finally from the scene. And even that was not final: around 2011, there was a revival of this old brand and those rumours still do the rounds. Like, would prefer a comeback of this zuipschuit than that of Bonnie S. That no one wants.
An Interceptor well, and preferably a Markⅲ. The most well-balanced and evolved version of the Battlecruiser series, who in 1950 started with the first variant. In 7 years time there were only 88 copies of built, on an extended Austin A70 chassis. Of the same brand were also a lot of other components used, because Jensen had close ties to Austin: all for WOⅡ started Allan and Richard Jensen with the manufacture of bodies for this British brand. They did this apparently very good, because later they built also the car bodywork for the Volvo P1800, Austin Healey and Sunbeam Tiger.
In addition, built Jensen a wide range of own models and last this Interceptor. The chassis was the base from its predecessor, the C-V8. That had a plastic body, Jensen was a pioneer in this area, but for the Interceptor was the carriage of steel manufactured. It was designed by Carrozzeria Touring, the finishing touch of Vignale and jointly they were responsible for the special 2+2 coupévorm with its low ruitlijn and large rear window. In the first instance, the complete bodywork also at Vignale built in Italy and shipped to the UK, and later went to Jensen in private house building and evolved the Italian lined beauty slowly in the improved Interceptor Markⅱ. A single Brazilian was the form indeed a very well-known for: recognized immediately in the Brasinca Uirapuru. We do not.
Understandable, that Brasinca was also but 77 times built and exclusively in his home country sold. Here, of course, wanted no one with a car that Oeirapoeroe was called. Or something like that. Interceptor sounded many times better and that was already all for his powerhouse: a not too childish and exuberant gurgling V8 of American origin. At its introduction in 1966, was that Chrysler’s Mopar-V8 with a capacity of 6.3 litres, available with a manual controlled gearbox or three-stage automatic transmission. Only 22 times, it seemed someone indeed might be a good idea to constantly put yourself in the again with those gears. The rest ordered, already tired of the idea, the Chrysler TorqueFlite Automatic, and let it turn rather to the technique. If they press the accelerator deep into the thick wool carpet trampled, they went with the 325 available HORSEPOWER in less than 8 seconds to 100 km/h.
That was extremely fast in his time. Just as quickly as a Jaguar E-type and even a bit quicker than an Aston Martin DB6. And a Porsche 911S was only a fraction faster than the Jensen. In 1971 appeared the bruutste Interceptor on the scene: the SP with a shamelessly bold a 7.2 litre V8 with 3 dual carbs, the “Six Pack”. With its 385 HP was the power increased considerably, the consumption just as. The SP walked with its specs ahead of the introduction of the Markⅲ. That was a little less greedy, because Chrysler squeezed in ‘72, the mastodon of to a less strong ontbladerende 300 HP. At a performance for so little power from such a big block to get. The wrong way to tune, you do it so.
It did the life of the block as well: there was the great achtcilinder almost never a reason to have more than half-hearted work. He was everything to torque. The electronics and wiring could have a little less. Because manufactured by Lucas, not for nothing, notorious under the name Prince of Darkness, wanted a or another electrical storinkje occur at times that are quite inconvenient. British humor, shall we say. The lovers call it character.
That had the Interceptor for sure, in all its variants. For example, there was also the unique four-wheel drive version. These Ferguson Formula, the FF was far ahead of his time with 4WD, ABS and disc brakes all around. It was built on a custom chassis, and was, therefore, also 10 cm longer and recognizable by the extra gills in the front wings. For the sun worshippers introduced Jensen in 1974, the Interceptor Convertible. Because as we call it in these circles, we say, of course, no kaabriejoo. There were also another 54 coupévarianten built on the basis of the Convertible, to Jensen, in 1976, went bankrupt. But that Compartment, maybe we should just forget about. It looked quite messy with the rather out of place covered rear window of a Jaguar XJ6 in it gefrommeld. Not a good idea.
In contrast to the appealing concept of the Interceptor: a shapely, typical Brit with lavish luxury in the magnificent materials, and that un-English achtcilinder bravourestuk in the cabin. Best understood that a number of attempts have been made to the Jensen Interceptor to breathe new life into, among other in 1984 with the Interceptor S4. That was in to relation to what ondergemotoriseerd, with only 5.9 litres measuring V8. It fits however well in the current trend: there are more sad cases of downsizing.
Gallery: Jensen Interceptor classic
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