The Jensen Story Part–2

The Launch of The Interceptor and The FF

In 1966 Jensen Motors launched the new Italian styled Jensen Interceptor, again using the Chrysler 6,276cc V8 engine. Thie car was sold alongside the Jensen FF (FF standing for Ferguson Formula), a four–wheel drive system.

The FF was almost identical in appearance to the Jensen Interceptor, except for its most obvious difference being that of the double side grills in the front wings. In fact it was also 4–inches longer than the Interceptor.

The most distinguishing feature of the cars was that of the large curvaceous rear window, which also served as a tailgate. Whilst the FF was only sold in this form, the Jensen Interceptor also became available as a convertible and the very rare coupé version.

The Jensen FF was something of a revelation in saloon car design and little did they know at the time how popular 4–wheel drive cars would later become. The same car was also fitted with the Dunlop Maxaret braking system, which prevented the wheels locking up under braking. This was achieved by the use of special mechanical sensors, making the Jensen FF the first ever production car to be equipped with ABS (anti–lock braking system).

However, the Jensen FF was costly to produce with a price tag at 30% more than the Jensen Interceptor. It was also not possible to build it in left hand drive form, due to the configuration of the 4–wheel drive system.

The Jensen FF, therefore, could not be sold in the United States. In 1971 the car was discontinued with the Interceptor carrying on until May 1976.

Jensen Motors Changes Hands

By 1968, Jensen Motors had become a heavy financial burden for the Norcross Group and so the company called in Carl Doerr who was tasked with turning the company fortune around. This he did and in the same year, Jensen Motors was sold off to merchant bankers, William Brandt Sons & Company limited.

Through their careful management, production of the Jensen Interceptor was increased to try and improve sales. When this was achieved, production was then decreased to improve build quality. However, all of this was futile and the Jensen Motor Company looked like it was still destined for collapse.

At the time San Francisco businessman, Kjell Qvale, was a main importer of Austin Healey cars, as well as Jaguar and Rolls Royce, into the United States, trading under the name of British Motor Car Distributors. The Austin Healey 3000 had been very popular with the American people, and with production of the car finishing in 1968, Kjell Qvale was in danger of losing out on valuable business.

In 1969, discussions began between Kjell Qvale, the Jensen Motor’s board of directors, William Brandt Sons & Company limited and Donald Healey. Kjell Qvale was looking to Jensen Motors and Healey to build an Austin Healey 3000 replacement sports car for him to sell in the US.

Donald Healey was still reeling from being severely battered by his experience with the new British Leyland management strategy that effectively ended the production of Austin Healey cars. He saw this as an opportunity to get back at British Leyland and so was keen to become involved.

Donald Healey Making Cars Again

In 1971, Kjell Qvale had bought into Jensen Motors, becoming a majority shareholder and president, taking control of the company from the William Brandt company. Qvale immediately appointed Donald Healey as Chairman. This was an event that completely and finally severed all involvement between Donald Healey and British Leyland.

In 1972, and from the newly formed relationship between Donald Healey and Jensen Motors, there came a car with a new brand name, the Jensen Healey, to be sold alongside the Jensen Interceptor. Jensen was in serious need of some fresh income and a lot of expectation was placed upon the project.

The immediate plan was to increase production volume of the Jensen Interceptor for export to the USA where the cars were gaining in popularity, and to distribute them through Qvale’s company, British Motor Car Distributors.

Planning the Conception of The Jensen Healey

It was also planned to design and produce a new high volume sports car to fill the market gap left by the Austin Healey 3000. The criterion was the new sports car should perform as well, if not better, than the Austin Healey and it should meet USA emission and safety standards.

Design work began at Donald Healey’s factory, but Kjell Qvale pointed out that production of the car in the numbers he had in mind could not be achieved there. The car would have to be built at Jensen.

To keep manufacturing costs as low as possible it was planned that many existing components, as used by other car manufactures, would be used. Obviously, in light of the situation between Donald Healey and British Leyland, that company was not considered an option as a supplier.

Hugo Poole, who had been at Chrysler and Smith Industries, was responsible for design. The first drawings of the car were rejected and assistance was then sought from Bill Towns, designer of the Aston martin DBS. Town’s sketches of the car were immediately accepted by both Kjell Qvale and Donald Healey, after further advice was sought from Jaguar designer, Bill Haynes.

Looking For The Right Engine to Power The Jensen Healey

With the design of the body decided upon, the next task was to find an engine. Initially, a 2.3–litre Vauxhall unit was considered, but power output proved to be disappointing. Racing legend, Colin Chapman, then suggested a 2–litre Lotus engine, but this idea was rejected by the Jensen Board.

Ford was then approached for their 2.6–litre V6 Coventry Climax engine, but due to industrial action at the German factories, this too was rejected. BMW was another possibility, but there would be a problem in achieving the volume output required.

Colin Chapman was again approached and a Lotus 2–litre 4–cylinder twin overhead camshaft with 4–valves per cylinder was decided upon. This engine was made of aluminium alloy and had been built to be fuel injected. However, to make it clean enough for the American market, a pair of Zenith–Stromberg 175 CDE carburettors were used on a water heated manifold, giving a power output of 140bhp at 6,500rpm.

The Lotus engine also seemed a wise choice as it had been designed to operate at an angle of 45–degrees. Not being very tall it provided the opportunity to use a low profile body.

Unfortunately, Kjell Qvale was impatient to get the car on public sale and insisted upon the Lotus engines being delivered early and way before they had been fully developed. Chapman agreed to this, but on the understanding Lotus could not guarantee their reliability.

The Jensen Healey Goes on Show

As a consequence, the finished car made its debut at the Geneva Motor Show in March 1972, and to the initial approval of the motoring press. One report even suggested the Jensen Healey was a classic car of the future.

Once production settled down the Jensen factory was producing 100 Jensen Healey’s and up to 30 Interceptors per week. However, and inevitably, it wasn’t long though before the flaws became apparent and customers began to complain.

This was something that cost the Jensen Motor Company a considerable amount of money in warranty claims, which they could ill afford to pay. The Jensen board looked to Chapman for support, but this was declined on the grounds the engines had been delivered before full testing and development had been completed.

The Mk2 is Released

In August 1972 the Mk11 version of the Jensen Healey was released. This was a much better car, with a better Lotus engine and better quality interior. In November 1974 the car was improved again by fitting a German Getrag five–speed gearbox, but with a dog–leg first gear position.

By this time too much damage had been done to the reputation of the Jensen name and sales were poor. Donald Healey had become frustrated and totally disillusioned with the whole Jensen organisation and tendered his resignation from the Board. At his departure from Jensen, Donald Healey refused to allow his name to be associated with the cars.

The Grand Tourer Marks The End

In September 1975 the Jensen GT was launched. This was a hardtop version of the convertible and with a 2+2 seating arrangement. The car was not popular and production ceased in May 1976 with only 509 being built. This date also coincided with Jensen Motors being placed into receivership.

After Healey’s departure, Jensen continued on for a while, lurching from one problem to the next, which didn’t just involve the sports car. The Interceptor too was in trouble, with complaints about built quality, and the price of oil making it less desirable on account of heavy fuel consumption.

In 1975, Jensen Motors was on the brink of collapse, and following a short revival with the help of Government funding, the company went to the wall in May 1976.

Following this demise of Jensen, Kjell Qvale purchased the company assets from the official receivers and went on to form another company that specialised in servicing and renovating Jensen cars. This business he supplemented by the importation and distribution of Subaru and Hyundai cars in the United States.

Following the liquidation of Jensen Motors Limited, and in 1986, the servcing and parts division re–formed as Jensen Cars Limited. A very low number of MkIV Interceptors were produced using the more efficient and cleaner Chrysler 360 V8 engine. However, the venture never really got off the ground and it seemed the Jensen brand was just another of those great British names in car manufacture to be confined to the history books.

A Newly Formed Jensen Motor Company Appears

In 1998, a prototype of the intended new Jensen S–V8 was successfully shown at the British Motor Show at Birmingham, where plenty of orders taken. The re–formed company was headed by Graham Morris, ex–Chief Executive Office for Rolls Royce Cars.

The car was powered by a Ford 4.6–litre 32–valve engine, as fitted to the AC Cobra and Ford Mustang and had a steel monocoque body that was originally intended to receive aluminium body panels. In August 2001 production began at the factory in Speke in the outskirts of Liverpool

However, after only 10–cars made it to the customer, there were a myriad of faults to be rectified. Too many aluminium body panels were of poor quality and unusable, and many other components were found to be faulty. The cost of re–engineering the defective parts was crippling and the whole project collapsed, putting 35–people out of work.

SV Automotive of Carterton, near Witney in Oxfordshire, bought the remaining few and partly–built cars from the administrator and was been granted a two–year licence to complete them and a five–year licence to service and repair them. There were enough parts to build 18–cars, but it was decided to build twelve, keeping the remaining six as a supply of parts.

Acknowledgements

Ride Drive would like to thank Barry Dixon for his supply of photographs of his Jensen bodied Austin A40 Sports, which he restored, and his kind permission to use the photographs.

The Jensen Story Part–1
The Jensen Story Part–2

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Jensen Motors Produced the Fabulous Jensen Interceptor