© TIM LOAKES TheV.8 and Straight-8 Jensens 1935-1949 A very good-looking 2-door sporting saloon on the 4i-litre straight-eight cylinder chassis of1939. Headlamps are now Lucas P.100s. Coachwork panelled in aluminium by J. R. Buckley by Jensens.

The first motor- to carry the name Jensen between thirty years before them. Following that precept they the Nordic wings on its impressive radiator was built built one for themselves out of a 1925 Austin Seven as a prototype in 1934, and made commercially a given to them by their parents as a joint birthday year later. Without question it was one of the most gift in 1928. When the Jensen version of the Long­ handsome open touring ever made. bridge baby was ready for the road it bore little Looking back, it is not at all surprising that its resemblance to the car from which it stemmed. appearance-particularly so since this was backed by Long, low-slung-three inches lower in fact than the both performance and unusual innovations in chassis later Brooklands Austin-and with materially im­ design-obtained for it a very good press from its proved performance, it attracted considerable atten­ inception. Of it Sir Malcolm Campbell wrote after an tion. extensive, and one would imagine fairly gruelling test: It also attracted, when being driven in the by-ways of '... for this car I have nothing but praise.' Warwickshire one day, the notice of the then chief The car was the realisation of a latent ambition engineer of the . achieved only by the unquenchable enthusiasm and One doubts if the enthusiasm of its builders meant single-mindedness ofpurpose oftwo brothers, Richard much to Mr Wild, but the commercial possibilities of and Alan Jensen. its application did. He asked them to modify a Of more recent Jensen motor-cars, it has been said, Standard chassis, and design and build for it a sporting 'Jensens are for Gentlemen', which is a nice alliterative body. He delivered the chassis to the Jensen home description. If the phrase is interpreted to mean that before they had time to have second thoughts about Jensen motor-cars appeal to people who require of the project. their car a distinctive but unostentatious appearance, At this time Alan Jensen, aged twenty, was an comfort and silence of a high degree, quality in its engineering pupil at Serck Radiators, his brother appointments, and the whole coupled with perfor­ Richard, three years younger, a pupil of the Wolseley mance of a very high order, then the description takes Company. The car they evolved was approved, and on meaning. Jensens are and always have been built productiol'l on a commercial basis commenced at the for the discerning motorist. They have, from their Avon coach works. Alan Jensen left Sercks to join inception, all been a combination of these qualities. the Avon design staff engaged on the production of the Standard Avon two-seater, and further very attractive two-seater, coupe and saloon bodies on various chassis soon followed. ORIGINS Richard Jensen had now left Wolseleys and joined One other quality instilled into every Jensen produced, Joseph Lucas and Company as a trainee. Such spare but difficult indeed to define, is the enthusiasm of its time as the brothers had they spent building and makers for their product. Almost forty years ago re-building their own car and planning. Both knew they wanted to build a car just a little better than its that neither would be happy until their ideas for the contemporaries, as Royce and Packard had done future could be put into operation. 3 The original Austin 7 chassis as mod(fied by Richard and Alan Jel1Sell ill 1928.

In 1931 the brothers joined the old-established coach-building firm of W. S. Smith and Sons of West Bromwich and in 1934 acquired control of the company, changing its name to Ltd. The time to put their plans to the test had arrived: It may be remembered that this was the time during which the slump following the crash of the world's stock markets reached its nadir, it remained to be seen if enthusiasm and youth alone were sufficient to keep the newly launched business afloat. Time has given the answer. A few weeks ago, after thirty-five years ofproducing motor cars the two brothers relinquished active control of their factory at a time when its current product, the Jensen type F.F. is unquestionably one of the most technically advanced, and potent motor­ cars anywhere in the world. Jensens are still at West Bromwich, though they have grown mightily. The new company concentrated initially on the design of special and invariably attractive bodies for quantity production on such Richard alld A/an Jensel1 today. popular chassis of the day as the Wolseley Hornet, Ford 8, Standard and Singer, but bodies of a very different calibre were also built on chassis such as the Rolls-Royce Phantom, Delage and Invicta. Also produced at this time was the off-set single­ seater racing body embodying many entirely new ideas for the record-breaking M.G. raced so success­ fully by R. T. Horton in the mid-1930s. By 1934, report of the ability of Jensens to produce the unusual had spread as far afield as the Pacific coast ofAmerica. Clark Gable sent over a Ford V-8 chassis to be clothed with an open sporting four-seater body. By the time it reached its owner, the car had travelled 11,000 miles, and on in California excited considerable interest. This was the first of many special Jensens supplied to the aristocracy of the film world. All Jensen bodies were attractive. They were also well finished and very light. A special four-seater, sporting aluminium body built by the firm on a 1927 3-litre Invicta of mine was so much lighter than the original that almost a hundred pounds of lead 4 Hollywood export, 1934: a handsome sporting 4-seater touring body built by Jensens for Clar" Gable on a Ford V.8 chassis.

had to be placed over the rear axle to restore the front/rear weight distribution thereafter. Although there was no cessation in the company's body-building activities­ indeed they were increasing-by 1934 the designs were ready for the car which was to bear their 3'G-litre V-8 engine in the new Jensens was given. name. The prototype cars were finished, tested, modified and again tested, and finally arrangements put in hand for series production on a limited scale early in 1935. Rather oddly the first production Jensen V-8s were THE S-TYPE not replicas of the very attractive open four-seater Two chassis frames for the prototype cars were prototype, but sporting saloons of considerable constructed by Rubery Owell to Jellsen~s design and elegance with aluminium panelled coachwork, though two bodies of outstanding elegance designed and two open cars were made to special order for American built. The question of a power unit had for some time buyers. been a problem. It was solved when Lord Brabazon, Known as the'S'-type, the new Jensen had a very one of the foremost sporting motorists of his day, rigid chassis, the longerons of which were not of the introduced the Jensen brothers to Edse] Ford, then usual contemporary channel section, but boxed and on a \-isit to . braced with a heavy cruciform centre section. The has always been cautIOUS Additionally, a steel platform-which formed the when asked to allow the use of their engines in other car's fIoor-extended from the scuttle to the rear cars in series production, but a visit to West Brom­ cross-member and was welded to the frame, making wich set Ford's doubts at rest. Permission to use the an extremely strong and rigid whole. Earlier, one of

The very handsome prototype 3'6-litre V.8 cylinder of1934. Note the partially decked rear tonneau and the fine lines ofthe wings, not reproduced on the production cars in 1936.

The productionversioll (1936) of the 3'6-litre V.8 cylinder type'S' touring car. Note the redesigned mudguards and fully-decked rear tonneau. Coachwork by Jensens.

5 Edsel Ford with the first production Jensen Series oS' saloon in 1935. Second from the left is Richard Jensen with Edsel Ford in the light raincoat.

the prototype cars had been fitted with independent desired, momentary release of the accelerator pedal front suspension, but this was abandoned in favour of and depression of the clutch engaged the alternative a transverse leaf spring and radius arms. Centre lock ratio. Though normally used as an top wire wheels on splined hubs-very similar to those on gear for sustained high speed cruising at low engine contemporary Bentleys just produced by Rolls­ revolutions, there were six gear ratios available for the Royce-were fitted. Brakes were mechanically sporting driver wishing to make the best use of the operated in centrifugally cast-iron drums, heavily box in the light of existing road conditions. finned for cooling, and operation assisted by a With the power and flexibility available from the Dewandre vacuum servo motor. V-eight cylinder unit however, the advantages of a The engine was considerably modified by Jensens six-speed box were largely academic. before being fitted into the chassis. It was a V-eight cylinder unit bore and stroke being 77 ·78 x 95 ·25 mm. A most attractive V-shaped radiator fitted with and capacity 3·62l litres. The original cylinder heads vertical slats, very reminiscent of that used by the were replaced by special heads cast in light alloy and slightly later Mercedes Benz type 500, was flanked by compression ratios raised. Carburation and the inlet a pair of Lucas P.80 headlamps, and a centrally system was modified, two downdraught S.U. instru­ mounted pass or fog lamp. Detail appointments and ments feeding into a specially cast alloy manifold, finish both internal and external were of a very high and the normal coil and distributor ignition was standard. The dash and door fillets were in walnut, replaced by a Scintilla Vertical magneto. Exhaust upholstery in Dunlopillo and furniture hide, and gases were led away by three nicely angled exhaust the instrument panel included speedometer, all pipes to each bank of cylinders feeding into separate normal gauges and a revolution counter. dual exhaust systems. Developed horsepower-as The designed speed of the car was 85 m.p.h. which modified-was 120 b.h.p. production models achieved, and effortless cruising There was a normal three-speed and reverse gearbox, in commendable silence was possible at 60 m.p.h. in but the rear axle was a special dual ratio axle operated 'over-drive' top gear at only 2,000 r.p.m. of engine by a pre-selector lever on the dash. By this means the speed. The Motor on road test reported an unusual normal top gear ratio of4·11 to 1 could, at the driver's economy in fuel for a car of this performance of wish, be changed to one of 2·9 to 1. 22 m.p.g. driven hard. Engagement was by pneumatic control and ex­ The first Jensen car to be produced was designed to tremely simple and reliable in operation. The desired a formula which all succeeding cars from the West ratio was pre-selected and when engagement was Bromwich factory have followed. A hand-made motor-car with low, sleek coachwork which sets Driving compartment of the 1936 type'S' saloon. rather than follows a fashion; comfort for the pas­ sengers of a very high standard, effortless cross­ country cruising at higher than average speeds, and careful attention to the detail of fittings and appoint­ ments-of both body and chassis which make or mar a car whose initial appeal is to the discriminating owner/driver. In this Jensen of over thirty years ago, for example, there were built-in jacks, there was a radio set, there were shock absorbers adjustable from the driving seat, and there was a rigid remote-control gear lever in just the right position; the dynamo was of the automatic voltage control type and very accessible, the four-bladed cast-aluminium fan was a separate assembly, there was a solid engine bulk-head, and a secondary 'false' scuttle to minimise the intrusion of heat, noise and fumes into the body, with space for tools and accessories between the two. Front seats were adjustable both as to reach, height and rake of the squab. 6 The prototype 2t-litre sporting tourer of1937 which never went into production, in the Welsh mountains, driven by J. M. Hathaway.

In 1936 a production version of the sporting four­ numbers. It has often been said-and I agree-that seater with decked-in body was made available to be the decked tonneau open touring lensen had the best followed later by a very handsome drophead coupe. lines, and was certainly the most practical open touring A fixed head coupe, whose classic lines couldn't be body ever produced anywhere. faulted, appeared a little later and was made in limited Whereas in the prototype car the tonneau had been only partially decked, in the production car it was fully decked and fitted with individual adjustable passenger windscreens. The decking was centrally hinged, each half lifting separately; wide, deep but almost unnoticeable rear doors made access as simple as that of a limousine. The hood fitted neatly, there were good side screens and both front and rear tonneau covers and hood cover were standard equip­ ment. On the prototype car in 1934 the wings both front and rear were an inspiration, being swept in an almost The box-section chassis with welded steelplatform ofthe 3'6-litre straight line and with slight flare from headlamps to Jensen type'S'. rear wheel arch, and the rear wing repeating exactly the same line. For some reason it was decided, on the production cars, to fair-in both front and rear wings at the side, and carry the front wings further down over the wheels. This gave the car a more solid appearance, doubtless it improved the mud-keeping qualities of the body, but an elan seldom achieved in any sporting four-seater was lost. Production of the V-8 type'S' continued through 1936 and 1937, but Richard and Alan lensen were not content to rest upon their laurels. Heavily engaged in building bodies on all types of chassis, in 1937 they managed to find time to design and put into pro­ The first production 3'6-litre V.8 Jensen-a sporting saloon of duction the first all-aluminium three-ton commercial considerable elegance with aluminium-panelled coachwork. vehicle ever to be produced. Powered by a Perkins diesel engine the chassis, frame, loading platform and cab were all in light alloy. Production of these The faultless line of the 1938 3'6-litre fixed-head coupe. Coach­ continued for over ten years, the later types having the work by Jensens. driver's cab fabricated in reinforced resin-bonded glass-fibre. There are JNSN commercial vehicles still running which have logged over a million miles. Also in 1937 a prototype 2!-litre car similar to, but smaller than, the open V-8 tourer was built utilising a Steyr engine, but never went into production. Again, in 1937 two model'S' drophead coupes were modified and built to special order for American buyers in California. These were fitted with V-twelve-cylinder Lincoln engines. 7 THE MODEL H

There could be no doubt that the V-eight-cylinder model'S' was a success in whatever guise it appeared, but the search went on for further refinement without incurring loss of performance. The result of this was seen in 1938 with the intro­ duction of the model 'H'. The new car complemented but did not supplant the type'S' which remained in production until 1939. Drophead coupe body with 3-position head on the 1937 3'6-/itre The cars-under the skin-differed considerably V.8 chassis. though the highly successful body styles continued to be fitted to both chassis. The new chassis was five inches longer than that of the V-8, wheelbase being 10 ft. 11 in. as opposed to the V-8 at 10 ft. 6 in., though wheel track was only half an inch wider at 4 ft. lOin. Front springing was now fully independent incorporating an upper and lower leaf spring whilst that at the rear was still by transverse leaf spring. The axle-as in the V-8 type 'S'-was again a dual ratio axle with spiral bevel pinion and positively located by a torque tube enclosing the propeller shaft and by radius rods. The most obvious change was in the power unit. The engine of the model 'H' was a straight-eight­ cylinder unit made by Nash and delivered 120 b.h.p. at a very modest 3,500 revolutions a minute, but it came in a considerably more refined manner than the 120 b.h.p. of the type'S'. It was a very good engine, beautifully finished· and extremely clean externally. Bore and stroke were 79·3 x 107·9 mm., capacity being 4'205 litres. There were two overhead valves per cylinder and the compression ratio was very modest at 6 to 1. The marked silence and freedom from vibration was ensured by a heavy crankshaft carried in nine main bearings. The connecting rods were rifle-bored for small end lubrication, and rather unexpectedly there was dual ignition by twin coils and distributors firing 16 plugs. The engine was flexibly mounted at four points in the chassis. The •Continental' model V.8 cylinder 3'6-litre 0/1937. Aluminium coachwork by JensellS. Side-mounted spare wheels allow an Tested by the motoring press in 1938 the saloon extra large luggage boot. version of the 4'2-litre straight-eight Jensen recorded a maximum speed of88 m.p.h. under test conditions with acceleration from rest to 50 m.p.h. in 10·4 seconds, figures which supported the makers' claim that the car was designed for a maximum speed of 95 m.p.h. and for continuous cruising on motorways at 85 m.p.h. considerable character for a limited market of in overdrive top gear at 2,800 r.p.m. discerning buyers knowing that their body-building With fractionally better performance than the and commercial vehicle activities assured the company V-eight-cylinder car delivered in a considerably more of a continuing turnover. refined manner, chassis price of the straight-eight was By the standards of the big modern motor. cor­ £810 against the V-8s £630. A special short chassis porations this may not be the best way to make with a 10ft. wheelbase for use with sporting coach­ motor-cars, but, when making a quality product work cost £25 more. aimed at a limited market, in practice it has meant that In 1939 the rear suspension was modified (type most Jensen cars were firm orders in the company's H.C.) to utilise coil springs instead of the transverse order book before they were completed. It meant that leaf and the S-type V-8 was discontinued. the makers could modify, within reasonable limits, During the war an motor-car production ceased, and individual cars to owners' requirements, and laid the though substantially damaged by enemy action, foundation of an almost unique manufacturer/owner Jensens produced aircraft components, bomb casings relationship. Today with long term contracts on the and modified armoured fighting vehicles for amphi­ firm's books for bodies and part assembly of other bious landings. sporting cars on a production line basis, this relation­ From 1932 until production of cars ceased in 1939 ship is still strongly entrenched. Further the policy Jensens had always had at least two strings to their enabled Jensen cars to be made in a leisurely manner. bow. They had been able to pursue a policy not Consideration could be given to detail problems as possible to many motor-car manufacturers in that they arose without holding up a production line. they could afford to design and produce cars of Production lines exist at Jensens, but Jensen motor- 8 THE MODEL H cars are made individually in a separate part of the works given over to them.

There could be no doubt that the V-eight-cylinder model ‘S‘ was a success in whatever guise it appeared, AFTER THE WAR but the search went on for further refinement without incurring loss of performance. The result of this was seen in 1938 with the intro duction of the model ‘H‘. The new car complemented Production of the straight-eight-cylinder type H,C. but did not suppiant the type ‘S‘ which remained in was resumed in 1945 in limited numbers together with production until 1939. Drophead COUPE/ body witli 3-position head on tue 1937 36-1/tee large-scale production of the light alloy JNSN The cars—under the skin—differed considerably V.8 chassis. three-tonner bodied for a variety of commercial and though the highly successful body styles continued to passenger uses, but the design of a new post-war car be fltted to both chassis. The new chassis was five was in an advanced stage, a prototype being already in inches longer than that of the V-8, wheelbase being existence. This was the P.W. model, which was put 10 ft. 11 in. as opposed to the V-8 at 10 ft. 6 in., into production in 1946. In the meantime the bodies The very clean 41-litre dual-ignition straight-eight cylinder engine though wheel track was only half an inch wider at for the post-war Invicta Black Prince and Lea-Francis ofthe Model ‘H‘. 4 ft. 10 in. Front springing was now fully independent cars were occupying the coachbuilding bays at West incorporating an upper and lower leaf spring whilst Bromwich. that at the rear was still by transverse leaf spring. The P.W. Jensen was intended as a stepping-stone The axle—as in the V-8 type ‘S‘—was again a dual to the firm‘s planned post-war activities, plans which ratio axle with spiral bevel pinion and positively Richard and Alan Jensen had evolved during intervals located by a torque tube enclosing the propeller shaft in the pressure of the war years. and by radius rods. The most obvious change was in lt was an extension and refinement of the pre-war the power unit. type H.C., and The Motor of the day described it as a The engine of the model ‘H‘ was a straight-eight car designed for ‘high performance in the widest sense cylinder unit made by Nash and delivered 120 b.h.p. of the term coupled with a degree of luxury that at a very modest 3,500 revolutions a minute, but it facilitates the use of that performance under whatever came in a considerably more refined manner than the conditions the owner may encounter‘. 120 b.h.p. of the type ‘S‘. lt was a very good engine, There was a peripheral-type chassis frame of box beautifully finished and extremely clean externally. section heavily braced with a diagonal tubular Bore and stroke were 79~3 x 107~9 mm., capacity centre-section. Springing was independent in front by being 4~205 litres. There were two overhead valves per coil springs and wishbones controlled by hydraulic cylinder and the compression ratio was very modest at shock absorbers. Liberal use of rubber bearings was 6 to 1. The marked silence and freedom from vibration made to reduce the number of greasing points. Rear was ensured by a heavy crankshaft carried in nine main suspension was also by coil springs and radius arms. bearings. The connecting rods were rifle-bored for A Panhard rod located the axle. Girling hydraulic The V-shaped radiator fitted will, vertical siats, flanked by a pair sma[1 end lubrication, and rather unexpectedly there brakes with two-leading shoes for the front drums of Lucas P80 headlamps and a centrally-mounted fag lamp— was dual ignition by twin coils and distributors firing were used, and coachwork and interior appointments 1938 41-1/Ire type ‘H‘. 16 plugs. were still of the same high standard which had charac The engine was flexibly mounted at four points in terised the pre-war cars. were equal 85 x 85 mm., giving a capacity of 3~860 the chassis. The ‘Continental‘ mode! V.8 cylinder 36-1/ire of 1937. Aluminiu,n The interest in the new car tended to centre on a litres. The cylinder block was a single light-alloy Tested by the motoring press in 1938 the saloon coachwork by Jensens. Side-tnounted spare wheels allow an extra Iarge luggage boot. completely new engine designed for the car by casting carried well below crankshaft level to ensure version of the 4~2-litre straight-eight Jensen recorded a Ltd. of Fallings Park, Wolverhamp rigidity. Wet cylinder liners of nickel copper iron were maximum speed of 88 m.p,h. under test conditions with ton, a firm with a long and enviable reputation for inserted and twin light alloy cylinder heads each acceleration from rest to 50 m.p.h. in 104 seconds, ultra-reliable high speed engines. covering four cylinders were used to eliminate the figures which supported the makers‘ claim that the The new engine was of very advanced design; it was possibilities ofdistortion. Valve seats of high expansion car was designed for a maximum speed of 95 m.p.h. again a straight-eight-cylinder motor but fabricated steel were inserted and bronze inserts were used for the and for continuous cruising on motorways at 85 m.p.h. considerable character for a limited market of almost entirely in aluminium alloys. Bore and stroke sparking plugs. All were renewable. in overdrive top gear at 2,800 r.p.m. discerning buyers knowing that their body-building With fractionally better performance than the and commercial vehicle activities assured the company V-eight-cylinder car delivered in a considerably more of a continuing turnover. refined manner, chassis price of the straight-eight was By the standards of the big modern motor cor £810 against the V-8s £630. A special short chassis porations this may not be the best way to make with a 10 ft. wheelbase for use with sporting coach motor-cars, but, when making a quality product work cost £25 more. aimed at a limited market, in practice it has meant that In 1939 the rear suspension was modified (type most Jensen cars were firm orders in the company‘s H.C.) to utilise coil springs instead of the transverse order book before they were completed. lt meant that leaf and the S-type V-8 was discontinued. the makers could modify, within reasonable limits, During the war all motor-car production ceased, and individual cars to owners‘ requirements, and laid the though substantially damaged by enemy action, foundation of an almost unique manufacturer/owner Jensens produced aircraft components, bomb casings relationship. Today with long term contracts on the and modified armoured flghting vehicles for amphi firm‘s books for bodies and part assembly of other bious landings. sporting cars on a production line basis, this relation From 1932 until production of cars ceased in 1939 ship is still strongly entrenched. Further the policy Jensens bad always had at least two strings to their enabled Jensen cars to be made in a leisurely manner. bow. They bad been able to pursue a policy not Consideration could be given to detail problems as possible to many motor-car manufacturers in that they arose without holding up a production line. j they could afford to design and produce cars of Production lines exist at Jensens, but Jensen motor- Standard salaon an the 4-litre straight-eight chassis of 1948. Coachwork by Jensens. Note the amendedradiator and grille treat,nent. 8 9 1 .- TIM

11 —~ s .1 •—.-~‚ 6~ 1140

~‚ ~ ~

.~- ( - ••_7_••• ~- “~ II,

mi,,, —____ --

—~-- L~IM r~-~~z~=~ ~

THE 1938 4+-LITRE — 1 STRAIGHT 8-CYLIN DER JENSEN DROPHEAD •—~-----—----~ COUPE. ~P ______~ E) / L.t •- - . ~ ~ • - ‘. - 3. The very handsome standard saloon body panelled in aluminium, fitted 10 the straight-eight 4-/lire (Meadows) chassis in 1946.

The crankshaft, like that of the pre-war car, ran in were very wide, even for a big car, and the radiator nine main bearings of 2~48 in. diameter, ensuring bonnet and front wings formed a single assembly N absolute freedom from vibration and as a further separately mounted and insulated from the aluminium insurance a rubber-bush-type damper was added to panelled body, itself rubber mounted upon the chassis ~_ absorb any torsional vibration. The car was as all Jensens fully and properly ~—•- ~__7.q Two overhead valves per cylinder set at an angle of instrumented, but as a minor evidence of thought the 20 degrees were operated from a camshaft carried very speedometer was calibrated in kilometres and miles high in the block through the medium of light ‘needle‘ The spring-spoked wheel was telescopic and adjustable — -„ type pushrods similar to those devised by Georges for rake and the front seats of course were adjustable

Roesch for use in his successful engines in all directions. Jacking and chassis lubrication were — twenty years earlier. Tappets were self-adjusting inbuilt and the bonnet locked. Again it was a car ~~0. -e hydraulic of the zero-lash type. designed by enthusiastic motorists for the discerning, •~~1 _—- __ ‘..~-.——,.—? ~ H-section steel connecting rods with thin shell and Jensens think details are important. —•-- bearings carried lightweight bi-metal pistons, with a When the drophead coup~ appeared, the head was compression ratio of 7 ~25 to 1. Ignition was by a single raised and lowered hydraulically, as were the windows. Lucas coil and distributor and two S.U. carburettors Despite this very full specification, the P.W. was supplied the mixture. neither slow nor sluggish, maximum speed being In standard tune this unusual power unit developed 95 m.p.h. Acceleration from rest to 60 m.p.h. took 15~7 130 b.h.p. at 4,300 r.p.m., but was obviously capable of seconds and to 70 m.p.h. four seconds more. Overall considerable further development. petrol consumption was reasonable for such a car, at The body produced for the production saloon was 18 to 20 m.p.g. very handsome, trimmed and fitted to standards which The Jensen type P.W. remained in series production bad now become expected in a Jensen; it also evidenced until 1949. Like all Jensens it was hand-made and considerable care in the detail of the design. built as an individual motor-car, and the formula There were no running boards or steps, and intern to which it was built was the formula devised by ally there was an almost completely fiat fioor. Though Richard and Alan Jensen ahnost twenty years earlier now normal, it was one of the first production cars A formula from which they have not yet in 1967 7 to be fully ventilated and heated mechanically. Doors departed. .~ ‘—~--~•---~----

J. R. Buckley, 1967.

1 ‘St 1 .- TIM

11 —~ s .1 •—.-~‚ 6~ 1140

~‚ ~ ~

.~- ( - ••_7_••• ~- “~ II,

mi,,, —____ --

—~-- L~IM r~-~~z~=~ ~

THE 1938 4+-LITRE — 1 STRAIGHT 8-CYLIN DER JENSEN DROPHEAD •—~-----—----~ COUPE. ~P ______~ E) / L.t •- - . ~ ~ • - ‘. - 3. The very handsome standard saloon body panelled in aluminium, fitted 10 the straight-eight 4-/lire (Meadows) chassis in 1946.

The crankshaft, like that of the pre-war car, ran in were very wide, even for a big car, and the radiator nine main bearings of 2~48 in. diameter, ensuring bonnet and front wings formed a single assembly N absolute freedom from vibration and as a further separately mounted and insulated from the aluminium insurance a rubber-bush-type damper was added to panelled body, itself rubber mounted upon the chassis ~_ absorb any torsional vibration. The car was as all Jensens fully and properly ~—•- ~__7.q Two overhead valves per cylinder set at an angle of instrumented, but as a minor evidence of thought the 20 degrees were operated from a camshaft carried very speedometer was calibrated in kilometres and miles high in the block through the medium of light ‘needle‘ The spring-spoked wheel was telescopic and adjustable — -„ type pushrods similar to those devised by Georges for rake and the front seats of course were adjustable

Roesch for use in his successful Talbot engines in all directions. Jacking and chassis lubrication were — twenty years earlier. Tappets were self-adjusting inbuilt and the bonnet locked. Again it was a car ~~0. -e hydraulic of the zero-lash type. designed by enthusiastic motorists for the discerning, •~~1 _—- __ ‘..~-.——,.—? ~ H-section steel connecting rods with thin shell and Jensens think details are important. —•-- bearings carried lightweight bi-metal pistons, with a When the drophead coup~ appeared, the head was compression ratio of 7 ~25 to 1. Ignition was by a single raised and lowered hydraulically, as were the windows. Lucas coil and distributor and two S.U. carburettors Despite this very full specification, the P.W. was supplied the mixture. neither slow nor sluggish, maximum speed being In standard tune this unusual power unit developed 95 m.p.h. Acceleration from rest to 60 m.p.h. took 15~7 130 b.h.p. at 4,300 r.p.m., but was obviously capable of seconds and to 70 m.p.h. four seconds more. Overall considerable further development. petrol consumption was reasonable for such a car, at The body produced for the production saloon was 18 to 20 m.p.g. very handsome, trimmed and fitted to standards which The Jensen type P.W. remained in series production bad now become expected in a Jensen; it also evidenced until 1949. Like all Jensens it was hand-made and considerable care in the detail of the design. built as an individual motor-car, and the formula There were no running boards or steps, and intern to which it was built was the formula devised by ally there was an almost completely fiat fioor. Though Richard and Alan Jensen ahnost twenty years earlier now normal, it was one of the first production cars A formula from which they have not yet in 1967 7 to be fully ventilated and heated mechanically. Doors departed. .~ ‘—~--~•---~----

J. R. Buckley, 1967.

1 ‘St - ~ %t%~~ ~.3 — .5 ;. \. ;_.• .k_.t. i_‘~‘ - - ‘St •

a e 0 r~i_ a a a 9 _1‘ .

- + • •..•;t_ — ..• •

1948 P14“ ‘Contiaental‘ salooiz an Ilse 4-litre stratght-eight cyllna‘er chassis. Note Ilse side-mounted spare wheels ta give extra large (20 cii. ft.) luggoge boot. Coocliwork by .Jeaseas.

JENSEN SPECIFICATION TABLE

Detail Model ‘5‘ Model ‘H‘ Model ‘P.W.‘ Current Protocype 1934 1938—1945 946—9 Current 1935—1939 Several Made to Order 1946 Engine V-8 cylinder, 7778 x 9525 mm. 8-cylinder-in-line 793 x 1079 mm. 8-cylinder-in-line in light alloys. Capacity 3621 litres. Capacity 4205 litres. 85 x 85 mm. AIloy cylinder heads. Nine-bearing crankshaft. Capacity 3860 litres. Cylinder banks in 90 degree V. Two sparking plugs per cylinder. Nine-bearing crankshaft with torsional vibration damper. Chassis Box-section wich cruciform bracing Box-section with cruciform Peripheral box section with tubular and welded steel placform. bracing. steel bracing. Wheelbase 10 lt. 6 in. Normal 10 ft. II in.: Short 10 lt. 0 in. 10 lt. 6 in. Track 4 lt. 94 in. 4 lt. 10 in. Front 4 lt. 10 in. 111: ~i:~4: Rear4ft. 114 in. Clutch Single dry piste. Borg and Beck S.D. piste. Single dry piste. Gearbox Three speeds and reverse nynchromesh. Three speeds and reverse synthromesh. Four speeds and reverne, synthromesh. Dual ratio rear axle. Dual ratio rear aale. 34; 45; 75; and II to 1. Low: 4‘il;6‘6and IISBto 1. Low: 4Il;63and 142to 1. High: 29; 48 and 828 to 1. High: 29; 45 and 10 to 1. -______Transmission Entlosed propeller shafc. Bntlosed propeller nhaft. Hardy-Spiter propeller shaft. Suspension 1. and R. crannverse leaf-spring wich F. Independent. F. CoiI springs and wishbones. radius armn. 1k. Transverse leaf. 1k. CoiI springs and radius arms. Braltes Four-wheel methanital. Dewandre Four-wheel methanical. Dewandre Girling hydraulit wich two leading vatuum servo motor vatuam nervo motor. shoes to front drams. Ignition Stintilla vertital magneto. Dual by twin coils and distributors. Single by Lucas toil and distributor. Carburation 2 x downdraught S.l.J.s. Dual downdraught. 2 x horizontal S.U.u. Wheels Dunlop wire on splined huhn Dunlop wire on splined hubs Steel dist with 600 x 16 tyres. 600 x 17 tyres. 650 x 16 tyreu. Weight Chassis: 191 twt. Chassis: 234 twt. Chassis: 22 cwt. Chassis Price 1936 £525 1939 £630 1940 £810 (Short £835) 1946 £l,300 Tourer £645 £775 £l,015 — Saloon £695 £835 £1.075 £1.826 + P. Tax. Coup6 £765 £915 £1.135 £2.180 + P. Tax.

Printed in England Profile Publicationa Ltd., P0. Box 26, Lnatherhead, Surrey, England by The Whitetriars Presa Ltd., London & Tonbridge, England. US. 2nd dann Mailing Rates applied tor. Profile Publications Ltd. is a member of the Norprint Division ot the Norcros Group with world distribution network, retaining all rights in all lsnguages. North American Import Agency rights delegeted to J. W. C. Aeronautica, 7506 Clybourn Avenue, Sun Vailey, California 91352; North American Distributive Agency rights vested in the National Aerospace Education Council, 616 Shoreham Building, 806 l5th Street NW., Washington DC. 20005. Reproduction of, or any part of, this publication, is expressly forbidden under the terms of International Copyright Law except as subject to written permission by the Managing Director, Profile Publications Ltd. ee~ XL Al