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Jensen’s new GT packs a supercharged 6.4-litre V8

21 March, 2015

Jensen Motors were perhaps best known for their Interceptor and FF models, British GT coupes powered by big Chrysler V8s, before the Jensen marque was relegated to the dusty ranks of history in 1976. Though a revival was made near the close of the 20th century, it was short-lived, and the company collapsed in 2002.

The company began automotive manufacture in 1934, and now, nearly 80 years later, their name is making a reappearance, attached to the new Jensen GT. The revival of the Jensen name is the doing of industry stalwart Tim Hearley, saying, “This represents the next chapter of Jensen and, as we look to the future, we want Jensen enthusiasts to help us celebrate as we unveil a completely new car and outline our plans for the future.”

The Jensen Group is currently working to launch the Interceptor 2 in 2016, but until the all-new car is revealed, the Jensen GT will fill that gap quite nicely. Clay-model images for the Jensen GT reveal a modern take on the Interceptor’s lines, though the engine is no longer a Chrysler offering — instead, a GM (presumably LS-based) 6.4-litre supercharged, alloy V8, featuring fuel injection, VVT (variable valve timing), and dry-sump lubrication, through either a six-speed manual or automatic transmission. The substantial powerplant’s output is stated to be 665hp, and 630lb·ft.

The suspension and brakes are said to be derived from the short-lived Jensen SV-8, comprising double wishbone suspension and multi-piston brakes. A spaceframe chassis with composite and aluminium body panels bring Jensen’s structural touches into the modern era, and promise a truly refreshing, modern GT. We look forward to seeing further progress on this modern British icon.

“Gotcha!’’ The continuing tale of a Nissan/Datsun tragic – part two

8 May, 2026

In 1996, I was on a mission to buy a suitable pavement scorcher and visited the now-defunct Manukau City Car Fair. Unbelievably, among the sea of four-door utilitarian Japanese compacts was the absolute jewel in the crown, my automobile wet dream — a 1985 two-door R30 RS Nissan Skyline FJ20 Turbo five-speed manual in nice condition. The owner wanted $10,000 — a great deal.
But what did I do? I bailed out, paralysed by indecision. The money would have been a stretch, but it was the worst automotive choice I ever made. Instead, I went for a rusty Toyota Sprinter 8 Valve Twin Cam Coupé, which was pretty terminal from the get-go. I know. We’ve all done it, but there was really no excuse for passing up the Skyline, and I was haunted by that for years.

Last Tango in the Fast Lane

30 April, 2026

In the mid ’80s, I locked into a serious Nissan/Datsun performance obsession. It could have kicked off with my ’82 Datsun Sunny, though this would have been a bit of a stretch of the imagination, given its normally aspirated 1.2-litre motor — not the sort of thing to unleash radical road warrior dreams. But it did plant a seed, and it was a sweet little machine and surprisingly quick, in contrast to all the diabolical English offerings I had endured.
I was living in South Auckland at the time and was an unrepentant petrolhead. Motor racing was my drug of choice, and I followed the scene slavishly. Saloon car racing, with the arrival of the international Group A formula, was having a serious renaissance here and in Australia and Europe. There was suddenly an exotic air in local racing that had been absent for 15 years.
I was transfixed by this new frontier of motor racing that had hit our tracks in 1985–87 and the new array of machinery on display. In 1986, the Nissan Skyline RS DR30 made a blinding impression on me. The Australian Fred Gibson-run, Peter Jackson-sponsored team of George Fury and Glenn Seton were the fastest crew of the 1986 Australian Touring Car Championship. But Kiwi legend Robbie Francevic snuck through to win the Aussie Championship in his Volvo 240T after a strong start and consistent finishes.