The Jensen S-V8 and
C-V8 were designed entirely by Design Q, from concept to running prototype. Both cars were launched at the Birmingham Motor Show (the S-V8 in 1998 and the C-V8 in 2000) and were received enthusiastically by the media. Designed as a pure sports car with a Ford Mustang Cobra 4.6 litre V8 engine, the SV8 boasts a top speed of over 160mph and a 0-60mph time of 4.8 seconds.
На небосводе карликовых марок почившая Jensen Motors все равно что созвездие Большой медведицы. В Volvo, правда, ее вспоминают недобрым словом — в начале 60-х британцы взялись за контрактную сборку
купе P1800 и знатно облажались с качеством. Ну а мы снимаем перед Jensen шляпу за гран-турер FF на базе знаменитого Interceptor, первый легковой автомобиль с полным приводом и антиблокировочной системой тормозов. Фактически последний Jensen — кабриолет S-V8 2001–2002 годов. Анонсировали 300 штук, но осилили несколько десятков. И то не без помощи партнеров SV Automotive.
Брать двигатели крупных производителей — обычная практика для маленьких компаний. Скажем, на Interceptor и FF ставились крайслеровские V-образные «восьмерки». Работая над S-V8 инженеры вновь нырнули в штатовские закрома и нашли там 4,6-литровый Ford Modular. Разумеется, не умеренно форсированный с двумя клапанами на цилиндр от Lincoln Town Car, а четырехвальный мощностью 330 л.с. от Mustang SVT Cobra. Коробка передач пятиступенчатая механическая.
After creating a small sensation at the British International Motor Show starting in 1998, a confident and resurgent Jensen Motors displayed the S-V8 roadster (and later a coupe). Over 100 orders were taken for the new roadster by 1999. In 2000 after much speculation and protracted dealings with the city of Liverpool, a deal was struck and Jensen Motors had built a spanking new high tech manufacturing facility. The English new factory was staffed with a new workforce that would build Jensen’s first new car since 1976 from scratch.
All of the new S-V8’s parts would not come from Jensen’s factory. The engine came from Ford of America, the same one in the Cobra Mustang. At 4.6-liters it made 320 hp in the S-V8 and was fitted to a 5 speed manual transmission. Special attention to building a modern interpretation of the “Jensen Passion” went into the production of the new car. Despite its old world Ford drivetrain, the S-V8 had aluminum body panels and a race car like control arm suspension at all four corners. It only took 5 seconds to pass 60 and could reach a top speed north of 160 mph.
The S-V8 would put to use the latest in advance computer simulation with “thousands of virtual s-V8s built to determine optimum styling”, according to company literature. The looks were odd, if not off putting due to the gaping mouth front end, later refined to Aston Martin like standards. The rear was equally unloved with strange its strange mix of contrasting oval and angular forms. The S-V8 was best viewed from the side or from the driver’s seat. The interior was more universally admired with its flowing center stack, black on white dials and tasteful aluminum accents. It was certainly built for comfort with a ride on the softer side.
While production was ramping up for the roadster, a coupe was shown generating even more interest. Jensen may have bitten off more that it could sell at this point. While trying to deliver on the orders placed, production problems brought things to a halt, delaying cars that customers had been patiently waiting for. The problems persisted to the point that the company could not bear the weight of the production glitches.
With only 20 completed cars coming out of the factory and another 18 in various states of completion, Jensen was once again forced to go under. In 2003 a English company SV Automotive stepped in and bought up Jensen’s assets, sold off the roadsters (and presumably the 1 coupe prototype) while the remaining 18 partial builds were completed with some kept for parts.