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    V8 DTM quattro racer for the road. Words Davy Lewis Photography Jape Tiitinen.
    ROAD RACER
    This is a road-legal replica of the magnificent V8 quattro that dominated the DTM series in the early ’90s…

    V8 DTM QUATTRO Stunning race replica for the road

    Audi Sport has produced many iconic racing cars over the years. But perhaps one of the most successful and best-loved, is the V8 DTM quattro. Based on the road-going #Audi-V8-Saloon , the DTM ( #Deutschen-Tourenwagen-Meisterschaft ) cars were comprehensively re-engineered for the track. With strict #DTM regulations outlawing turbochargers, Audi’s mighty five-pot was sidelined. So #Audi-Sport turned their attention to an altogether different beast.

    The range-topping V8 saloon featured a naturally-aspirated 3.6-litre unit. With power boosted from 250hp, in factory tune, to an initial 420hp, the all-alloy V8 certainly had the credentials to challenge the best from Mercedes and BMW – although many thought the large V8 Audi would struggle against the smaller M3 and 190 Cosworth. Indeed with an extra 300kg to lug around, you’d expect the Audi to be outclassed by its lightweight competition. However, the combination of lusty V8, #4WD and with Hans- Joachim Stuck and Frank Biela at the wheel, the big saloon made the podium in its debut race and went on to give Audi the Manufacturers’ title in 1990 and 1991 The following season there was a flurry of complaints about Audi’s quattro system, which led to weight penalties being imposed. In response, Audi’s engineers tweaked the engine, which ultimately led to the modifications deemed illegal and Audi’s complete withdrawal from the series.

    So the life of the V8 quattro racer may have been ephemeral, but it remains one of the most talked about cars Audi has produced. It was with this in mind that serial Audi tuner, Roni Collin, created this road-going replica.

    You may recall Roni from issue 018, where he showed us the world’s first RS6-inspired S6 C7 saloon, complete with genuine RS6 front end, wings and a host of custom fabrication. This V8 DTM is another of his projects that has been many years in the making.

    The previous owner had intended to build a DTM replica, but had never really got going with it. Roni decided he would finish the job – although his would be fully road-legal and have a much better stance.

    The work took over five years in total, but this was in between other projects and Roni’s hectic work schedule (as a serial entrepreneur, he’s always busy.) “I’ve always been more excited by the process of the build than the end result. I don’t participate on the actual builds that much, but I enjoy the planning, getting all the parts, and designing the unique look of the car,” he says.

    Creating something bespoke like this is never an easy undertaking, but as Roni explains: “Luckily I have Björn who never says no to my crazy projects. Not even then when I bring him a brand new car to be cut in pieces and replaced with another OEM look parts welded back in.”

    In the case of the V8 DTM, the main aim was to make it look like an original racer, so the interior was stripped out and a comprehensive roll cage fitted. All unnecessary pieces of trim were removed and a single bucket seat with harnesses added. But that’s not all – there’s a flocked dash, a custom centre console housing switches, carbon fibre door panels and a long-reach gear lever. It really does have a motorsport feel to it – you almost expect Hans Stuck to clamber out of it.

    When it came to the exterior, Roni insisted on full period correct motorsport livery. Everything looks as it should, complete with sponsors’ logos. Even the cross-spoke split-rim wheels are similar to the BBS items on the original (although Roni has since fitted some genuine BBS items).

    To get the big saloon sitting nice and low like a DTM car, a set of KW coilovers have been fitted. The 8.5 and 9.5x18in Rotiform alloys sit perfectly in the arches, wrapped in Pirelli road rubber.

    Under the bonnet, the 3.6-litre V8 is currently in factory trim and makes about 250hp. But Roni has plans for a tuned engine, so this faithful replica will, at some point, also have the performance to match the looks.

    TECHNICAL DATA FILE / SPECIFICATION #Audi-V8-Quattro / #1991 / #Audi-V8 / #Quattro / #DTM / #Audi-V8-Quattro-DTM / #Rotiform / #Audi-V8-Typ-4C / #Audi-V8-Typ-4C-DTM / #Audi-Typ-4C / #Audi-V8-DTM-Replica / #Audi-V8-Typ-4C-DTM-Replica / #DTM / #Audi-V8-Quattro-Typ-4C / #Audi-V8-Quattro-DTM-Typ-4C
    Engine 3.6-litre V8 40v
    Transmission 6-speed manual
    Brakes Audi S8 year 2000
    Suspension KW coilovers
    Wheels & Tyres #Rotiform-SJC 8.5 and 9.5x18in 225/40 Pirelli
    Interior Custom roll cage, extended steering column, #Audi Ur-quattro steering wheel, extended gear lever, #Recaro PP seat, Schroth 6-point harnesses, upholstery stripped, flocked dashboard, rear seats deleted, new custom wiring
    Exterior Repainted in original colour with DTM-livery
    Contacts/thanks @ronicollin @Bjornwerks

    Above: A tuned V8 engine will come next... Left: big V8 bruise looks stunning in profile. Right: Interior is fullon racecar spec. Right: If you go down to the woods today, you’re sure of a big (V8) surprise...

    THE V8 DTM RACER
    In the hands of #Hans-Joachim-Stuck (pictured #Stuck ) and Frank Biela, the #V8 3DTM #Quattro was very successful, beating the much lighter Mercedes 190 Cosworths and BMW M3s to win the title for #Audi in #1990 and #1991 . The big Audi initially featured a 420hp all-alloy V8, but, as weight penalties were imposed to counter the supposed advantage of quattro, the engineers developed a modified flat-plane crank, taking power up to 460hp. This glorious V8 would rev to a heady 9,500rpm. Unfortunately, in #1992 the new crank was deemed illegal and Audi withdrew from the series. Check out YouTube to see these amazing cars in action.
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    7 SERIES MADNESS / #BMW-G11 / #BMW-G12 / #BMW-7-Series / #BMW / #BMW-M760Li-xDrive / #BMW-M760Li-xDrive-G12 / #V12 / #Apina-B7-G12 / #Apina-B7 / #Alpina / #BMW / #Alpina-G12 /

    Alpina and BMW have lost the plot and produced arguably two of the most mental cars we’ve ever seen from either company – and they’re both 7 Series. From BMW comes the M760Li xDrive, which is one hell of a mouthful, but it’s also one hell of a car… Under the bonnet sits the new #M-Performance #TwinPower Turbo #twin-turbo-V12 engine, now weighing in at 6.6 litres and making a monstrous 600hp backed up by 590lb ft of torque and, with the #4WD #xDrive system on board, that means 0-62mph in 3.9 seconds and a limited top speed of 155mph. BMW says the xDrive system has been given a rear bias and the suspension has been tuned specifically for this car and while it’s not an M7, it is an M Performance model like the M135i and so enjoys unique styling elements to distinguish it from lesser models. It’ll be launched at the end of the year and while pricing hasn’t been announced, we’re guessing it’s going to be too much for the likes of us…

    Alpina, meanwhile, has taken a different route for its all-wheel drive B7, utilising its fettled version of the #N63 4.4-litre twin-turbo #V8 with the wick well and truly turned up, meaning the cylinder shortfall and capacity deficit is no handicap, the B7 outdoing the #M760Li on power, with 608hp, and matching it for torque. It’s quicker too – the 0-62mph sprint takes an unbelievable 3.7 seconds and the aerodynamically-restricted top speed is 192mph. A two-wheel drive version is available but considering it’s only £2155 cheaper and also slower, we’d pay £96,150 for the full-fat, all-wheel-drive B7.
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    THE BIG PICTURE

    With a wide-body kit, #4WD and the small matter of 840 turbocharged horsepower, this #BMW E46 is a ferocious machine. It might look outlandish, but this E46 Saloon has more than enough go to back up its show… Words: Daniel Bevis. Photos: Patrik Karlsson.

    Here’s an idea that you may have considered before: what’s the future of your car after you get rid of it? Assuming that you’re not planning to keep your jamjar until it crumbles away into dust, there’s a fair chance that you’ll sell it at some point – and then what? It’s actually a very big question, as cars are such personal and emotive things, there are memories, sensory touchpoints and stories tied up in them that your brain cleverly locks away, ready to spring back on you at surprising moments.

    When I see the dash vents on a Mk1 Cavalier, the faux-wood trim on the doors of a late-Eighties Rover Vitesse or the barrel speedo of a #Citroen-CX , I’m suddenly a child again. There’s a certain smell in the Magic Tree range that instantly transports me back into my first 205 GTI. And the tactile fragility of an early-Seventies BMW 2002 door handle puts me right there in my old road-rally Touring, all Redex and steamy windows.


    My point is this: picture a car that your parents had as a kid – that old load-lugger that drove you to school, took you to see grandma and down to the supermarket for the weekly shop, ferried you about on those joy-strewn family holidays. Imagine if, after all of those miles of family life, someone bought that car, your car, your memories, and turned it into a bonkers race machine. It’s quite a thought, isn’t it? Jarring and strange, but exciting too. Something you know intimately, transformed into something alien.

    With this in mind, there must be a family somewhere in Sweden who have no idea that their old BMW has turned into a supercar-slaying turbo nutter. Their intrepid old four-door E46, that saw them through over a quarter of a million faithful kilometres, has changed from a dependable old workhorse into a rejuvenated, frightening whippet with aggression in spades and a healthy disdain for the rules. Sure, it looks similar in profile, but there’s all sorts going on beneath the surface – that insane rear wing, a triumph of functionality, is merely the cherry on a flavoursome cake.

    For Erik Wedlund, these sorts of transformations are nothing out of the ordinary; the overtly extraordinary is merely his oxygen, his everyday. You show him an unremarkable family runabout, he’ll have it whipped up into a Porsche-troubling frenzy before you can say ‘beige corduroys’.

    “I started modifying cars about 12 years ago, with an Opel Ascona B,” he explains. To the uninitiated, this was a sensible-trousers commuter hack from an era when it was deemed noteworthy to offer a laminated screen as a no-cost option. “That went through a full rebuild to become an Ascona 400 replica, and after that I had an Ascona A from 1975 – first with a 2.4-litre CIH motor, which I then swapped out for a 420hp BMW M50B20 with a turbo, running E85.” Ah, so the story’s starting to loop into our world of Bavarian tuning now. It was bound to eventually – the long Scandinavian winters always lead to outlandish builds of awesome power and improbable stats; if it’s not Volvopowered, it’ll have a BMW engine. Thudding cylinders and big turbos are what help stave off the frostbite, and it’s clear that the lure of the BMW camp is what did it for Erik.


    “I later built a 2.8-litre M50 for that car, which made 572hp on pump fuel,” he says casually, just tossing the numbers into the conversation as if it’s no big deal. Scandinavians have a different perspective on horsepower, don’t they? It’s bizarre.


    We begin to spot a theme in Erik’s narrative here too – a tendency to find the best engine for the job, then replace it with something better, then take that engine and put it in a different car… it’s not so much a conveyer belt of performance, although there is an element of that, but more that he treats his projects like grown-up Meccano. The car is entity A, the engine is entity B, the chassis C, the way it deploys its power D, and so on.

    Every now and then he likes to shake up the letters and bolt the parts together in different ways, creating something new and more impressive with his big boy’s toys. And so the evolution continues…

    “I ended up selling the Ascona on as a rolling shell, keeping the 2.8-litre engine to fit into a 1986 635CSi that I’d bought,” he recalls. “I built up new exhausts and manifolds for it. It was making 750hp at the time – it was road-legal too.” Just sit and savour that figure for a moment – an old sharknose Sixer with more power than a Pagani Huyara. It’s staggering.

    But Erik wasn’t done yet. Far from it. Having put a good 11,000km under the CSi’s wheels, he was beginning to yearn for the madness and, ultimately, lightness of the old Ascona. The itch became too much not to scratch, and the 635 was sold complete with its manic motor so that Erik could roll his sleeves up and get stuck into an E36 Compact. And while this may seem anathema to some, just keep in mind what the fella’s capable of.


    “I began to build it up with the driveline of an E46 330xi, combined with that of an E39 M5,” he explains, again just throwing these mad ideas out there as if they’re totally vanilla. “It was finished within six months, but it got wrecked on the way home from a dyno session; I braked to avoid a deer and flipped the car into a ditch – it was all scrap aside from three wheels and the engine.” We’ve seen photos of this and it really isn’t pretty; it’s a good job that Erik’s a dab hand at fabricating roll-cages…


    But let’s not forget his indomitable spirit, his Stig-like obsession with speed above all else, and his Terminator-esque sense of focus. The engine was still good, so that was hoiked out of the mangled wreckage and dropped back into the oversized Meccano box, and within three days Erik had found himself another toy to play with.


    “I bought this E46 330xi a few days after the accident,” he says, with an even tone worthy of Räikkönen himself. “It was in a sorry state when I bought it, with rust and 250,000km on the clock, but that didn’t really matter much given what I had planned for it.”


    That fiery engine was duly deployed, and it’s worth taking a moment to consider the spec: we’re looking at fundamentally an original 330xi M54B30, although it’s been played with quite a bit. A healthy bore job along with bigger pistons and a raised compression ratio work with a Precision turbo and plenty of internal upgrades to deliver an astounding 840hp at the wheels, all overseen by MaxxECU management. A huge set of numbers. And what’s particularly impressive is that so much of the driveline remains stock, demonstrating just how overengineered these 4WD 3 Series are; the gearbox and driveshafts are all factorystandard, as are the front, rear and centre diffs (albeit with a bit of welding to the centre item to firm things up).


    The result of all of this insane, gibbering torque and horsepower? A four-door E46 that’ll accelerate from 0-285km/h (which is the point at which it redlines in fifth gear, equating to around 177mph) in 14.5 seconds. “With the running gear sorted, I fabricated a roll-cage for the car and took it on a few airfield events,” deadpans Erik. “After crushing a RUF 996 GT2 in a straight-line race, the oil pump shaft broke at 280km/h and took a few bearings with it, so I took the car apart and sent the engine off to my friend Åland at AllMek for a rebuild. While this was happening, I painted the body in British Racing green and decided to enter the Time Attack series, which was a pretty new thing in Sweden at the time. With the car back together and working well, I competed in the TANU series through 2015, replaced the three gearboxes that failed under the increased strain of competition, and just pushed the car to the very limits its heavy drivetrain and toonarrow tyres would allow.”

    It may not surprise you to learn that the E46 has now, like so many chapters of Erik’s motoring history, found its way to a new owner. “If I’d have kept it, I’d have probably experimented with different diffs and wider tyres, but there’s always a new project on the horizon,” he says, devoid of sentimentality and already dedicated to the next step. A little birdie tells us that he’s actually working on two projects at the moment, the first being an E36 M3 3.2 that’s becoming a streetlegal track car, while the second is an M1 Procar replica with a V10 motor.


    So spare a thought for that Swedish family, their cherished family runaround transmuted into an aggressively bewinged leviathan with a proven ability to show Porsche’s widowmaker GT2 a clean pair of heels. But then disregard them out of hand, as Erik does at the end of each personal chapter, because this isn’t about the past – it’s about living in the now, and keeping an eye on the future. Sentimentality will only get you so far, and then you’ll be blown into the weeds by a turbo as big as your face. An 840whp four-door E46 is an incredible thing to us laymen, but to a tuning superhero like Erik? It’s just part of the bigger picture…

    9x17” E34 M5 alloys fitted all-round with 255/40 rubber front and rear.

    DATA FILE #BMW Turbo E46 330xi / #BMW-330xi-E46 / #BMW-E46 / #BMW-330xi-Turbo / #BMW-330xi-Turbo-E46 /

    ENGINE 3.0-litre straight-six #M54B30 / #M54 / #BMW-M54 , bored to 84.5mm using stressplate, CP pistons, #PPF forged rods, 10:1 compression ratio, #Supertech 1mm oversize valves and valve springs, #Precision-6466-turbo / #Precision , GTR intercooler, balanced crank, #ATI Super Damper, #ARP bolts throughout, copper ring head gasket, stock cams, functional #VANOS , #Bosch 1300cc injectors, #MaxxECU management, #KS-Racing (Thailand) intake manifold, S54 oil thermostat housing, #VAC motorsport oil pump upgrade, #Canton Accusump, 3.5” stainless steel exhaust system, #Aeromotive fuel pressure regulator, 2x Bosch 044 fuel pumps, catch tank fed by Deatchwerks 301 in-tank pump. 840whp/782lb.ft @ 2.1bar, 0-285km/h (177mph – fifth gear redline): 14.5s.

    TRANSMISSION Stock 330xi gearbox, stock centre, front and rear diffs (centre diff welded), stock driveshafts, M30B35 flywheel, Sachs 765 pressure plate, 6- puck sintered KEP clutch, Samsonas gear shifter.

    CHASSIS 9x17” (front and rear) E34 M5 alloys with 255/40 (front and rear) Kumho V70 Medium tyres, K-Sport Supersport two-way adjustable coilovers, bushings replaced with uniballs, -3 degrees camber all around, 7 degrees caster, custom chromoly antiroll bars, M3 CSL 345x28mm front discs, M3 calipers, PFC 01 pads, stock rear discs and calipers with PFC 08 pads, E46 M3 master cylinder.


    EXTERIOR Hard Motorsport M3 Saloon arches, E36 M3 British Racing Green paint, custom front splitter and rear wing.

    INTERIOR Custom roll-cage with integrated reinforced subframe mounts, Rado Power bucket seats, TRS four-point harnesses, Sparco leather steering wheel, stock dash and doorcards, Lenovo tablet for MaxxECU read-outs.

    Hardcore interior features Rado Power buckets and a Lenovo tablet acting as the MaxxECU display.

    It was in a sorry state but that didn’t matter given what I had planned for it…
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    SO FAR SO GOOD?

    Your next car Mr Bond – The #Jensen-FF
    CAR: #Jensen #FF
    YEAR: #1968
    OWNER: Ray Potter

    According to William Boyd’s latest James Bond book ‘Solo’, the Super Spy’s choice of personal wheels is a Jensen FF. The year was #1969 and James apparently having been impressed by what he saw in Jensen’s Park Lane showroom was told by a keen salesman – “This is the car for you Mr Bond – the FF”.

    Not that I knew this when I was leaning against a stunning looking example at an auction doing my duty by reporting on the sale for this magazine. Nor did I think that I would end up owning it at the end of the day. I noticed what a glorious beast it looked, that it obviously had a shovel load of money spent on a restoration and how very ‘Aston-like’ it resembled and had a guide price of at least a third that of a similar aged AM. It was a long story how and why I bought it that day over a year ago!

    HAMMER BLOW?

    What I soon found out shortly after the hammer went down and looked at the paperwork that my car was a rare early Mk1 FF, never call it an Interceptor or even an Interceptor FF as I was soon reminded by aficionados of the Jensen Owners’ Club that I have since joined (always a wise move). This model may be distinguished from the Interceptor by the twin air vents in the front wings and in the case of my rare Vignale built model, a few front end styling cues, plus the whole car being nearly five inches longer.

    The saga of getting her home from the sale venue started the next day when it didn’t – start that is! This wasn’t a problem as all auction houses are used to flat batteries with jump-leads at the ready but eventually started, I decided to keep her running whilst insurance was arranged. Finally arranged and fuelled up, the temp gauge was nearly off the clock and with my wife following, the FF was stalling at every opportunity so I indicated to pull into the car park of a pub (conveniently serving Sunday roasts!) after making a quick decision to call the AA since I had only had a brief look under the bonnet and hadn’t a clue about doing anything to the monster #Chrysler 6.3 V8 lump under the bonnet. To their credit, especially for Sunday lunchtime, the man with a van arrived promptly.

    I have done some daft things in my time but what I did next is downright stupid! As the car was still very hot and whilst Mr AA was getting a few tools ready, I released the radiator cap to check the water level thinking this is one job I can do! Readers can guess what happened! A geyser of scalding fluid shot all over the engine bay and indeed the whole car covering it with what I then discovered was Evans Cooling Fluid, somewhat stickier and smellier than water.

    Later I noticed the cap was clearly marked as filled with this coolant… We mopped up everything in sight helped by using a vast quantity of paper towels that I took from the pub’s toilet. My glasses, anorak and face were covered with the stuff and during an attempt at a wash and brush up in the said facility; I got some very strange looks from the pub’s customers coming in to have a call of nature!

    GOOD EVANS…

    I have since found out that Evans Fluid has a boiling point over 180 degrees, is not toxic but the car had been overfilled with it, hence the pressurisation on release. After mopping down, the AA man then suggested that the FF best spend the rest of the journey on the back of one of their low-loaders. Whilst waiting for this to arrive, we had our much needed Sunday lunch. It was a wise decision as the motorway was stop/start all the way but when both we and the car eventually arrived home, it was unloaded and driven into its clean and cosy garage. It wasn’t until the next day that I had my first proper look at the car and I was pleased with my impulse buy but even after a good old charge, she was still a reluctant starter. Once warmed up however, I noticed a coolant leak just under the header tank. The next day I noticed a small pool of oil under the car and being reddish in colour, I presumed it must be from the transmission, the FF of course being #4WD auto. Looking through the huge history file and bills on the car, at least two respected Jensen specialists had tried to sort this problem over recent years with most of the transmission having been replaced or rebuilt at a cost of thousands.

    But it was still leaking and frustratingly, I could never see where the oil was coming from despite putting drip trays in appropriate places with the engine running or not, wiping all casings etc but it never leaked when I was looking! By now I had a list of other ailments, mainly minor electrical malfunctions; my bete noire! As I am too long in the tooth to clamber under cars any more or to get up again in a hurry, plus being useless at electrics, it was time for help – and preferably from someone familiar with the quirks of a Jensen FF.

    Enter ‘David Essex’ – or to be more precise, Dave Barnett who happens to be the Jensen Owners’ Club Area Representative of Essex! Dave who describes his business as ‘cottage industry’, works on his own with no fancy workshop, but whose knowledge of Jensens, particularly the rare FF, is just about second to none having been almost born and bred with the model. He currently has a couple of #Jensen-FF-Mk1 s , an SP and his latest acquisition, a Jensen- Healey fitted with a #Rover-V8 .

    As reluctant starting and occasional stalling were a priority on the list of problems, it seemed sensible that my FF was transported down to Dave in Hornchurch. His first job was to re-jet and adjust the Edlebrock carburettor so that it would at least fi re up when required! Changes to the alternator wiring, a new voltmeter dash instrument that now showed a healthy charge was checked and rewired with the correct voltmeter, a few new relays and new ignition switch that didn’t turn round and round in the lovely wood faced centre console of the FF, the electrics were slowly put to rights.

    LOTS TO FIX…

    Apart from the hole in the radiator, Dave didn’t like the way the twin Kenlowe electric fans were mounted by bolts directly onto it instead of the proper brackets on the chassis so new ones were fabricated, the radiator sent off to a specialist for repair. Other electrical faults, a window riser, dash lamps and the horn to name but a few were fixed – puzzling since the car boasted a current MoT!

    Dave then set about finding the oil leaks. One was found coming from the power steering pump and this was soon cured with new gaskets but frustratingly, not a drop appeared to be dripping from the FWD axles onto Dave’s floor at this point – and that was the main reason I sent him the car. It wasn’t until sometime later when he was fitting a pair of braided oil cooler pipes instead of the rigid copper lines, a popular mod amongst Jensen owners, that the fault was found. Dave jacked the car up on one side and oil started to gush out of the front input shaft of the transfer box. It would appear that there was virtually no oil left in that particular unit until the car was jacked up one side, oil from the main gearbox then being transferred over finding the ultimate cause, a broken oil seal. Had the problem been looked for on a four-poster with the car level, the wrong size and consequently split seal was unlikely to have been discovered! Once fixed along with the other long list of jobs, the FF was finally returned after nearly a year after I bought it, with a new MoT and another large bill to add to the already fat history fi le of invoices – but to be fair, Dave’s charges were reasonable and he admitted he did have other smaller jobs for his regular customers to fi t in between.

    I have managed to drive the car now at least a half-dozen times before putting it away for the winter and I was not disappointed. The FF (Ferguson Formula four-wheel drive) is a Gran Turismo in every way with a superb quiet ride, not too firm or soft but corners beautifully. The traction and confidence of the 4WD system is soon felt and with some 330bhp instantly on tap, it seems somewhat unnatural that wheels aren’t slipping whatever the surface. Although it’s happy to burble along quietly, it has huge torque for a rapid overtake when called for.

    The standard Girling hydraulic disc brake system is very reassuring without being over-sensitive to pull up quickly, I’ve yet to feel the effect of the unique Maxaret anti-skid unit; perhaps I have been too cautious in hard braking – or maybe it doesn’t work! The system however is yet another innovative feature of the FF and why it was so advanced almost 50 years ago. Steering is surprisingly light and the feel of the big, woodrimmed wheel adds to the driving pleasure of this largest technically brilliant and safest Jensen ever. Only moan so far? Don’t watch the petrol gauge when you are driving!

    Original Mk1 cockpit looks great and more classical than later interiors.
    ‘JeFF’ anybody? Old all wheel drive set up still impresses today.
    Side grilles help cool the US V8; it now runs on Evans Waterless Coolant.
    “Never call it an Interceptor – or even Interceptor FF!”
    Ray thinks Jensens are real bargains when compared to an Aston Martin.
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