Category: Automotive Posts

The company’s core 12hp model, which – unlike many utilitarian pre-war family saloons, it focused on premium, assembled-car quality, with 4-wheel brakes. The stretched wheelbase allowed a decent amount of interior space.

Britain’s first supercharged production sports car, built to dominate tracks – and achieved motorsport legendary status by winning the 1928 Ulster Tourist Trophy. Its low-slung chassis and high-speed reliability made it highly prized.

Premium model, powered by the company’s own advanced, single overhead-camshaft six-cylinder engine, which offered luxury, refinement and high-speed cruising. The company’s financial collapse halted production in 1935.

Photo: C&C

Launched the brand’s resurrection, debuting the sophisticated high-cam engine, wrapped in elegant, streamlined coachwork. Successfully re-established the company’s engineering credentials, and new mechanical blueprint.

Photo: Aston

Post-war relaunch, with an enlarged version of the high-cam engine. A smaller-engined Twelve variant was briefly offered. Torsion bar IFS; headlights recessed from 1951. ‘Woody’ estate also available.

High-compression, twin-carb version of the saloon’s engine in a low-slung, lightweight two-seater aluminium body. A striking, aerodynamic roadster with genuine 90 mph performance, which achieved vital export sales.

Upmarket, higher-performance development of the Fourteen, with beautifully finished, coachbuilt body. The 18 HP served as the flagship with bigger engine wider track chassis.

Photo: Flickr

The 1968 Jaguar XJ6 Series 1 revolutionised the luxury saloon market, setting new global benchmarks for ride refinement and handling. Powered by the legendary XK straight-six engine, it combined advanced IRS with elegant styling.

Leveraged Jaguar’s advanced XJ6 platform to target traditional, high-margin luxury buyers. Demarcated by signature fluted radiator grille, fluted rear boot-lid plinth, and a more opulent interior.

Kick-started the post-war sports car boom, especially in North America. Retaining 1930s styling with 19-inch wire wheels and slab-tank tail, it offered an engaging, traditional, wind-in-the-hair British roadster experience.

Modernised the formula by introducing IFS and precise rack-and-pinion steering. It sat on smaller, wider 15-inch steel disc wheels and featured a roomier cabin. It became MG’s biggest commercial success up to that point.

The final facelift of the traditional T-Series line, instantly identified by its swept-back, sloping front grille and faired-in headlights . Later variants received a larger 1,500cc XPEG engine.

Elegant four-door sports saloons featuring a plush leather cabin and traditional styling. They pioneered the advanced IFS later used on the TD Midget, with the updated YB having smaller wheels and full hydraulic front brakes.

Rare, open-top four-seater version of the Y-Type saloon built almost exclusively for export. It mated the saloon’s comfortable chassis to a sprightlier, twin-carburettor version of the XPAG engine. Disappointing sales.

Launched the post-war line, with advanced IFS and rack-and-pinion steering. Cloaked in an elegant fabric-roofed saloon body, it relied on the 1.5-litre high-cam engine to reach 75 mph. Exceptional, sporting saloon car handling.

Stretched the chassis by seven inches to house the larger 2.5-litre twin-cam engine. Producing 100 bhp, this flagship saloon offered true 100 mph performance and effortless cruising. Arguably the definitive RM.

Striking, low-slung roadster built primarily for the US export market. Three-abreast bench seat, fold-flat windscreen, and cut-down rear deck. Disappointing sales in the target market.

Photo: Flickr

Elegant four-seater drophead coupé. Fitted with a high-quality, fully lined three-position fabric hood, it offered luxurious open-top motoring.

Photo: Flickr

The RME modernised the 1.5-litre saloon formula for the 1950s. Retained rear-hinged doors, but removed the running boards; curved rear bumper, and rear wheel spats. Fully hydraulic brakes .

Similar updates to the larger chassis. Wider rear window. The final curtain call for Riley’s legendary high-cam engine.

Pioneering lightweight open two-seater with purpose-built aluminium engine and gearbox. First 12 had tiller steering.

After WWI, from their new factory at Idle, Jowett established a formidable name for simple, rugged, and economical light cars. The “Little Engine with the Big Pull” proved highly popular for conquering steep northern hills and poor roads.

Longer wheelbase car with 2 or 4 seats. The 2-seater shown was the first car to cross Africa. Coil ignition and electric starter motor; removable cylinder heads and 4-wheel braking from 1929.

The company’s first 4-cylinder engine, of innovative flat-four design: conventional looks of Jupiter were preferred to the aerodynamic grille of the Jason (shown). Kestrel updated the twin with streamlined body and conventional grille; Weasel was a 4-seater sports tourer.

The Eight and Ten standardised pre-war production into a single, modernised body design. The Eight had an flat-twin engine, the Ten used the smooth 1,166cc flat-four unit. These reliable saloons kept the factory moving until military work stopped production in 1940.

Estate version of the Bradford van, with side windows and rear passenger seats. Later De Luxe added a chrome rear bumper and steps. This clever “six-light” design offered families a rugged, tax-efficient alternative to a traditional saloon.

Advanced saloon featuring streamlined body designed by Gerald Palmer, and forward-mounted aluminium flat-four engine, it used torsion-bar suspension to deliver superb handling. Bodies made by Briggs in a dedicated Doncaster plant.

Light aluminium structure over a race-bred, tubular steel chassis designed by former-Auto Union engineer Robert Eberan von Eberhorst. Class-leading handling that allowed it to secure class victory at the 1950/1951/1952 Le Mans.

Mk II had opening boot

Breathtaking styling in 1961 and a powerful S6 engine, This pure, 150 mph open-top sports car defined the swinging sixties. Very early cars had flat floors – pretty but cramped.

FHC combining aerodynamic fastback silhouette with a side-opening rear hatch. Advanced monocoque construction and independent rear suspension.

All-aluminium racing homologation special built to challenge Ferrari. Stripped of luxury trim, it weighed 114 kg less than standard models. Fuel-injected, giving 300 bhp.

Bigger, torquier engine and in-house, all-synchro gearbox in place of the heavy, sluggish Moss unit, perfected the original design. Retained the glass-covered headlights and more comfortable, adjustable seats.

Coupé version

The 2+2 stretched the chassis by 9 inches and raised the roofline to accommodate two small rear seats. Introducing a steeper windscreen and longer doors, it sacrificed silhouette for practicality. Auto option.

The S2 adopted exposed, forward-mounted headlights and wrapping bumpers to comply with US safety legislation. Toggle switches made way for plastic rockers. New, more reliable twin-fan cooling system.

Coupé version

2+2 version

The new V12 transformed the sports car into a powerful Grand Tourer. Built on the longer 2+2 wheelbase, it offered a more spacious cockpit, wider track, flared wheel arches, and a large, slatted front grille.

Coupé version

Commissioned by BL to clear unsold US inventory, the Group 44 car was a radically modified roadster. Stripped down to 1,211 kg and pushing a fierce 460 bhp, it dominated the 1975 Championship.

The 1955 MGA 1500 modernised MG with sleek, aerodynamic, body-on-frame styling, replacing the traditional T-Series. Its B-Series engine gave 68 bhp and 90 mph. More than 80% exported, primarily to North America.

The FHC added wind-up windows, external door handles, and a rigid steel roof to the sports car chassis, giving weatherproofing and a degree of refinement.

This high-performance variant featured a complex double-overhead-camshaft engine putting out 108 bhp. Dunlop four-wheel disc brakes, and distinctive knock-off steel wheels. But engine reliability issues cut production short.

The MGA 1600 brought the enlarged B-series, and standard Lockheed disc brakes.

Amber indicator lenses on wings.

FHC version

Another capacity and power boost. New inset front grille with recessed vertical slats, and a revised rear deck featuring Mini-style horizontal tail lamps below the boot lid.

FHC version

The MGB revolutionised the brand by moving to a spacious monocoque structure. Aluminium bonnet.

The GT transformed the roadster into an elegant, three-door fastback coupe. Designed by Pininfarina, it introduced a practical hatchback and occasional 2+2 rear seating; improved aerodynamics gave greater speed and refinement.

Mark II brought mechanical refinement with a fully synchronised transmission, a stronger engine, and updated electrics. Followed up in 1969 by Ambla vinyl seats, rostyle wheels, fishmouth grille and BL badges; then steel bonnets.

Coupé version

Intended to replace the Austin-Healey 3000, its nose-heavy weight required completely revised torsion-bar front suspension. Bad press on the handling limited popularity from the outset.

Coupé version

Another new grille, along with doors mirrors, new steering wheel, arm rests, hazard lights, cigarette lighter. Black engine block.

Coupé version. Cloth-faced seats.

The all-alloy 3.5-litre Rover V8 engine weighed less than the standard four-cylinder unit (but gave less power than the 6). With the more modern TR7 incoming, BL did not invest in a US version, so numbers were small.

“Rubber-bumper” MGB: the heavy polyurethane bumpers and an inch on the ride height ruined the handling, and emissions control ruined the performance, particularly in the US. Anti-roll bars for 1977.

Coupé version

End of the line limited edition. Back to twin carbs and 95 bhp in UK versions.

The all-alloy 3.5-litre Rover V8 engine weighed less than the standard four-cylinder unit (but gave less power than the 6). With the more modern TR7 incoming, BL did not invest in a US version, so numbers were small.

A post-war sensation. It debuted the legendary twin-cam, S6 XK engine, reaching a record-breaking 120 mph – the world’s fastest production car. Aluminium over ash switched to steel from 1950.

The FHC added a permanent steel roof, walnut-veneered dashboard, wind-up glass windows, and exterior door handles to the sportscar chassis.

43 competition cars were sold to private owners – including the first three F1 world champions – many of whom too good advantage of the XK120 running gear, and registered them for road use.

The Open-Top Sport “OTS” moved the engine forward to give more cabin space, and introduced rack-and-pinion steering, telescopic shock absorbers, and stronger bumpers.

The FHC updated, and with a pair of tiny rear seats added to make it a 2+2.

Convertible version of the coupé with quarter lights and padded hood that stacks on the rear deck when folded – in contrast to the spartan roadster’s vanishing light hood and clip-on side screens .

Following Jaguar’s 1956 withdrawal from motorsport, the remaining, D-Type chassis were converted into road-going supercars, complete with windscreen, door, soft top, and a side-exiting silenced exhaust.

Photo: Flickr

Modernised the line with a higher waistline, grille, and a one-piece curved windscreen. Introduced 4-wheel Dunlop disc brakes and wind-up side windows – still with flush-folding canvas roof.

The luxury FHC version, now with a leather-trimmed dashboard. Like the other XK150 models, the “S” gained a huge power increase from upgrades like triple carbs, straight-port heads, higher compression.

S models only distinguishable by bonnet and door badges

Convertible version. Like the other XK150 models, got the larger engine from 1959 (with the S mods remaining available on the 3.8). The engine mods were needed to fight off V8 competition in the US.

In 1934, Hollywood star Clark Gable commissioned Jensen to design a custom car on a Ford V8 chassis. The resulting acclaim sparked an official deal with Ford, and produced elegant, low-slung cars; ‘woody’ station wagons too.

The factory’s first production model. Built on a modified chassis, it mated dependable with elegant luxury coachwork. It pioneered the Columbia dual-ratio rear axle, offering relaxed, high-speed touring.

Photo: Flickr

The flagship Jensen H-type featured independent front suspension and a 4.3-litre Nash straight-eight engine. Jensen also built a few 2¼-Litre X-type in 1937, but proved too small and expensive.

Photo: Sotheby’s

The PW (“Post-War”) was a hand-built luxury saloon. Early models suffered vibrations from a Meadows S8 engine, prompting a switch to first Nash then Austin power. Material shortages limited production.

Photo: Wikipedia

A hand-built luxury GT, pairing a modified Austin A70 chassis and a 4-litre Austin S6 engine. Styled by Eric Neale, it had an aluminium-over-wood body with a unique forward-hinging front section.

Photo: Flickr

Revolutionised GTs with lightweight glass-fibre bodywork on a steel chassis. Triple-carb, 4-litre Austin S6 engine gave 115 mph. Deluxe was first British 4-seater production car with all-round disc brakes.

The high-performance variant, featuring engine, 4-speed overdrive gearbox, and standard 4-wheel disc brakes. Capable of 127.5 mph, it was the fastest 4-seater Britain had produced.

The final, most luxurious evolution of the series, with a new oval front grille instead of the pivoting blind. A V8 was planned but it retained the Austin straight-six.

Photo: Flickr

Swapping British S6 power for massive American Chrysler big-block V8. It paired a fibreglass body with a new steel chassis, creating one of the fastest four-seater grand tourers of its era.

Striking Italian styling by Carrozzeria Touring paired with a roaring Chrysler V8 engine. Initially hand-built by Vignale in Italy before Jensen transferred production in-house to West Bromwich in 1967.

A technological marvel, introducing permanent 4-wheel drive and anti-lock brakes (Dunlop Maxaret) to a production car. Longer wheelbase and bonnet and dual wing vents.

The flagship, and first with the 7.2-litre engine – the three twin-barrel Holley carbs giving the “Six-Pack” name. Outperformed contemporary supercars, but fuel crises and complex tuning limited production.

Sleek, 2-seater convertible designed by Donald Healey. It featured the pioneering, but initially unreliable 2-litre Lotus 907 16-valve twin-cam engine. Late models gained a five-speed Getrag gearbox.

A gamble, debuted just as rivals halted soft-top development over feared US safety bans. Power-operated roof and conventional boot lid.

Photo: Flickr

Used the Convertible’s lower body shell mated to a unique, permanent “bubble-top” roof built by Panther Cars, along with a vinyl wrap and inverted Jaguar XJ6 rear windscreen.

Photo: Flickr

Luxurious “shooting-brake” estate version of the roadster, with 2+2 seating layout, electric windows, and a burr walnut dashboard.

Low-volume hand-built revival built by a reorganised factory. Visually close to the Mark III, it had a cleaner 5.9-litre Chrysler V8 engine and a modernised cabin. High costs limited production.

Photo: Manor Park

The “Frogeye” introduced affordable open-top motoring – the bonnet-mounted headlights were cheaper to make than pop-ups. With an innovative unitary chassis, and a twin-carb A-Series engine, it delivering nimble agility.

The Mk II abandoned the distinctive look for conventional front styling and a rear boot lid. The engine was slightly uprated (1,098cc from late ’62) and the car got front disc brakes. Nimble and fun to drive,

Lightweight roadster based on the Sprite. It featured the same lively 948cc A-series engine with twin SU carburettors, drum brakes all round, and sliding perspex side screens.

Evolution into a more refined, capable sportscar. The Mk III introduced wind-up side windows, a curved windscreen, and semi-elliptic leaf springs. The Mark IV delivered a detuned Cooper S engine and a proper folding soft-top.

Same chassis, engines, and gearboxes, as its Spridget twin. The Midget was marketed as a slightly premium alternative, featuring a classic MG chrome grille, extra exterior body trim, and upgraded interior materials.

Officially a Mk III facelift. It featured Rostyle wheels, a recessed black grille, black sills, and slim chrome bumpers. January 1972 introduced the round rear wheel arches..

This final facelift aligned with the Midget, now the dominant model. So, black plastic grille, matte-black sills, Rostyle wheels. The final examples were badged Austin after the agreement with Donald Healey was ended.

The Midget 1500 was redesigned to meet strict US federal regulations. Heavy, impact-absorbing polyurethane bumpers, offset by the bigger engine from in-house arch-rival the Spitfire; ride height raised by an inch.