Things to look at and consider when buying an Interceptor: -

 Like a lot of Classics the Interceptor was built at a time when rust prevention was not perfect, therefore 30 years later rust has taken it’s toll. Even if not visible then, there must be some in the many sealed box sections. Therefore by now they would have needed renovation or major bodywork.

Be very suspicious of totally original, never restored cars but there are a few exceptions: Due to the complicated structure and fabrication of the body, bodywork is expensive, so you can get bargains by ‘using other peoples money’ and buy an Interceptor that has already had all the work done.

The areas to look for rust are at sealed box sections and double skinned panels. The main one is the sills. On an Interceptor the box section sill is covered by another purely cosmetic sill and then a stainless steel cover. The inner vertical section can be seen and felt both inside the car and outside, as the floor pan position varies vertically along the sill.

The outer cosmetic seal has drain holes; therefore by sticking a probe up here you should be able to feel the inner seal, any more penetration than half an inch and you have gone through the rusted-away sill and gone through to the top section. Another good test of the integrity of the sill is to get the owner to jack up the car using the original jack points that can be found under the covers on the side and at both ends of the sill.

Cars that have had a sill replacement will normally have a welded plate at both ends of the sill in the wheel arches. The main areas of double skin to cause concern are the forward end of the bonnet, the lower section of the rear hatch and the lower rear skirt, which should have drain holes. The main chassis tubes are sealed also and the right one is used as a vacuum accumulator for the brake servo.

You should be able to get three brake applications after the engine has stopped. Most other rust areas show up externally and can be easily seen. Today’s plastic fillers are better than lead (more flexible, doesn’t expand, sticks well, nice surface for paint and does away with corrosive flux). So don’t be afraid to find it. The original wings had folded up lips, which could trap dirt; most replacements are just bent to a right angle (easier to clean). As far as an Interceptor is concerned, renovated is good.

Interceptors run hot. But do not necessarily ‘overheat’. The fans should not have to run when cruising and only come on when stationary or ‘in traffic’ conditions. The reasons for running hot are well understood and Chrysler in the late 1960s actually modified the head gaskets to get the engines to run hotter to comply with the strict pollution laws of California. Serious overheating could mean engine work but the Chrysler engine is very un-complicated and work and spares are cheap.

One by-product of the hot under-bonnet area is that the wiring can become brittle, causing cracks in the insulation and corrosion of the wire inside the insulation. This can cause a very unreliable car, as faults are hard to detect. So look for nice bright colours, especially at the ends, of the engine bay wiring harness. A full replacement can be expensive.

Look for evidence of a leaking windscreen, it is not easy to cure and the water ends up in the foot-well and causes corrosion, look under the carpets.

The Interceptor range can be very varied, but do not do not be single minded, go for a good car before a mark.

Interceptors are multi-purpose classics, you can either use them as a luxury saloons or very exciting sports cars. If Jensen had gone for a sporting heritage instead of recruiting celebrity owners and if James Bond had driven an Interceptor instead of a DB5……….Well there’s another story!!! And we probably couldn’t afford one.

Owning an Interceptor.

Interceptor Mk 3 RRW 347M was bought in 1984. It was in scrap-yard condition and cost £900. After stripping it down I told the wife (Jean) that I needed 2 years of time and money. That meant no holidays, no decorating, no gardening etc. Eight years later and the renovation/re-building was complete. Most of it was done by myself apart from some initial welding and the final panel fitting and spraying. During a renovation of this scale, enthusiasm does wane, money does run out and jobs around the house and other car repairs do take up time.

But being a member of the Jensen Owners' Club does maintain enthusiasm and help is available. Going along to the local meetings (in my case the Wessex Area) allowed me to inspect other cars to see how things fit and what went where, there is a lot of car in an Interceptor.

Once the car was on the road our life changed. An Interceptor is everything you want it to be. It’s not only a head turner but it can give you a lifestyle. Apart from the magnificent driving experience you can join in the fantastic social life, Jensen owners are very friendly and know how to enjoy themselves, making the exposure of the Jensen marque and maintaining it’s heritage a delight.

The Interceptor is a very reliable car and once it is on the road maintaining it is relatively cheap. A water pump costs just over £40 whereas on an Aston Martin it would cost over £400. This differential is also reflected in the purchase cost of these cars.

Alan Smith