We’ve seen more than one Jensen Interceptor visit these pages in derelict condition. Interceptors are complicated and expensive to restore – kind of the opposite of an MG Midget. But they’re also more exotic and rewarding than a Midget. Thanks to Randy Hutchison, we can contemplate this 1974 Jensen Interceptor Mk III here on facebook Marketplace, ready for restoration, with an asking price of … well, the seller wants a “respectful reasonable offer – no low balling!” So price is in the eye of the beholder when it comes to projects, right? Let’s come to terms with a price that might make tackling this project worthwhile, and plan to pick it up from Brooklyn, New York if we can avoid completely repelling the seller.
I said the Interceptor is exotic. Certain cars are glamour-pusses, others have impeccable mechanical arrangements, and still others have neither but somehow the sum of the parts is a siren song. The Interceptor was designed by Carrozeria Touring, hand-built in Britain, and cradled a motor by Chrysler. The dang thing needed a passport just to get out of the factory. But yes, it attracted celebrities like a moth to a flame. Here’s Tony Curtis draped on his new Interceptor. Lynda Carter owned one. Musicians loved the Interceptor; here’s John Bonham soaping it up. In light of all this love, one might wonder at the neglect that afflicts so many examples. While the Chrysler 440 cu. in. V8/TorqueFlite automatic is not the most complicated package in the world, the electricals can send owners to the loony bin. Don’t let anyone tell you there’s a “wiring diagram” for the Interceptor; the wiring depended on Nigel one day and Bruce the next. Oh, yes, almost forgot: this car does run and drive.
The interior is lathered in leather, wool, and wood – though none of it is in good nick here. See all those switches? Refer to “wiring diagram” above and remember that in 1974, cramming all those fuses, wires, resistors, motors, and so forth into tight spaces was not a well-trod path. Failures were common. While our seller avoids the rust question, the absence of portions of the lower sills and quarter panels tells a sad story.
While restoration is daunting, the driving experience is magnificent. The Interceptor is well-balanced, powerful, mannerly – everything a GT should be. A good example can sell for $50k, and convertibles even more. But the price plummets when even a few items need attention. Here’s a typical tale of woe – this Mk III sold for only $17k. Our subject car may have to marinate on the market for several months before the seller softens his “no low balling” diktat because I think finding this one a new home will require a basement-level price.
Ahh, Lucus, the Prince of Darkness.
Electrical gremlins aside, I still want one.
“ Don’t let anyone tell you there’s a “wiring diagram” for the Interceptor; the wiring depended on Nigel one day and Bruce the next.” And here I thought that was the case only with certain Italian motorcycles, a revelation found in the rebuild process when trying to compare the Haynes manual with what was actually there in front of us..
However, having also worked on a sundry MG/Triumph(both bikes and cars)/BSA and others, this the most recommended procedure before taking on a repair of Lucas equipment:
Check the position of the stars,kill a chicken and walk three times clockwise around your car chanting:” Oh mighty Prince of Darkness protect your unworthy servant..”
It works sometimes…
In a 50 year old car like this you’re probably best off pulling out the old wiring and replacing it all with all-new DIY, crimp your own high quality connectors, get aircraft grade wiring with teflon insulation instead of local auto parts store rubber, new grommets and pass-throughs, etc.
A rousing chorus of “There will allways be an England” also can help
It was always an interesting looking car but as far as restoring one goes…. I wouldn’t touch one with a ’20 ft pole’! It’s a money pit with possibly no end in sight. When you are done, maybe you can sell it at a small loss instead of a big one……maybe……or just keep it and continue the love affair……….To each, his own!!
Couldn’t you just order a wiring kit like use in street rods and toss the euro trash
It might be fun to drive, but not to own.
Thank you for posting the 2015 BAT article about the “parts” Jensen. I remember it like it was yesterday and recall it whenever I read about an Interceptor.
LUCAS – Loose Unsoldered Connections and Splices
As well,
Left
Us
Cold
And
Scared.
The two types of Lucas 3 position switches:
Dim, Flicker and Off,
Sizzle, Smolder and Ignite.
I love Lucas wiring! I’ve bought more stalled projects cheaply due to wiring problems than I can remember, and the problem is almost always a faulty ground, not the wiring itself.
Lucas makes components, not the wiring that connects them.
Remember the Lucas Motto: “home before dark.”
I have worked on one of these and the body is much easier to repair than you might think The hidden stuff is largely simple panels. I am not certain about the wiring but I do know that the interior is as complex as you would find in the most expensive Bentley or Rolls Royce. Just taking it out to allow for a total repaint with the glass out is a huge pain. There is so much and while it is very well made it also fits only ONE WAY both going in and coming out. A huge pain to work on. When finished they can be so very elegant. Not flashy but simple elegance with a severe case of go fast when needed. If anybody has any information about braking performance I would love to know but I like them. The one killer part is that huge rear window. I think they might have become upobtainium at this point in time.
Not only is there no standard to how these things were wired, but in the best hand built tradition, even body panels won’t simply interchange! I worked for the Jensen dealer in Van Nuys about 50 years ago. Customer crashed his car, bodyshop ordered a new front fender. When it arrived to our store, I delivered it to the shop. No sooner had I and the parts truck returned than the exasperated body shop owner was on the phone using every variety of explacitive in circulation at that time – the fender was something like 2 or 3 inches too long and we had to explain that it was his job to “trim to fit.” Out of curiosity I took a tape measure out and no fenders were the same size on car to car, and at least one car on the showroom actually had two different length fenders from new! And back to the wiring – there was a reason for the “Fyr Fighter” (extinguisher) mounted in the boot of every new Interceptor sold!
Millionaires toy , Stylish when all fixed up
There are many companies that produce quality wiring harnesses for many car makes so i don’t get the ever ending whinning , the aftermarket has resolved many car issues with quality replacement parts for many cases , my brother has a pantera and i have had the pleasure of replacing the low grade fiat fuse box and that solved many issues , i have also repaired many 60’s&70 ‘s cars , most of them with bad or missing engine grounds , i have done hot rods but the worse were limos !
For look at possible outcomes of restoration, go to “Retropower, U.K.” on YouTube. They are artists and their work isn’t cheap.