Some background on our Jensen Motors-research project: With a solid background in cultural studies, work on cultural heritage, on communication and on comics narratives, I am co-ordinating a pilot-study into vintage cars as living cultural heritage based on the example of Jensen cars in Sweden. We want to find out more about the organisation and communication of enthusiasts around their veteran cars. As that is a huge field, a small first study looks into Jensen Motors and the culture, communications and activities around the marque: because even with the company gone, the culture around their cars remains very much alive. The results from our research will be turned into a documentary comic, later, to honour the visual qualities of the case! Just writing a report on our findings would be rather boring, instead the idea is to show and tell.
This project is divided into two parts: The first part focuses on Jensen culture and cars in Sweden - the pilot study. Around this first part, the more general narrative on the company, car production, the demise of Jensen Motors Ltd, and the continuing active culture around Jensen cars will be researched and told if possible.
For now the focus of this page is on Jensen cars in Sweden and the life and culture around them. This page presents the most important of the information gained so far. While the project continues, new content will be added.
To sum up what has happened so far:
Several longish telephone-conversations with the previous sales representative for Sweden took place before his death in 2022. They contributed to a profile of the company Wendels bil & motor that has been published by the Jensen Museum.
A more detailed description is planned for publication, adding relevant aspects on other marques and traders in der Malmö-region, is planned to be published as contribution to Elbogen, the yearbook on Malmö's history.
A questionaire was sent out to all 156 owners of Jensens and Jensen-Healeys in Sweden at the end of January, 2020. Then, there were 176 vehicles, in August 2025, there were 165. Until we can put together a more complete picture, the basic statistics can be provided as below. Due to demand, a list of providers of services and spare parts is given first, but please note that Brexit has of course changed trade in vintage cars and spare parts considerably. While the stronger suppliers have opened distribution centres in the EU, the smaller or very specialised ones struggle with the extra administration of customs declarations etc and some have stopped trading outside of Britain or have closed completely, as they had been affected by the economic effects of the Corona pandemic before the extra burden of the post-Brexit regulations has hit them. We do not know yet, how the market for veteran cars and spare parts will develop in due course.
The main sources for spare parts that have been named / recommended in response to our questionaire in 2020 are the following. Please note that sending cars for restauration or repairs to Britain or the more simple ordering of spare parts have become customs-issues after Brexit. More recently, some parts-traders from Britain have opened dependencies in France or other places within the EU. These often can deliver parts without added customs duties. But not always - so it remains crucial to check with traders before placing an order if added taxes are an issue!
For the time being, for all aspects of body and chassis repairs, Martin Robey martinrobey.com was named most, while Richard Appleyard Parts Ltd. jensen.co.uk is recommended for Jensen-Healey quite often.
And Rejen Classic jensenparts.co.uk was recommended for the more complicated sourcing of specifically Jensen parts.
Here in Sweden, for spare parts, Anglo Car Spares AB in Getinge has been suggested, they have a facebook page but seemingly no homepage.
Also mentioned are Chris-Con AB www.bildelar.me/Uppsala-lan/Osthammar/Chris-Con-AB
and Åbergs abergsvtc.se
For V8-engines and related matter, Norrlands Custom norrlandscustom.com is referred to a lot, while even Delta Motorsports in Phoenix, Arizona, gets mentioned. Please note that ordering from the US has become absurdly uncertain due to repeated changes of customs duties. Postal services are partly not taking on deliveries from the US due to related customs issues.
For brakes and related matter, Nobtec i Norrköping nobtec.se have earned warm words of praise, while over in GB Classicar Automotive classicarautomotive.co.uk offers spare parts to brakes and brake-systems in vintage cars.
As with providers of spare parts, dedicated workshops in the UK are referred to: Cropredy cropredybridge.com and Rejen jensenparts.co.uk
while no dedicated Jensen-garages seem to exist in Sweden. But several dedicated vintage car-workshops are named that have looked after or into Jensens, e.g. Emil's Bil in Karlsham emilsbil.se, 1900-garaget in Trelleborg 1900garaget.com , English Car Care in Löddeköpinge englishcarcare.com
Based on the information provided by the national Swedish car registry and Richard Calver's The Jensen Genome (2019), sales of new Jensen-cars in Sweden were as follows - please note that these information is based on the original factory files etc first, and has been edited as far as possible. While omissions can have happened, it has to be noted that the factory documents can be inclomplete and do not always describe tha car as delivered. But they provide the best-possible overview:
The following cars have been described earlier as possible Swedish sales, but were not:
123/3939 and 3948 were imported later, most presumably not by Wendels.
136/8471 was sold in the UK first and is recorded as registered in the UK as late as 2016.
2211/1904 was originally sold in the UK.
2210/1095 was delivered to Saudi Arabia in 1974, and came to Sweden later.
The one Interceptor II that was registered as the first ever Jensen Motor's car in Sweden (125/5004) came via Danmark and was serviced by Wendels bil & motor from then on for several years. While four Interceptor II were ordered by Danish traders, none of them was registered there, instead the others were re-directed to Germany, the Netherlands, and Switzerland respectively: 125/5012, 5016, 5020.
Ten Interceptor III, LHD, were sold new in Sweden:
2220/1437 - left the factory in Feb 1975,
2210/1487 - ex factory in Feb 1975, was delivered with a Hollandia metal sunroof and later rebodied into a convertible.
2220/1460 - ex factory in May 1975, was later exported to Norway.
2220/1462 - ex factory in July 1975,
2220/1524 - ex factory in Feb 1975,
2220/1543 - ex factory in Feb 1975, was later exported to Luxembourg.
2220/1552 - ex factory in April 1975,
2220/1558 - ex factory in April 1975,
2220/1831 - ex factory in April 1976,
2220/1845 - ex factory in Feb 1976.
The Jensen Healey was eagerly anticipated by Wendels, as affordable open sports cars were hardly available at the time. They sold 17 of these and also two GTs, based on the Jensen Healey. The chassis numbers / VINs are not corrsponding to the order in which cars were passed off at the factory, also, the cars directed towards Sweden more or less hide between the masses of cars produced for the US American market. To get a rough idea on the sequence of their arrival and registry in Sweden, their Swedish registration numbers are included, as these were simply handed out in straight sequence, mostly:
1120/15036 was passed off at the factory on 15 Jan 1974, registered as HDA 026 in Sweden and later sold to Danmark.
1120/17055 (3 July 1974), reg. HBY 218,
1120/17089 (July 1974), reg. HYW 219,
1120/17157 (5 July 1974), reg. HSX 024,
1120/17316 (9 August 1974), reg. HLW 572,
1120/17331 (4 July 1974), reg. HPK 081.
1120/20005 (11 Feb 1975), reg. HYL 343, was shown at the Malmö Motorshow of that year.
1120/20240 (21 April 1975), reg. BGM 493,
1120/20264 (23 April 1975), reg. JMX 055,
1120/20431 (4 August 1975), reg. HSY 795,
1123/20403 (14 August 1975), reg. JEY 486,
1123/20406 (13 August 1975), reg. JDN 595,
1123/20409 (12 August 1975), reg. JEU 644,
1123/20430 (12 August 1975), reg. JFF 605,
1123/20434 (13 August 1975), reg. JJH 005,
1123/20435 (22 August 1975), reg. JJY 629,
1123/20440 (19 August 1975), reg. JEZ 239.
Two Jensen GT were sold new in Sweden:
1620/30126 was completed on 14 Nov 1975, and registered in Sweden as JCH 274, while
1620/30145 was completed on 18 Dec 1975 and registered as JHR 676. This car was much later exported to Danmark.
Of all the 18,976 Jensen cars made between 1935 and 1992, in January 2020 were 176 cars registered in Sweden to 156 owners, 15 people did own two cars, one held three Jensens. A trader offered four vehicles at the time, of which two had already gone from his homepage two weeks later. Of these 176 cars, 102 were inactive (avställd) in January 2020 - no surprise with vintage cars during Winter, but many are off the roads for much longer, numbers for a few years or periods are given in the list below.
In August 2025, the current situation with Jensen cars was checked while individual ownership was not noted. The overall number of Jensen cars was down to 165.
As not all series-numbers were recorded by Transportstyrelsen, the amount of Right and Left Hand Drive-cars is partially unclear, as these numbers indicate the placement of steering, and so on. The chassis numbers and this list will be completed with the help of Richad Calver's "Jensen Genome" in due course...
In January 2020, the Transportstyrelsen registry lists:
one Interceptor, 6 Cylinder (de-activated)
two 541s
two C-V8 (one LHD Mk II, one RHD Mk III)
In August 2025, one of the 541's and one C-V8 are gone.
There are 77 V8-Interceptors registered in Sweden, but at least one of them is a mis-registered FF. How many other FFs are hidden behind Interceptor-registries is currently not known. Of all these Interceptors, 52 are de-activated and 25 active. While seven are hibernating through this mild winter only, two are off-duty since 2017, two more since 2016. All others were taken off the road earlier, with 26 de-registered before 2000 (with some parked already in the 1980s).
Anyway, of the individual model-runs of the Interceptor there are:
sixteen Interceptor I (RHD 14 / LHD 2)
sixteen Interceptor II (RHD 10 / LHD 6)
thirty eight Interceptor III (RHD 16 / LHD 18 / unspecified: 4)
and seven Interceptor III Convertible (maybe: RHD 1 / LHD 6)
In 2025, there were 70 of the V8-Interceptors still registered with 40 of these de-activated:
two of them in 2024, all others before 2020 (see above). They differentiate into:
sixteen Mk I (RHD 14 / LHD 2)
fifteen Mk II (RHD 9 / LHD 6)
thirty two Mk III (RHD 16 / 13 LHD, unspecified: 6)
and six Mk III Convertibles.
In 2020, there were six SP (all RHD, and only one de-activated in 2013). In 2025, they all remain but with two of them parked: another one is off the road since 2020 in addition to the one mentioned before. Two of them are registerd as Interceptors, the others as "SP Interceptor" in the national registry.
Of the 13 officially registered FF-cars, eight are parked: one taken off the road in 2011, all the others before 1990. (These numbers remain unchanged from 2020 to 2025.)
Individual FFs in Sweden are registered as Interceptors but are not recognisable by their chassis numbers / VIN as their chassis numbers had been switched over to other cars for their import, but were never returned to the right cars. This was done to avoid import taxes at the time, but has caused long term consequences for some cars and their owners: Some numbers continue to be mis-attributed, with the respective cars registered under other numbers and thus lacking their real histories. Another problem is that one FF is registered and identified by VIN as a Interceptor and thus hardly tradeable, while the Interceptor carrying the FFs VIN is registered in Norway but is not on the road. An official correction of the numbers between these two cars turns into international collaboration. Once the paperwork is in order, the cars remain to be set in order.
Unrelated to this, there are individual FFs in the country that are not registered here. Duly, it can be assumed that the real numbers of FFs in Sweden are higher. According to the official registry, there are:
ten FF I
three FF II
Seventy one Jensen-Healeys (RHD 12 / 5 LHD / rest: series-number not registered by Transportstyrelsen) in 2020. In 2025, 68 remain with 32 officially parked long-term. Of those registered in 2020, 40 were de-activated: Five for the winter, but 17 cars were de-activated between 2018 and 2002. Another 18 Jensen-Healeys had already been taken off the road between 1981 and 1999.
The formal model-run of most cars was not registered, currently the amount of Mk I against Mk II with Jensen-Healeys in Sweden is unknown, there might be 10 Mk I against all others being possibly Mk II. It has to be remembered that differences between Jensen-Healey series are discussed by the experts in different ways:
"the J-H's with 5 speed Getrag gearbox and large rubber US-bumpers are normally termed J-H 5, as they all three visually differ from each other, although the differences between Mk I and II are subtle compared to the J-H 5." (Quote: Niels-Erik Manniche)
One GT remains (number of series not registered, therefore unknown if LHD or RHD). This car was off the road since 1998, was sold in 2024 and is registered as on the road in 2025.
In comparison to the Swedish Jensen Club's data from 1994, numbers of Jensen-Healeys and GTs have changed the most: While the numbers of the other models have remained mostly identical, in 2020 there are 10 Jensen-Healeys and two GTs less in the country.
Also, the list of Jensen cars kept by the national registry (Transportstyrelsen) contains cars that were most likely not built by Jensen Motors:
one Bojen Jensen Roadster from 2005
one Jensen Hi-Boy from 1985 (would it be possible that the registry got their date by phone and misunderstood "Healey"?)
one Dutton Jensen from 1984
Currently, there is no swedish Jensen Club, but some are organised in the British JOC - but without a national subsection there. From the questionaire it seems that most Jensen owners in Sweden are organised in general veteran car-clubs and attend their regional meetings. Some restrict themselves to contacts needed for the supply of spare parts etc. For Sweden, there seems to be no related forum on "social media". In how far this is a result of the sudden implosion of the previously well-organised and documented Swedish Jensen Drivers Club in the middle of the 1990s is unclear. The sudden disbanding of a club with 66 paying members (October 1994) is quite interesting. Obviously, the cars and their marque remain to cause a stirr, owners and mechanics who deal with them are proud of them. But as more and more cars are not on the road, it remains open in how far the myths about Jensen cars become better known than their specific forms and technical peculiarities.
For very profound information on the company and it's cars, the homepage and books by Richard Calver are THE indispensable source. Since his death the data has been kept available but was not updated. Every single Jensen produced is in his lists, even the silence about the fate of some was factored into the statistics on survivors etc. Here is the way to his homepage: "Jensen Data": www.richardcalver.com
While the private Jensen Museum and Archive started with their eyes firmly on the Jensen FF, they have widened their scope. They provide a lot of information on the history of the factory and its work force, on individual cars and their fates, on selected traders and customers, and offer all kinds of archival information and even merchandise. Their homepage is: www.jensenmuseum.org
The hub for most communication on Jensen-related activities is the homepage of the British Jensen Club as it links and informs about what is going on with its international branches and siblings. It is the place for discussion of all kinds of technical issues (plenty on restauration and getting the cars to run): encouragement and support of each other's endeavours is their crucial strength! Here is the link to the Jensen Owners Club GB: www.joc.org.uk