Built with the collaboration of Volkswagen - it was only just for sale when Carrozzeria Eurostyle of Turin unveiled their coachbuilder's view on the car at the Turin Motor Show of 1970. The Eurostyle-Porsche was designed by Albrecht von Goertz (who had also designed the BMW 507) and was somewhat revolutionary in style and function. The shooting brake-style rear of the car is fitted with doors that open to the sides, a bit similar to the Ferrari Daytona shooting brake built by Panther, but this time electronically-controlled too! The front could be tilted forwards to gain easy access. No more than two cars were built in Turin. View the World's Largest Shooting Brake Archive Here (Sources Included)

In Barris's "Barris: Kustoms of the 1960s," co-written with David Fetherston, George Barris claims this car idea originated when he pitched a 1970 Eldorado station wagon concept to Dean Martin and came up with the Casa de Eldorado. View the World's Largest Shooting Brake Archive Here (Sources Included)

The Intermeccanica Murena resulted from a brief foray into the world of car making by two Americans, M. Charles Schwendler and Jospeh Vos. The two men planned to build the fastest and most luxurious station wagon (shooting brake in Europe) that the world had ever seen with styling that no one would ever forget. They succeeded on all three points. However, the unique styling wasn’t well-received in 1969, and the doubled price tag of a new Porsche 911 resulted in very slow sales. By the time the company folded in 1970, just ten had been sold. The Murena was taken care of by Intermeccanica in Italy; each body was individually coach, built from steel by Italian specialists, and given an American powertrain – specifically the 429 cu. in. (7 litre) V8 from the Ford Thunderbird and the accompanying 3-speed automatic transmission. This engine turns out 360 bhp at 4,600 rpm 480 ft-lbs of torque at 2,800 rpm, the vehicle's weight is 3770 lbs, the 0-62 mph time is 7.5 seconds, and the 1/4 mile time is 15.5 seconds. These were respectable times for a luxurious four-seater with ample luggage space and air-conditioning in 1969. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1968 Opel Kadett L 2-door station wagon, also known as a shooting brake, has undergone a detailed restoration and is a multiple award winner, having taken home many first places, best in the show, and people's choice awards from various car shows. The Kadett is powered by a rebuilt 1.1 liter overhead valve 4-cylinder water-cooled engine with twin Solex 35 PDSI carburetors and is mated to a 4-speed manual transmission. Making 55-horsepower, the engine has been fully detailed and runs excellently. The odometer on the Kadett B shows 84,531 miles, which is believed to be original according to a running log supplied with the car. However, given the restoration completed on the Kadett, it feels almost like a new car. The interior of the Kadett features a redone headliner and new carpet, while the seat upholstery appears to be original and is in excellent shape. The original Kadett Delco AM radio is present and works, while under the dash, a vintage Audiovox FM converter allows listeners to tune in to their favorite modern radio stations. Additionally, the Kadett has all of its original German Sekurit glass, and under the hood, it retains all the proper German parts from Bosch, Solex, SWF, and ATE. View the World's Largest Shooting Brake Archive Here (Sources Included)

The Dino Ginevra was designed in 1968 by Pininfarina. It was a design development of the Fiat Dino from the previous year and explored the idea of the sports coupé. It featured a front-mounted engine from the Ferrari Dino. View the World's Largest Shooting Brake Archive Here (Sources Included)

The Turin Motorshow of 1967 saw Savio displaying a 2+2 coupe based on the 125. One year later, Savio constructed a type of sporting estate or hatchback on the same mechanicals at the same show. View the World's Largest Shooting Brake Archive Here (Sources Included)

The famous Jaguar XK 150 Estate started life as an RHD 3.8 Coupe. It was upgraded to the "S" specification in 1963. British race protagonist Douglas Hull then bought the Jaguar. In 1968 "Peels of Kingston" coachbuilders were commissioned to design and built an Estate car. The car was used to tow Patrick Lindsey's ERA single-seater to various race events. View the World's Largest Shooting Brake Archive Here (Sources Included)

Its owner sold this customized shooting brake Corvette on eBay in 2007. Where is it now? View the World's Largest Shooting Brake Archive Here (Sources Included)

The Scimitar GTE came in 1968 as the SE5 was born with a more extended all-new chassis and revised and improved suspension. This new Scimitar was constructed as a sporting estate car and proved highly successful. Designed by Ogle’s Tom Karen, the SE5 was powered by a Ford 3.0 liter V6 engine, so performance was good with close to 140 bhp under the bonnet, and the body styling was so well received other manufacturers raced to produce their versions such as Volvo’s P1800ES and Lancia’s Beta HPE. The GTE SE5 was an instant success for Reliant, with production increasing by 20% in the first year, power and performance continued to improve over the next two years, and in 1972 the SE5A was introduced with performance statistics being much better with a top speed of over 120 mph and 0-60mph times a staggering 8.5 seconds. View the World's Largest Shooting Brake Archive Here (Sources Included) 1970 Reliant Scimitar GTE 1972 Reliant Scimitar GTE 1974 Reliant Scimitar GTE

This was an aerodynamic study based on the Dino. At the Paris Motor Show in October 1967, Pininfarina presented the Fiat Dino Parigi. It used the engine (2000) of the production cars, while the wheelbase (2290mm) was slightly longer than the production Spider. View the World's Largest Shooting Brake Archive Here (Sources Included)

Navarro's car is known by a series of names, including the "Golden Car," both for its paint and its side logo; the "Ferrari 330 GT 2+2 Speciale," perhaps the car's most generic name; and the "Navarro Special NART," for its later association with American Ferrari importer Luigi Chinetti. Though the body may differ radically from a stock 1966 Ferrari 330 GT 2+2, the two cars are virtually identical under the skin. Power comes from a 4.0-liter V-12, rated at 300 horsepower and mated to a five-speed manual transmission. The layout was a front-engine, rear-drive, and a live axle was used in the rear instead of a fully independent suspension. Disc brakes were fitted to all four corners, ensuring that 330 models could scrub off speed as quickly as they could generate it. The body of the 1966 Ferrari 330 GT Navarro Special has generated more than a bit of controversy over the years, with some questioning why Piero Drogo's shop, Carrozzeria Sports Cars, would even undertake such a project. Drogo died in a 1973 car accident, so his ultimate motivation is lost to history, but it likely comes down to this: As a small coachbuilder, it's never wise to turn away business. Drogo's firm had experience creating new bodies for other Ferrari models, the most renowned of which is likely the 1962 Ferrari 250 GT "Breadvan," designed by Bizzarini but built by Drogo. View the World's Largest Shooting Brake Archive Here (Sources Included)

Innes Ireland was a hugely successful F1 driver who also won the Tourist Trophy driving a Ferrari 250 GTO and campaigned several marques during his international racing career, including Lotus and Cobras, and having great success in GT40s and, of course, the Aston Martin DB4GT and project cars. This Aston Martin DB6 Vantage, chassis number DB6/3310/R, was bought new by Innes Ireland in 1967. In 1969, Ireland took the car to coachbuilders FLM Panelcraft in London to be converted into only two shooting brakes they produced on the DB6 chassis. Innes Ireland was the president of the British Racing Driver’s Club until he died in 1993. View the World's Largest Shooting Brake Archive Here (Sources Included)

In 1966, the Turin coachbuilder Pietro Frua, a prominent car designer in Italy in the 1960s, presented a coach built 230 SLX Shooting Brake inspired from the 2-seater Mercedes-Benz 230 SL Pagoda Roadster. View the World's Largest Shooting Brake Archive Here (Sources Included)

At the 1966 Turin Auto Show, Touring displayed their latest car, the Flying Star II; this was the last car completed by this prestigious firm whose contributions to car design in the previous 40 years can’t surely be forgotten. Touring designed and built the Lamborghini 350GT (see entry), the company was founded by Felice Bianchi Anderloni in 1926, but in 1966 it all came to an end, on that year’s Turin Auto Show, they prepared two new cars; a Fiat 124 convertible, and the Flying Star II, which, just like the 3500 GTZ, was mounted on a 10 cm shortened chassis. The Flying Star II was created by a team led by Carlo Anderloni, son of the founder; the results of this Lamborghini were somewhat disappointing; the angular lines of the body, together with the controversial roof design, made the car look like a station wagon, it also was massive for only two people with luggage. When presented at the Touring factory, the Flying Star II had Borrani wire wheels installed. Still, on the Turin Auto Show, these were replaced by the brand new Campagnolo cast magnesium wheels. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1966 Triumph Vitesse is a left-hand-drive two-door wagon that reportedly was special-ordered new by a Triumph dealer in Florida, and it was purchased by the current owner in 1990. Badged as a Sports 6, this example is finished in white with blue accents over a blue interior, and power is supplied by a 2.0-liter inline-six mated to a four-speed manual transmission with overdrive. View the World's Largest Shooting Brake Archive Here (Sources Included)

The 1966 Magic Cruiser could be transformed from a fastback to a station wagon and back via hydraulic and electric controls. One of the specifications given to George Barris, who Ford hired to build the car, was that the movable roof section rise within seven seconds. A series of aircraft hydraulic systems, screw jacks, and a switch on the dash made that possible. Lowering the tailgate allowed for easy entry to a rear-facing third seat, and like on Ford’s production station wagons, the second and third seats could be folded down for additional cargo storage. In front, the two-door hardtop LTD-based Magic Cruiser had one-piece tempered glass headlights, shaved door handles, and a set of Western wire mag wheels. Under the hood was the new 428. It was painted a custom-mixed “Gold Sunset.” The interior was two-toned with pleated vinyl and lamb’s wool carpeting. This show car was probably re-skinned to become the Magic Cruiser II the following year. One of the ways Ford promoted its new 1967 full-sized cars was with a couple of show cars christened Magic Cruiser II and XL Interceptor. The Magic Cruiser II built by George Barris was, as Ford described it, a “super fastback” that could be turned into a station wagon when the fastback section of the roof and two unique window-side panels were electrically raised. It was possibly built from the original Magic Cruiser shown during 1966. View the World's Largest Shooting Brake Archive Here (Sources Included)

Cumberford must have been ahead of their time because one year later, A station wagon was considered an addition to the Mustang line. Ford had eyed several iterations of the Mustang in its early days. Third-party companies also eyed the classic Ford Mustang for conversion into shooting brakes, or what we would call a station wagon in the states. The classic Ford Mustang looks rather good as a shooting brake, and looking at it now. It’s almost a hint at what was to come with the Mach-E. According to reports, the Mustang shooting brake was trendy and created a buzz in its era but never went into production. View the World's Largest Shooting Brake Archive Here (Sources Included)

David Brown, chairman of Aston Martin, entered a board meeting at which some of his engineers were in attendance, plunked his hunting dog down on the table, and said, “Build me something for him to sit in.” The result was a DB5 built by the factory with an extended cargo compartment, converting it into a spacious “shooting brake” suitable for the hunt, which the Brown family used for many years. So popular was Brown’s Shooting Brake with his gentlemen friends that a limited run of the cars was produced by particular customer order, with similar coachwork that cost more than 50 percent more than a factory DB5. It is believed that 12 were built on DB5 chassis (only three are pictured above), followed by another six, four by Radford and two by HLM Panelcraft, on DB6 chassis. View the World's Largest Shooting Brake Archive Here (Sources Included) 1965 Aston Martin DB5 Shooting Brake by Harold Radford 1966 Aston Martin DB6 Mk I Shooting Brake by Harold Radford 1967 Aston Martin DB6 Vantage Shooting Brake by Harold Radford

The Ogle Triplex Scimitar GTS was a car commissioned by the Triplex Glass Company in 1965 who had asked Ogle to build a project car to help demonstrate their use of laminated Sundym glass. Ogle started by using a Scimitar GT bodyshell, and it was then modified to produce the Triplex Scimitar GTS (Glazing Test Special). The car was initially registered as 660 GLE, but the numbers were spaced to make 66 0GLE, which did get them into trouble by the police at one stage, but the registration was later accepted. View the World's Largest Shooting Brake Archive Here (Sources Included)

This one-off 1965 shooting brake Iso Rivolta shares a strong resemblance to the Ferrari 250 GT Drogo “bread van.” The seller makes no claims of originality, but we’re guessing it’s probably not a recent retrofit—Rivoltas, though not stratospherically priced, are still not familiar enough that radical re-bodies are in the realm of sane collecting strategy. Rivoltas combined Golden-age Italian design with reliable Detroit-sourced power, much like DeTomaso did with the Mangusta and Pantera, but in a more luxurious, Gran Turismo style—hence the front engine placement and relatively luxurious interior appointments of standard cars. This particular example has a race-stripped interior with a serious-looking matte black metal dash, toggle switches, cable door pulls, quilted transmission tunnel, and some very cool gauges with interesting placement—we’re sure it’s a noisy, cramped, hot, and not exceptionally comfortable or safe place to be, all of which does nothing to diminish our enthusiasm. This particular car is motivated by 5.4 liters of Chevrolet small block, likely producing about 450 HP.1965 Ogle Triplex Scimitar GTS View the World's Largest Shooting Brake Archive Here (Sources Included)

Ford examined the car and decided not to build it, partly because it already had several in-house proposals for a Mustang wagon on its drawing board. Cumberford then talked to smaller companies, including the entrepreneurs who purchased the Avanti’s tooling from Studebaker and car importer Franklin D. Roosevelt Junior. Still, no one had the skills or the money to see the project through. Cumberford put thousands of miles on the wagon before selling it to a dentist in Portland, Oregon. “It was the best handling Mustang I’ve driven from the first generation,” he told us, explaining the extra glass and sheet metal added weight over the rear end. Its whereabouts are unknown as of 2019. View the World's Largest Shooting Brake Archive Here (Sources Included)

The Ferrari 330 GT Shooting Brake by Vignale is as radical a departure from the production 330 GT 2+2 as one can imagine. It is a two-door station wagon Prancing Horse from the ‘60s that can sit four and reach 150 mph. You will not see another one like it, ever. The ‘60s were an era when coachbuilding was still happening, and it’s when many designers took it upon themselves to create unique reinterpretations of already outlandish sports cars. Such an outlandish reinterpretation was the Ferrari 330 GT Shooting Brake. It was based on Ferrari’s then-new 330 GT 2+2, the Italian automaker’s fledging long-distance Grand Tourer that replaced the 250 GTE 2+2 and the 330 America in the lineup. View the World's Largest Shooting Brake Archive Here (Sources Included)

The owner combined Valiant Signet 2-door hardtop and Barracuda parts with a Valiant wagon to make this one-of-none Barracuda wagon. View the World's Largest Shooting Brake Archive Here (Sources Included)

This rare Chevelle 2 door wagon is 1 of 1,668 produced in 1965. This model was only offered in '64 & '65. The exterior is Butternut Yellow with a satin finish, and the interior features custom black and brown upholstery. The wagon is powered by a 327 high-performance V8 engine teamed with a five-speed manual transmission and equipped with power steering and power front disc brakes. View the World's Largest Shooting Brake Archive Here (Sources Included)

This freshly restored car has been very nicely built to be both reliable and deliver outstanding performance. Powered by a 454 HO 425HP crate motor (specs below), the wagon delivers its power to the 12 bolt rear via its Turbo350 automatic transmission. The vehicle was initially been a two-door, two-seat wagon (per the tag) with the "interesting" combination of triple brown color options. View the World's Largest Shooting Brake Archive Here (Sources Included)

As the legend goes, the man Aston Martin named the "DB" series of cars after—David Brown—became frustrated with his company-issued DB5. As an avid hunter and polo player, Brown often found himself aggravated at the lack of space in the roadster. His polo mallets didn't fit perfectly, and his seats showed the signature mark of his hunting dog's teeth. Brown one day entered a board meeting with his hunting dog, Candy, by his side. He summoned the dog onto the table and turned to his engineers to mutter the words that ushered the creation of the DB5 shooting brake. "Build me something for him to sit in," Brown allegedly said. Aston Martin, which was busy with the demand of the road-going DB5, ultimately outsourced the creation to Harold Radford, a man who had opened his bespoke coachbuilding firm to build and customize luxury cars. Radford made a total of just 12 examples of the shooting brake conversion, a process that was seemingly limited due to it costing nearly twice as much as a typical English house. View the World's Largest Shooting Brake Archive Here (Sources Included)

Aston Martin revived the Lagonda name in 1961 with the luxurious Rapide four-door saloon, a very much car David Brown’s project. The Rapide’s sales brochure, which unusually was signed by him, stated: ‘It has long been my ambition to build a car which would be equally suitable to drive or be driven in...’ Beneath the Superleggera aluminum coachwork by Touring of Milan was a lengthened DB4 chassis reconfigured by Harold Beach to accept De Dion rear suspension, the adoption of which allowed rear compartment space to be maximized. Powered by a 4.0-litre (236bhp) version of the DB4’s twin-cam six that would later power the DB5, the Rapide certainly lived up to its name with brisk acceleration and a 130mph top speed. View the World's Largest Shooting Brake Archive Here (Sources Included)

The 'Breadvan' is a unique Ferrari made in 1962 based on a 1961 Ferrari 250 GT SWB, chassis #2819GT. They were first registered in Modena (in coachbuilder Carlo Scaglietti) 'MO 68939' on September 9th, 1961, as the original 250 GT SWB. The first owner was a Belgian aristocrat and multiple Le Mans victor Olivier Gendebien. The young Italian nobleman Count Giovanni Volpi di Misurata of Venice purchased 2819GT from Gendebien. The Breadvan was built to compete against the new 1962 Ferrari 250 GTO at Le Mans and other FIA GT races. Bizzarrini had designed this car for the Count's Scuderia Serenissima Republica di Venezia (SSR) and Piero Drogo had hammered the body. The resulting shooting-brake appearance led to the French press nicknaming it "La Camionnette" (little truck), while the English-speaking journalists called it the "Breadvan." View the World's Largest Shooting Brake Archive Here (Sources Included)

It's so hard to know exactly where to start with the Thunderbird. The custom work was performed in the late 1970s or early 1980s, and it has withstood the test of time well. There is a fair coating of surface corrosion on the vehicle's underside, which I would probably address, but the overall impression is of a very solid car. The roof for the wagon was sourced from a 1965 Oldsmobile Vista Cruiser, which was blended nicely with the lower standard Thunderbird sheet metal. The tailgate glass is custom made, while the rest of the glass appears to be either Thunderbird or Oldsmobile, depending on which window you're looking at. The exterior chrome and trim look to be in good condition, and the overall external presentation of the car is awe-inspiring. If you scroll down to the bottom of this article, you will find a reasonable gallery of photos, as well as a YouTube video of the car. Under the hood is all Ford. A 3-speed Cruise-O-Matic transmission backs the 390ci V8. The engine has had a few upgrades and is now fitted with a Ford 428 crankshaft and high lift camshaft. The car is also equipped with power steering, power brakes, and Hankook white-wall tires, which are in good condition. View the World's Largest Shooting Brake Archive Here (Sources Included)

While this machine looks like what Ford would have done if "T-Bird" and "Woody" had come together, there was never a factory Ford Thunderbird station wagon. The owner, being an old school and highly skilled craftsman, did what Drew described as "taking the ultimate revenge on the tree, spending countless hours resurrecting the car into what's shown here." The near-seamless blending of timber demonstrates the cabinetmaker's skill with the factory Ford sheet metal. The roofline follows the original factory lines, and the vinyl top blends well with the black body. Timber ribs bind the vinyl covering to the frame while also creating a roof rack effect. The single-piece side glass is another nice touch that complements the unspoiled profile of the body. The level of detail in areas like the tailgate, window framing, and trimming is also impressive. The "woody" effect doesn't end on the outside, though, with the same craftsman also applying his skills to the interior. The dash, center console, door trims, window cappings, and headliner have been treated to painstakingly crafted timber trim. Even the sun visors are timber! As Drew said, "Although it's a custom automobile, this beauty still lives up to Ford's 1961 advertising slogan. It is 'Unmistakably Thunderbird,' turning heads everywhere it goes." View the World's Largest Shooting Brake Archive Here (Sources Included)

Initially, Ford did not offer an Estate version of the Ford Anglia 105E, so Friary Motors Ltd of Basingstoke took up the challenge. The conversion, launched in June 1961, took the basic saloon model and modified it into a hatchback calling it the “Ford New Anglia Touring Saloon.” The conversion process was taken over by associate company E.D Abbott Ltd of Farnham, Surrey, in 1962, who renamed the car the “Ford Anglia 105E Sports Sedan”. Ford officially released the Ford Anglia 105E Estate in September 1961. Production of the Ford Anglia 105E Estate came to an end in November 1967, by which time 129,529 estates had been built. View the World's Largest Shooting Brake Archive Here (Sources Included)

Chassis number LLBA9 is a desirable long-wheelbase model, fitted from new with this incredible coachwork by Wendler Karrosserie of Germany. For years, the story of this remarkable automobile was shrouded in mystery. The origins of its elegant coachwork and the identity of the first owner were the subject of much speculation. But thanks to the efforts of marque experts and historians, the story is now straightforward – and no less impressive! Documentation sourced via the Rolls-Royce Foundation shows chassis LLBA9 was ordered via the famed New York dealer J.S. Inskip. This left-drive car is one of the six long-wheelbase S2 chassis delivered to an outside coachbuilder, in this case, Wendler Karosseriebau of Germany. Wendler had a long-standing tradition of building fascinating and beautiful designs of the highest quality. They made their first motor bodies in 1919, soon expanding into coachwork for commercial trucks. Their portfolio is genuinely fascinating and includes many highly advanced streamlined designs on BMW, Mercedes-Benz, and even a Ford V8 chassis. Perhaps their most famous relationship was with Porsche, for whom Wendler bodied numerous road-going 356s in addition to creating the svelte coachwork for the legendary 550 Spyder, RSK, and RS61 racing cars. Turning back to LLBA9, the factory build sheets appear in the name of the anonymous buyer's agent, Mr. E.C. Endt. The mystery only deepened when it was revealed the address on the order form came back to that of the New York Yacht Club. Marque historians have shown the buyer to be Mrs. Caroline Ryan Foulke, the fabulously wealthy heiress to the American Tobacco Company. Anonymity was vital to her, though the thoroughly unique body she commissioned for her Bentley seems to contradict that idea. Before purchasing the Bentley, Mrs. Foulke drove a gorgeous one-off estate car based on the Mercedes-Benz 300 d "Adenauer" built by Binz Karrosserie. When she wished to replace it with a newer model, Mercedes-Benz Manhattan politely declined her request for an estate version of the new W112 300-series, so she turned to Bentley, who was more than happy to accommodate her needs. Once the chassis arrived at Wendler, the coachbuilder followed their client's wishes directly, creating a unique estate car (or shooting brake as it were) by grafting elements of the Mercedes W112 300 body onto the Bentley chassis. Wendler stretched, reformed, and reinforced the panels, and many of the factory Mercedes fittings were used, such as the lights and exterior trim. A significant number of parts had to be fabricated by hand to suit the scale of the Bentley chassis and the new shooting brake configuration. The result of the effort is a remarkable machine that is instantly recognizable as both a Mercedes-Benz and a Bentley, simultaneously. The finishing flourish was a medium gray paint job accented with a blue and red stripe diagonally on the front wings. Initially, some believed this livery was related to yachting, but it was later revealed that the colors were those of her horse racing stables. View the World's Largest Shooting Brake Archive Here (Sources Included)

Concerned that their new Alpine was perceived as a ‘ladies car,’ Rootes decided to target a different market by offering a Shooting Brake version. With leather interior and walnut trim, its price was double that of the convertible, and only three Shooting Brakes were ever made. View the World's Largest Shooting Brake Archive Here (Sources Included)

Tornados were a British outfit that built cars in the '50s and until 1964 when they stopped producing cars and became a successful body shop. Their vehicles had very cool names like; Typhoon, Tempest, Thunderbolt, and of course Sportbrake. They were an early version of today's kit cars by being available fully built or as a kit and had a fiberglass body. They were a bit rough by some standards, but they were easy to work with a 1172cc side valved flat head from a Ford 10 and basic mechanicals. The '10' stood for 10hp; however, the Ford 10 could be modified to produce decent horsepower. You will find lots of British 'Specials' from this era used the Ford 10 motor as a base, and it was good, as proven by their race results. View the World's Largest Shooting Brake Archive Here (Sources Included)

The Saab 95 is a seven-seater, two-door station wagon produced by Saab from 1959 to 1978. Initially, it was based on the Saab 93 sedan, but the model's development throughout the years followed closely that of the Saab 96 after the 93 was taken off the market in 1960. It was introduced in 1959, but because only 40 were made in 1959, production is often said to have started in 1960. The first engine was an 841 cc three-cylinder two-stroke, but from 1967 onward, and it became available with the same four-stroke Ford Taunus V4 engine as used in the Saab 96, the Saab Sonett V4 and Sonett III, and the German Ford Taunus. It had a four-speed manual transmission. There was a small handle on the firewall that, when pushed, put the car into a "freewheeling" mode. This allowed the driver to coast downhill without seizing the two-stroke engine, but when power was needed, the transmission would engage, and the driver could power the car uphill again. The 95 received the four-speed gearbox before the 96 (that still had the old three-speed unit). It was also used for rallying. View the World's Largest Shooting Brake Archive Here (Sources Included)

The 'sports estate' concept is not new; there had been several such bespoke creations on quality chassis before WW2. Harold Radford's dozen-or-so shooting brake conversions of the Aston Martin DB5 are among the most familiar in the post-war era. One of only two made, and believed the sole survivor, the example offered here resided in France for many years before coming to the UK in 2008 since it has been carefully stored. The creator of the Foxbat, though, remains unknown. It is believed that the car, which incorporates Morris Minor Traveller panels, was created to serve as a motorsports support vehicle. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1959 Rolls Royce shooting brake has the standard 4,887 cc F-head in-line six-cylinder engine mated to a smooth four-speed automatic transmission. This is the older traditional Rolls-Royce engine that is both wonderfully smooth and wonderfully reliable. It's a perfect match for the style and purpose of the vehicle. Suspension is the standard independent front with unequal wishbones and coil springs and semi-elliptical leaf springs with a live axle at the rear, which is a perfect choice for a vehicle that will be expected to carry a significant load from time to time. It is an example of the last of the halcyon days of Rolls-Royce when they were still building cars for adventurous clients and not just for those looking simply for status. It is a car that marks the end of an era. We hope it goes to an appreciative home and to a new owner who will use it in the spirit of the adventurous Rolls-Royce owners of old. View the World's Largest Shooting Brake Archive Here (Sources Included)

In late 1955, the 356 A was introduced with more powerful engine options, a newly standard front sway bar paired with softer front springs, longer rear shocks, and a windshield gently curved to allow for improved outward visibility. The updates were subtle and didn’t dilute the 356’s personality, though they did alter its character for the better. These cars retained the purity of design of the original 356, a look that would become slightly more complex when the car was updated again in late 1959. What didn’t change through the 356’s entire production run was its usability, for it was a sports car that could be second as a practical touring car. For John Dixon of the Taj Ma Garaj, what passed for utility in Zuffenhausen was only the starting point. Working with artist Byron Kauffman of Daytona Beach, Florida, Dixon sketched out a 911 with a sedan delivery body that would provide the rear-engined car with a relatively vertical, side-hinged cargo door and plenty of storage behind. After deciding that the low-slung 911 didn’t lend itself to the concept as well as the 356, Dixon entrusted Bob Bennett of Bennett’s Rod Shop west of Dayton, Ohio, with bringing his idea to life. The car would eventually become known as the “Kreuzer,” a Germanized version of “cruiser.” View the World's Largest Shooting Brake Archive Here (Sources Included)

This Fiat 1100 TV Speciale was an advanced idea for a “shooting brake” model, one of the first seen in Italy, an ideal car for the golf players like Sergio Pininfarina. Unveiled at the Pininfarina stand of the 1955 Turin Auto Show, it didn’t follow a production series. View the World's Largest Shooting Brake Archive Here (Sources Included)

Allard was never known for producing cars in great numbers, and the P2 is no exception, with only ten examples being built from 1952 to 1954. In fact, out of the ten originals, only four survive to this day. The P2 could be ordered with a wide range of engines, built by Ford, Mercury, and Cadillac, the latter being a 5.4 litre V8. The latter produced 160 horsepower, or 119 kilowatts, but made up for the lack of horsepower with almost 270-foot pounds of torque. These engines are also very easily modified, making the Safari a prime candidate for a fantastic sleeper. View the World's Largest Shooting Brake Archive Here (Sources Included)

The first known Ferrari Shooting Brake is based on the 212 Export Spyder. It was converted into a shooting brake in 1952 and served as a support car during the 1952 Carrera Panamericana. Unfortunately, it was converted back into a Spyder soon after. The conversions were done by the Italian coachbuilder Paolo Fontana. View the World's Largest Shooting Brake Archive Here (Sources Included)

1951 Peugeot 203 Pathé Marconi advertising Shooting Brake was converted for the Tour de France. It was designed by Philippe Charbonneaux and bodied by Antem. View the World's Largest Shooting Brake Archive Here (Sources Included)

Coachbuilder Harold Radford conceived the English Town and Country Saloon or 'Countryman' on the Bentley chassis. The aluminum body is covered with ash trim and mahogany veneer on alloy panels. Eight Mark I Countryman bodies was produced between 1948 and 1949. Another 37 Mark II and Mark III versions of the Countryman were built through 1959. View the World's Largest Shooting Brake Archive Here (Sources Included)

Above are two examples of the 1948 Alvis TA14 Shooting Brake. A white model (HBJ 910) and a green model (LWA 683). Following the end of World War II, Alvis quickly re-emerged with a revised range of passenger cars. As with most other manufacturers, there was no time or money to develop new lines. Therefore the new TA14 was a freshened-up pre-war version of the 12/70, introduced in 1938, the most obvious difference being the adoption of steel disc wheels in place of wires. Alvis had always sold well-built cars with sporting pretensions. The TA14 offered little in terms of actual performance but did come well equipped and beautifully finished. The TA14 used a 1892cc, four-cylinder engine and rigid axles at the front and rear. However, most TA14's were 'Sports Saloons' a few carried drophead coupé coachwork, some being built by Tickford. The TA14 remained in production until 1950. View the World's Largest Shooting Brake Archive Here (Sources Included)

Only seventeen were initially made, and one or two survive - which can be seen at The Footman James Classic Motor Show and Footman James Classic Motorbike Show, held at The National Exhibition Centre, Birmingham, England. It appears that this car is primarily mechanically the same as the Healey Silverstone. A Westland- Elliott chassis was initially used, and the woodwork was done by coachbuilders Dibbins of Southampton. View the World's Largest Shooting Brake Archive Here (Sources Included)

This rare Riley RMA 1.5-litre "Woodie," one family owned since new. The chassis was supplied directly by Riley. First registered December 24, 1947, the shooting brake bodywork was created by the village garage at Netherhamton, Salisbury. It was used extensively for shooting parties in Wiltshire and Scotland. View the World's Largest Shooting Brake Archive Here (Sources Included)

First registered on 26th January 1948, this early MkVI features "Woodie"-style shooting brake coachwork by Harold Radford Ltd. A West London motor dealer specializing in Rolls-Royce and Bentley cars, Harold Radford, took the unusual step of setting up as a traditional coachbuilder in the late 1940s when the demand for such products declined. His first design was for a timber-framed estate car body on the Bentley MkVI chassis. Its manufacture sub-contracted to a small firm called Seary & McCready (later absorbed by Radford). This 'Countryman' model was an immediate success, winning the 1948 Concours d'Élegance at Cannes. The standard Bentley MkVI chassis, radiator grille, and bonnet were retained while the scuttle and floor pan were modified. This first version featured visible timber framing and electric front windows and rear blind. There were no rear seats, only a cavernous luggage space behind the front bench. 'A saloon car with exceptional smartness and unusually commodious luggage accommodation' was how its maker described the result. The rear seats, featuring a 50/50 split, were reinstated on subsequent cars. As one would expect of a coachbuilt, bespoke product, the eight shooting brakes built on the MkVI chassis exhibited detail differences. At first, all had fixed rear windows, but most were later modified to incorporate a more practical opening window giving better access to the luggage area. The Countryman was later refined, becoming an early version of the 'hatchback' concept applied to the standard saloon body on Bentley and Rolls-Royce chassis and those of other prestigious makes. Radford exhibited in the coachbuilding section at the London Motor Show from 1951 to 1963, winning numerous awards, and in the 1960s began to reach a wider public with its luxurious Mini conversions. H R Owen acquired the firm in the early 1960s. View the World's Largest Shooting Brake Archive Here (Sources Included)

The Delahaye 135 Guilloré Break de Chasse (French for “shooting break,” the European term for “woodie station wagon”) was custom built as a gift for Marcel Mongin, a French race car driver. Now-gone custom coachbuilder Guilloré created the one-off body. View the World's Largest Shooting Brake Archive Here (Sources Included)

This was built as an ordinary Jeep MB, but in 1947 was sold at a war surplus sale to British coachbuilders Willenhall Coachcraft. They converted it to have a unique "Woodie" body and then sold it to John Chetwynd-Talbot, 21st Earl of Shrewsbury. Given that he would have used it for leisure pursuits on his country estate, it is correct to refer to the car as a shooting brake and not a station wagon. Then, Earl sold his Jeep to Victoria Garage in Stoke-on-Trent in 1961, from whom it was sold to Harry Hughs, also of Stoke-on-Trent, before passing on to an A. D. Broom of Norwich. During Broom's ownership, the Jeep was laid up in a shed and became derelict. Jeep collector Fred Smith discovered it in 2004 and, after changing hands again, it was restored from 2005 to 2009. View the World's Largest Shooting Brake Archive Here (Sources Included)

This is a 1938 Model 7Y Shooting Brake. It was found in a backyard in London in the early '90s. Only five of these rare birds are known to exist in the world today. Robert Draugham of Fayetteville, NC, reportedly owns this rare shooting brake. View the World's Largest Shooting Brake Archive Here (Sources Included)