In the years following the First World War, Rolls-Royce supplemented the Silver Ghost with a new six-cylinder model codenamed the Goshawk, a car designed to appeal to the owner-driver market. Introduced in 1922, the Twenty proved a remarkable success, the first in a line of smaller horsepower models produced alongside the Phantoms in the period leading up to the Second World War. Increasingly burdened with heavy formal coachwork, the Twenty’s performance came in for some criticism, and a more powerful replacement, the 20/25, arrived in 1929. Rolls-Royce’s engineers raised the new model’s engine capacity to 3.7-litres, improving both power output and torque by increasing the bore and stroke. Other changes included four-wheel braking with a servo, an independent handbrake, an all-synchromesh gearbox, and a Borg and Beck clutch, on later examples. The chassis retained the traditional semi-elliptic front and rear suspension but came with pedal-operated centralized lubrication. Despite the 20/25s undoubted popularity, critics continued the call for a more powerful engine, and Rolls-Royce had the perfect solution in the new 4 ¼-litre engine from the Derby Bentley. The new model was marketed as the 25/30. Although the gain in top speed was only marginal, the 25/30’s acceleration - particularly at lower revs - was greatly improved. Sold alongside the complex new Phantom III from 1936, the new 25/30 model proved more popular than first anticipated, with sales reaching a total of 1,198 chassis before the replacement Wraith was unveiled in 1938. The 25/30 wore a wide range of bodywork, from open tourers to formal limousines, each chassis fitted with individual coachwork built to the customer’s order. View the World's Largest Shooting Brake Archive Here (Sources Included)

In May 1937, an order was placed for a new Daimler Shooting Brake to be delivered before King George VI visited Balmoral that summer. Daimler's largest Straight Eight chassis was furnished in natural wood and could accommodate ten people, with drop-down windows for ample ventilation and for shooting from the car. Its ingenious design included a folding luncheon table along the center and specially-fitted gun racks. A Luvax adjustable shock absorber system-aided smooth progress on rough tracks. This was to be the last Royal Daimler Shooting Brake and was used sparingly. View the World's Largest Shooting Brake Archive Here (Sources Included)

Photographed in 2013 in Aylesford, England, is the 1937 Austin 18 Shooting Brake. If more is known about any of these "shooting brakes," please comment. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1937 (3CP134) started life as a Vanden Plas DHC. As a shooting brake, it attracted Andy Warhol, who owned it in the '70s. It is now owned by Dan Mooney (TX) and is being converted back to the original DHC. View the World's Largest Shooting Brake Archive Here (Sources Included)

Chassis number 'B142JD' was initially bodied as an all-weather tourer by Vanden Plas. The Bentley was registered as 'DLO 934' (a London number) and first owned by Frederick Hughes. The shooting brake conversion was carried out by Vincent's in 1949/1950. The current vendor first saw the Bentley at the Pebble Beach auction some 20 years ago when it was bought by Roger Saul, founder of the Mulberry fashion house. The Bentley was kept for several years at his hotel near Bath, Somerset, where it was used to convey guests on fishing trips. View the World's Largest Shooting Brake Archive Here (Sources Included)

In France, "Woodies" had considerable snob appeal, and Franay rebodied several Rolls-Royces in the late forties, as well as this 1937 Hispano-Suiza K6 "Break de Chasse" (Shooting Brake) conversion completed in 1948. The original owner purchased a '37 sedan (#15121), but at the time, shooting brakes became all the rage for the sportsman set, so he returned his car to Franay to create this stunning "Woodie." Amazingly, the wood is still all original, but restoring the interior was a significant undertaking, as the seats are upholstered in eight water buffalo hides. To get eight water buffalo hides, the restorer had to travel to Pakistan, buy eight water buffalo, and butcher and skin them in the country because exporting live water buffalo is a crime. View the World's Largest Shooting Brake Archive Here (Sources Included)

Photographed at the 2018 Concours d'Élégance is this 1936 Rolls-Royce 25/30 Shooting Brake. If more is known about any of these "shooting brakes," please comment. View the World's Largest Shooting Brake Archive Here (Sources Included)

Although Rolls-Royce's acquisition of Bentley Motors in 1931 robbed the latter of its independence, it did at least ensure the survival of the Bentley name. Launched in 1933, the first of the 'Derby Bentleys,' as they would come to be known, continued the marque's sporting associations but in a manner even more refined than before. Even W O Bentley himself acknowledged that the 3½-Litre model was the finest ever to bear his name. Based on the contemporary Rolls-Royce 20/25hp, the 3½-Litre Bentley was slightly shorter in the wheelbase and employed a tuned (115bhp) twin-SU-carburettor version of the former's overhead-valve six. Add to this already excellent package an all-synchromesh four-speed gearbox and servo-assisted brakes. The result was a vehicle offering the driver effortless sports car performance in almost absolute silence. As it was swiftly dubbed, 'The Silent Sports Car had few peers as a tireless long-distance tourer, combining as it did traditional Rolls-Royce refinement with Bentley performance and handling. The 'Derby' Bentley was, of course, an exclusively coach-built automobile and as befitted its sporting nature was almost always fitted with owner-driver saloon or drophead coupé coachwork, the 'standard' designs being the work of Park Ward Ltd. Of the 2,442 examples manufactured (including the subsequent 4¼-Litre model) Rolls-Royce's in-house coachbuilder bodied almost 50%. Delivered new in May 1935 to Col Charles Julius Hirst of Renfrewshire, chassis number 'B80DG' originally carried two-door, drophead coupé coachwork by Hooper & Co. Subsequently, the car was re-bodied with the current timber-framed and paneled shooting brake coachwork by Jones Bros of Bayswater, West London, in 1937. The current owner purchased the Bentley in the USA from a gentleman who had inherited it from his grandfather, the latter having bought it from another gentleman in Canada. View the World's Largest Shooting Brake Archive Here (Sources Included)

Since Rolls-Royce never actually made any "Woodie" Wagons, this particular car started life as a custom-bodied four-door sedan. It undoubtedly served as reliable transportation for some well-to-do English families for the first 11 or 12 years of its life. Shortly after World War II, a group of fraternity brothers from Yale University decided to spend the summer touring England. They purchased this car to use as their transportation while there. When the time came to return to the US, these young men decided that their Rolls purchase was such a great car that they'd ship it back to the States and continue using it. As the story goes, this Rolls provided many years of loyal service to these young men as the frat house "drunk bus" shuttling intoxicated frat brothers around to the local New Haven bars and safely back home. Unfortunately, the car spent a freezing night outside without antifreeze at some point, which resulted in a frozen and busted engine block. It then spent some time languishing behind the frat house until the current owner purchased it in 1979 and began slowly transforming into what you see today. View the World's Largest Shooting Brake Archive Here (Sources Included)

Hugh Chisholm, whose father came to the US from Strathglass Carries, Scotland, was a wealthy entrepreneur in the East Coast paper, railroad, power generation, and airline industry. He bought vast land near the Potomac River and built his estate, called Strathglass. He also owned one of the largest yachts on the Potomac and used it to entertain the most powerful men in Washington, including presidents. In 1934 he bought a new Ford chassis and had this unique "Woodie" wagon constructed to shuttle guests to his yacht. Crucible Steel Company carried out the extension; the 100% oak body was built by Olson Extension Company near Detriot. It seats up to 13 people with room for luggage and what appears to be a custom tailgate ramp for a wheelchair, which is suspected may have been designed to accommodate President Roosevelt. View the World's Largest Shooting Brake Archive Here (Sources Included)

Chassis GEX77 started off life as a Hooper enclosed limousine for Sir Louis Pearson of Nottingham. At some stage during the '50s or '60s, this body was replaced with a "Woodie" shooting brake style body, and then in 1973, GEX77 was purchased by Neil Young of Crosby Stills and Nash Fame at Antiques World in Fulham, London. During his ownership, he was photographed on numerous occasions in and around London. He used GEX77 extensively to travel up and down the U.K. and even as far afield as the Netherlands with his bandmates, once describing it as a "Rolls-Royce Wembley!" Such was his love for this Rolls-Royce; he proceeded to own it for 30 years and even imported it to San Francisco in the late '70s, where he had it restored. View the World's Largest Shooting Brake Archive Here (Sources Included)

This car is featured in the film "Kings Speech." Chassis B3BL, this 1934 3 1/2 litre was originally a Park Ward Drop Head Coupe, for Alexander Duckham (oil) later replaced by this shooting brake body by unknown. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1933 Rolls-Royce 20/25, serial No. GRW34 started life as a sedan bodied by Corsica Coachworks of North London. Because of the quality and value of a Rolls-Royce—especially in the prewar decades—many owners chose to rebody their cars following years of use, giving new life and an updated look to a perfectly serviceable chassis and drivetrain. A few owners decided to order shooting-brake coachwork for its utility on a grand estate or take the family on excursions into the countryside. This is precisely what happened to GRW34 following World War II, given its new body style from Jersey Coachbuilders in the Channel Islands. By the 1950s, it was purchased from Rolls-Royce in London by Mr. and Mrs. Logan Lewis of Macon, Ga., and stayed with the family for nearly half a century. The Lewis family owned a few significant cars, including a Jaguar SS100 and a Maserati by Juan Manuel Fangio. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1933 Rolls-Royce 20/25 (chassis #GSY9) was initially fitted with sports saloon coachwork from Hooper & Co. before being re-bodied as a shooting brake during the war effort in 1941. The original cabin was reportedly recycled when the British government organized aluminum scrap drives to help manufacture aircraft and other armaments. A new five-door ash and mahogany body was subsequently commissioned from Mascot Motor Works in London. The car was imported to the US under previous ownership and has undergone a refurbishment in the past decade. It is now finished in Sage Green over tan Connolly leather and is powered by a 3.7-litre OHV inline-six backed by a 4-speed manual gearbox. Upgrades include a Gear Vendors overdrive, Pertronix ignition, and a modern diaphragm clutch. The selling dealer’s client purchased the car approximately ten years ago, and it was the recipient of a 1st place Pre-War Touring Division award from the Rolls-Royce Owner’s Club. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1932 Rolls-Royce 20/25 Shooting Brake was photographed at the 2003 Lime Rock Vintage Race. This particular car (chassis no GRW34) started as a Corsica saloon and was later rebodied as a "Woodie." View the World's Largest Shooting Brake Archive Here (Sources Included)

This 129-inch wheelbase 20/25 from 1932 has its origins as a 4-door saloon body. The shooting brake body style was designed to handle utilitarian chores of country living with Rolls-Royce style and reliability. Even though the body builder is unknown, this shooting brake body was expertly crafted and built in the era's style. The materials used were of the finest quality. The interior top slats were Bass Wood. The structure was high-quality maple, and the panels are mahogany. The expertly installed fabric top is still in excellent condition. As evidenced by the body plate, this Rolls was delivered new by dealer Jack Barclay, LTD of London. View the World's Largest Shooting Brake Archive Here (Sources Included)

This unique Rolls-Royce started life as a Barker-bodied landaulet commissioned by the American banker, J Pierpoint Morgan II, who served as the United States Ambassador to the Court of St James at the time of its delivery's. Like Morgan's Phantom tourer, also bodied by Barker, 'GNS45' featured the side-mounted spare wheels and scuttle-top sidelights typical of contemporary US-bodied Rolls-Royces. Registered in Hertfordshire, where Morgan owned Wall Hall, Aldenham, the 20/25 remained with its American owner until 1942 when it was offered for sale by Rolls-Royce specialists Alpe & Saunders. Its second owner was another member of the merchant banking establishment: Herman Andreae, a partner in Kleinwort, Sons & Company, and it was he that commissioned the shooting brake conversion from coachbuilders James Young of Bromley. Barker's bonnet, front wings, scuttle panel, and patented headlamp dipping mechanism was retained with the walnut dashboard and original controls. At the same time, James Young's van-like timber-framed rear body was nothing if not supremely practical, being equipped with multiple hooks for hanging dead game. Herman Andreae owned Moundsmere Manor near Basingstoke, Hampshire, where his newly converted Rolls-Royce was used as an estate hack for shooting parties, towing the horsebox, and general domestic duties. Though always chauffeur-driven, it's classed as a dual-purpose vehicle, the shooting brake qualified for an extra fuel allowance and an essential consideration in wartime. View the World's Largest Shooting Brake Archive Here (Sources Included)

This elegant Phantom II was originally delivered to S. C. Harrison of Birmingham, England, with a Weymann fabric saloon body. Shortly after that, it passed to cigarette magnate W. F. Player of Nottingham. In the 1930s, it was reborn in the present style, a luxurious station wagon or “shooting brake,” with beautifully constructed wooden bodywork. The coachbuilder responsible for the conversion has sadly had their name lost to history, though the work was undoubtedly performed to a professional standard, and the proportions are excellent. In 1962 the Rolls-Royce passed into the renowned collection of Lord Doune, the Earl of Moray. A descendant of King James V of Scotland, he was an avid automobile enthusiast whose museum this car shared with the Le Mans Alfa Romeo 2.9 aerodynamic coupe, Count Zborowski’s Hispano-Suiza, and other highly significant machines. Twenty years later, it was sold from the Doune Motor Museum to Charles Bickley, owner of Florida’s Woodie World museum, who had it restored in the present dark green finish and exhibited it for some years. View the World's Largest Shooting Brake Archive Here (Sources Included)

Around 1939, as World War II erupted across Europe, the patriotic Mr. Broadhead enlisted his faithful Rolls-Royce to assist the war effort. The military unceremoniously scrapped the rear limousine section and replaced it with a purposeful, albeit inelegant, ambulance body. Chassis GSR4 was put into service transporting sick and wounded soldiers from the local train station to the hospital, reportedly performing its critical duties without fault. After the war, the car returned to the possession of Broadhead and the Kirkheaton Mill. The ambulance body was removed, and a more suitable shooting brake body was fitted in its place. Credit for the coachwork goes to S. Pexton & Son, or more specifically, Harold Pexton, who directed woodworker Reuben Metcalf and blacksmith Leslie Walshaw to frame and skin the body. It then returned to service at the mill as a high-end delivery vehicle, transporting wool goods to clients and guests to picnics in the countryside. View the World's Largest Shooting Brake Archive Here (Sources Included)

According to Rolls-Royce Foundation records, chassis number GX03 was sent to Park Ward on June 28, 1929, to fit its original coachwork, an enclosed limousine body, to the order of H.T. Turner, Esq. Sometime later, in the 1950s, the car was sent to Alpe & Saunders, a prominent hearse manufacturer in Kew, Surrey, between 1937 and the mid-1960s. Alpe & Saunders was responsible for this unique and stylish shooting brake body, essentially a comfortable British station wagon intended for carrying passengers and dogs on the hunt. View the World's Largest Shooting Brake Archive Here (Sources Included)

Ordered new by Andre Lazard of the French Banking family; this car is a very, very early 20/25 & was despatched direct Paris to be bodied by Henry Binder as a cabriolet. The Lazard family relinquished the vehicle in 1959 & the next owner kept the car for an astonishing 51 years before the current third owners acquiring it. During the war, the car was caught up in the turmoil of the German advance towards Paris & suffered severely, having been shot up with a machine gun. History does not relate if it were British, French, or German gunfire that did the damage. Immediately after the war, the car was disinterred from its slumber & sent back to Binder, where the current shooting brake body was fitted. The body is of beautiful construction with a stunning ribbed wood roof section & is well suited to estate duties. A useful gun rack is fitted to the rear along with fishing rod holders to the roof. It currently keeps the company in the garage with a 20HP cabriolet. The "Woodie" is often seen on its weekly trip to the refuse dump, whereas the 20 is used for more salubrious events. The rear door folds down & forms a functional picnic table secured by retaining chains. It was indeed used as a hunting car by the Lazard family. View the World's Largest Shooting Brake Archive Here (Sources Included)

This magnificent Phantom I, with its inline six-cylinder engine of 7,668 cc capacity, was initially completed with a limousine body by coachbuilders W H Knibbs & Sons Ltd of Manchester. It was sold to its first owner, the Rt Hon G Fryer, who kept the car until 1939. The Phantom was first registered in May 1928 as 'RY 3315', a Leicester mark. The shooting brake body said to be by Weaver is believed to have been fitted by Hooper during WW2 when the Phantom was used to ferry RAF repair crews and their tools to stricken aircraft. '84FH' was next recorded in 1953. It belonged to Mrs. Mirabel Topham, whose family owned Aintree racecourse, home of the world-famous Grand National steeplechase, and stayed in the family's possession until 1984. In 1953 Mrs. Topham opened a new racetrack within the established Grand National course, the Mildmay. The following year the Aintree motor racing circuit opened and soon gained the reputation as one of the best globally, hosting the British Grand Prix on five occasions between 1955 and 1962. Stirling Moss won there in 1955 to score his first Grand Prix victory, while Jim Clark won the '62 event. '84FH' was used extensively within the grounds of both the motor circuit and the racecourse and can be said to have been one of the UK's earliest 'safety' or 'pace' cars. Described as in superb condition, with excellent mahogany woodwork, the Phantom is grey/blue over black with a maroon interior. The latter is equipped with two occasional seats and a sliding internal division. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1927 Rolls-Royce Twenty featured wood shooting brake coachwork and received a multi-year restoration that began in the late 1980s. The car is finished in green with black fenders and is powered by a 3.1-litre inline-six paired with a four-speed manual transmission. Equipment includes brown leather seats, a fender-mounted spare wheel, trafficators (British for a movable directional signal on a vehicle), painted wire wheels, ambulance-style rear doors, a windshield wiper, and sliding front door and side windows. It was listed on Bring A Trailer and sold for $77,510 on 4/16/21. View the World's Largest Shooting Brake Archive Here (Sources Included)

The 1927 Rolls-Royce 20 HP Shooting Brake photos by A. A. McCloud & Sons were taken in Harewood, England. Unfortunately, not much else could be dug up about this car nor A. A. McCloud & Sons. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1927 Wilkinson Phantom I Shooting Brake was last known to belong to Richard Beesley. If more is known about any of these "shooting brakes," please comment. View the World's Largest Shooting Brake Archive Here (Sources Included)

Very little is known about this sleek, green shooting brake. Apparently, it was last reported being restored in Northern California. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1926 20HP (GOK9) belongs to David Dodge of Phoenix, AZ. David says it was last known to have its Windovers Saloon coachwork in 1939. Like many chassis in the UK during WWII, its body was probably sacrificed for the war effort and then fitted with the Brake Coachwork. This car has canoe-bottom wood strips to the headliner. View the World's Largest Shooting Brake Archive Here (Sources Included)

Sources and information are scarce, especially for these ultra-rare, earlier models. If more is known about any of these "shooting brakes," please comment. View the World's Largest Shooting Brake Archive Here (Sources Included)

Chassis 57NC was ordered new on December 17, 1926, by Mrs. A.T. Ellis to receive double cabriolet coachwork by Gills, designed to carry six people and four pieces of luggage. This was built with the long wheelbase of 149" and the "C" specification steering rake. Mrs. Ellis was from Bexhill-on-Sea. Sir Fredrick Radcliffe of London acquired 57NC on August 13, 1932. Its next owner was G.W. Gardner, Esq from Chelmsford, Essex, who acquired it on May 28, 1934. And Commander T. Wooley of Fairford, England, was the last owner of 57NC before exporting it to the USA. Mr. Kenneth Godden bought 57NC from the Commander and shipped it to San Francisco, California, in the mid-1950s. It's understood that Mr. Godden found 57NC while serving in the military in the UK shortly after the Korean War. Mr. Godden had registered 57NC in the RROC directory from 1978 until 2014. At one point, Mr. Godden moved from Navato, CA to Austin, TX and loaded up his family, and drove the shooting brake to make the journey. View the World's Largest Shooting Brake Archive Here (Sources Included)

According to Rolls-Royce Foundation records (included with the car), this car was originally ordered as an enclosed limousine by A. Lloyd Roberts, Esq. on May 10th, 1926. The coachwork was then completed by Hooper & Co., and the car was delivered in August of 1927. The car was originally blue with black wings (fenders) and valances. Maintenance records from Rolls-Royce date into the late-1930s and show that sometime after 1934, ownership changed, and the car belonged to a D. Leigh in 1938. After 1938, ownership is not documented for three decades, and it is believed the car was converted to a shooting brake during that time. According to the Schoellkopf Card, this possibly could have been done by Rippon Brothers Coachbuilders. View the World's Largest Shooting Brake Archive Here (Sources Included)

Long wheelbase chassis number '101EM' was delivered to coachbuilder Windovers Ltd in March 1924 for bodying as an 'enclosed drive limousine.' The car was first owned by Bracewell Smith, Esq (later Sir Bracewell Smith, MP), whose address is recorded on the accompanying copy chassis cards as the Shaftesbury Hotel, London WC2 and later as the Park Lane Hotel, London W1, the latter being part of his property empire. There are no subsequent owners listed. In 1959, George du Boulay bought the somewhat dilapidated Silver Ghost from Carr Brothers in Purley for £99. He subsequently dubbed the car 'Gawain' after the mighty knight of Arthurian romance. Gawain comes with a fascinating account, written by George's son Giles, of the Ghost's ownership by the du Boulay family and the many happy memories associated with this unique Rolls-Royce. The body had been converted some years previously to a 'shooting brake' with a platform on the roof, another folding down at the rear, with fittings for a third at the front, all for the mounting of ciné cameras. It is understood that the conversion was carried out for a film company, and '101EM' may have been one of two such camera cars. Indeed, '101EM' is known to have appeared in the 1951 motion picture 'The Man in the White Suite' starring Sir Alec Guinness. View the World's Largest Shooting Brake Archive Here (Sources Included)

Fitted initially with Enclosed Drive Limousine coachwork by Hooper, chassis 89RM was supplied new to the financier and MP Sir Harry Mallaby Mallaby-Deeley of Mitcham Court, Surrey on 11th November 1924. Returning to the factory some twelve years later, the Silver Ghost was treated to an engine overhaul, upgraded to Andre Telecontrol shock absorbers, re-tempered leaf springs, sundry rewiring, and converted to the well base wheel rims. Passing to Sir Guy Meyrick Mallaby Mallaby-Deeley upon his father's death in 1937, the Rolls-Royce appears to have remained in the Surrey area until 1958 when Bertram Cowan sold it to fellow dealer F.G. Wade Palmer for £100. Based at the Jack O'Lantern garage near Romsey in Hampshire, Mr. Wade Palmer breathed new life into countless Silver Ghost and Phantom chassis. As well as recreating the Silver Ghost Armoured Cars featured in the 1962 film Lawrence of Arabia, he rebodied chassis 89RM as a Shooting Brake/Estate Bus. View the World's Largest Shooting Brake Archive Here (Sources Included)

Very few vehicles are built as hunting wagons, yet it appears that this utilitarian Delage was explicitly constructed for just that purpose. It is believed to have been custom-fabricated for a French writer who was an avid hunting enthusiast – to be used at his estates principally for hunting boar. Behind the chauffeur's compartment is a rear bulkhead that folds down to form a double bed, perhaps used by its owner for an afternoon respite or overnight expeditions. Window blinds of Whitchurch silk are fitted for privacy, and the wide-opening tailgate exposes a toolbox equipped with period tools. Carrosserie Castraise, responsible for the functional but straightforward coachwork, is undoubtedly among the less ubiquitous coachbuilders of the era. The firm continued operation into the early 1940s in Castres, a small city east of Toulouse, France. Some have described this vehicle's Eight-Lite or Eight-Window body as a shooting brake rather than a limousine. Shooting brake would be accurate as of its rumored usage by its original owner on his estates in the wine regions of France. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1924 Daimler 57HP Shooting Brake was bought by King George V in 1924. This photo was taken inside the Museum at Sandringham Estate in Norfolk, England. View the World's Largest Shooting Brake Archive Here (Sources Included)

In 1923, the future King Edward VIII commissioned coachbuilders Barker to refinish the chassis of a Rolls-Royce Silver Ghost to create a shooting brake with a difference. It featured specially commissioned black pull-down silk blinds, and it is rumored that these were installed so he could smuggle guests (particularly Wallis Simpson) in and out of Balmoral without their being seen. The Rolls-Royce – chassis no. 1346 – was used by the royal family until 1940, and after its subsequent sale, the car and the shooting brake coachwork were subsequently separated. Another Silver Ghost – chassis no. 107EM – was then fitted with the discarded ex-Edward VIII Barker coachwork in the 1960s. View the World's Largest Shooting Brake Archive Here (Sources Included)

The grandest British carriage and coachbuilders called themselves "houses," and Windovers, though not one of the truly early makers, certainly counts as a grand house‚ with two showrooms in London and branches in Paris, Bombay, and Sydney (Australia) and works in Manchester, Huntingdon and north London. By the late 19th century, they held many royal warrants and maintained some royal carriages until the late 1950s. This ad (believed to be circa 1919) displays Windovers offering this vehicle with "STATION OR SHOOTING BRAKE" options. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1910 Rolls-Royce Silver Ghost (chassis #1246) is a perfect example of this very English trend. Although Rolls-Royce's Silver Ghost chassis was a frequent platform for this body style, few remain, as most have been re-bodied to suit today's taste for open touring cars. This car is one of the few pre-WWI Silver Ghosts that retains its original body (and one of the few shooting brake to survive). This car was bodied for the 7th Duke of Buccleuch by Croall & Croall. Croall & Croall, an off-shoot of John Croall & Sons, was a logical choice. This Edinburgh, Scotland firm had begun back in the 1850s as funeral undertakers and carriage company. Before the automobile, they entered into the coach building business and extended their reach by purchasing a controlling interest in H.J. Mulliner & Co. When Croall & Croall carried out this commission, they had facilities in Edinburgh and Kelso and were run by Peter, John, and Robert Croall. View the World's Largest Shooting Brake Archive Here (Sources Included)

Tom Batchelor previously owned this 1908 Silver Ghost Shooting Brake (chassis 712). The 712 is pictured here in the 1979 Monterey 75th Anniversary National Meet. To date, this is the only photo and details available. View the World's Largest Shooting Brake Archive Here (Sources Included)

This 1907 Silver Ghost (chassis 577) (reg. SU 76) was pictured in "20 Silver Ghosts" by Melvin Brindle. Reported to be an early re-body, this chassis is a photogenic participant in rallies to this day. View the World's Largest Shooting Brake Archive Here (Sources Included)

Photographed in a wind tunnel is this ultra rate Audi prototype. Comment if you know anymore about this car. Source: https://oldconceptcars.com/1930-2004/audi-tt-r-abt-dtm-prototype-1999/

The Opel G100 Roadster Studie from1999 is a prototype for a folding hardtop convertible. Comment below if you know more about this vehicle. Source: https://carsthatnevermadeitetc.tumblr.com/post/128789530049/opel-g100-roadster-studie-1999-a-prototype-for-a

Produced by Lotus at their Hethel, Norfolk factory, the Speedster carried the Lotus internal model identification Lotus 116 and the code name Skipton for the 2.2N/A version and Tornado for the 2.0 L Turbo. The chassis utilizes an aluminum chassis tub that weighs only 150 lb (68 kg). The car also features bodywork that is made entirely of glass-reinforced plastic (GRP). The entire vehicle weighs in at only 2,050 lb (930 kg), much lighter than most small sports cars. The normally aspirated version used an Opel Astra all-aluminum alloy 2.2 L Z22SE engine giving 108 kW (147 PS; 145 bhp) in a car weighing 870 kg (1,918 lb) — initially designed for Opel by Lotus, it arguably gives the Speedster more mechanical Lotus content than the Elise. The Turbo model, introduced in 2003, used an Opel-designed cast-iron block 2.0 L Z20LET engine, producing 147 kW (200 PS; 197 bhp) but weighing 930 kg (2,050 lb). Lotus designed the Elise S2 to have 16-inch front wheels and 17-inch rear wheels. Opel decided to fit 17-inch wheels front and rear to the Speedster for aesthetic reasons, which reduced the car's handling performance. A removable hard-top can be fitted as a factory or aftermarket option. Source: Wikipedia; https://oldconceptcars.com/1930-2004/opel-speedster-concept-1999/

Named after the highest, most treacherous mountain range globally, the Himalaya Expedition illustrates the potential built into every Ford Expedition for aftermarket modification and personalization. Source: http://www.drivingenthusiast.net/sec-ford/FMC-concepts-prototypes-showcars/himalaya/default.htm Official Ford Press Release Ford Motor Company unveiled its latest concept rendition of the rugged Ford Expedition at the 1998 Specialty Equipment Market Association show in Las Vegas, Nev. Named after the highest, most treacherous mountain range in the world, the Himalaya Expedition illustrates the potential built into every Ford Expedition for aftermarket modification and personalization. Himalaya’s rock/ice climbing theme provided inspiration for Ford designers with the intent to blend futuristic styling ideas with functional aftermarket components. Driving the development of this Expedition was the desire to produce a highly functional outdoor vehicle, capable of trekking to a high base camp. Based on a 1999 Ford Expedition 4x4, Himalaya’s muscle comes from a 260-horsepower 5.4-liter Triton V-8 mated to Ford’s proven E4OD automatic transmission. DynoMax performance exhaust tips also were added to the powertrain. To provide extra ground clearance and room for a larger wheel and tire package, Himalaya’s ride height was raised 4 inches by installing a Rancho Suspension System with RS9000 adjustable shocks controlled by an in-cab remote system. The added clearance allowed the installation of a set of 37x12.50R17LT BFGoodrich Baja TA tires mounted on Enkei Wun Gun alloy wheels. Himalaya sports an open roof design for added utility in the back country. The roof, from the top of the windshield rearward to the top of the "C" pillar then down to the belt line and the entire rear section has been removed and reinforced with a tubular roll cage. The design provides excellent visibility from all seats and an open rear cargo hold for easy access to climbing gear and equipment. A grab handle around the rear bed area and convenient rope anchors and tie-down points have been incorporated into the design. Custom molded wheel flares cover the oversize wheels and tires and give Himalaya a broad-shouldered, muscular look. Ford designers also reworked Expedition’s front end to accept a custom grille guard with hidden Warn winch. A second rear-mounted Warn winch hidden behind a specially molded rear bumper treatment provides security coming or going. A full-size spare and gas can are mounted to the side-hinged tailgate. Other custom touches include unique hood and fender vents, integrated Smittybilt Sure Steps, taillight guards and a full complement of PIAA halogen lights for night operations. The custom coachwork is topped off by a flawless coat of crystal white metallic paint with tundra accents. On the inside, Himalaya features a five-point Schroth restraint system combined with Recaro Sport seats with color coordinated fabric inserts to keep the occupants securely in place. Other interior features include a Konig steering wheel, aluminum Sport Pedals and Auto Custom Carpet floor covering. Whether it's at Everest, K2 or the Karakoram Range, Himalaya Expedition is designed to make advancing to base camp easier than ever.

The concept Focus uses an all-wheel-drive drivetrain with a turbocharged 2 liter DOHC Zetec engine. The intercooler is a fluid type, using conventional radiator coolant. This car was featured in the September 99 issue of Car and Driver magazine. The rear taillights use blacked-out LCDs. The concept car has several special body pieces, including unique fenders to clear the extra-wide wheels and tires. Source: http://www.drivingenthusiast.net/sec-ford/FMC-concepts-prototypes-showcars/focus_cosworth/default.htm Official 1999 Ford Press Release FORD COSWORTH FOCUS: Refined Racing-Inspired Concept Ford Official Release , 9th March 1999 IMMEDIATE RELEASE FORD COSWORTH FOCUS: Refined Racing-Inspired Concept The mission for Ford Motor Company's performance design team and Cosworth Racing's engine group was simple -- take the new, dynamic Ford Focus and give it racing-inspired hustle. Los Angeles Auto Show onlookers got the first look at the result -- the Ford Cosworth Focus, a well-bred performance concept car based on Ford's all-new small car. The concept, a clever combination of Cosworth's unmatched Formula One, CART and World Rally heritage and success with Ford Special Vehicle Engineering's penchant for sophisticated driver's cars', blends each group's complementary trademark cues to deliver new standards of refined performance. Cosworth Focus builds on the impressive production chassis and outstanding driving dynamics of Ford Focus, recently named "European Car of the Year 1999." The production Focus features a multi-link independent rear suspension that gives refined stability while reducing the car's overall weight and noise, vibration and harshness. The North American production version made its debut at the North American International Auto Show in Detroit the first week of January. "Ford Focus is much more sophisticated than other cars in its class, so it proved to be the perfect vehicle to base a performance concept worthy of the Cosworth name," said O.J. Coletti, chief engineer, Ford Special Vehicle Engineering. "Engineers from Cosworth Racing worked closely with SVE and Ford Advanced Design to build this concept that will appeal to the enthusiastic driver." Coletti's team turned the already impressive Focus into a thrill ride by lowering the suspension 1.5 inches and adding unique, aerodynamic side rocker panels, front and rear fascias as well as completely original body panels from the glass beltline down. These unique body parts shape around weight-saving, performance-enhancing 18-inch magnesium wheels shod with Goodyear 235/40ZR18 Eagle GS tires. This combination aggressively takes on the road with adjustable shocks and front and rear variable rate stabilizer bars. The car comes to a quick and steady stop with 14-inch rear, 12-inch front disc brakes with four-piston front and rear calipers. Perfectly complementing this dynamic chassis package is a Cosworth-developed 2.0L turbocharged DOHC Zetec engine with intercooled induction system that produces an estimated 200 horsepower. The engine is mated to a five-speed MTX- 75 manual transmission with viscous-drive limited slip differential so drivers can push the car with total control. The powertrain is neatly completed with custom fabricated stainless steel exhaust headers connected to dual 2.S-inch exhaust pipes with low-restriction mufflers. So, while the driver is screaming through the gears, the car dances along to a nice tune. Inside, drivers are treated to an upgraded interior environment that includes Ford Special Vehicle Team-inspired custom cluster graphics. While driving, each touch will be delightful thanks to upgraded seats, shift knob and steering wheel as well as unique alloy clutch, brake and accelerator pedals. Much like Ford and Cosworth's Formula One or CART race cars, the Ford Cosworth Focus concept could inspire the best drivers in the world to enjoy Sunday afternoon drives... often. COSWORTH FOCUS CONCEPT UNIQUE TECHNICAL SPECIFICATIONS Engine: 2.0L DOHC Cosworth Zetec - Turbocharged and intercooled induction - Custom fabricated stainless steel exhaust headers - 2.5-inch exhaust pipe with low-restriction muffler . 200+ hp Transmission: 5-speed MTX- 75 with viscous-drive limited slip differential Suspension Lowered 1.5 inches with adjustable rate shock absorbers - Variable rate front and rear stabilizer bars Brakes: Brembo 14.0-inch front/12.0-inch rear disk brakes . 4-piston front/4-piston rear calipers Wheels 18-inch magnesium racing wheels Tires: Goodyear 235/40ZR18 Eagle GS tires Interior: Driver and passenger Recaro racing seats with unique materials . Alloy Clutch, brake and accelerator pedals . Custom instrument cluster graphics Exterior: Unique front and rear fascias, rocker panels and wheel lips . Functional hood air intake Roof header-mounted rear spoiler

The current Grand Am lends itself easily to the GTO idea with some hot paint, cool wheels, wider rubber, and add-on bodywork. However, the concept car in question is called SC/T and not GTO. Why? Pontiac wants to gauge reaction to the car at auto shows to see if you think it's a real GTO. The MT staff needed to hear some honking exhaust and smell some frying rubber to decide if a front-drive GTO had legs. Fortunately for us, as part of this investigation, Jace Stokes, assistant brand manager for the Grand Am, agreed. He felt we should spend two weeks blasting around Detroit in two versions of the SC/T concept: a supercharged 3.4-liter Grand Am with a four-speed automatic and a supercharged 3.4-liter Grand Am with a five-speed manual. These were virtually stock Grand Am GTs except for 17-inch light-alloy wheels from the Bonneville SSEi and low-profile Comp TA rubber. Interestingly, these "plain Janes" drew a lot of interest when we stopped for fuel or parked. At present, Pontiac is pondering the amount of exterior ornamentation, should this idea see production. We say "less is more." Lift the lid on this Grand Am, and it's obvious there's something special going on. What's actually gone on is a large, well-packaged Eaton M62 blower on the right side of the engine bay puffing in boost. And it looks and performs as if it was born there. Unfortunately, the slightly quicker manual trans car wasn't prepped in time for our track work. On the street, though, that Getrag five-speed proved slick and exceedingly fun to stir. Our instrumented numbers from the automatic-equipped car offer a good idea about what drivers could expect from this package, despite copious amounts of wheelspin. Our run to 60 mph took 6.6 seconds. That's a sweet 1.1 seconds faster than the production car. (Stokes says GM's numbers for the manual version are 5.9 seconds to 60 mph.) Currently, the hot version of the naturally aspirated 3.4 engine makes 175 horsepower and 205 pound-feet of torque. According to Stokes, our breathing-assisted 3.4 engine was making a reliable 262 horsepower and a handy 289 pound-feet of Comp T/A-vaporizing torque. Of course, that's more low-end grunt than the standard 4T45-E four-speed auto can handle with reasonable durability. So Stokes recruited senior development engineer Bruce Witherspoon and GM master technician Joe Roggenbeck to pull the standard box and install the beefier 4T65-E transmissions normally used in the supercharged 3800 V-6 Pontiac Bonneville. This swap was neatly managed despite dire corporate predictions about fitting it into the smaller Grand Am's tunnel. The interiors of our mechanically enhanced mules were bone stock. But the manual trans car featured a chrome Hurst stickshift with a simple white ball handle (a la the original '64 GTO). Given previous examples of high-powered front-drives, we expected the SC/T would be a twitchy, torque-steering version of the Grand Am. But thanks to a minimum of handling modifications and the inherently stable and benign behavior of the chassis tuning, the Grand Am nicely controls the extra muscle transmitted to the wider contact patches. This inherent goodness also extended to the base braking system, which rewarded us with a Corvette-level stop of 116 feet from 60 mph. We weren't able to put the SC/T through our skidpad and slalom tests, but it would no doubt handily beat a stock Grand Am GT's 0.83g and 64.8-mph performances. In the end, it may not matter if Pontiac decides to use the legendary GTO badge on this car. Given its power, poise, and strong promised value, it might well create a new legend of its own. Adapted from: https://www.motortrend.com/reviews/pontiac-grand-am-sct-2/

The Caravan R/T (originally ESS) was to include the most powerful engine ever for a minivan, rated at 325 horsepower (242 kW). It had large air intakes and driving lights in the front bumper, a brushed aluminum instrument panel, racing-style pedals, and black and white rubber flooring. Source: Wikipedia; car-revs-daily.com

The MR-S has a mid-mounted engine for perfectly balanced handling and a wheel for quick, stable maneuverability at each corner. The car is short at just 3850mm long - more than a foot shorter than the current MR2. The engine is a new lightweight 1.8-liter with intelligent Variable Valve Timing (VVT-i), which changes the engine's characteristics to give more power, better torque at low engine speeds, and lower fuel consumption. The gearbox is sequential and would enable changes to be made swiftly either via the conventional gear lever or buttons mounted on the steering wheel - as with racing cars - to allow the driver to keep both hands on the wheel at all times. The interior of the Toyota MR-S has a simple and gutsy tightness, with a minimalist approach that echoes old sports cars. Practicality is not forgotten, with luggage space provided behind the seats. But MR-S, should it ever go into production, is meant to be a car for people who want to drive, who travel light, and love the wind in their hair. Source: https://www.topspeed.com/cars/toyota/1999-toyota-mrs-ar1292.html; https://oldconceptcars.com/1930-2004/toyota-mr-s-concept-1999/

Lincoln Blackwood Concept, 1999. The 2001 series production Blackwood prototype was a cross between the Ford F-150 Crew Cab and a Lincoln Navigator. It was a sales disaster and was withdrawn from the showrooms after just a year. Source: https://carsthatnevermadeitetc.tumblr.com/post/616948074386997248/lincoln-blackwood-concept-1999-a-prototype-for

In total, the concept vehicle, which might've revived the legendary American manufacturer, cost Roy a cool $1.5 million of his own money. After the unsuccessful attempt in selling the car and company together in 2007, Gullickson announced that the Twelve prototype would be offered without reserve at RM's July 26th auction event in Plymouth, Michigan. Featuring an aluminum space-frame chassis and a 119-inch (3,023 millimeters) wheelbase, the Twelve was once described by its owner as being "every bit as good as a Mercedes or BMW." Under the long, streamlined hood, engineers fitted an 8.6-liter (525-cubic inch) Falconer Racing V12 tower of power, with port fuel injection from General Motors. Despite its large size and apparent heaviness, the concept weighs just 1.7 tons (3,750 pounds) thanks to lightweight materials used for the chassis and the bodywork. Coupled with a 4L80E automatic gearbox, 440 horsepower was sent to all four wheels. The oomph was enough to propel the luxury limousine from 0 to 60 miles per hour in just 4.8 seconds. Source: https://www.carscoops.com/2014/05/how-much-would-you-give-for-this-1999/

Zender Thirty 7, also known as Zender 30-7, is a concept car manufactured by the German company in 1999. The car's name is a combination between the 30th anniversary of the company and the number of the prototype. Because this concept had to be unique, the parent company equipped it with multiple advanced features such as the turbocharged engine, which could produce 230 horsepower and a top speed of 240 km/h. Moreover, this automobile could accelerate from 0 to 100 km/h in no less than 5.4 seconds. Source: www.autoevolution.com Images Source: Zender