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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)

This unique left-hand drive Bentley S2 features shooting brake coachwork by Harold Radford Ltd., the exclusive London firm established in the late 1940s. Radford’s first design was for a wooden-framed estate car body on the Bentley MkVI chassis. This ‘Countryman’ model was an immediate success, winning the 1948 Concours d’Elegance at Cannes. 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 '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)