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The sporty Nomad/Safari wagons started with a 1954 General Motors Motorama concept car, a two-door hatchback built from the newly introduced Corvette. It was a hit at auto shows, but GM officials decided to get more buyers by basing the stylish wagon look on the Chevrolet Bel Air and Pontiac Star Chief, the automakers’ top models. The then-radical design proved popular, but with more admirers than buyers, most of whom ended up with more practical sedans and four-door wagons instead of Nomads or Safaris. The style lasted through the tri-5 era of 1955-57, with the names later recycled for “normal” station wagons. View the World's Largest Shooting Brake Archive Here (Sources Included)

Geoffrey Miller of Cornwall, England was a craftsman who had earlier built his own motorcycle when he decided to build himself a station wagon. This is the result, and it is the only such example. Most homebuilt cars look, well, home-built. However, this has all of the look of a series production car from 1950s England. Somewhat Allard-like in its appearance, a 2.9-liter Austin-Healey straight-six powers the four-door woodie wagon. He used some production parts that were readily available but is said to have done the body and woodwork by hand. View the World's Largest Shooting Brake Archive Here (Sources Included)

At the 1954 General Motors Motorama in New York City, GM introduced their Chevrolet Nomad show car. It was a sporty wagon with two doors, pleasant smooth flowing curves, a trademark Corvette grille, and a forward sloping B-pillar. Five examples were produced for the auto show circuit, and it is believed that three are still in existence. The response to the Nomad was positive and convinced Harley Early and his Design Studio to apply the looks and the name to the following year's station wagon. Production of the Nomad would remain from 1955 through 1961. The two-door station wagon was a popular item among the 'surf culture' of the late 1950s and later with hot rodders. The Nomad name would return in 1965 and 1965 as a two-door Chevelle station wagon. Throughout the rest of the 1960s, the name was applied to the low-level Chevelle station wagon. In the 1970s and early-1980's, it was even offered as a G-Series full-size van model. View the World's Largest Shooting Brake Archive Here (Sources Included)

This particular R-Type was converted into a shooting brake in the early 1960s – it is believed to carry gun dogs – by W M Collett & Sons of Gloucester. The accompanying original logbook shows that the car was first registered to H A Fox & Co Ltd, Rolls-Royce and Bentley Retailers of London W1, while its first private owner was Frank G Andreae of London W2. 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)

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)