TVR Sagaris Targa: it's finished!

We recently introduced some exciting images about a totally NEW Tvr Sagaris Targa which was being built by a very skilled TVR enthusiast. This car could be also a reaction to a very "strange" image we published some time ago: it was a supoosedly official TVR Sagaris Targa's body which has been under work at Blackpool facility (it was claimed!).

The car is now finished and it can be appointed as the only one TVR Sagaris Targa in the world. What a pity it's not an official car: it could be by now a real Instant Classic!

TVR Tasmin / 280i

(Story by Marshall Moore, President of TVR Car Club North America)

TVR stunned the motoring world in 1980 when it brought out it’s newest model, one we more commonly refer to as “the wedge”. Known then as the Tasmin, it was a total departure from the previous TVR M-series models which had more rounded contours. This new TVR Tasmin appeared first in a coupe version and later that year, a convertible followed with a very ingenious three-position top that was very easy to operate.
As was the case with previous TVRs, the new angular fiberglass body was mounted to a sturdy tubular steel chassis that was longer than the previous M-series. The running gear was obtained from Ford of Germany, the Cologne Ford 2.8 litre V6 which was fitted with Bosch’s K-Jetronic fuel injection producing in the range of 160 bhp in the home market. The power was transmitted to a Jaguar based rear differential unit with inboard mounted disc brakes.



The Tasmin appeared to be a move upmarket for TVR compared with the previous models. The interior of these cars featured a walnut veneered dashboard, a full range of instruments, and power windows with optional air conditioning. The seating surfaces were leather with cloth inserts with half-hide and full hide as options through the production of the series.

This new wedge-shaped body was the result of TVR’s collaboration with freelance engineer-stylist Oliver Winterbottom. Winterbottom had Lotus’ styling manager when the Elite and Eclat models were designed in the seventies.
The TVR Tasmin won accolades on the show circuit in Britain and Europe following its introduction, however, in the United States, where customers were accustomed to the more rounded contours traditional to TVR, the new shape came as a bit of a shock to their visual senses. That, combined with the fact that the Tasmin did not become available until the 1983 model year and at a price some 6-10.000 USD higher than the last 3000S, TVR found sales in the US to be slow, at best.


TVR also suffered from the introduction of the new model because it was more expensive to produce than the previous M-series models. Also, around the end of 1981, TVR owner Martin Lilley, feeling the financial pinch, turned ownership over to Peter Wheeler who, himself, was an enthusiastic Tasmin owner at that time. Under Wheeler’s leadership, the wedge line would grow both in offerings and in power until the last wedge was produced in 1992.

TVR Tasmin 200, Tasmin +2 Coupé, 350i
While the original TVR Tasmin series featured the 2.8 litre Cologne Ford V6, in late 1981, a more modest performer, the TVR Tasmin 200, with the 2.0 litre Ford engine, was introduced. However, only 16 Tasmin 200 coupes were produced and only 45 convertibles with the model being discontinued in 1984. Another model that was introduced was the +2 Coupe in 1980. This model was also produced in limited numbers, with 47 built before being discontinued in 1985. It featured two vestigal seats in the rear which offered little room for anyone larger than a child.
In 1983, another new model was introduced called the 350i and this was the beginning of the power move for the TVR Wedge series, featuring the alloy Rover V8 which was offered in increasingly larger capacities up through the 4.5 litre.
Over time, the move to the V8 would take away from the V6 sales, however, in the United States, the V8 models were never certified for sale, so the V6 convertible and coupe were the only models available for sale to customers.
Once the new TVR was certified by the American Federal Government, the TVR Tasmin took on a modified appearance, including ungainly large black rubber bumpers front and rear, and reduced power output from the 2.8 litre engine once the smog controls were fitted.
However, the great majority of 280i convertibles and maybe one third of the S2 coupes, were designated for the US market. Approximately 40 TVR Tasmin convertibles were sent to the US in 1983, the first year it was available there. The car featured the 10-louvre bonnet that year and was known as the TVR Tasmin. In 1984, an estimated 125 cars came to the US in convertible form and were known and badged as the TVR Tasmin/280i. Along with those convertibles, an estimated 40 S2 Coupes were also sent to the US market. Virtually all the TVR wedges sent to the US market were fitted with air conditioning and leather interior, along with power windows, power mirrors, and Blaupunkt AM-FM/Cassette radio. The cars were definitely more luxurious than the M-series models that preceded them.
In mid 1985, some subtle cosmetic changes appeared and by this time, the Tasmin name had been dropped and the model was known simply as the TVR 280i. These styling changes included the departure of the large Federal rubber bumpers, to be replaced by slimmer fiberglass shells with a foam rubber insert front and rear. The front and rear valances were also changed and the taillamp clusters were changed as well. There were also some interior changes including some switchgear in the center console panel. 1985 was the biggest sales year for the 280i in the US market with an estimated 200+ cars sold that year.

Then, in 1986, the newly restyled Series 2 280i was introduced with more rounded bumpers, a revised airdam and sill extensions and upgraded instruments (changing from Smiths to VDO) and other fittings in the interior. Central door locking and an electric bootlid release was also made standard with the Series 2 cars and in the US market, power assisted steering was an available option, along with automatic transmission (which had been an option throughout the series). However, it is doubtful that more than two dozen US-spec Series 2 280is were fitted with power assisted steering. Despite all the changes, sales of the model were declining, but so was production. Of the only 149 280i coupes produced in 1986, perhaps 125+ of them were sent to the US market.
But, because of the TVR importer in place in the US and a very poor dealer network, not to mention problems with warranty claims, TVR was on the way out of the US market for good.

The 1987 model year would prove to be TVRs last in the American market. Only 7 280is were produced for the US market that year with four of those being sold new in Puerto Rico.

The car featured in the photos belongs to Marshall Moore, President of the TVR Car Club North America and North American Liaison for the TVRCC (UK). He rescued this particular 1984 280i from a barn where it had been stored for five years before he got it. Over the past two years, he has overseen its refurbishment and is now enjoying driving it as often as possible. It is the third Tasmin or 280i he has owned since 1988 and the 7th TVR since 1976.

Video: TVR Tuscan V8

Today we introduce you a nice video about a TVR Tuscan V8. Towards the end, the little dragon shakes its tail and gives a little roar. After all, what would you expect from a Cobra engine? Enjoy!

UPDATED: the car in the video is actually a 1971 Vixen S3, not a Tuscan. It may have been converted to V8 power and be pretending to be a Tuscan, but it is in reality, a "TVR Vixen V8".

TVR pic of the day: TVR Tuscan S MK2

During Renaissance it was called Manierism. It encompasses a variety of approaches influenced by, and reacting to, the harmonious ideals and restrained naturalism associated with artists such as Leonardo da Vinci, Raphael, Titian, Giovanni Bellini, Giorgione, Vincenzo Catena, Sebastiano del Piombo and many others.

That's what suggests this terrific TVR Tuscan S Mk2 with London's St.Paul Cathedral in the landscape.

Pic of the day: Mr. Nikolai Smolenski's TVR Tuscan

Thanks to UK Garage of Bovisio Masciago (Milan, Italy; http://www.ukracing.it) we can show you, maybe for the first time, some images of the personal car of Mr. Nikolai Smolenski, the last TVR factory owner. Images were taken at the previous UK Garage's headquarters in Milan.

As you can see, it's a TVR Tuscan Mk2 with left hand drive. The most interesting stuff about this car is on the upper part of the body: Mr. Smolenski wanted the Russian flag upon the fiberglass panels of his TVR Tuscan. On each door there's also the official TVR logo.

Surely a very original creation and which expresses a certain patriot soul.

Hey, Mr Smolenski! when are you going to start again producing TVRs?!? We look forward! Write us! And tell us how's the situation!

The third annual Griffith / TVR Gathering

(story by Marshall Moore, President of TVR Car Club North America)

The third annual Griffith/TVR Gathering was held the weekend of June 26-28, 2009 in conjunction with the Vintage Grand Prix races at Mid-Ohio Sportscar Course in Ohio USA.
A large British car show was part of the weekend’s activities and a total of 23 Griffiths and TVRs were on hand for the event, including 9 Griffiths and 14 TVRs ranging from a Grantura Mk. 3 to the mid-80s 280i.
Participants were able to enjoy a weekend of great vintage racing as well as all the cars on the showfield, including some 75 Minis that were there to help celebrate the Mini’s 50th anniversary.


Among the TVR Griffiths on hand was a project Griffith 400 #043 owned by Robin and Andrew Sheets. This TVR Griffith has been modified with a large ungainly air scoop on the bonnet and needs a complete restoration, but they got plenty of ideas for their project from other TVR Griffith owners during the weekend. Also there was the rolling chassis of Clyde Riley’s TVR Griffith 200 #118 that was beautifully done. Hopefully, Clyde’s car will be completed in time for next year’s gathering.
There were also two TVR Griffith 200s on hand that have been with their both of their respective owners since 1965. Doug Mann’s light blue #141 has only 6,900 original miles and is an example of what one of these cars was like when it was almost new.


Judy Stream brought her red 200 #116 which she will soon begin restoring. She had all of the original paperwork including the original bill of sale for the car.
Also on hand were Chris McArdle with his silver 200 #006, Willie Seitz with is white 200 #011, Colin Comer with his silver blue 200 #085, Chip Young with his incredible red 200 #181, and Tom Shelton’s beautiful red 400#031.

On Friday night, Tom and Terry Shelton graciously invited the group over to their beautiful home for a “cookout” and an opportunity to see Tom’s car collection which, among other things, included a recently acquired Allard J2X, a Shelby 427 Cobra, a magnificent 1957 Fuel Injected Corvette and a Mustang GT350.

On Saturday, we all headed out to the track for the car show and had a beautiful, albeit hot, sunny day. When the voting was complete, the top two awards in the TVR and Griffith classes went to Chip Young’s Griffith 200 in the Griffith class, and Paul Guinn in the TVR class for his museum quality restoration of a 1970 Tuscan V8 widebody. Then, when the overall awards for the entire show were announced, Chip Young’s TVR Griffith 200 took the Best in Show award, certainly well deserved for what may quite possibly be the best TVR Griffith 200 on the planet.

On Saturday night, we had dinner at a beautiful inn in Ohio’s Amish countryside and following dinner, were treated to a panel discussion of TVR Griffiths by four people who worked for Jack Griffith while the cars were being built. They were Len Bailey, Karen Bocsusis, Willie Seitz, and Mike Mooney.

It was a great weekend for all and everyone is now looking forward to a bigger and better event in 2010.

TVR Photo shooting: TVR Tuscan Mk1 Left Hand Drive

TVR Unofficial Blog wrote a long article on TVR Tuscan MK1 and had an interview with mr. Alessandro Breveglieri of UK Garage in Bovisio Masciago (http://www.ukracing.it). We asked him some very useful advices on purchasing a used TVR Tuscan MK1. The article (in Italian language) is published on Italian web magazine Omniauto.it (click on the logo)


You can find a selection of very nice images we ourselves took about the car. But if you would like to see all images we suggest you to visit TVR Unofficial Blog's photos on FLICKR (click the link).

We also remind you that this blue TVR Tuscan MK1 it's the first Speed-6 engined TVR Tuscan with left hand drive. It was sold new in Italy with city plate CS 918 CT.

TVR Engines: a little overview

The heart of a car is, of course, its engine. TVRs have always had commonly two original engines which have been created fir TVRs (but there's some criticism): the AJP and the Speed Six unit. But of course there have been many others. All these engines are non original and borrowed from other production cars:

- E93 ford sidevalve engine
- Coventry Climax engine
- MGA 1600
- MGB 1800
- S/B Ford V8
- 1600 GT crossflow
- 1600 711M crossflow
- 3.0 OHV Essex
- 1.3 OHV Triumph 4 cyl
- 2.5 OHV Triumph 6 cyl
- 2.0 OHC Pinto ford
- 2.8 OHV Cologne
- 2.9 OHV Cologne
- 3.5 , 3.9 , 4.0 , 4.3 , 4.5 , 5.0 OHV Buick design Rover lump
- Lotus Twin cam to a couple of special order cars.
- RV8 4.2, 4.5
- 2.0 Cosworth Turbo



Because of they were cheap and available, it's said some other apocryphal engines have been used in some other situations:

- Zetec
- Duratec
- XE redtop
- Nissan R20DE
- Chevy from the heavy 350 to the modern LS range
- Honda S2000
- Audi TDi motor
- Volvo 1800 OHV

TVR Tuscan V6 1969

Somewhat more successful was an “in-between” TVR that neatly bridged the price-and-performance gap between the V-8s and the Cortina-powered Vixen. Introduced in October 1969 as the Tuscan V6, it was basically a TVR Vixen with a Ford Britain’s fine 60-degree 3.0-liter “Essex” V6 and 4-speed gearbox; that was a drivetrain already seen in such diverse places as the British Ford Capri “ponycar” and Zephyr/Zodiac sedans, the Reliant Scimitar GTE sportswagon, and the odd-looking Marcos GT. The car had front discs and rear drums. The V-6 delivered 136 bhp (versus the Vixen’s 88) and had a very lusty torque curve.


Transmission: Salisbury differential and final drive unit used in the Tuscan V8 unlike the four cylinder Vixens that used smaller differentials from BMC or Triumph. Suspensions: Double wishbone, coil springs. Dimensions: lenght 3.683 mm, width 1.626 mm, height 1.219 mm, wheelbase 2.286 mm. Weight: about 910-930 kilos.

Still, there must have been something about these vee-engine TVRs that turned off potential buyers, for the V6 didn’t sell as well as it deserved. Yet magazine road tests showed a top speed of near 125 mph, brisk acceleration, and surprising fuel economy (about 28 mpg U.S.). The price at launch was 1,930


Nevertheless, production stopped in early 1971 at just 101 units, most of which remained in Britain.

TVR Tuscan V8: SE and "non-SE"

We asked Marshall Moore, President of TVRCCNA how is possible to distinguish between an early TVR Tuscan V8 and a TVR Tuscan V8 SE.

How you can differentiate between an "SE" and a non-SE are the following:
1) First of all, the "SE" should have the small rectangular SE emblems on the roof sail panels just behind the door windows
2) Secondly, an SE page was an option on the TVR Tuscan V8 range and included limited slip differential, 6" wide rims on the wire wheels, laminated front windscreen, leather trim steering wheel, two-speed windscreen wipers and the high performance 271 bhp version of the 289 cu. in. Ford V8 engine with a single 4 bbl carburettor and solid lifters, compared with the standard 200 hp hydraulic tappet engine.

TVR Tuscan V8 200/015
That particular car in the image displayed has chassis 200/015. It's a former Martin Lilley car and it is a true Tuscan SWB V8 SE. It was originally used by Martin Lilley and was the car tested by Motor magazine in May 1967 and was also featured in Peter Filby's book "Success Against the Odds". It was one of only 28 short wheelbase TVR Tuscan S produced, all but six of which reportedly were sent to North America. This car had been owned for a number of years by Farrell Preston in the US before being sold lin 2008 to a new owner in Europe.
It is also the last of the TVR Tuscan V8 with short wheelbase (015) before the first long wheelbase (LWB) version with chassis number 200/016 or LW 001 was built.