RE: Last Ever Blackpool TVR
Discussion
Not sure why this thread has descended into personal insults (car to enlighten us eggy trev?) but my feeling is that it's not a particularly well titled news item; how do they know it's the "last" TVR built there' who knows what Mr.Wheeler has planned?!
To be fair it's not a proper TVR, as in these new Chevron and Lolas are not the same, yes they have been tagged the same for historic racing but come on, as a car built 20+ years after it originally came out is not the same (especially if built on a Tuscan chassis??) and the 5000 was never a factory car anyway:-
http://www.pistonheads.co.uk/gassing/topic.asp?h=0... 5000M info needed.
And Wheeler's new toy here:-
http://www.pistonheads.co.uk/gassing/topic.asp?h=0... new toy
Good on Peter to get out there and race and give the TVR name an airing, bad on (IMHO) Sun-like news item and the Heritage Challenge if they've let the car in as an homologated car (they do have an invitation class though, so maybe it was in that).
To be fair it's not a proper TVR, as in these new Chevron and Lolas are not the same, yes they have been tagged the same for historic racing but come on, as a car built 20+ years after it originally came out is not the same (especially if built on a Tuscan chassis??) and the 5000 was never a factory car anyway:-
http://www.pistonheads.co.uk/gassing/topic.asp?h=0... 5000M info needed.
And Wheeler's new toy here:-
http://www.pistonheads.co.uk/gassing/topic.asp?h=0... new toy
Good on Peter to get out there and race and give the TVR name an airing, bad on (IMHO) Sun-like news item and the Heritage Challenge if they've let the car in as an homologated car (they do have an invitation class though, so maybe it was in that).
rude-boy said:
Ahr, Mr Robbo, I can put another 'spotted' down then. Saw you with your boot open and nearly popped over to engage in random car chat (okay, remind myself what the boot space is like on those so I can be 100% when I tell the g/f not enough for her needs!) but then it started to rain, again.
We were in the Boxster behind you.
Ah are you the camera chap?We were in the Boxster behind you.
Was sitting directly behind you most of the day!
As for the comments about the eligibility of the cars I think that is very much one for the people directly involved in running and competing in the championship. I have never seen a copy of the R&Rs but the ‘impression’ I get is that so long as your car is from the right era and isn’t silly amounts faster than the others on the grid you are welcome. I’ve spent a fair amount of time with a number of the people involved in the HGTC and it has one of the best ‘atmospheres’ of any paddock I have encountered over the years.
This is taken from Racecar about the race weekend
Fourth and best of the Class E runners was the Ian McCallum owned and John Bussell shared Aston Martin DB5 just ahead of the debuting TVR 5000 of former TVR owner Peter Wheeler and Ben Samuelson. Andrew Chalmers and Colin Davids were best of the Class C runners (eighth overall) while Class A promised to throw up some fireworks with the Death brothers, Harvey and Clive, just ahead of the super little Sebring Sprite of Robert Morris and Paul Ringer.
Somewhat surprisingly, acknowledged Brands ace Gordon Streeter was over a second off the pace in Class A. Tim Glover and Rikki Cann in a two-litre engined Ford Escort Mexico topped Class B as an excellent 28-car field took to the Indy circuit.
Race one
Robin North (Ford Mustang) took the early fight to Jenkinson, the action getting a little too close as early as lap two, resulting in Jenkinson spinning coming down the hill from Druids. He quickly regained composure and was ahead again a lap later.
With the Wheeler TVR pitting from third spot on lap 10, the place was taken over by Charlie Kemp, racing solo in Conor O’Brien’s Aston Martin DB4. The front two cars both pitted on lap 18 with Young taking over the lead car and quickly resuming where Jenkinson had left off. Such was the leader’s advantage that Young even had time for a spin exiting Graham Hill Bend without losing top spot.
Kemp led the chasers, finishing some 41.9s adrift, while Arthur Thurtle positively charged up the order having taken over from Bennington who, without anything like as much experience of the Camaro, had put in a solid first stint.
Thurtle went from sixth to third in the space of a few laps but Kemp, who trying to conserve wet tyres on a drying track, was just beyond his reach. Bob Searles/Tony Jardine (Aston Martin DBS V8) and Wheeler/Samuelson in the TVR, which came back well, but got gradually slower and smokier as the race wore on, completed the top five. Second to fifth places were blanketed by less than seven seconds.
The North family Mustang was first of the lapped runners in sixth. Not surprisingly, the Chalmers/Davids Porsche emerged victorious in Class C while Streeter fairly flew en route to turning around qualifying form with the Death brothers in Class A. The Glover/Cann Ford Escort dominated Class B.
Race winner Jenkinson reflected: "I'm upset with Mr North putting me into a spin, but otherwise okay. John did a good stint."
Kemp added: "I think as a single driver I had an advantage in knowing the car away from the pit stop. But I was trying to conserve wet tyres on a drying track."
Results
1 Andy Jenkinson/John Young (Aston Martin DBS V8) 31 laps in 30m46.141s (72.45mph); 2 Charlie Kemp (Aston Martin DB4) 31m28.048s; 3 Arthur Thurtle/Roger Bennington (Chevrolet Camaro); 4 Bob Searles/Tony Jardine (Aston Martin DBS V8); 5 Peter Wheeler/Ben Samuelson (TVR 5000M); 6 Robin & Zoe North (Ford Mustang). Class winners: Jenkinson/Young; Kemp; Thurtle/Bennington; Andrew Chalmers/Colin Davids (Porsche 911RS); Gordon Streeter (Ford Anglia); Tim Glover/Ricky Cann (Ford Escort Mexico). Fastest lap Jenkinson/Young 55.803s (77.32mph).
Race two
The results of race one set the starting order for the second race later on Sunday. Notably absent was the Wheeler/Samuelson TVR, which nevertheless had put in a fine performance given that the Friday test day was the first time that it had turned a wheel in anger.
Robin North was an early casualty when he lost control coming down Graham Hill and spun heavily into the barriers. Second row starter Arthur Thurtle lost little time in setting the pace with Jenkinson slithering in and out of the Druids gravel trap on lap 13 as he strived to stay in touch.
When Thurtle pitted at around half distance, the lead was out to 16 seconds, but with Jenkinson delaying his stop for a while, he inherited a 36.9s advantage.
So what happened to the 5000M that she did not make it out for the 2nd race?
This is far better to read and talk about than being b
hie towards any TVR or former owner of TVR.
Colin L
Fourth and best of the Class E runners was the Ian McCallum owned and John Bussell shared Aston Martin DB5 just ahead of the debuting TVR 5000 of former TVR owner Peter Wheeler and Ben Samuelson. Andrew Chalmers and Colin Davids were best of the Class C runners (eighth overall) while Class A promised to throw up some fireworks with the Death brothers, Harvey and Clive, just ahead of the super little Sebring Sprite of Robert Morris and Paul Ringer.
Somewhat surprisingly, acknowledged Brands ace Gordon Streeter was over a second off the pace in Class A. Tim Glover and Rikki Cann in a two-litre engined Ford Escort Mexico topped Class B as an excellent 28-car field took to the Indy circuit.
Race one
Robin North (Ford Mustang) took the early fight to Jenkinson, the action getting a little too close as early as lap two, resulting in Jenkinson spinning coming down the hill from Druids. He quickly regained composure and was ahead again a lap later.
With the Wheeler TVR pitting from third spot on lap 10, the place was taken over by Charlie Kemp, racing solo in Conor O’Brien’s Aston Martin DB4. The front two cars both pitted on lap 18 with Young taking over the lead car and quickly resuming where Jenkinson had left off. Such was the leader’s advantage that Young even had time for a spin exiting Graham Hill Bend without losing top spot.
Kemp led the chasers, finishing some 41.9s adrift, while Arthur Thurtle positively charged up the order having taken over from Bennington who, without anything like as much experience of the Camaro, had put in a solid first stint.
Thurtle went from sixth to third in the space of a few laps but Kemp, who trying to conserve wet tyres on a drying track, was just beyond his reach. Bob Searles/Tony Jardine (Aston Martin DBS V8) and Wheeler/Samuelson in the TVR, which came back well, but got gradually slower and smokier as the race wore on, completed the top five. Second to fifth places were blanketed by less than seven seconds.
The North family Mustang was first of the lapped runners in sixth. Not surprisingly, the Chalmers/Davids Porsche emerged victorious in Class C while Streeter fairly flew en route to turning around qualifying form with the Death brothers in Class A. The Glover/Cann Ford Escort dominated Class B.
Race winner Jenkinson reflected: "I'm upset with Mr North putting me into a spin, but otherwise okay. John did a good stint."
Kemp added: "I think as a single driver I had an advantage in knowing the car away from the pit stop. But I was trying to conserve wet tyres on a drying track."
Results
1 Andy Jenkinson/John Young (Aston Martin DBS V8) 31 laps in 30m46.141s (72.45mph); 2 Charlie Kemp (Aston Martin DB4) 31m28.048s; 3 Arthur Thurtle/Roger Bennington (Chevrolet Camaro); 4 Bob Searles/Tony Jardine (Aston Martin DBS V8); 5 Peter Wheeler/Ben Samuelson (TVR 5000M); 6 Robin & Zoe North (Ford Mustang). Class winners: Jenkinson/Young; Kemp; Thurtle/Bennington; Andrew Chalmers/Colin Davids (Porsche 911RS); Gordon Streeter (Ford Anglia); Tim Glover/Ricky Cann (Ford Escort Mexico). Fastest lap Jenkinson/Young 55.803s (77.32mph).
Race two
The results of race one set the starting order for the second race later on Sunday. Notably absent was the Wheeler/Samuelson TVR, which nevertheless had put in a fine performance given that the Friday test day was the first time that it had turned a wheel in anger.
Robin North was an early casualty when he lost control coming down Graham Hill and spun heavily into the barriers. Second row starter Arthur Thurtle lost little time in setting the pace with Jenkinson slithering in and out of the Druids gravel trap on lap 13 as he strived to stay in touch.
When Thurtle pitted at around half distance, the lead was out to 16 seconds, but with Jenkinson delaying his stop for a while, he inherited a 36.9s advantage.
So what happened to the 5000M that she did not make it out for the 2nd race?
This is far better to read and talk about than being b
hie towards any TVR or former owner of TVR.Colin L
pumpkin said:
John Wadman at TVRNA is still building 5000M's if anyone is interested. Mine was the last he built in 2003, converting the Pumpkin, Dave Graham's 3000M, after the engine blew. I bought it a year later. Mine is a 78 model but the earlier M chassis are easier to fit the engine in. It is back in his shop at present getting a new chassis and front after I left the track at Mosport at high speed. He started converting 2500 M's because the Triumph engine was not really powerful enough in North American tuning and it weighs more than the Small Block Ford. In his conversions the engine sits well back in the frame. If a V8 conversion needs a remote oil filter then the engine is too far forward! With a T5 gearbox and Salisbury rear end my weight distribution is 51% on the front and the car weighs about 2150 lbs with me in it. (Alloy heads, air conditioning and rear roll cage)
I did ask Martin Lilley at one of the Woodwork meetings if the 5000M was a real TVR sanctioned model and he admitted he new about it and sort of accepted it....... possibly because (as I heard it) a prepaid order for TVR's from TVRNA kept the company out of bankrupcy.
My guess is that he would convert your M to a 5000 for about $15 - 20,000 but please wait until mine is repaired before you load him with work!
Anyone know why ?I did ask Martin Lilley at one of the Woodwork meetings if the 5000M was a real TVR sanctioned model and he admitted he new about it and sort of accepted it....... possibly because (as I heard it) a prepaid order for TVR's from TVRNA kept the company out of bankrupcy.
My guess is that he would convert your M to a 5000 for about $15 - 20,000 but please wait until mine is repaired before you load him with work!
SteveteamHOLDENracing said:
jellison said:
This is the same Wheeler that sold half a company to the poor Russian boy (did not even sell the factory to build them - dodgy leasing subletting deals), and now he comes and rent the old space to this lot to Hop up some old M's. Laughable.
He sold the company. The company didn't own the factory or the land. Not his problem that the Russian did no diligence whatsoever. Would you buy a house without having someone check the deeds?Anyway, it remains his factory and what is the problem with him employing 3 of his old race dept engineers to build him a car?
Personally I think its great that he's back racing a TVR
pumpkin said:
John Wadman at TVRNA is still building 5000M's if anyone is interested. Mine was the last he built in 2003, converting the Pumpkin, Dave Graham's 3000M, after the engine blew. I bought it a year later. Mine is a 78 model but the earlier M chassis are easier to fit the engine in. It is back in his shop at present getting a new chassis and front after I left the track at Mosport at high speed. He started converting 2500 M's because the Triumph engine was not really powerful enough in North American tuning and it weighs more than the Small Block Ford. In his conversions the engine sits well back in the frame. If a V8 conversion needs a remote oil filter then the engine is too far forward! With a T5 gearbox and Salisbury rear end my weight distribution is 51% on the front and the car weighs about 2150 lbs with me in it. (Alloy heads, air conditioning and rear roll cage)
I did ask Martin Lilley at one of the Woodwork meetings if the 5000M was a real TVR sanctioned model and he admitted he new about it and sort of accepted it....... possibly because (as I heard it) a prepaid order for TVR's from TVRNA kept the company out of bankrupcy.
My guess is that he would convert your M to a 5000 for about $15 - 20,000 but please wait until mine is repaired before you load him with work!
Mr. Buzzard... What about my Taimars????? The 78 had the 302 installed by J.W. when new and the 79 Taimar was done after J.W. bought the car back from the first owner as I understand. I guess the Spousal Units car is classified as the same as yours and mine is a ?????? Have asked John to do some seaching for me and I haven't got back to him yet on how he is doing. Got the automatic conversion finished on Sherry's car and Chelsea is driving the supercharged 2500M. Sherry's headers came out real nice compared to mine. Will have to send you an e-mail or talk next time you are in town.I did ask Martin Lilley at one of the Woodwork meetings if the 5000M was a real TVR sanctioned model and he admitted he new about it and sort of accepted it....... possibly because (as I heard it) a prepaid order for TVR's from TVRNA kept the company out of bankrupcy.
My guess is that he would convert your M to a 5000 for about $15 - 20,000 but please wait until mine is repaired before you load him with work!
Wayne?Sherry Leppard.
The 5000M is stunning, but what about building something more contempary looking ?
Here's an idea for competitive GT cars
.
Use a lightweight, Sagaris inspired bodyshell ,then add Aero.
Evolve a chassis based on the design used on the mighty Tuscan Challenge race car.
Fit a 6 speed sequential gearbox - designed and built in house.
Spend a couple of seasons developing them on the race track.
Power them by a modern , 500 bhp Chevrolet LS engine.
Ensure they're developed and built by ex TVR Engineers.
Build them at Bristol Avenue.
Race them.
Build some more.
Now that would brighten things up in 2009
Here's an idea for competitive GT cars
.Use a lightweight, Sagaris inspired bodyshell ,then add Aero.
Evolve a chassis based on the design used on the mighty Tuscan Challenge race car.
Fit a 6 speed sequential gearbox - designed and built in house.
Spend a couple of seasons developing them on the race track.
Power them by a modern , 500 bhp Chevrolet LS engine.
Ensure they're developed and built by ex TVR Engineers.
Build them at Bristol Avenue.
Race them.
Build some more.
Now that would brighten things up in 2009
RetroWheels said:
The 5000M is stunning, but what about building something more contempary looking ?
Here's an idea for competitive GT cars.
Use a lightweight, Sagaris inspired bodyshell ,then add Aero.
Evolve a chassis based on the design used on the mighty Tuscan Challenge race car.
Fit a 6 speed sequential gearbox - designed and built in house.
Spend a couple of seasons developing them on the race track.
Power them by a modern , 500 bhp Chevrolet LS engine.
Sounds like a GTF/Saggy V8...Here's an idea for competitive GT cars
.Use a lightweight, Sagaris inspired bodyshell ,then add Aero.
Evolve a chassis based on the design used on the mighty Tuscan Challenge race car.
Fit a 6 speed sequential gearbox - designed and built in house.
Spend a couple of seasons developing them on the race track.
Power them by a modern , 500 bhp Chevrolet LS engine.
and indeed, it would be 'my' way of reviving TVR short term. Build roadgoing versions as demand erm, demands.
Edited by 900T-R on Wednesday 29th October 08:01
Never happen. (Nice idea to build extreme racers and a few for the road if demand is out there though), but the name is hardly going to be bought back!
And this car is not a new TVR as in the last one made, as Wheeler does not own the rights to the name. It was made in a building that made TVRs once out of some old TVR bits and modded for racing. Yep it is a TVR but it is not new in real terms, just a nicely built and modded racers
And this car is not a new TVR as in the last one made, as Wheeler does not own the rights to the name. It was made in a building that made TVRs once out of some old TVR bits and modded for racing. Yep it is a TVR but it is not new in real terms, just a nicely built and modded racers
jellison said:
Never happen. (Nice idea to build extreme racers and a few for the road if demand is out there though), but the name is hardly going to be bought back!
Great things come to those who are prepared to wait - either Smolenski hires a few good folks (and listens to them for a change) to get things up and running on a small scale himself... or he'll be wanting to cut his losses at some point (and given the current economic climate, that point could be sooner rather than later).What we probably won't see again in our lifetime is TVR as a major provider of automotive candy to nearly 2,000 City Boys per annum.
900T-R said:
jellison said:
Never happen. (Nice idea to build extreme racers and a few for the road if demand is out there though), but the name is hardly going to be bought back!
Great things come to those who are prepared to wait - either Smolenski hires a few good folks (and listens to them for a change) to get things up and running on a small scale himself... or he'll be wanting to cut his losses at some point (and given the current economic climate, that point could be sooner rather than later).What we probably won't see again in our lifetime is TVR as a major provider of automotive candy to nearly 2,000 City Boys per annum.
As for another TVR race series! It must just be the General TVR area people that don't realise just how many TVR's are out there racing, the TVRCC championship and many many more classic one in other series. These are out there (mostly really well presented) kicking but.
I have never been a fan on one make racing (with the exception of the Tuscan series in its pomp), TVR's are much better IMHO, being out in mixed fields either modern or classic showing what they can do against LESSER Brands
Gassing Station | General TVR Stuff & Gossip | Top of Page | What's New | My Stuff