Collected my car today...
Discussion
... nothing special in that really?
Except the car had been for a rebuild at Racing Green. By rebuild, I mean the FFF Mk2, with a few other bits and pieces.
Here she is as I saw her:
So, a bit more about the engine. It's stayed a 4.0, but with the new head and Syves, along with the new ACT exhaust and carbon airbox. Added to that are the lightened flywheel, and a few other bits...
The car was rolling roaded last year, and it made just under 369 bhp. Full figures aren't up for reveal just yet, as it's now into its running-in phase, before final mapping. But let's say it's seriously up.
The exhaust is louder, with much more bass. The only trouble I have found is that it is very boomy within the cabin at around 2600-2900 rpm. Annoyingly this seems to were I drive a lot, so it may change my style - it is still a bit of a work in progress though, much like its positioning.
To dress up the engine, a full set of blue pipes (ACT), a stainless PAS clamp (Str8-Six) and the aforementioned airbox, along with a colour-coded cam cover (also matches the seats!).
But enough of looking pretty - how does it drive?
Amazingly well is the answer. It's got power to spin the wheels in corners I couldn't do it before, and you certainly end up at the next corner far faster than you did last time out. Its power is higher up the rev range, but instead of sounding pained, it gets better and better the higher you go.
Overtakes are now so simple, you can look at multiple cars in the time a single one would take before. Launching it is a bit of a faff now - the lightened flywheel really makes you concentrate (I now know what CGT owners are talking about!), but it revs - damn, how quickly does that thing rev??
In addition to the close ratio box and 3.7 diff that Jason at Str8-Six did, it's an amazing bit of kit.
Shame I get to drive it to Sheffield tomorrow, and I won't see it again for a month or so. Why? You'll see in a bit.
So, to conclude - amazing bit of kit. Stunning engineering, and a real shame that TVR didn't do this the first time out of the gate. It's good that these cars are now made better by companies who are really trying to keep TVR alive.
More thoughts, updates, and willy-waving power figures when they become available. Oh yes - cost. You know they say if you can't afford, don't ask? Let's just say I'm very glad I got paid recently...
Except the car had been for a rebuild at Racing Green. By rebuild, I mean the FFF Mk2, with a few other bits and pieces.
Here she is as I saw her:
So, a bit more about the engine. It's stayed a 4.0, but with the new head and Syves, along with the new ACT exhaust and carbon airbox. Added to that are the lightened flywheel, and a few other bits...
The car was rolling roaded last year, and it made just under 369 bhp. Full figures aren't up for reveal just yet, as it's now into its running-in phase, before final mapping. But let's say it's seriously up.
The exhaust is louder, with much more bass. The only trouble I have found is that it is very boomy within the cabin at around 2600-2900 rpm. Annoyingly this seems to were I drive a lot, so it may change my style - it is still a bit of a work in progress though, much like its positioning.
To dress up the engine, a full set of blue pipes (ACT), a stainless PAS clamp (Str8-Six) and the aforementioned airbox, along with a colour-coded cam cover (also matches the seats!).
But enough of looking pretty - how does it drive?
Amazingly well is the answer. It's got power to spin the wheels in corners I couldn't do it before, and you certainly end up at the next corner far faster than you did last time out. Its power is higher up the rev range, but instead of sounding pained, it gets better and better the higher you go.
Overtakes are now so simple, you can look at multiple cars in the time a single one would take before. Launching it is a bit of a faff now - the lightened flywheel really makes you concentrate (I now know what CGT owners are talking about!), but it revs - damn, how quickly does that thing rev??
In addition to the close ratio box and 3.7 diff that Jason at Str8-Six did, it's an amazing bit of kit.
Shame I get to drive it to Sheffield tomorrow, and I won't see it again for a month or so. Why? You'll see in a bit.
So, to conclude - amazing bit of kit. Stunning engineering, and a real shame that TVR didn't do this the first time out of the gate. It's good that these cars are now made better by companies who are really trying to keep TVR alive.
More thoughts, updates, and willy-waving power figures when they become available. Oh yes - cost. You know they say if you can't afford, don't ask? Let's just say I'm very glad I got paid recently...
what happened there? Someone made a post, I put 2+2 together and possibly made 5 then they deleted the post. Don't mind if I do. 
Regards the boomy droney exhaust, I think an x-pipe in the exhaust would solve that. There's a thread in the Speed Six section I started discussing it and the various merits of doing so. Namely noise harshness and possibly a little bit more low down torque (theoretically at least).
Regards the boomy droney exhaust, I think an x-pipe in the exhaust would solve that. There's a thread in the Speed Six section I started discussing it and the various merits of doing so. Namely noise harshness and possibly a little bit more low down torque (theoretically at least).
DonkeyApple said:
That boom may be an engine characteristic as that's the range just before it starts to come up on the cam and then fly.
I notice it in mine but it's not that loud. Maybe it is something that will vary between models.
Don,is this the entire, new, big bore ACT/JP/STR8SIX system, or just the ACT rear boxes?I notice it in mine but it's not that loud. Maybe it is something that will vary between models.
YRRunner said:
DonkeyApple said:
That boom may be an engine characteristic as that's the range just before it starts to come up on the cam and then fly.
I notice it in mine but it's not that loud. Maybe it is something that will vary between models.
Don,is this the entire, new, big bore ACT/JP/STR8SIX system, or just the ACT rear boxes?I notice it in mine but it's not that loud. Maybe it is something that will vary between models.
Ok, having put more than 250 miles on it in a day, a few thoughts....
I know this is going to sound negative, but it really isn't. The big engine people are going to put the FFF against is the 4.5SS. The difference between the two engines is night and day (and that's a good thing). It gives people two very different choices about how they want to drive.
The 4.5 has bags of torque, and lots of power lower down the range - in a fighting context it would be a Vale Tudo fighter - massively aggressive, very good at it. The FFF is just as lethal, but seems far more rounded and civilised (if you want a TVR to be civil!). It's more of a K1/Pride fighter - all-action, fast thinking with brutal KO power.
Fundamentally they are two different animals, and go at it in two different ways, but the final result is the same.
So, the FFF - smooth, grunty and lovely. I'll admit to having a slight headache from the exhaust (time for a few phone calls tomorrow!).
I know this is going to sound negative, but it really isn't. The big engine people are going to put the FFF against is the 4.5SS. The difference between the two engines is night and day (and that's a good thing). It gives people two very different choices about how they want to drive.
The 4.5 has bags of torque, and lots of power lower down the range - in a fighting context it would be a Vale Tudo fighter - massively aggressive, very good at it. The FFF is just as lethal, but seems far more rounded and civilised (if you want a TVR to be civil!). It's more of a K1/Pride fighter - all-action, fast thinking with brutal KO power.
Fundamentally they are two different animals, and go at it in two different ways, but the final result is the same.
So, the FFF - smooth, grunty and lovely. I'll admit to having a slight headache from the exhaust (time for a few phone calls tomorrow!).
I've given my word that my with my bhp figures, I'll not repeat on the net until we're run in and final map has occurred. There are a few hints floating around... But I will be transparent with the results, no matter what the final outcome is.
As for price? £15k (inc VAT) was the figure. That does include the exhaust (£1kish), clutch, flywheel, bolts, and everything else including exhaust clamps and engine mounts.
Hope that helps!
As for price? £15k (inc VAT) was the figure. That does include the exhaust (£1kish), clutch, flywheel, bolts, and everything else including exhaust clamps and engine mounts.
Hope that helps!
The car needs running in - does Dom et al put their figures out before run in and final map? I think not...
- edit* Also to add.... there are figures out there for the FFF, BUT (and I know this sounds like an excuse), the work is not done. Donkeyapples (amazing) Typhon isn't breathing properly, JonRBs and mine aren't run in yet. Pascals is known about, and the VCT boys are still awaiting their final bits (I'll be joining their ranks next year).
Edited by Don1 on Thursday 17th November 20:46
They've put the figures out for their Tuscan. 440 BHP with 350 Torque.
But I think Matt was refering to prices?
I think RG take the view that every single job is bespoke and individual and so priced up for each client.
For example, you can just have the head fitted and nothing else and they have a fixed price for that. Likewise with Syvecs.
However, for example, I had a high torque gearbox with some bespoke gears, high torque clutch which had to have a bespoke master cylinder made, lightened flywheel, lightened timing chains, quaife diff, bespoke drive shaft, coloured rocker cover, bespoke machined parts to link the engine up to the gearbox, re-tailoring of airbox and quite a few other things which I can't recall.
What I liked was that we sat down and specced it all out, agreed a price and shook on a deal. When they found errors and things that needed changing they just did it. I know that other people who have had a quote at other places have had a final bill that isn't even in the same time zone as what was published on the website.
It kind of works both ways and some of the numbers that are published out there are more for marketing than for reality.
It's that little phone call half way through the job where something has been found that really ought to be rectified that I find grating.
But I think Matt was refering to prices?
I think RG take the view that every single job is bespoke and individual and so priced up for each client.
For example, you can just have the head fitted and nothing else and they have a fixed price for that. Likewise with Syvecs.
However, for example, I had a high torque gearbox with some bespoke gears, high torque clutch which had to have a bespoke master cylinder made, lightened flywheel, lightened timing chains, quaife diff, bespoke drive shaft, coloured rocker cover, bespoke machined parts to link the engine up to the gearbox, re-tailoring of airbox and quite a few other things which I can't recall.
What I liked was that we sat down and specced it all out, agreed a price and shook on a deal. When they found errors and things that needed changing they just did it. I know that other people who have had a quote at other places have had a final bill that isn't even in the same time zone as what was published on the website.
It kind of works both ways and some of the numbers that are published out there are more for marketing than for reality.
It's that little phone call half way through the job where something has been found that really ought to be rectified that I find grating.Gassing Station | General TVR Stuff & Gossip | Top of Page | What's New | My Stuff