I thought I'd (com)pile my build log somewhere around here. Big Al. suggested I use the Classics Forum. I'm still not sure how to construct the thread, but will probably do a lot of retroactive editing as I remember things. One thing I'll try to do, is post part numbers and specifications, to make this of some value to others.
I hope some of you will enjoy the pictures, and the reading.
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Having become friends with John Wadman, while living in Toronto in the 1970s, I had the opportunity to drive various TVRs at his dealership. Of the M series cars, there was one I wanted to buy, but at age 17 or 18, I knew I'd kill myself too soon. The car was well beyond my meager driving ability. It was a 5000M in yellow and black.
In 1987, I finally bought 3428TM, a 2500M from him. I later found out that this car had been his original demonstrator, upon taking over JAG Motors. Almost immediately, I swapped the repugnant, leaky Strombergs for triple SK side draught carburetors, and added an Allison optical trigger ignition module. After some years of hard driving, and the addition of an "A" type Laycock overdrive, and a tubular exhaust header, I decided to add a hot cam and perform all engine modifications outlined in the Triumph Competition Preparation Manual, add an Accusump, vernier cam chain sprocket, and any other go fast bits I could get my grubby mitts on. Too bad I never could build an engine that lasted. They all wiped lobes off the cams. We built the engine about four times. Each time I purchased the same lightweight lifters, that may have been of too soft a material. This ended around 1995.
I decided that I would see what TVR could have built on an M chassis with production car parts from various manufacturer's bins in or about 1990. My plan was to buy only what I could source from breakers' yards.
What follows is a plan gone off, on a series of tangents.
1.) I took the chassis frame to a welder I'd met whose work I'd seen. His Aluminium welds were gorgeous. He bragged about being trained by the inventor of the TIG welder. He didn't brag about being a full blown alcoholic who, when drinking, thought he could recreate missing sections of tube (rust damage) by adding weld metal.
Round two had me take it away, to a "friend," to whom I described exactly what I wanted replaced, as well as the gauges, size, and type of steel I wanted him to use. Screwed again! I wanted all rotted tubes to be replaced with 1.5" 4130 ChoMoly steel, in 16/18ga and took it back with a mix of 1.25" and 1.5" mild steel, 1/8" section tubing. f
ker! While the frame was being welded up I'd looked for nice four piston Aluminium calipers, and vented rotors, and found some on a junk yard RX-7 of approximately 1988 vintage. New front stub axles were machined to accept the taper to be fitted to the Alford & Alder front uprights, and the Aluminium front hubs, vented 10.9" rotors, and calipers were all moved onto the M front suspension.
Some of the brackets that had been added to the frame were not to my liking (too massive), and subsequently removed. After spending weeks cleaning the chassis via Skyco's Ospho, and media blasting (silica sand), and visiting the opthamologist twice to have silica shards removed from my eyes, my good friend, and talented customizer, Dave DeVore coated it with epoxy primer, and followed with 1969 Porsche blue urethane base clear. Shown below on my home brewed rotisserie.
Getting to that point was gratifying, and a huge relief, as the frame was now protected, and I could move on to other areas.
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(Based on 1988 Ford Mustang 5.0 hydraulic roller lifter motor)
Displacement: 331.646 CI (5434 cc)
Block deck ht. 8.200” (Std-decked)
AFR 185 (emissions legal) Part #AFR-1422
Intake valves - 2.020"
Exhaust valves - 1.600"
Combustion chamber vol. - 58cc,
Intake port volume - 185cc
Exhaust port volume - 69cc
Designed for 302-351 cid engines operating from 1500 rpm to 6500 rpm.
Ed Iskenderian Racing Cams 371-RR SPEC/ROLLER CAM RR-573/294HYD, 110LC
(Order number 178188)
Valve Lift - INT: .573 EXT: .573. ADV Duration - INT: 294° EXT: 294° .050 Duration - INT: 248° EXT: 248° Lobe Center: 110°
CAM LIFT: .358"
VALVE LIFT: .573"
Miller Engineering 1.6:1 7075 extruded aluminum 3/8” stud mount Roller rockers part # PA3060B-Y
PS4 valve spring package by FlowTech Induction.
Probe Pistons part # 12357-030
Manufactured of 2618-T6 extruded bar stock forgings.
Intake pocket is 2.150 diameter x .250 deep.
Exhaust pocket is 1.900 diameter x .220 deep
Tight running clearance (.002 to .006)
Weight matched (+/- 2.5 grams)
Finished diameters +/- .00005
Rod big end diameter: ?
Wrist pin diameter: ?
Crank main journal diameter:
Bolts: SPS-CARR 7/16 (torque to 95 Lbs/Ft re-useable)
Hawks Racing 4340 FORGED STEEL (3.25") Stroke Crankshaft for use with one piece or two piece rear seal, part # HR-CK-DG3-302A
Stock 302 main journal (2.2486") and rod (2.1232) for use w/ stock Ford 302 Bearings.
CNC Machine for "Competition" Quality and tolerance
All Journals micro polished to 5rms finish
Rounded Crank Throws for superior windage
Generous .125" throw radii for superior strength
Large chamfered oiling holes for improved lubrication
Balanced to 50 oz imbalance
Magna-fluxed, ultrasonic tested, nitrated and shot peened for lasting durability and performance. 100,000psi Tensile Strength and Double Heat Treated
Steel main bearing cap girdle fitted.
Paxton 1000 HP Fuel Pump .......................... part # 8001688
Paxton Fuel Filter ................................ part # 8001689
Fuel Filter Element ......................... part #
Paxton 5/8" ID billet Fuel Rails ....................... part # 5007026-2
Paxton Adjustable Fuel pressure Regulator ........... part # 8001690
Injectors...................Bosch, type - EV1 "Green Giant" with connectors, Impedance - 11-18 ohms, Flow Rate - 42 lbs/hr, 440cc, part #0280155968
Parker Funnel Web (Made in Australia)
Modified for EFI by the addition of injector bungs (weld & drill) and rail mounts by Ford Performance Solutions,
1004 & 1006 E. Orangefair Lane,
Barnes Systems, 9017 series, 6-stage pump with 3-lobe rotor
(gilmer belt driven off crankshaft) Serial # R3602275
3162 Kashiwa St.
Torrance, CA 90505
NONE AS YET
Exhaust: not completed
Will (at least initially) be based on Hooker Header flanges
Stepped design with 1-5/8" & 1-3/4" primaries
Toyota Supra (1989 & newer) clutch type limited slip w/ six-bolt (CV joint) flange
Ratio - 3.67:1
Transmission Technologies Corporation (TTC) Tremec model 3550 five speed w/ (?what position?) shifter. (# of spline input shaft??)
torque rating of approx 375ft/lb(3550) improved synchronizers & improved shift.
...will be custom units
The rear uprights/hub carriers were reinforced by addition of 3/8" plates in the original casting holes at the rear face
and modified to allow the use of Nissan 240SX stub axles, hubs and brakes (-see below)
All suspension arms are OEM TVR, all of these, with the exception of one rear lower A-arm are nickel plated as originally installed.
Rear lower “A” arms were reinforced by adding triangulation (see below)
Spax 14-way adjustable part# G767-S180 for TVR front & rear
coil-over shock information:
shock open length=16"
shock closed length=11 11/16" (rebound rubber not collapsed)
shock closed length=10 5/8" (rebound rubber collapsed)
SPF0731/19 -3/4" Front Anti Roll Bar to Body Bush-2 req
SPF0288 - Front & Rear Wishbone Cotton Reel Bush & Stainless Steel -uses 24 per car
SPF0941 Steering Rack Mount Bush
WARNING: Bushes must not come into contact with alcohol-based solvents such as MEK, methanol, or methylated spirit.
Mazda RX7 (1989-1991) four piston Aluminum calipers and 10.9” vented disc. (find out spec on thickness!!) (also, find out piston diameter)
Nissan 240SX (1989-93) single piston, solid disc
Stainless steel braided lines Russell part # 8560/685600 (street legal Mazda RX-7 88-92) UPC 087133856001
John Purner's Complete Custom Wheel three piece wheels -polished centers machined from 6000 series forgings w/ polished, spun 5000 series shells
Front..... on 4 1/2"(114.3mm) X 5-bolt w/ " backspace
Rear.....9 1/2" wide on 4 1/2"(114.3mm) X 4-bolt w/ 4 1/2" backspace
Front.......12mm x 1.50 thread pitch (Mazda)
Rear........12mm x 1.25 thread pitch (Nissan)
Front: Kumho Exsta Supra 712 235/40 WR18
Rear: Kumho Exsta Supra 712 275/35 WR18
None as yet.
Hood was replaced after an accident with a lighter unit from David & Gerald
Interior: Corbeau seats
Electrical: Will be removed and replaced. I have a complete harness from the 1988 Mustang that was the engine block donor.
Here are a few pictures from the third week of November, 2011.
... more to come ...