What's your 'worst' bit about the Cerbera Engineering
Discussion
i am sure some people here wont like it but i just think i should be honest.
already after just 15 years the glue from the rear headrest (right side) is not good anymore.
i mean really, that is just crazy, if you pull the headrest it just comes off...
already after 15 years.... that is for sure the worst bit i have ever had on my Cerbera....
already after just 15 years the glue from the rear headrest (right side) is not good anymore.
i mean really, that is just crazy, if you pull the headrest it just comes off...
already after 15 years.... that is for sure the worst bit i have ever had on my Cerbera....
I've always said that discerning customers who appreciate the value of finely engineered headrest glue shouldn't waste their time looking at a TVR - Porsche leads the world in this area.
Has to be the chassis for me. Inadequate corrosion protection. Running the exhaust so close to the top rails without adequate heat shielding. Making the damn thing wider at the top than the bottom in the engine bay.
BTW The headrest should be screwed together not glued. At least mine are.
BTW The headrest should be screwed together not glued. At least mine are.
- Zero protection to 1st & 2nd steering coloumn UJs, rfom road grit.
- Poor thermal protection to engine bay cabling and fuel lines.
- Original induction pipes, and sleeves that they clamp onto are woefull.
I did start to fabricate a semi static gaitor arrangement for the steering coloumn UJs and shafts to the rack when I was restoring my ole Cerb, but never finished it.
Did uprate all thermal barriers in engine bay though. Also changed intake pipes to Whirlwind. But was rough sketching a new all alloy intake system.
Well out of the fold now though. One day....
- Poor thermal protection to engine bay cabling and fuel lines.
- Original induction pipes, and sleeves that they clamp onto are woefull.
I did start to fabricate a semi static gaitor arrangement for the steering coloumn UJs and shafts to the rack when I was restoring my ole Cerb, but never finished it.
Did uprate all thermal barriers in engine bay though. Also changed intake pipes to Whirlwind. But was rough sketching a new all alloy intake system.
Well out of the fold now though. One day....
As my Dear Old Grannie used to say.......
The design and placement of the induction system.
Silencer attachment points actually above the silencer.
Propshaft flange bolts above theb Chassis crossmember.
Having to remove the wheels to adjust/change a front bulb.
Positioning the Oil Filter too close to too much.
The unbelievably cheap, tacky and thoughtles Windscreen Wiper system.
The construction of the Series 2 seats.
The location of the Big Fuse.
and the Flippin' Clutch !
Still, what would I do of a weekend, eh ?
Oh yeah, that's right, have a flippin' life !
The design and placement of the induction system.
Silencer attachment points actually above the silencer.
Propshaft flange bolts above theb Chassis crossmember.
Having to remove the wheels to adjust/change a front bulb.
Positioning the Oil Filter too close to too much.
The unbelievably cheap, tacky and thoughtles Windscreen Wiper system.
The construction of the Series 2 seats.
The location of the Big Fuse.
and the Flippin' Clutch !
Still, what would I do of a weekend, eh ?
Oh yeah, that's right, have a flippin' life !
Ribbon cables, poor connectors, shocking ability to withstand water, the stupid windscreen wipers which lift at over 80mph and then don't work when the electrical connectors get wet, headlights which are too dim, dodgy boxes with inadequate wiring to hold the current... Mechanically, I'm ok with stuff (apart from the chassis melting) It's the tiresome electrical connections and their ability to break down through normal usage! Trouble is... I bloody love my Cerb!!
I can apprieciate the fact that Peter Wheeler wanted to keep costs down but seriously, for an in-house performance engine, he sourced some dodgy quality parts. Early cranks snapping, although rarely heard of now 'cause they must have been done by now. The cam shafts which came out of my car were completely worn away and some lobes were almost round. The AJP could have been more reliable if TVR didn't go to the 'everything for a pound' store for their parts.
I wonder if sales would have been affected if the Cerb was sold at 52k instead of 42k if it were higher quality. My car could still be using it's AJP engine.
Still love 'em though.
I wonder if sales would have been affected if the Cerb was sold at 52k instead of 42k if it were higher quality. My car could still be using it's AJP engine.
Still love 'em though.
4.2's were 41100 as i recall when i bought mine new, plus another 5k for basic extras; aircon i think was 1850, plus pearlescant paint a grand, radio cassette, cd multiplay and speakers. i think delivery was extra. My invoice came to around 45.5K as i recall. 4.5's were about 5k more, speed six same price as 4.2.
after some bad bits of the Cerbera, I thought might be interesting to hear that i opened (for the second time ever) the bonnet of my brand new Merc. E Estate and... the whole lever cam off.
that never happened to my Cerb or Tuscan which i have for some years now...
that stupid lever is now hanging there and still did not fix it self... At least a TVR can fix itself
that never happened to my Cerb or Tuscan which i have for some years now...
that stupid lever is now hanging there and still did not fix it self... At least a TVR can fix itself
cerbera8 said:
4.2's were 41100 as i recall when i bought mine new, plus another 5k for basic extras; aircon i think was 1850, plus pearlescant paint a grand, radio cassette, cd multiplay and speakers. i think delivery was extra. My invoice came to around 45.5K as i recall. 4.5's were about 5k more, speed six same price as 4.2.
See my post in the how much thread for a complete breakdownGassing Station | Cerbera | Top of Page | What's New | My Stuff