Venturi 210 Transcup?
Discussion
gemini said:
Anyone know much about this car
One advertised in Bradford for sale - looks a nice car but Im not too knowledgeable of themake, type of engine and possible problems
Text says that it may have a detuned 2.8V6 but add says this has a 2.5ltr engine??
Anyone
That's quite radical detuning.....One advertised in Bradford for sale - looks a nice car but Im not too knowledgeable of themake, type of engine and possible problems
Text says that it may have a detuned 2.8V6 but add says this has a 2.5ltr engine??
Anyone
1986
From four to six cylinders
For the development of the preproduction car MVS talked to ex-racing drivers such as Mauro Bianchi and Jean-Pierre Beltoise. Their advice resulted in a new suspension lay-out with double wishbones at the front. Other weak points concerned the brakes and not unimportant, the crude Peugeot engine.
Along the way in developing a more up-market sports car, the unrefined Peugeot four cylinder was dropped in favour of the more refined 2.5 litre V6 from the Renault R25 Turbo and Alpine GTA Turbo. This V6 was itself the remainder of an obsolete V8 project that was killed off by the 1973 fuel crisis; hence its rather unusual - for a V6 that is - 90° layout.
While still developing 200 bhp at 5,750 rpm, maximum torque of 214 lb-ft was now available at only 2,500 rpm. The flexibility of the UN1 gearbox was exploited and the Venturi became the only production car to use this engine/gearbox combination in a mid-engined layout.
The new car made its public debut at the 1986 Paris Motor Show. Other updates included a leather interior with wooden dashboard insert, new five spoke alloy wheels and twin tail pipes. At a later stage the single piece engine cover would be replaced with two separate lids, thus creating an engine bay and separate (mini) boot. All these modifications meant that the Venturi had gained weight and its 1,280 kg was 430 kg in excess of the 1984 prototype.
1987 New Factory
The Venturi was now ready for production and this necessitated more space than the corner of the Rondeau workshops. In early 1987 MVS moved towards new premises in Cholet, some 100 miles from the Le Mans circuit.
By June 1987 the first customer could take delivery of his car and production reached four cars a week. The French journalists started to compare the Venturi with the Ferrari 328 and Porsche 911 Carrera, but with an acceleration from 0 to 100 km/h in 6.9 seconds and a top speed of 152mph, the Venturi was still a bit off the pace. Road testers still complained about the harsh ride and the far from perfect road holding. The car also suffered from sudden turbo impact above 3,500 rpm and major turbo lag. But Venturi owners just loved their cars and seemed to be prepared to forgive these 'minor' details. By the end of 1987, 52 cars had been built.
1988 Venturi Transcup
1988 was another Paris Motor Show year and for its third Motor Show, Venturi caused quite a stir. In addition to a new non-turbo V6 coupé with 160 bhp, the real novelty was a brand new convertible, the Transcup. The unique fabric-less hood consisted of a TVR style three piece detachable hood. While both central parts could be taken and stowed away under the front boot lid, the rigid rear panel with glass rear screen would incline and fold away horizontally. Alternatively, the rear section could be left in place to create a Targa. The Transcup was available with both engine options. It was costly to produce though taking 500 hours to build compared to 350 for the coupe.
1989
More Power
Typically of the sports car buying public, Venturi customers called for more power. Though a Lyon dealer had previously offered a kit raising power to 250 bhp, the factory remained indifferent to the customers' demands.
We would have to wait until 1989 for the arrival of the first officially upgraded Venturi: the 2.80 SPC ('sans pot catalytic' - without catalyst). The Renault turbo engine was enlarged to 2,849 cc by EIA who also reworked it from the inside to develop 260 bhp. Even more important, the 2.8 V6 now delivered 296 lb-ft of torque at an incredibly low 1,750 rpm. Externally the SPC could be recognised by its roof spoiler and lowered suspension. Total production of the 2.80 SPC numbered 60 cars, before it was replaced by the 260 APC ('avec pot catalytic'). Power output was identical though at slightly lower revs and smidgen higher.
The increase to 2849cc was achieved by stroking the engine with a crankshaft from a naturally aspirated 2.8 or 3 litre engine as used int he Espace. Custom pistons and a bespoke ECU were then required.
1990
A new name
In 1990 Venturi benefited from a minor face-lift, consisting of new side sills and a deeper front spoiler. In that year the name MVS was dropped in favour of Venturi and the cars on the Paris Motor Show proudly beared the new company logo: a red oval with a silver grey eagle on a blue background.
1991
New factory
In 1991 Venturi moved once again to new premises, this time to Couëron in the Nantes region and close to the Loire borders. 1991 was the year Alpine launched their new A610 and Porsche their fabulous Carrera RS 3.6.
Venturi's response consisted of the limited edition Atlantique 260, basically a stripped 260 APC. With the air-con, radio and spare wheel trashed and bucket seats and carbon fibre dashboard added, the Atlantique's weight was reduced to just 1,110 kg.
Externally it could be recognised by the lowered suspension, magnesium coloured alloy wheels and distinctive blue body work. Still powered by the 260 bhp 2.8 litre V6 turbo, the Atlantique would accelerate from 0 to 60mph in 5.2 seconds and reach a top speed of 167mph. Only 25 Atlantiques were produced.
Another variations included the Venturi 210 powered by a detuned 2.8 litre V6 turbo and some 2.0 litre cars for the Italian market. These were powered by the Renault 4 cylinder turbo engine of 180 bhp originating from the R21 Turbo.
1993
To celebrate their successful Le Mans debut of 1993, Venturi marketed a limited edition 260 Le Mans. Technically identical to the 260, the 260 LM featured white 17 inch magnesium OZ wheels, while the body work was painted in the colors of the seven Le Mans racers
edited to paste some info
Edited by Daftlad on Friday 9th November 13:09
Don't know much about this particular car but if you speak French http://communaute.venturi.free.fr/ you will find out all you need to know.
m3ser said:
Don't know much about this particular car but if you speak French http://communaute.venturi.free.fr/ you will find out all you need to know.
Or for those that dont, you could read the second post
m3ser said:
Gemini asked about a particular Transcup for sale in Bradford not the history of Venturi!!!
But i suppose the name says it all eh Daftlad
And you couldn't do better than post a link to a forum in French, despite being an owner of the marque...But i suppose the name says it all eh Daftlad
My post advises the engine change and a bit of history to those who dont even know what the marque is. And you bought one...care to exchange names for posting purposes, or would you be happy to just to climb down off your high horse.
m3ser said:
Just.
because i actually own a Venturi dosen't mean i know the history of all the Venturi's produced. Just pointing gemini in the right direction.
Hi hoe Tonto!
What ever...I could spend the rest of the evening trading posts, but I'll decline.because i actually own a Venturi dosen't mean i know the history of all the Venturi's produced. Just pointing gemini in the right direction.
Hi hoe Tonto!
I'm sure Richard's French is fluent after owning his Renault thing and your link will be very helpful. .
I belive this is the car Richard has seen for sale
http://www.octane-magazine.com/carsforsale.php?see...
Edited by Daftlad on Friday 9th November 20:39
Meant Hi ho Silver 
Daftlad said:
I belive this is the car Richard has seen for sale
http://www.octane-magazine.com/carsforsale.php?see...
Nice looking car, and the interior looks very TVR wedge-esque ... but done properly http://www.octane-magazine.com/carsforsale.php?see...
But Rich ... if you buy it please GET THEM TO PUT THE BLOODY WHEELS ON THE RIGHT WAY ROUND!
They have done what a lot of F348 owners do, the blunt edge of the spoke should face forward, the tapered edge goes to the rear to direct air onto the braking surfaces. Some people, including the ones who prepped the car for those official press pictures in the french link, assume that the tapered edge faces forward for some aerodynamic advantage ... it does not!
Interesting car
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