In the first part of the story we covered the years from TVR's birth until
the end of the Lilley era. We continue with that part of TVR history most
Pistonheads readers are familiar with, namely that under the leadership of Peter
Wheeler.
When Martin Lilley contacted Peter Wheeler, TVR was in a mess, with cars that
weren't selling well and major financial difficulties caused by problems with US
customs. Peter Wheeler had just sold his chemical engineering company and
therefore had both time and money on his hands. Although not his original
intention, Wheeler found himself as new owner of TVR. Having smoothed over the
problems with US Customs the company could resume exports to the potentially
lucrative American market.
TVR still had the problem of the Tasmin's unpopular wedge-like styling, but
in 1983 they did something that suddenly made this more acceptable - they fitted
a V8. Unlike earlier V8 TVRs, this one used a British made engine, namely the
190bhp 3.5 litre Rover Vitesse unit, giving the new Tasmin V8 its 350i
designation, with the Ford V6 engined version continuing in production as the
280i while the 2 litre model was dropped. The lighter, more powerful V8 provided
serious performance (and a great noise) for a reasonable price and the 350i sold
well on both sides of the Atlantic, though not well enough to put TVR in profit.
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SEAC |
Then, in 1985, shipping costs, new US laws and the exchange rate conspired to
make American exports more hassle than they were worth so TVR pulled out of what
had frequently been its main market. By that time TVR had already embarked on
the road towards the massively powerful machines that it's renowned for today.
It tuned and enlarged the Rover V8 to produce ever faster derivatives of the
350i, from the 390i and to the 400SE and then even further with the brutal
320bhp 450SE and the outrageously bespoilered 450SEAC.
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| S Series |
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Tuscan |
But power increases couldn't alter the fact that the wedge shape had become
distinctly unfashionable. In 1987 TVR launched the S which saw a return to
traditional TVR styling with a body similar to that of the old M Series. The
Ford V6 powered car was a huge success with its V6 providing sufficient aural
excitement, pretty styling and most importantly of all an affordable price tag
(around £13,000). Production shot up to fifty cars a week.
Curves looked promising and at the 1988 Motor Show TVR unveiled the Tuscan, which had both sexy curves and a powerful Rover V8. Despite its stunning
looks the car never made it to the road though despite TVR's original
intentions. A one make race series was launched for the Tuscan which started in
1989. Buyers of the cars were offered significant discounts if they agreed to
race for a year. The success of the Tuscan Challenge can be judged by the fact
that it is still running today. The road car programme was never completed.
TVR still hadn't completely abandoned the wedge shape though, and at the 1989
Motor Show they revealed the Speed 8 prototype, which was intended as a
replacement for the 350i and had what was basically a Tasmin body with all the
corners rounded off. It still wasn't curvy enough for the buying public though
who much preferred the S, despite its less powerful V6. They tried again with a
revised Speed 8 in 1990 but that failed to attract much attention along side the
new prototype - the Griffith...
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|
Griffith |
Not since TVR's infamous 1971 publicity stunt had a curvaceous body caused
such a Motor Show furore, making it obvious that the Griffith could sell on
looks alone - the fact that it also happened to have a big V8 just made it even
more desirable, and by the end of the show TVR had 330 firm orders! There was no
longer any doubt about it - curves and muscle was the formula for TVR's future
success.
Customers were increasingly demanding more powerful engines, and earlier that
year TVR had even bought Coventry based engine tuners NCK Racing (subsequently
renamed TVR Power) and so now had the ability to develop and supply them.
Consequently, Peter Wheeler decided that the production Griffith should be
completely re-engineered to take more power. In the meantime, TVR introduced a
stop-gap in the form of what customers had originally asked for - a V8 powered
S.
By that time the economy was deep in recession, but just like Morgan, TVR
found that having a long enthusiastic waiting list for a specialised product
enabled them to ride it out without too much pain. Without all those orders for
the Griffith, it's likely that TVR would have gone under like so many other
companies.
When the Griffith finally became available in 1992, it had a new chassis
developed using knowledge gained from the Tuscan Challenge, and in addition to
the original 240bhp 4.0 litre engine as fitted to the V8S, there was the option
of a 275bhp 4.3 litre unit - now one of the most sought after Griffiths. It also
came with an interior that established TVR as masters of sports car interior
design, introducing the flowing leather clad curves and unique controls that
have since become TVR trademarks.
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| Chimaera |
Although the Griffith was an undoubted winner in the looks and performance
stakes - especially in its later 340bhp 500 form - it was rather uncompromising
and a bit short of boot space, so in 1993 TVR introduced the Chimeara. This had
the same chassis as the Griffith, but it also had a bigger body, softer ride and
the choice of a milder 4 litre engine, and while still very fast was easier to
live with on an everyday basis, attracting enough orders to put TVR production
profitably over the 1,000 cars a year barrier.
Production of UK Griffiths was halted in December 1992. Time was needed to
allow export orders to be fulfilled and Chimaera production was now in full
swing. TVR's own engine - the AJP8 - was nearing readiness and was destined for
the Griffith.
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Cerbera |
Unfortunately the AJP slipped behind schedule and TVR were left with the
dealers desperate for Griffiths. A five litre catalysed version of the Rover V8
was slipped into the Griffith producing the Griffith 500 - a car with truly
awesome performance. Launched in August of 1993 Autocar magazine even accused it
of having too much power.
Then, in 1995 TVR added a third car to its range and entered a whole new era
with the Cerbera. Powered by TVR's own 350bhp 4.2 litre AJP8 V8, the Cerbera
signalled Peter Wheeler's intent that all future TVRs would be powered by TVR
engines.
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Speed 6 |
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Tuscan Speed 6 |
Race prepared AJP V8s soon established their superiority over Rover V8s
in the Tuscan Challenge, and TVR set up a works team to compete in the National
GT series with a Cerbera GT. The new car showed promise and speed, but suffered
from lack of development and the intake restrictors required by the regulations.
After successfully engineering their own V8, TVR set about making a straight
six of their own. This appeared in both a still born Griffith based Speed 6
prototype and then in the Cerbera and the stunning new Tuscan Speed 6.
TVR's commitment to racing was reinforced the that year when they once again caused a Motor Show sensation with an
awesome looking Cerbera based prototype code-named 12/7, which promised 660bhp
from a new 7.7 litre TVR V12 made from two of the new straight six engines. There was talk
of 200mph+ and Le Mans. Le Mans never happened, but the car did hit the race
tracks during the 1998 British GT Championship, by which time it had been named
the Speed 12.
With a healthy order book and a strong economy, TVR ended the millennium in
better shape than at any time in its history, with annual production of almost
2,000 cars being close to its limit and double the number it was making at the
start of the 90s.
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Cerbera Speed 12 |
By the time the production Tuscan Speed Six became available in 2000, the
Speed 12 had been mothballed and the V12 dropped into a new chassis with wild
styling based on the Cerbera. There was even a road going version of the Cerbera
Speed 12 boasting a claimed 800+bhp. On the track, the new works GT2 Cerbera
Speed 12 was joined by a GTO class Cerbera Speed Six entered by Rollcentre
Racing. Both cars were right on the pace in their respective classes with the
Rollcentre car enjoying great success both in the British GTs and abroad
including completing the 24 race at Spa.
At the first British Motor Show of the new millennium, TVR rolled out another
new model. The styling of the new Tamora was their most controversial of recent
years
with many die hard fans accusing it of being ugly. Even so, the company still
took orders for this new entry level TVR with its milder 3.6 litre version of
the Speed Six engine.
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T400R |
Also at the show was the Tuscan R - latterly renamed as T400R and T440R
depending on engine options. Developed as a race car, complete with
composite tub and lightweight bodywork, a road car equivalent was required for
homologation purposes. Despite being the most expensive TVR to date, a good
number of orders were taken for the 400bhp car and customers should receive
their cars in 2003.
With its latest car, the Tamora based T350C debuted at last year's Motor
Show, the Blackpool company has returned to making - albeit in updated form -
the sort of compact fastback coupe that was its mainstay for so many years.
So where will TVR go from here? TVR are very much enjoying their GT racing
currently with a healthy showing in the domestic series as well as the trip to
Le Mans. TVR is certainly going to be in GT racing for some years to
come with some fast and beautiful machinery and whatever new models TVR have in the pipeline, you can be sure that
they'll continue to provide a combination of head-turning looks, delicious
exhaust notes and storming performance.
© Copyright Graham Bell 2003
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