TVR VIXEN REVIEW

Hand-built in Blackpool from 1967 to 1973, the TVR Vixen was introduced as a replacement to the 1800S. Using the same chassis as the outgoing model, the main change was the introduction of the 1599cc Ford Kent engine. However, in order to use up supplies of the MGB engine used in the 1800S, the first twelve Vixens received the MGB engine. The bonnet was also restyled with a broad flat air intake scoop.

117 of the S1 Vixen were produced before the introduction of the S2 in 1968, with a longer (90 inch) wheelbase and upgraded interior. 438 S2s were produced.

The S3 saw a continued improvement on the car, with a number of changes including alloys wheels as standard and a Ford four-cylinder engine capable of producing 92bhp.

There were no significant changes between the S3 and S4, apart from the use of the TVR M Series chassis with the Vixen body shell. 22 were built in 1972 and one in 1973.

TVR CHIMAERA REVIEW

The Chimaera was produced by TVR for nine years, between 1992 and 2003. Those who remember Greek myths and legends from school will be familiar with the cars name Chimaera was a creature composed of several different animal parts. The two seater was equipped with various sized engines throughout its production lifespan, ranging from a 4.0l V8 to a 5.0l V8.

It's an affordable route into TVR ownership, and you'll never tire of the looks or the exhaust note. Here's how to pick up some Blackpool thunder.

VITAL STATISTICS

Engine 4495cc/V8/OHV

Power 285bhp @ 5500rpm

Torque 300lb ft @ 4250rpm

Top Speed 158mph

0-60mph 4.6sec

Consumption 20mpg

Gearbox 5-speed manual

Values £6000-22,000

IMPRESSIONS

The Chimaera is one smooth car. Free of door handles, fuel filler cap and even number plate lights, it has an unadorned beauty. Yet that chiselled snout hints at the menace that lurks below the sculpted bonnet while air vents allow a glimpse of the beast below.

Open the bonnet and the big V8 looks very snug in there.  The exhaust manifold sweeps forward into a huge downpipe that looks rather like an anaconda that's swallowed a small deer. Clearly, a lot of thought has gone into this installation.

Slip inside, and the work of Peter Wheeler, the man behind TVR in the Nineties and responsible for the Chimaera, becomes apparent. He was keen to move away from the parts-bin feel that typified earlier TVRs, and the bespoke switchgear is a clear indication of that. Ok, so the Vauxhall ignition barrel would be perfectly at home in a Mk2 Cavalier, but the column stalks, most of the switchgear and the gear knob are beautifully hewn out of aluminium. It's also very apparent that this is a quality place to sit, with lots of leather and visible stitching which is beautiful to behold. The seats are supremely comfortable too, a reminder that the Chimaera was meant to be a bit softer than the all-out Griffith sibling. All things are relative though – it’s a bit like saying that the Tiger is the least dangerous of the big cats.

If you're wondering what the control on the centre console does – the one that's not a gearshift or handbrake – it opens the doors, which use electric solenoids. All part of the drama and a reminder that this is definitely not the mainstream.

ON THE ROAD

The big V8 fires up seemingly with all the enthusiasm of a schoolboy with an early morning test. It's lumpy and sort of gurgles away up front sounding like an out of tune American pick-up. It's still very pleasant, but it doesn't really sound sporting, though the exhaust note has a thunderous beat to it.

Undaunted, I select first with the stubby shifter – which has a delightfully mechanical action – and ease up the clutch. Of course, there's oodles of torque, so barely any throttle is needed as I manoeuvre away. With the engine cold, I keep the changes coming and burble off down the road. This gives a chance to take in my surroundings. It's immediately apparent that the steering is geared to be very direct, but power assistance takes the effort out of it at low speeds. However, it takes a little getting used to, with the steering feeling a bit nervous as I get used to quickness of it.

Ride comfort is impressive, especially for a car that also feels so raw. Even Fenland roads cannot upset the composure, though really broken surfaces to cause the plastic panels to rattle slightly. However, comfort isn’t really what this car is about, so now the engine's nice and warm, let's see what she'll do.

At 50mph in fifth, a brutal application of throttle soon has speed picking up, but if anything, it feels a bit tame for something that's got as much power as this. A junction gives a chance to slot down to second and this time, it's a very different story. That V8, which had seemed so truculent and even, dare I say it, a bit lazy, screams like a startled mare and once 3000rpm is reached, the power comes thick and fast. Keep the pedal down and the exhaust goes from a burble to a full-blooded roar as the engine rapidly heads towards peak power at 5500rpm. The gate is short and I snick the lever to third for a brief burst before thing get a touch on the speedy side, so I slot into fifth. And smile a lot.

As the road twists and curves, the handling comes alive. The enormous tyres tame the power, and provide plenty of grip. The direct steering is perfectly weighted at speed and with practise, you can aim the nose with uncanny precision. Ease the power in for balance and once heading straight (and only when doing so) the right-pedal can be lowered once more and we're off to the next one.

The brakes need a good shove to give their best, but that feels right. They're certainly up to the task and give me the confidence that yes, I will be going at a sensible speed when I reach my turn-in point. It's all incredible exciting yet, when you decide to calm things down and head back to the main roads, the car changes character once more, and becomes relatively docile and gentle. However, if you keep pottering around a village for too long, the car develops a brooding impatience to get moving again, feeling distinctly lumpy if you bimble around for too long.

It certainly delivers an entertaining driving experience, and it's most odd to recall that production of the Chimaera only ended five years ago. It's even more incredible to realise that Chimaeras do not cost the earth to buy. The one I'm driving has a value of £11,995 – that's Merc SL or Triumph Stag money. The Chimaera has left me feeling utterly thrilled, demonstrating that the Great British sportscar traditions were alive well into the 21stCentury

OUR VERDICT

The Chimaera is great to drive, and shouldn't prove difficult to look after if you buy a sound example; and there's excellent club and specialist support. The addictive noise and performance is worth every penny in our book.

TVR Chimaera

TVR GRIFFITH REVIEW

This roadster looks great, sounds even better, and the sledgehammer performance is hard to resist.

If you’re not instantly smitten by the looks, then you almost certainly will be by the driving experience. Dominated by the bellowing V8 engines, the noise and performance are seriously addictive and it takes only a matter of yards to realise why the Griffith is so popular. Unashamedly macho in design and execution, lack of traction control or ABS means a degree of caution is needed in slippery conditions. 
The well-judged suspension set-up and strong brakes inspire confidence though and there’s real enjoyment to be had on the right road. The Griffith’s cabin is a fine place to spend time, and there is plenty of equipment too. A sound driving position with plenty of adjustment and supportive seats make for a fine long-distance companion, so this really is a performance car to use every day.

VITAL STATISTICS

Engine                                    4988cc/V8/OHV

Power (bhp@rpm)                  340bhp@5500rpm

Torque (lb ft@rpm)                 350lb ft@4000rpm

Top speed                                167mph

0-60mph                                  4.1sec

Consumption                            20mpg 

WHAT TO LOOK FOR

BODYWORK & CHASSIS
There are no particular issues with the high quality GRP bodywork, although the low-slung nose is susceptible to stone-chips and it’s worth checking for cracks or minor damage that can be tricky to repair. A surfeit of power, no electronic driver aids, and popularity as a track day tool mean accident damage is a real possibility, so iffy panel alignment should ring alarm bells. Impacts won’t do much for chassis alignment either so get a professional inspection if you’re unsure. Make sure the lift-out targa panel and rear screen are undamaged as neither are a cheap fix, while some exterior parts (the Cavalier GSi-sourced smoked tail lights for instance) are hard to find. 

Checking the state of the chassis is absolutely vital on a Griffith. The steel spaceframe was powder-coated to (unsuccessfully) prevent corrosion, and the safest approach is to assume it will be rotten. Outriggers are usually first to go, and while repairs may be possible without removing the body, a £2000 bill from a specialist beckons. The chassis tubes are visible in the wheelarches at the end of the sill and if the coating has chipped away and rust is visible here, assume the worst and get the car on a ramp. However, removing the body is often the only way of being certain.

ENGINE

The Rover-derived V8s were 4.0, 4.3, and 5.0-litre units (with a tiny number of 4.5s built), all with Lucas engine management. Don’t worry too much about oil leaks – the sump joint and rocker cover are the likely culprits and easy to sort – but failed camshafts were a known weakness so check for evidence of replacement. Leaking radiators can cause overheating so keep an eye on the dials during the test drive – fitting an uprated aluminium item is a worthwhile modification. Cracked exhaust manifolds aren’t unheard of either.

RUNNING GEAR

Gearboxes were either the LT-77 Rover unit (early models) or the Borg Warner T5 (500 and all models from 1994). Both are strong with the T5 considered almost indestructible in normal use, although a graunch when selecting reverse is normal on these – selecting a forward gear first avoids the problem. Clutches last well considering the performance – usually 30,000 miles or so – while a slight whine from the limited slip differential isn’t a worry. The GKN unit in early cars was swapped for a Salisbury from 1994.

BRAKES

The brakes are more than up to handling the performance but watch for juddery warped discs. Uneven tyre wear or knocking over bumps is likely to mean suspension bushes and ball-joints in need of attention, and make sure you examine the chassis where the wishbones attach, as it’s a common rot-spot. Power steering was a desirable option when new, though bear in mind new powered racks aren’t available. 

INTERIOR

Top-quality cabin materials mean you’ll be facing a substantial four-figure bill for a complete re-trim, so make sure the wood and leather are undamaged and there is no evidence of water leaks. Substantial heat-soak means air-conditioning is desirable so make sure it blows cold and check all the electrics work as intended. Any signs of bodged wiring on a Griff’ should have you running a mile.

OUR VERDICT

For sheer looks and drama, a well-sorted Griffith is a car many of us would find hard to resist. Admittedly, the shouty attitude won’t suit everyone and it isn’t a car for shrinking violets, but if it’s performance you want and a car that turns every journey into an occasion, then this TVR is for you. We’d take the full-fat 500.

TVR TASMIN REVIEW

Stylish and eye-catching partnered with brute power, the TVR 'Wedge' range was an enduring success. Developed with input from Lotus designers Oliver Winterbottom and Ian Jones, the Tasmin FHC Series 1 was officially launched at the NEC Motor Show in October 1980 as a two-seater coupé. 

Initially powered by the 2792cc fuel injected Ford V6 'Cologne' 160bhp power plant and a non-overdrive four speed manual gearbox, with the option of an automatic being offered as from October 1980. The Tasmin was the first TVR to have this as an option.

The range expanded with a 2+2 and convertible in 1981. The Plus 2 was short lived, but when it was dropped, the larger body, without the rear seats, was used for the coupé. A five-speed gearbox was introduced in 1983.

Sales of the Tasmin were slow, in part due to the steep increase in price from the outgoing Taimars. TVR production reached a low of 121 in 1982. TVR briefly trialled an "entry level" priced version, the Tasmin 200, powered by the Ford 1993cc four cylinder Pinto engine. They didn’t prove popular and production was halted after a short time. Only 16 Tasmin 200 coupes and 45 convertibles were made in total.

There swiftly followed a short lived experiment with turbo charging the Tasmin, in an attempt to increase the performance of the V6 cars, which never really made it into production and only a few examples of the Tasmin Turbo were ever produced. 

In 1984 the Tasmin name was dropped and the car was rebadged TVR 280i, although early 350i's were also referred to as the "Tasmin 350i".

The Tasmin brought two ‘firsts’ to the motoring world. It was the first production car in the world to have both a bonded windscreen and also to incorporate the aerial in the rear screen heater element.

VITAL STATISTICS

Engine Ford V6 'Cologne'

Power 145bhp

Torque 150lb ft

Top speed 134mph

0-60mph 9.7sec

Economy 22mpg

Gearbox Five-speed manual

WHAT TO LOOK FOR

Engine

The engines on the 200, 280i and 350i are pretty much standard Ford and Rover units. Parts for the engines themselves are relatively common although be aware that not all components are standard Ford items as TVR has been known to modify certain components.

Chassis

The chassis comprises of a steel tubular pipework that has been powder coated for extra corrosion resistance. Over the years the protective surface is compromised and water gets in and starts to lift the protective coating. Before you know it the chassis has started to rot. Check this out thoroughly.

Bodywork & Trim

Bodypanels, doors, light pods, bumpers, spoilers etc are now getting scarce, especially as the factory now no longer stocks such items. Although there are a few specialist fibreglass repair companies offering a full repair service full panel replacements will be difficult to source.

Interior trim can also be expensive to have repaired or replaced. The wood vaneer and leather seats and upholstery are a prime example of such items. If you can, when looking to purchase a car, try to get one with the trim in relatively good condition. The interiors on these cars can deteriorate quickly if not looked after.

The hood and door/window seals can be replaced but again, bank on an outlay of quite a few hundred pounds unless you are talented or brave enough to do the work yourself.

Electrics

Issues with electrical items not working can be down to simply a wire off or a corroded fuse terminal to a failed or seized component. Some of the motors for instance such as the light pod lift, window lift, wing mirror positioning, heater fan and windscreen wiper motors can be very expensive to replace and difficult to source. Check these all work prior to negotiating a potential purchase.

Brakes & Transmission

The brakes have never been a strong point of the Wedge series cars so bear this in mind when stamping on them on a test drive. Also listen out for noises and 'clonks' from the transmission and suspension. This could be a sign of worn UJ's, failing steering racks or worn suspension bushes and springs etc.

OUR VERDICT

Riding around on a tidal wave of V8 noise with the roof down simply does not get any better. Go for it, stand out from the crowd and get yourself a TVR Wedge.

TVR TUSCAN REVIEW

TVR’s long overdue replacement for the historically rather parts-bin Grantura finally broke cover in 1967, and instantly caused quite a stir. Previous models had never packed anything more powerful than a Coventry Climax, Ford Kent or BMC B-Series four-cylinder engine, but opening the bonnet of the first of the TVR Tuscans revealed a 4.7-litre V8 that packed 195bhp (over 270bhp on some US-market cars) and could push the little car all the way to 155mph.

Later models made do with a ‘mere’ V6 that mustered 136bhp and could top 125mph, but the car proved too much of a handful for buyers, and the Vixen that replaced it reverted to four-cylinder power.

VITAL STATISTICS

Engine 2994cc/6-cyl/OHV

Power 134bhp@4750rpm

Torque 173lb/ft@3000rpm

Top speed 125mph               

0-60mph 8.3sec

Economy N/A

Gearbox 4-speed manual

WHAT TO LOOK FOR

BODYWORK

The Tuscan uses a GRP body that is obviously impervious to rust, but crazing or cracking in the gelcoat is a sure sign of previous accident damage that hasn’t been repaired properly – quite a common problem on these often tricky handling little cars, and especially the V8. The tubular steel chassis can rot with the best of them, though, so make sure you take a peek underneath.

Build quality was never a strong point on these cars, and while most survivors are likely have been subjected to a proper restoration by now, check for mile-wide panel gaps and missing trim. This latter isn’t quite so much of a problem, as many trim items are shared with other, more mainstream cars – rear lights are shared with the Mk2 Ford Cortina, for example.

ENGINE

Tuscan power may have come courtesy of some seriously potent engines, but both the V6 and V8 are extremely tough units that can withstand big mileages with proper maintenance.

The 4.7-litre (289ci) Windsor V8 is closely related to the engine used in early Mustangs, and is as bullet-proof as any other small-block V8. The V6, meanwhile, is Ford’s familiar and easy to work on 3.0-litre Essex, as seen in both the Zodiac and Capri, among many other models. Both engines have plenty of tuning potential and huge parts back-up.

Common faults on maltreated cars include worn valve guides and/or piston rings (look out for oily exhaust smoke). Poor or erratic idling is often as a result of a damaged distributor or damaged contact breaker points, while excessive under-bonnet heat can cause fuel vaporisation, making an aftermarket electric fan a wise investment.

RUNNING GEAR

One area where the V6 and V8 cars do differ noticeably is in terms of their brakes. Where the V6 used front discs and rear drums, the V8’s greater power warranted better stopping power in the guise of all-round disc brakes.

Make sure the suspension is up to scratch, too: even the rare longer wheelbase models can oversteer seemingly at will in unpractised hands, so tired dampers and worn track-rod ends will simply make matters worse. Get any prospective purchase up onto a lift and have a good poke around. Better still, get a marque expert to do it for you.

Gearboxes have proved strong over the years, although any car that has seen hillclimb or trackday use may well be suffering from weakened synchromesh by now, with the upshift into second particularly prone to related crunching.

INTERIOR

This is where you need to be particularly vigilant when assessing a prospective purchase, as TVR trim build quality has never entirely inspired confidence.

One of the biggest issues concerns cab ventilation, which can be average to poor on both models, but particularly problematic on the V8s, which generate an enormous amount of heat. It was a problem when the cars were new, and short of expensive and/or Heath Robinson attempts to remedy the situation by previous owners, you’ll probably just have to put up with it.

Similarly, these cars are very popular with the motorsport fraternity, so cars in wholly original condition aren’t always easy to find, especially given the cars’ general rarity. If a car has spent time on-track, then bucket seats, re-trimmed dashboards, different steering wheels and so on may compromise an already cosy cockpit, especially on non-long-wheelbase cars, so do make sure you fit inside!

OUR VERDICT

This era of Tuscan was still under the remit of TVR legend, Martin Lilley, so they’re considered among the very best of the breed by marque aficionados. They’re also very rare (just 174 models in total sold between 1967 and 1971), extremely pretty and pack a ferocious punch when you put your foot down. The thunderous V8s in particular are almost absurdly fast, although the V6s aren’t that far behind. Take care with that oversteer-prone handling, though!

TVR TUSCAN V6 REVIEW

The first TVR to bear the Tuscan name may be as pretty as it is rare, but it packs a serious punch. We consider what to look for when buying one of these powerful sports cars today

Parts-bin trim includes tail lights from a Mk II Ford Cortina

The long overdue replacement for the Grantura caused quite a stir. Previous models had never packed anything more powerful than a Coventry Climax, Ford or BMC four-cylinder engine. So finding a 195bhp 4.7-litre V8 (more than 270bhp on some US-market cars) that could push the little car all the way to 155mph and, on later models, a 136bhp V6 that could top 125mph, proved too much of a handful for some buyers, and the Vixen that replaced it reverted to four-cylinder power. 

VITAL STATISTICS

Engine                                    2994cc/6-cyl/OHV

Power (bhp@rpm)                  134bhp@4750rpm

Torque (lb ft@rpm)                 173lb ft@3000rpm

Top speed                                125mph

0-60mph                                   8.3sec

Consumption                           N/A

Gearbox                                    4-speed manual

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

The Tuscan uses a GRP body that is obviously impervious to rust, but crazing or cracking in the gelcoat is a sure sign of previous accident damage that hasn’t been repaired properly – quite a common problem on these often tricky- to-handle little cars, and especially the V8. The tubular steel chassis can rot with the best of them, though, so make sure you take a peek underneath.

Build quality was never a strong point with these cars, and while most survivors are likely have been subjected to a proper restoration by now, check for mile-wide panel gaps and missing trim. This latter model isn’t quite so much of a problem, as many of the trim items are shared with other, more mainstream cars – rear lights are shared with the Mk II Ford Cortina, for example.

ENGINE

Tuscan power came courtesy of some seriously potent engines, and both the V6 and V8 are extremely tough units that can withstand huge mileages with proper maintenance.

The 4.7-litre (289ci) Windsor V8 is closely related to the engine used in early Mustangs, and is as bulletproof as any other small-block V8. The V6, meanwhile, is Ford’s familiar and easy to work on 3.0-litre Essex, as seen in both the Zodiac and Capri among many other models. Both engines have plenty of tuning potential and huge parts back-up.

Common faults on maltreated cars include worn valve guides and/or piston rings (look out for oily exhaust smoke). Poor or erratic idling is often as a result of a damaged distributor or contact breaker points, while excessive under-bonnet heat can cause fuel vaporisation, making an aftermarket electric fan
a wise investment.

RUNNING GEAR

One area where the V6 and V8 cars do differ noticeably is in terms of their brakes. Where the V6 used front discs and rear drums, the V8’s greater power warranted better stopping power in the guise of all-round disc brakes.

Make sure that the suspension is up to scratch, too – even the rare longer wheelbase models can oversteer seemingly at will in unpractised hands, so tired dampers and worn track-rod ends will simply make matters worse. Get any prospective purchase up onto a lift and have a good poke around. Better still, get a marque expert to do it for you.

Gearboxes have proved strong over the years, although any car that has seen hillclimb or track day use may well be suffering from weakened synchromesh by now, with the upshift into second particularly prone to related crunching.

INTERIOR

This is where you need to be particularly vigilant when assessing a prospective purchase, as the TVR trim build quality has never entirely inspired confidence.

One of the biggest issues concerns cabin ventilation, which can be average-to-poor on both models, but particularly problematic on the V8s, which generate an enormous amount of heat. It was a problem when the cars were new, and short of expensive and/or Heath Robinson-ish attempts to remedy the situation by previous owners, you’ll probably just have to put up with it.

These cars are very popular with the motor sport fraternity, so cars in wholly original condition aren’t always easy to find, especially given their general rarity. If a car has spent time on-track, then bucket seats, re-trimmed dashboards, different steering wheels and similar modifications may compromise
a cosy cockpit, so do make sure you fit inside!

OUR VERDICT

This era of Tuscan was still under the remit of TVR legend Martin Lilley, so they’re considered among the best of the breed by marque aficionados. They’re also very pretty, very rare (just 174 models were sold from 1967-1971) and pack a ferocious punch. The thunderous V8s, in particular, are almost absurdly fast, if prone to snap oversteer.