Messages

Scott, I bought my TVR in Dec of 68. 

     Maybe I wasn't paying attention, but do you still own it?     

     If so, please put me on the list of people to call when you do tire of it, as I would truly enjoy the opportunity to aid in relinquishing my fellow man of his worries.   

     Scott.

     With consideration of the TVR's minuscule size it's actually amazing the amount of space available under the bonnet, as represented in the previous photos with the V8 in place. And particularly with the M-series cars which are slightly longer in the nose, one can remove the spare tire (full-size, relocating in the cabin behind the seats on the shelf as in earlier chassis, also similarly to the early GT350's) which is stowed laying nearly horizontally ahead of the radiator and have more than sufficient space for say a turbocharger installation with both headers sweeping forward or even a remote mounted supercharger, including the inter/after coolers. 

     Just a little hop-up in case those Cobras are getting a little to close!     

     Oh, and at least in the case of the M-series, the pedal distance, separation placement and pedal box area is even quite generous (even for my big feet), again considering the overall vehicle dimensions.  But it still does require a certain level flexibility for ones' ingress and egress!     

     Scott.

      I question that it is a Ford/FoMoCo casting as there seem to be some inconsistencies with what at least I think should be present, but hey, I been wrong before!     

      Scott.

     

  "The, Cobra Killer"    

     Now calm down, it'll be O.K.!   

     I wasn't the first to make this statement, but only a little jesting here, as I felt sure it would at least raise a few eyebrows among this crowd, but let's not go "postal" over it!       

     And to the first response: Yeah, all ya-gota-do is beat the Cobra to the first turn, from then on he'll be too afraid to get close enough (if he could) to pass, the TVR guy instead of admitting the lack of control will claim to have been covering the Cobra guys' ever possible move!  If I remember right, Mark Donahue was involved in some of the development including perhaps acting early on as the test driver for Jack Griffiths' efforts with the 200/400, and although familiar with the effect of putting the V8 in a go-cart sized vehicle as in the Cobra, he apparently wasn't impressed with the results of the same V8 mounted on a roller-skate!     

     And to the second response:  Not taking anything away from the success of the Cobras, but c'mon, TVR was never in a position to take on the world, they were generally to busy just trying to keep their head above water with the bill collectors knocking at the door!      But perhaps it could have been a good run for each maker (including Ford) if the added competition of a more like type could have been there.   

     And c'mon, admit the V8 TVR's are little(er) monsters and there's some similarities in intention and even genealogy in the history of the V8 cars of each manufacture that naturally draw comparisons.  You know, like, "brothers from another mother"!     

     Scott.

     

     

     

What are you going to do for headers?

     If your asking me, I would fabricate my own headers, even though I really hate doing headers I have done such.  The last header setup we did was for a S.B.F. (347) in an "E"-Type, series I, O.T.S. Jaguar with a turbocharger installation!   

What is the curb weight of the TVR with a Ford small block?

     Generally slightly less than the 289 Cobra,..........and slightly faster!         "The, Cobra Killer"   

     Scott.

[In case you needed a place to spend your stimulus check.]

In case you needed a place to spend your stimulus check.

    I'm sure with one-point-nine-TRILLION, tax-payer, dollars to dole out, somebody's going to a check that cover it, just probably not me!     

    Scott.

This is my 68 TVR Tuscan with original 289 hipo. 

      Very  nice, and thanks for sharing! 

      The V8 Tuscans are even harder to find, with very limited numbers produced, and not being worthy of such, I settled for the M-series, though I still prefer its' external appearance and interior space over others (but it's still a plastic-glass-fiber sardine can!), though in the case of the later, and offered by TVR, yours' is the long wheelbase, but not the wide body model?     

      See! It just drops right in there!  The Tuscans' engine compartment as in the photo appear very similar, if not to say the same as in the M-series cars so it is tight, with perhaps some drawbacks, e.g. a little hot shoe, but this just to remind one of the challenges of something from half a century ago     

      Huuuum........SIDE-PIPES!          Well,.........maybe just toooo American.     

      Scott.

   
     

The engine drops right in but the plumbing gets tricky.

    ........................easily as far as V8 engine swaps into SARDINE CANS go!         

     Scott.

Picked these up about a month ago. Don't look like they were ever bolted onto an engine.

     These Gurney heads seem often to be found in unused condition, as since there never was an O.E. installation they were solely an aftermarket product.  Gurney was selling "kits" which apparently often consisted of the heads w/ valve-train, covers, water manifold, inlet adapters for Weber mounting (as in the photo), but also a single holley flange intake manifold (which doesn't look to impressive!), fasteners, etc.,  and although it probably all bolted-on just fine, (though I suppose you were on your own for exhaust manifolds/headers) the result I guess just proved too intimidating and or just didn't seen to be a good match for many of the vehicles of the time.  So after many of these "kits" were sold, they seem often to have just gathered dust since.     

     A problem at this point in time is that many of the castings that had been set aside decades ago as shall we say, less than ideal, have been released/sold out into the marketplace adding to the number of N.O.S. pieces available, but..................   

     Scott

A Griffith TVR or just a TVR?

      Well, mine is "just" a TVR       , it's a '76 3000M series which I actually prefer, as I can actually get into (at least at this point in life anyway) as they're stretched a couple of extra inches in the middle so that Americans can fit, plus they're more pleasant in appearance as they don't look so much like something that was cut-down in length perhaps somewhat amateur in execution as do the Grantura models. It currently has the Ford Essex 3.0L V6 engine and right-hand drive as these were not imported to the U.S. (U.S. version was 2500M with the Triumph 2.5L I6), with a total production of 654 units produced over approximately five year or so period.

      And................. the Ford 289/302 engine "just-drops-right-in-there"!       Well, at least reasonably easily as far as V8 engine swaps into sardine cans go!   

      I just wanted the F-O-R-D engine version to start with, and if I can put together a S.B.F. with a little Brit flavor I would make it into a 5000M version (actually no such thing from TVR), although I might be fudging there just a little!   

      Soooo.............anybody got any Gurney Weslake/Eagle heads just laying around collecting dust?   

      Scott.

   as there was a "continuation" head cast 20 or so years ago.
   

     Those "continuation" heads in my past experience can often be identified by the valve center lines between the intake and exhaust on one of the end cylinders (forget which end?     ) being approximately .020" closer together than the rest.     

     I think if I remember right it was Allen Root who provided the machine work?   

     As far as period aluminum cylinder heads for the S.B.F. I'm looking for a set of the Gurney-Weslake/Eagle cylinder heads (and related parts) for my TVR!  Anybody got any?         I could be your bestest pal!     

     Scott.

We never ran into an issue with this configuration.

    Yeah, I also inject that with "luck"............, but next time you have the head off, dykem the blocks' deck, place the cylinder head upon (less gasket), trace the lower/outer head perimeter profile, now remove the cylinder head and look at the available margin available to clamp the gasket        

    Generally you'll find it's kinda narrow, if not breached (that would be with bad "luck"), the several machined semi-circle reliefs cut into this perimeter line are of particular concern, bordering several of the blocks' water reliefs.      

     Scott.

It is interesting to me, that those small block GT40 heads from the '60s race program never showed up in aluminum? The 427's did. Why not the 289's?

Aluminum was not exactly a new material to the industry. GM had an all aluminum 221 way back in 60 or 61. That engine design they sold to Rover who continued to refine it.

The killer is Ford GIVING the racers like Nicholson aluminum blocks.

     I believe the 427 alloy heads were a desperate attempt in a weight reduction program for racing as was the other alloy blocks for say Nicholson, and it was understood that the long term durability expected in production instances where cast iron was utilized and well refined to provide this expectation, was not anticipated, nor would any of these beneficiaries really complain.     

     In the case of GM's Buick 215 & Olds F85 engine one nail in its' coffin may well have been associated with the difficulties GM endured with the poor castings and their propensity to develop fluid leaks.  In era, a friend who was a mechanic at the local Pontiac dealer said that on these they had been advised to fill the cooling systems with straight anti-freeze to try and halt any water induced corrosion coupled with the casting porosity causing leakages.     

     There just was a lot yet to be learned in the casting of aluminum blocks & heads.   

     Scott.

     

     Bottom!   

     Scott.

I do remember seeing the starter smoke when trying to start a 11.5:1 289 hot. Not my preference for a street engine combination.

    If one is not confident in the starter motor or the voltage supply circuit's capability in this scenario, then the addition of an ignition timing "start-retard" control devise or just the separation of the start/crank circuit with a separate ignition circuit this providing the opportunity for the starter motor to initiate the rotation process, and then activation of the ignition, and with the inertia value of the assembly already in motion and the stater motor at speed, the load on the starter motor itself and amperage draw is reduced.     

    Scott.