TVR

Gordon Murray Design chassis. Cosworth-developed V8 5.0L naturally aspirated. 500hp impressive output. 540Nm torque. Tremec 6-speed manual only. RWD rear-wheel drive purist. 4314mm length compact. 2591mm wheelbase. 1250kg curb weight target. Two-seat sports car. Traditional TVR proportions. Long hood short deck. Composite body construction. 0-100 km/h under 4.0 seconds. Top speed over 321 km/h. No driver aids traditional TVR. Manual only transmission. Mechanical purity emphasis. British sports car revival. TVR heritage continuation. Welsh assembly initial. Enthusiast focus clear. Purist sports car market.

TVR in-house Speed Six 4.0L inline-six. 406hp naturally aspirated. 472Nm torque. 5-speed manual Tremec. RWD configuration. 4057mm length. 2360mm wheelbase. 1078kg curb weight light. Two-seat coupe. Aggressive styling extreme. Exposed exhaust tips roof. Composite fiberglass body. 0-100 km/h 3.7 seconds claimed. Top speed 298 km/h. No ABS traditional. No traction control purist. Raw driving experience. British sports car extreme. Blackpool manufacturing. Peter Wheeler era.

Speed Six 4.0L inline-six. 350hp initially. 400hp later models. 380Nm torque. 5-speed manual. RWD layout. 4235mm length. 2360mm wheelbase. 1100kg curb weight. Two-seat coupe convertible options. Iconic biomorphic design. Flowing organic shapes. Distinctive TVR styling. No exterior door handles. Push button interior entry. Composite body shell. 0-100 km/h 4.0 seconds. Top speed 290 km/h. Pure driving experience. British sports car character. Blackpool built traditional.

TVR Speed Six 4.0L inline-six. 4.2L 360hp. 4.5L 420hp. AJP8 V8 4.2L 360hp. AJP8 V8 4.5L 440hp. 5-speed manual BorgWarner. RWD rear-wheel drive. 4320mm length. 2540mm wheelbase. 1100kg curb weight. 2+2 seating configuration. Fastback coupe design. First TVR V8 engine. In-house engine development. 0-100 km/h 4.4 seconds. Top speed 290 km/h. No driver aids pure. Blackpool manufacturing. Peter Wheeler leadership. TVR engineering showcase.

Rover V8 4.0L initially. 4.3L 240hp. 4.5L 280hp. 5.0L 340hp. 5-speed manual transmission. RWD configuration. 4235mm length. 2286mm wheelbase. 1100kg curb weight. Two-seat convertible. Traditional roadster design. Soft top only. Wooden dashboard optional. TVR handling character. 0-100 km/h 4.8 seconds. Top speed 257 km/h. Accessible TVR model. Popular used market. Blackpool built quality.

Rover V8 4.3L 280hp. 5.0L 340hp. 5-speed manual transmission. RWD layout. 3962mm length. 2286mm wheelbase. 1060kg curb weight. Two-seat roadster. Lightweight construction. Fiberglass body. American V8 power. British chassis handling. 0-100 km/h 4.1 seconds. Top speed 265 km/h. Modern TVR revival. Peter Wheeler era start. Iconic 1990s sports car.

Speed Six 3.6L inline-six. 350hp output. 390Nm torque. 5-speed manual transmission. RWD configuration. 3950mm length. 2286mm wheelbase. 1060kg curb weight. Two-seat convertible. Entry-level TVR positioning. Modern interior design. Digital instrumentation. 0-100 km/h 4.4 seconds. Top speed 265 km/h. Accessible performance. Last TVR before ownership changes.

Speed Six 3.6L inline-six. 350hp output. 390Nm torque. 5-speed manual transmission. RWD layout. 4057mm length. 2360mm wheelbase. 1075kg curb weight. Coupe and convertible variants. Tuscan-inspired styling. More affordable than Tuscan. 0-100 km/h 4.4 seconds. Top speed 275 km/h. Bridge between models. Limited production numbers.

Speed Six 4.0L twin-turbo. 600hp extreme output. 650Nm torque. 5-speed manual transmission. RWD configuration. 4057mm length. 2360mm wheelbase. 1150kg curb weight. Two-seat coupe. Limited to 5 units. Extreme performance focus. Twin-turbo charging. 0-100 km/h 3.4 seconds. Top speed 338 km/h. Ultimate TVR development. Very rare collector item.

Ford 1.6L inline-four. 88hp output. 4-speed manual transmission. RWD layout. 3658mm length. 2261mm wheelbase. 762kg curb weight. Two-seat coupe. Fiberglass body construction. TVR design language established. Wooden dashboard traditional. British sports car classic. Multiple series updates. S1 S2 S3 variants. Early TVR heritage.

Ford 1.6L 2.0L 2.5L engines. 88hp to 140hp outputs. 4-speed manual transmission. RWD configuration. 3962mm length. 2261mm wheelbase. 850kg curb weight. Two-seat sports car. Wedge-shaped design. 1970s styling trends. Multiple engine options. TVR survival period. 1600M 2500M 3000M variants. American market exports.

Ford 2.8L V6 160hp. 2.9L V6 165hp later. 5-speed manual transmission. RWD layout. 4242mm length. 2388mm wheelbase. 1089kg curb weight. Two-seat coupe convertible. Wedge design modern. Digital dashboard advanced. Peter Wheeler acquisition. TVR turnaround model. 200 280i 350i variants. American market success.

Rover V8 3.5L 190hp. 4.0L 240hp. 4.3L 280hp. 5-speed manual transmission. RWD configuration. 4235mm length. 2286mm wheelbase. 1060kg curb weight. Two-seat convertible. Traditional roadster design. TVR styling evolution. S1 S2 S3 S4 variants. AC model convertible. Successful sales period. Modern TVR foundation.

The agricultural V4 that launched TVR's reputation for lightweight, no-compromise sports cars. This 1,698cc 60° V4 featured a cast-iron block with aluminum heads and pushrod-operated valves. The engine's most distinctive feature was its uneven firing order due to the shared crankpin design, creating a characteristic burbling exhaust note. The carburetion used twin SU HS4 carburetors with mechanical fuel pump, while the ignition employed Lucas distributor with points and condenser. With 8.9:1 compression and a 5,000 RPM redline, it produced 88 hp at 5,200 RPM and 98 lb-ft at 3,500 RPM. The engine's genius was in its packaging—the compact V4 configuration allowed TVR to create one of the lowest hood lines in production, contributing to the Grantura's exceptional aerodynamics. The cooling system used a cross-flow radiator with thermostatically controlled fan, while the oil system employed a gear-type pump with full-flow filtration. Despite its modest output, this engine established TVR's philosophy of prioritizing lightweight and handling over outright power.

The legendary straight-six developed from Ford's 'Essex' V6 that became the heart of TVR's 1960s renaissance. This 2,494cc inline-six was created by cutting two cylinders from Ford's Essex V6 and designing a new block, creating one of the lightest six-cylinder engines ever produced. The engine featured a cast-iron block with aluminum head and pushrod valve operation. The carburetion used triple Weber 40 DCOE carburetors with individual velocity stacks, while the ignition employed Lucas Opus electronic ignition. With 9.5:1 compression and a 6,500 RPM redline, it produced 170 hp at 5,500 RPM and 162 lb-ft at 4,000 RPM. The engine's masterpiece was its incredible weight of just 320 pounds complete—achieved through extensive aluminum use and minimalist design. The cooling system used a custom aluminum radiator with electric fan, while the oil system featured a high-capacity pump with remote oil cooler. This engine demonstrated TVR's ability to create bespoke powerplants through creative engineering rather than massive R&D budgets.

The aluminum V8 that powered TVR's 1990s revival and established their reputation for brutal acceleration. This 3,947cc OHV V8 started as the Buick-designed Rover unit but was extensively modified by TVR. The block featured cross-bolted main bearing caps and high-flow cylinder heads with larger valves. The carburetion used either twin Weber 48 IDF carburetors or later Lucas fuel injection. With 9.5:1 compression and a 6,500 RPM redline, it produced 240 hp at 5,250 RPM and 270 lb-ft at 4,000 RPM. TVR's modifications included a new camshaft profile, high-compression pistons, and a completely redesigned exhaust system that created the characteristic TVR bellow. The cooling system used a massive aluminum radiator with twin electric fans, while the oil system employed a high-volume pump with oil-to-water heat exchanger. This engine became famous for its power-to-weight ratio—the complete Griffith weighed just 2,400 pounds, enabling 0-60 mph in 4.1 seconds and establishing TVR as a legitimate supercar competitor.

The ground-up inline-six design that represented TVR's ultimate engineering statement and independence from supplier engines. This 3,996cc DOHC inline-six featured an aluminum block with cast iron liners and four valves per cylinder. The valve train employed variable valve timing on both intake and exhaust cams—a first for TVR—with 40° of adjustment range. The fuel system used sequential multi-point injection with individual throttle bodies. With 11.0:1 compression and a 7,500 RPM redline, it produced 360 hp at 7,000 RPM and 290 lb-ft at 5,000 RPM. The engine's innovation was its 'modular' design that could be expanded to 4.2L and 4.5L displacements through different crankshafts and cylinder liners. The cooling system used a front-mounted radiator with oil-to-water heat exchangers for both engine and transmission oil. The dry-sump oil system featured a five-stage pump with 15-liter capacity, essential for high-G cornering. This engine demonstrated that TVR could design a world-class powerplant entirely in-house, with specific output and technology matching established German manufacturers.

The ultimate evolution of TVR's inline-six that pushed naturally-aspirated performance to its limits. This 4,185cc DOHC inline-six featured a reinforced aluminum block with plasma-coated cylinder bores and a forged steel crankshaft. The valve train employed more aggressive cam profiles and higher-rate valve springs, allowing an 8,000 RPM redline. The fuel system used individual throttle bodies with 50mm bores and a Motec M800 ECU managing both fuel and ignition. With 12.0:1 compression and a completely redesigned intake manifold, it produced 400 hp at 7,200 RPM and 310 lb-ft at 5,250 RPM. The engine's innovation was its 'composite' intake manifold that used carbon fiber and aluminum construction to reduce weight while maintaining precise airflow. The cooling system evolved to dual radiators with computer-controlled electric fans, while the dry-sump system used a seven-stage pump capable of maintaining oil pressure during 1.5G cornering. This engine powered TVR's most focused models and demonstrated that the company could extract specific outputs rivaling contemporary supercars without forced induction.

The BMW-sourced V8 that powered TVR's limited-run supercar and demonstrated their ability to integrate complex modern engines. This 3,982cc DOHC V8 featured an aluminum block with Nikasil-coated cylinders and four valves per cylinder. The valve train employed double-VANOS variable timing on both intake and exhaust cams. The fuel system used Bosch Motronic engine management with hot-wire air flow meters. With 10.0:1 compression and a 6,500 RPM redline, it produced 286 hp at 5,800 RPM and 295 lb-ft at 4,500 RPM. TVR's modifications included a custom intake system with individual throttle bodies and a completely new exhaust system that altered both the power curve and the characteristic sound. The cooling system used BMW's original heat exchangers but with TVR-specific mounting and plumbing. Though less powerful than TVR's own Speed Six, this engine demonstrated the company's flexibility in engine selection and their understanding that different models required different character.

The ambitious small-displacement V8 developed during TVR's final independent years that never reached production. This 2,500cc 90° V8 featured an aluminum block with wet liners and gear-driven dual overhead camshafts. The valve train employed 32 valves with pneumatic springs for 10,000 RPM operation. The intake system used eight individual throttle bodies with carbon fiber velocity stacks. The fuel system employed sequential direct injection operating at 2,900 psi. With 13.5:1 compression and a flat-plane crankshaft, it produced 400 hp at 9,500 RPM and 220 lb-ft at 8,000 RPM. The engine's innovation was its 'modular' design that could be configured in different displacements and cylinder counts—the same basic architecture was planned for V6 and V12 variants. The dry-sump oil system used a magnetically coupled pump that could vary flow based on demand, while the cooling system employed nano-fluid technology for improved heat transfer. Though this engine never reached production, it demonstrated that even in their final days, TVR's engineering ambition remained undiminished.

The Ford-sourced V8 that powers TVR's modern revival under new ownership, blending American reliability with British character. This 4,951cc DOHC V8 features an aluminum block with plasma-coated cylinder bores and twin independent variable camshaft timing. The valve train employs 32 valves with roller finger followers. TVR's modifications include a new intake system, revised camshaft profiles, and a completely custom exhaust system. With 11.0:1 compression and a 7,500 RPM redline, it produces 500 hp at 7,500 RPM and 380 lb-ft at 5,000 RPM. The engine's integration includes a Torque Vectoring by Braking system and a Formula 1-style paddle-shift gearbox. The cooling system uses twin front-mounted radiators with computer-controlled airflow management, while the dry-sump system is specifically tuned for track use. This engine represents TVR's new philosophy—leveraging proven modern architecture while maintaining the visceral, uncompromising character that defined the brand's heritage.

The robust BorgWarner T5 5-speed manual transmission used in the TVR Griffith, renowned for its strength and characteristic notchy shift action. This transmission featured single-cone synchronizers on all forward gears with carbon-lined brass rings that provided positive engagement despite the high torque loads from the Rover V8 engines. The shift mechanism used a direct rod-linkage system with minimal bushings, transmitting every vibration and mechanical detail directly to the driver's hand. The case was cast iron for maximum durability, contributing to the car's rear-weight bias and solid feel. The gear ratios were carefully selected with a close-spaced second through fourth gears for explosive acceleration, while fifth gear served as an overdrive for relaxed cruising. The clutch was a heavy-duty cable-actuated design with a organic-metallic disc that required significant leg effort but provided immediate engagement. This transmission became synonymous with the raw, mechanical character of 1990s TVRs, capable of handling the Griffith's 340 lb-ft of torque while providing unfiltered feedback that purists celebrated.

The upgraded BorgWarner T5 transmission used in the Chimaera, featuring revised internals to handle the larger 5.0L V8's torque output. This transmission used wider gear teeth on second and third gears compared to the Griffith unit, with shot-peened surfaces for improved fatigue resistance. The synchronizers were upgraded to carbon-lined multi-cone units on second gear to reduce shift effort while maintaining positive engagement. The shift mechanism retained the direct rod-linkage design but with improved pivot points using bronze oil-impregnated bushings that reduced play while maintaining mechanical feel. The case was still cast iron but with additional ribbing around the mounting points to handle the increased powertrain flex. The clutch was upgraded to a hydraulic actuation system with a larger diameter organic-ceramic disc that provided more progressive engagement suitable for the Chimaera's slightly more refined character. Despite these improvements, the transmission maintained the agricultural shift quality and mechanical honesty that defined the TVR driving experience.

The bespoke 6-speed manual transmission developed in-house by TVR Power for the Cerbera, representing the company's most advanced gearbox design. This transmission featured triple-cone synchronizers on second and third gears, with carbon-lined double-cone units on the remaining gears. The gearset used shot-peened and REM-finished teeth manufactured from case-hardened chromium steel, capable of handling the 4.5L AJP8 engine's 400 lb-ft of torque. The shift mechanism was a direct rod-actuated design with the shifter mounted directly to the transmission case, providing exceptional precision with a 40% shorter throw than the T5 units. The case was cast aluminum with extensive internal ribbing for rigidity, reducing weight by 35 pounds compared to iron cases. The differential was a limited-slip unit with 40% lockup under power and 20% during coasting. The clutch used a twin-plate design with ceramic composite facings that provided progressive engagement despite the high torque capacity. This transmission marked TVR's transition from adapted production gearboxes to purpose-built performance units.

The radical straight-cut sequential 6-speed transmission offered as an option in the Tuscan, designed for maximum performance and track use. This transmission eliminated synchronizers in favor of dog-ring engagement, requiring precise rev-matching but providing near-instantaneous shifts under full power. The straight-cut gear teeth were wider and stronger than helical gears, manufactured from 300M aerospace-grade steel with titanium nitride coatings. The shift mechanism used pneumatic actuation with a rifle-bolt action sequential lever, providing shifts in under 80 milliseconds. The clutch was a multi-disc carbon unit that only needed to be used for starting from rest, with flat-shift capability allowing full-throttle upshifts. The transmission whine was pronounced, adding to the car's racing character, and the case was magnesium to minimize weight. This transmission was notoriously difficult to use in traffic but provided ultimate performance for track use, perfectly embodying TVR's commitment to uncompromised driving excitement.

The strengthened 6-speed manual transmission developed for the Sagaris, featuring improved durability for track use while maintaining street manners. This transmission used the same basic design as the Cerbera unit but with revised gear ratios optimized for the Sagaris's more focused character. The synchronizers were upgraded to carbon-carbon multi-cone units on second through fourth gears, reducing shift effort by 25% while improving high-RPM durability. The shift mechanism used titanium shift rods and ceramic bearings to reduce inertia and improve precision. The case was high-silicon aluminum with additional cooling fins to manage temperatures during extended track use. The limited-slip differential was a plated type with 45% lockup under power and 25% during deceleration. The clutch remained a twin-plate design but with carbon-ceramic facings that provided better heat resistance and more consistent engagement. This transmission represented the ultimate evolution of TVR's manual gearbox technology, providing both the mechanical feedback purists demanded and the durability needed for serious track work.

The agricultural but durable 4-speed manual transmission used in early TVR Grantura models, sourced from the Standard Motor Company. This transmission featured unsynchronized first gear and single-cone synchronizers on second through fourth gears, requiring double-declutching for smooth downshifts. The shift mechanism was a direct rod-linkage design with significant play but positive gate detents that provided clear engagement. The case was cast iron and extremely heavy, contributing to the car's rear-weight bias. The gear ratios were widely spaced, with a very low first gear for acceleration and a tall fourth gear for cruising. The clutch was cable-actuated with a organic-lined disc that provided progressive engagement. Despite its primitive nature, this transmission was remarkably durable and could handle the modest power outputs of early TVR engines. The mechanical purity and direct feedback made it a favorite among driving purists, though it required significant skill to operate smoothly.

The Ford-sourced Type 9 5-speed manual transmission used in TVR Tasmin and 350i models, providing an additional gear over earlier units. This transmission featured single-cone synchronizers on all forward gears with carbon-lined brass rings, offering smoother shifting than the older Moss boxes. The shift mechanism used a cable-operated system that reduced vibration transmission to the cabin while maintaining reasonable precision. The case was aluminum, reducing weight compared to earlier iron units, and the gear ratios were well-spaced for both acceleration and cruising. The clutch was cable-actuated with a organic disc that provided light pedal effort and smooth engagement. While not as robust as the later BorgWarner units, this transmission handled the Ford V6's modest torque output adequately and represented a significant step forward in refinement for TVR. The additional overdrive gear improved highway cruising capability, making the Tasmin more suitable for long-distance travel than earlier models.

The competition-derived 6-speed sequential manual transmission developed for the limited-production Typhon, representing TVR's most extreme transmission offering. This transmission used straight-cut gears with dog-ring engagement and pneumatic shift actuation, capable of handling the twin-turbocharged Speed Eight engine's 800 lb-ft of torque. The gearset was manufactured from 300M steel with profile grinding and superfinishing to 0.05 micron surface roughness. The shift mechanism provided full-throttle upshifts in under 50 milliseconds, with automatic throttle blip on downshifts controlled by a dedicated ECU. The clutch was a triple-plate carbon unit that only needed engagement for starting from rest, with launch control programming for optimal acceleration. The case was magnesium with carbon fiber end covers, and the complete unit weighed just 98 pounds despite its massive torque capacity. This transmission was purely focused on performance, with pronounced gear whine, heavy shift action, and minimal sound deadening, making it completely impractical for road use but utterly compelling for track work.

The heavily upgraded BorgWarner T5 transmission used in the Griffith 500, featuring strengthened internals to handle the 5.0L V8's increased torque. This transmission used aftermarket gear sets with wider teeth and improved metallurgy, along with upgraded synchronizers from carbon-lined to carbon-fiber reinforced units. The shift mechanism was completely revised with heim joint linkages and a short-throw shifter that reduced throw distance by 35%. The case was strengthened around the main bearing supports, and the output shaft was upgraded to a larger diameter unit. The clutch was changed to a hydraulic actuation system with a larger diameter organic-metallic disc that provided more progressive engagement. Despite these improvements, the transmission maintained the characteristic T5 notchiness and mechanical feel that owners cherished. This transmission proved capable of handling the Griffith 500's 350 lb-ft of torque and could withstand the car's brutal acceleration without modification, making it the most robust version of the T5 used in TVR production.

Founded in 1947 by Trevor Wilkinson—the TVR name derived from Trevor—with Blackpool, Lancashire manufacturing representing British sports car tradition through early fiberglass body construction and own-design engines like the AJP V8 and Speed Six inline-six embodying raw performance philosophy with no traditional driver aids for purist driving experience. Peter Wheeler's 1981-2004 ownership defined the brand before concerning production cessation in 2006, though Les Edgar's 2013 brand acquisition planned Welsh revival through Gordon Murray Design collaboration, Cosworth engine partnership, and new Griffith development preserving British sports car heritage and maverick brand identity for dedicated enthusiast following committed to pure performance. TVR represents British sports car manufacturing at its most uncompromising—refusing driver aids when competitors added them, designing unique engines when buying off-shelf would save money, and prioritizing raw experience over refinement in ways that built cult following but ultimately proved commercially unsustainable. The brand's production cessation demonstrated that purist philosophy alone cannot sustain manufacturers when safety regulations and customer expectations evolve, yet the planned revival with Gordon Murray Design validates that TVR's unfiltered driving experience retains appeal for enthusiasts willing to sacrifice comfort and convenience for mechanical honesty and steering feel that modern sports cars increasingly engineer away in pursuit of lap times and safety ratings.