TVR

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TVR GmbH
TypePrivate.
IndustryAutomotive
Founded1947
HeadquartersBlackpool, United Kingdom
Key peopleNikolay Smolensky (owner)
WebsiteTVR.co.uk
 
  (Redirected from TVR (car))
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TVR GmbH
TypePrivate.
IndustryAutomotive
Founded1947
HeadquartersBlackpool, United Kingdom
Key peopleNikolay Smolensky (owner)
WebsiteTVR.co.uk
TVR No.2, the oldest surviving TVR, located at Lakeland Motor Museum, Newby Bridge, Cumbria

TVR was an independent British manufacturer of sports cars. Until 2006 it was based in the English seaside town of Blackpool, Lancashire, but has since split up into several smaller subsidiaries and has been relocated elsewhere. The company manufactured lightweight sports cars with powerful engines and was, at one time, the third-largest specialised sports car manufacturer in the world, offering a diverse range of coupés and convertibles. Most vehicles use an in-house straight-6 cylinder engine design; others an in-house V8. TVR sports cars are composed of tubular steel frames, cloaked in fibreglass bodywork.

TVR's two arms were TVR Engineering, which manufactures sports cars and grand tourers, and TVR Power, their powertrain division. The company has had a turbulent recent history and had not made any new cars since 2006.

In July 2012, owner Nikolay Smolensky announced that despite analysing various potential plans to create a new car, building a new TVR model was not going to be financially viable, thus bringing TVR's existence as a car manufacturer to an end.

Contents

History

Foundation

Trevor Wilkinson (14 May 1923–6 June 2008) [1] was born in Blackpool and left school at 14 to start an engineering apprenticeship at a local garage. In 1946 he bought a wheelwright's business in Blackpool, renaming it Trevcar Motors in 1947, for the purpose of selling and repairing cars and light engineering.[2]

In 1947, Wilkinson built his first car, a special two-seater body on an Alvis Firebird chassis for himself. As a result, Wilkinson with partner Jack Pickard then started a separate company, TVR Engineering, with a name derived from Wilkinson's name – TreVoR. Their first car was an alloy-bodied two seater on a tubular chassis, which appeared in 1949.[2]

In 1953 the concept of glass-reinforced plastic bodywork over a tubular steel backbone chassis was accepted, and continued throughout TVR's current production history. In 1954, TVR Engineering was renamed TVR, in light of the launch of the first "production" car called the Mk1, later name Grantura. The glass fibre body design and layout remained, in modified form, until replaced by the angular wedge design Tasmin in 1980.

"Out of the blue, in 1956, an American racing enthusiast asked Wilkinson to produce a special chassis for sports car racing in the United States." [3] The early cars were marketed there as the Jomar:

"The JOMAR COUPE is the result of a joint Anglo-American project. The firm of T.V.R. Engineering of Blackpool, England is responsible for the basic-designing and building of the JOMAR chassis upon which in 1956 and 1957 Saidel Sports-Racing cars of Manchester, N.H., using aluminum bodies of their own design carried out extensive research and development. Through the efforts of both concerns the successful MK2 was evolved." [4]

A 1958 advertisement by Saidel Sports-Racing Cars, 52-56 Merrimack Street, Manchester, N.H., offered two distinct models. Firstly the Jomar MK2, a sports racing car, with either fibreglass or aluminum bodywork and 1,098 c.c. engine, only 930 lbs and "Outhandles Everything." Secondly the Jomar Coupe, an 1,172 c.c. fixed-head sports car.[5] These cars utilised the same chassis.[6]

On January 10, 1958, the T.V.R. coupe made its first public appearance at Quicks showroom in Manchester, England: "The designers are Mr. Trevor Wilkinson and Mr. Bernard Williams, who run the T.V.R. engineering company at Layton, Blackpool, and who have been making chassis for special car builders for some years. A little over two years ago they were asked by the American racing car enthusiast, Mr. Raymond Saidel, of Manchester, New Hampshire, to design a racing chassis. For twelve months this chassis was tested and improved on tracks in the United States and in the last year a team of six T.V.R.s has been racing regularly in the United States." [7] Competition Press reported: "Jomar has gone into Formula racing, too. The Jomar Monoposto has been designed by Ray and is built in his Manchester N.H. shop (the sports car chassis are built for him in England).[8] In 1959 Motor Sport reported: "The cars are made in Blackpool and the majority of the production is exported to America, where the sports version is known as the Jomar." [9]

At the launch TVRs were powered by 4-cylinder engines from Coventry Climax, or Ford, the performance models having Shorrock superchargers. BMC-engined models came later. As with many other British sports cars, engine sizes remained under two litres, and all produced less than 100 bhp (75 kW). As most TVRs were sold in the domestic British market, to avoid a British tax on assembled cars many of the early cars were sold in kit form – a practice which continued until the 1970s, when the tax loophole was closed and the kit-form option removed. At Le Mans in June 1962 on a very hot day a TVR was entered as #31 with 1.6 litre BMC engine but retired after only 3 laps with loss of coolant.

In April 1962 Wilkinson and Pickard left the company to set up a specialist fibre-glass engineering business. On retirement, Wilkinson moved to Minorca, Spain, where he died aged 85, on 6 June 2008.[2]

1960s and 1970s

In the 1960s, American motor dealer Jack Griffith decided to put a 4.7 litre V8 engine from an AC Cobra he owned into a TVR Grantura, in much the same way that V8s were first transplanted into AC Cobras. Jack distributed his cars (the Griffith 200 and Griffith 400) independently in the US, while they were sold in the UK as the TVR Griffith, and then as the TVR Tuscan once Griffith Motors went into receivership.

Powered by the same engine was the Trident, a luxury sports car with a steel and aluminium body that was designed by Carrozzeria Fissore in Savigliano, Italy, and was built by hand. A prototype coupé was shown at the Geneva Motor Show in 1965. A total of three coupés and a convertible were made between 1964 and 1966, but due to financial problems the rights on the car finally went to a TVR dealer, W. J. (Bill) Last (Viking Performance). He established in 1966 Trident Cars Ltd and started building the car under the model name of Clipper.

Under the ownership of Martin Lilley from 1965, TVR returned to Ford for a 2994 cc V6 Zodiac engine for the new TVR Tuscan (1967) racer. This produced 128 bhp (95 kW), giving a 0–60 mph (0–97 km/h) time of 8.3 seconds, which was good performance for the time.

The 1970s saw a number of engines used in TVRs (particularly the 'M Series'), mainly Triumph 2500s, Ford Essex V6 and Ford 1600 Crossflows. The M was followed by the Tasmins, the first of the long running Wedge series.

Wheeler ownership

In the 1980s, under the ownership of Peter Wheeler, a chemical industry consultant and TVR enthusiast, TVR moved away from naturally aspirated and turbocharged V6s back to large V8s, namely the Rover V8. Capacity grew from 3.5 to 5 litres.

In 1988 TVR sourced a 5.0 litre Holden V8 through Tom Walkinshaw at Holden Special Vehicles. The engine was installed in the TVR White Elephant, a prototype car built for Wheeler by John Ravenscroft. Whilst an interesting engineering and styling exercise, the Holden powered TVR White Elephant was later superseded by the Rover V8 powered Griffith prototype.

In the 1990s, TVR Power modified a number of Rover V8s, but subsequently developed an in-house engine design. The AJP8 engine, a lightweight alloy V8, was developed by engineering consultant Al Melling along with John Ravenscroft and Peter Wheeler (hence the AJP initials), a notable achievement for a small maker. The new engine was originally destined for the Griffith and Chimaera models, but development took longer than expected and eventually became available in the Cerbera and Tuscan race cars.

Perhaps more significantly, Wheeler was instrumental in the body design of TVR cars during his ownership. He managed a design team that produced a number of acclaimed and resolved body designs including the Chimaera, Griffith, Cerbera, Tuscan, Tamora, T350, Typhon and Sagaris. These attention grabbing designs helped to keep TVR on the front covers of magazines around the world and in the public eye.

Wheeler subsequently directed the design of a straight-six derivative of the AJP8 that would be cheaper to produce and maintain than the eight. This engine, designed by John Ravenscroft, became known as the TVR Speed Six engine, and powers current TVRs.

Smolensky ownership

Unused TVR body shells, sitting outside the closed Blackpool factory

In July 2004, 24-year-old Nikolay Smolensky bought the company from Wheeler, for a rumoured £15 million. Despite his Russian nationality, Smolensky said he intended TVR to remain a British company.

In April 2006, responding to falling demand and with production rumoured to have dropped from 12 cars a week to 3 or 4, TVR laid off some of its 300 staff. At the same time, the firm announced plans to move to updated facilities in the Squires Gate district of Blackpool, citing impending expiry of the lease of the current factory in late 2006, where owner Peter Wheeler was said to be planning to build a housing estate.

In October 2006 Smolensky announced[10] that body production and final assembly for TVR would move to Turin[11] with only engine production remaining in the UK. In protest at this and to show support for the workers, a large number of TVR owners paraded through central London on 26 November 2006. Dubbed "London Thunder",[12] it was also an attempt at the official world record for the biggest one-marque convoy on record.

By December 2006, it emerged that Smolensky had split TVR into a number of different companies;[13]

On 13 December, Smolensky and production director Mike Penny resigned as directors of Blackpool Automotive, being replaced by Smolensky UK personal assistant Roger Billinghurst and 25-year-old Austrian Angelco Stamenkov. By 24 December Blackpool Automotive was in administration. Administrators are now seeking legal clarification on the ownership of certain assets, including the brand and intellectual property, to see what assets the company has and who should pay the redundancy notices of the remaining 200 workers.[14]

Recent events

On 22 February 2007 it was revealed that Smolensky was once again the owner of the company, having been the highest bidder.[15] On 28 February 2007, less than one week after reacquiring TVR, he reportedly announced plans to sell the company to Adam Burdette and Jean Michel Santacreu, who intended to export TVRs to the United States.[16]

On 8 October 2007 it was found that Smolensky was still in control of the company and was hoping to restart production, with a target of 2,000 cars to be sold in 2008.[17] and on 11 July TVR announced the relaunching of the Sagaris as the Sagaris 2, at its new centre near Wesham in Lancashire, though this did not happen and the company took no action for another two years. In June 2010 German manufacturer Gullwing, a specialist German firm which held a minority share in TVR, said they would start producing a new car from September 2010. Boss Juergen Mohr said “Having been a TVR owner, I think this will be the best TVR ever.” He also confirmed the company was planning new models, possibly with alternative drivetrains. “I can imagine everything, even electric-powered cars,” Mohr said.[18]

On 11 May 2011 TVR Motors' new holding page appeared online, displaying the new TVR Motors logo. They are also offering to overhaul all TVRs, Griffen to Sagaris, and will be taking offers to make Sagaris, Tuscan convertible, Tuscan MK II, Cerbera, Chimaera and Griffith to individual specifications. All cars feature a new GM 6.2L LS3, 426 bhp 420 lb/ft V8 engine, and a reinforced 5-speed gearbox.

In late 2011, the TVR website was relaunched offering "reborn" TVR's.

Final closure

On 12 July 2012 Nikolay Smolensky confirmed a permanent end to TVR car production, stating that costs and customer demands are now too high for the business to operate profitably. The TVR name is now likely to be used on a new line of portable wind turbines.[19]

Ownership history

The history of the company can be divided into four eras, based on ownership:

Model list

ModelProduction YearsEngineDisplacement
Trevor Wilkinson Era[20]
TVR Jomar11956–1959Coventry Climax
Ford 100E Sidevalve
1098 cc
1172 cc
TVR Grantura I1958–1960Coventry Climax FWA
Coventry Climax FWE
Ford 100E Sidevalve
BMC B-Series
1098 cc
1216 cc
1172 cc
1489 cc
TVR Grantura II1960–1961Coventry Climax FWE
Ford Kent 105E
BMC B-Series
BMC B-Series
1216 cc
997 cc
1489 cc
1588 cc
TVR Grantura IIa1961–1962Coventry Climax FWE
Ford Kent 105E
Ford Kent 109E
BMC B-Series
BMC B-Series
1216 cc
997 cc
1340 cc
1588 cc
1622 cc
TVR Grantura III1962–1963BMC B-Series1622 cc
TVR Grantura III 18001963–1965BMC B-Series1798 cc
TVR Grantura 1800S1964–1966BMC B-Series1798 cc
TVR Trident1964–1966Ford Windsor V84727 cc
TVR Griffith 20011963–1964Ford Windsor V84727 cc
TVR Griffith 40011964–1967Ford Windsor V84727 cc
Martin Lilley Era
TVR Grantura IV 1800S1966–1967BMC B-Series1798 cc
TVR Tuscan V81967–1970Ford Windsor V84727 cc
TVR Tuscan V61969–1971Ford Essex V62994 cc
TVR Vixen S11967–1968Ford Kent
BMC B-Series
1599 cc
1798 cc
TVR Vixen S21968–1969Ford Kent1599 cc
TVR Vixen S31970–1972Ford Kent1599 cc
TVR Vixen 13001971–1972Triumph I41296 cc
TVR Vixen 25001971–1972Triumph I62498 cc
TVR Vixen S41972Ford Kent1599 cc
TVR 1600M1972–1973
1975–1977
Ford Kent I41599 cc
TVR 2500M1972–1977Triumph I62498 cc
TVR 3000M1971–1979Ford Essex V62994 cc
TVR 3000M Turbo1975–1979Ford Essex V62994 cc
TVR Taimar1976–1979Ford Essex V62994 cc
TVR Taimar Turbo1976–1979Ford Essex V62994 cc
TVR 3000S1978–1979Ford Essex V62994 cc
TVR 3000S Turbo1978–1979Ford Essex V62994 cc
TVR Tasmin 2001981–1984Ford Pinto I41993 cc
TVR Tasmin 280i1980–1984Ford Cologne V62792 cc
Peter Wheeler Era
TVR 280i1984–1987Ford Cologne V62792 cc
TVR 350i1983–1989TVR/Rover V83528 cc
TVR 350SX1985–1989TVR/Rover V8
+ Sprintex Supercharger
3528 cc
TVR 400SX1989TVR/Rover V8
+ Sprintex Supercharger
3948 cc
TVR 350SE1990–1991TVR/Rover V83947 cc
TVR 390SE1984–1988TVR/Rover V83905 cc
TVR 400SE1988–1991TVR/Rover V83948 cc
TVR 420SE1986–1987TVR/Rover V84228 cc
TVR 450SE1989–1990TVR/Rover V84441 cc
TVR 420SEAC1986–1988TVR/Rover V84228 cc
TVR 450SEAC1988–1989TVR/Rover V84441 cc
TVR S1986–1988Ford Cologne V62792 cc
TVR S21989–1990Ford Cologne V62933 cc
TVR S3(C)1991–1992Ford Cologne V62933 cc
TVR S4C1993–1993Ford Cologne V62933 cc
TVR V8S1991–1993TVR/Rover V83948 cc
TVR Griffith1992–2002TVR/Rover V83948 cc
4280 cc
4988 cc
TVR Chimaera1992–2001TVR/Rover V83948 cc
4280 cc
4495 cc
4988 cc
TVR Cerbera1996–2003AJP8 / Speed Eight4185 cc
4475 cc
1996–2003Speed Six3996 cc
TVR T4002001–2007Speed Six3996 cc
TVR Tamora2002–2006Speed Six3605 cc
TVR T350 (Targa & Coupe)2003–2006Speed Six3605 cc
TVR Tuscan1999–2006Speed Six3605 cc
3996 cc
TVR Sagaris2004–2006Speed Six3996 cc
TVR Typhon2004Speed Six3996 cc
Nikolai Smolenski Era
TVR Sagaris2004–2006Speed Six3996 cc

Speciality/Racing Cars
TVR Cerbera Speed 122/31997Speed Twelve7730 cc
TVR Tuscan Speed 122/3TVR Speed Twelve7730 cc
TVR Tuscan Challenge31989–(around 100 made)Rover V8/Speed Eight4500 cc
TVR T400R/Typhon GT3?

1 – Not technically a TVR model, but used TVR chassis/body.
2 – Never went into production.
3 – Built exclusively for racing.

Gallery

See also

References

  1. ^ "Trevor Wilkinson". The Daily Telegraph (London). 9 June 2008. http://www.telegraph.co.uk/news/obituaries/2101208/Trevor-Wilkinson.html. Retrieved 26 May 2010. 
  2. ^ a b c "Trevor Wilkinson, founder of TVR sports car company, dies aged 85". Daily Mail. 2008-06-07. http://www.dailymail.co.uk/news/article-1024909/Trevor-Wilkinson-founder-TVR-sports-car-company-dies-aged-85.html. Retrieved 2008-06-07. 
  3. ^ Obituary: The Daily Telegraph, June 9, 2008.
  4. ^ Sports Car Newsletter, S.C.C.A., November 30, 1957, No.33.
  5. ^ Sports Car Journal, The Official Magazine of the California Sports Car Club, January 1958, Page 30.
  6. ^ Sports Car Journal, The Official Magazine of the California Sports Car Club, January 1958, Page 4.
  7. ^ The Manchester Guardian, January 10, 1958, Page 11.
  8. ^ Competition Press, Vol.II-No.8, April 25, 1959, Page 2.
  9. ^ Motor Sport, September 1959, Page 709.
  10. ^ "TVR to move car production abroad". BBC News. 18 October 2006. http://news.bbc.co.uk/1/hi/business/6062084.stm. Retrieved 26 May 2010. 
  11. ^ re. "italiaspeed.com". italiaspeed.com. http://www.italiaspeed.com/2006/cars/other/bertone/10/tvr/2210.html. Retrieved 2011-01-02. 
  12. ^ London Thunder
  13. ^ "Focus TVR tsar roars off". The Times (London). 7 January 2007. http://www.timesonline.co.uk/newspaper/0,,2769-2534377,00.html. Retrieved 26 May 2010. 
  14. ^ Laurance, Ben (7 January 2007). "Fight for control of TVR assets". The Times (London). http://www.timesonline.co.uk/newspaper/0,,2769-2534344,00.html. Retrieved 26 May 2010. 
  15. ^ "Union anger as TVR is bought back". BBC News. 22 February 2007. http://news.bbc.co.uk/1/hi/england/lancashire/6388109.stm. Retrieved 26 May 2010. 
  16. ^ 28 February 2007 (2007-02-28). "Autocar – Smolenski's out. Again". Autocar.co.uk. http://www.autocar.co.uk/News/NewsArticle/AllCars/224329/. Retrieved 2011-01-02. 
  17. ^ 08 October 2007 (2007-10-08). "Autocar – TVR: new models on sale by 2008". Autocar.co.uk. http://www.autocar.co.uk/News/NewsArticle/TVR-Sagaris/228517/. Retrieved 2011-01-02. 
  18. ^ "Return of TVR | Auto Express News | News". Auto Express. http://www.autoexpress.co.uk/news/autoexpressnews/253387/return_of_tvr.html#ixzz0rsDGNdYc. Retrieved 2011-01-02. 
  19. ^ "A sad day: TVR is officially no more". Autocar. 13 July 2012. http://www.autocar.co.uk/car-news/industry/picture-special-tvr-through-ages. Retrieved 14 July 2012. 
  20. ^ Filby, Peter (2010).TVR - The Early Years, Autocraft Books, Reigate. ISBN 978-0-9545729-1-4.

External links