TVR wedges

from Wikipedia, the free encyclopedia

The term TVR Wedges stands for a family of open and closed sports cars that the British car manufacturer TVR produced in a dozen variants from 1979 to 1991. The term derives from the wedge shape (English: Wedge ) the bodies from. The wedges replaced the TVR-M series . The high-volume models were the Tasmin 280i and TVR 280i with a six-cylinder engine and the more powerful 350i with an eight-cylinder engine, which together were manufactured in around 2000 copies. In addition, a three-digit number of different special versions was created with different, sometimes sophisticated engines, which are known to enthusiasts as Big Bad Wedges .

overview

TVR logo

TVR as a small series manufacturer

From 1959 to 1965, between 700 and 800 coupés of the Grantura series were built in Blackpool, UK, and were sold under the TVR brand. The only 3.4 m long sports cars had lattice frames made of steel tubes and bodies made of glass fiber reinforced plastic . They were powered by four-cylinder engines from BMC , Coventry Climax or Ford of Britain with an output of up to 98 bhp (73 kW). In addition, there were the externally identical Griffith 200 and 400 models with US eight-cylinder engines. After TVR was taken over by Martin Lilley in November 1965 , the Vixen based on Ford components replaced the Grantura with BMC technology. The technology supplier was changed mainly for cost reasons. From 1972 the Vixen was followed by the M series with the Coupés 1600M, 2500M, 3000M and 5000M with flowing transitions. Later, the Cabriolet 3000S and the Coupé Taimar with a large tailgate were added, so that at the end of the decade, TVR had a broad range of models.

Regardless of its success, the M series was obsolete in the late 1970s. The increasingly stricter safety regulations would have made a costly revision necessary, which appeared uneconomical not least because the future of the model family was limited for logistical reasons. The M-Series used chassis and other components from the Triumph TR6 as well as attachments from the Ford Consul . Because their production had already ended in 1975 and 1976, TVR had increasing difficulties in purchasing the necessary components. Martin Lilley was therefore forced to develop a completely new car.

Successor to the M series

In 1977 TVR began working on the successor to the M series. A number of engineers who TVR had poached from Lotus Cars were significantly involved . With the new series, Martin Lilley wanted to position TVR in a higher market niche. Potential competitors were Lotus and Porsche . The cost of developing the new model and preparing it for production totaled £ 550,000 by 1980. They overstrained the capabilities of the owners and ultimately led to the company being sold to Peter Wheeler in 1982 .

Broad wedge family

The first version of the Wedge series made its debut at the Brussels Motor Show in January 1980. Series production had already started at the end of 1979; the first six Tasmin Coupés were created this year. Initially, the Wedge was only available as the Tasmin 280i with a 2.8 liter Ford engine. It took on the role of the volume model that the 3000M had previously had, but was more than 40 percent more expensive than its direct predecessor. In search of more powerful variants, TVR began under Martin Lilley to develop a turbo version of the Tasmin 280i. TVR's new owner Peter Wheeler gave up the Tasmin Turbo, of which two prototypes had emerged, early on. Instead, the new top model was the 350i with an eight-cylinder Rover engine . In the literature there are indications that Wheeler's decision in favor of Rover engines was at least also due to political aspects: While cars with Ford components could only be sold poorly in the Arab region because of Ford's business relations with Israel , the British Rover, which was unencumbered in this respect, had -Motor enables the company to expand into Arab markets. From 1985 TVR developed the Rover eight-cylinder step by step, so that the 350i was given a number of even more powerful versions with a displacement of up to 4.5 liters. The spread of these cars, known as Big Bad Wedges among enthusiasts, remained well behind the conventional 280i and 350i models.

Production ended in 1991 after a total of more than 2,600 vehicles of all Wedge variants had been built in 12 years . Aside from the now outdated design of the Wedge , the discontinuation of production was also due to legal changes. All vehicles newly registered from 1993 onwards had to be equipped with an exhaust catalytic converter . The chassis of the Wedge , designed in the 1970s , did not offer enough space for a catalytic converter of the size required for effective exhaust gas decontamination of the powerful engines. From 1992 the newly designed Griffith replaced the Wegde models.

nomenclature

In the English-speaking world, it is common to group the vehicles of this model family under the term TVR Wegdes . However, the term was not used at the factory.

In the development phase , the project was called MAL100 (for Martin Lilley 100). At the beginning of the model cycle, the cars had the model name Tasmin, which, depending on the source, can be traced back to the first name of a friend Martin Lilley's, to the Australian - New Zealand Tasman racing series or to a combination of these or to a term found by chance in a dictionary. For further differentiation, the numbers 200, 280 and 350 were attached to the term Tasmin, which referred to the respective cubic capacity (2.0, 2.8 or 3.5 liters). From the summer of 1984 the name Tasmin was dropped; since then TVR has only used three-digit numerical codes to differentiate between the individual vehicles (200, 280i, 350i, 350SE, 390SE, 400SE, 420SE, 450SE, 420SEAC and 450 SEAC).

Description of the model range

The TVR wedges were designed under the direction of Iain Jones, whom TVR had poached from Lotus Cars in 1977. At Lotus, Jones developed the wedge-shaped models Elite and Éclat , which in turn are often referred to as Lotus Wedges and were technically and stylistically role models for the new TVR series. The Wedge family continues the concept of the previous Grantura, Vixen and M series models: It combines a lightweight plastic body with a tubular frame and reliable engines from large-scale manufacturers.

Frame and chassis

The frame was redesigned for the Wegde range . Compared to the M series, it is 10 cm longer and 7.5 cm wider. The tubes are circular in cross section and 1.5 inches (3.81 cm) in diameter. The frame is arranged in the middle of the car and has outriggers from and behind to accommodate the wheel suspensions. Seen from above, its shape corresponds to a Y. The motor is housed in the front splay. Metal plates are incorporated at individual points to increase strength. To accommodate the Rover eight-cylinder engine, more than 100 details of the frame in the area of ​​the front end had to be changed; this included, among other things, a widening of the front spread.

The chassis construction was similar to that of the Lotus Wedges developed by Jones . All bikes are hung individually . The front double wishbone axle was purchased from Ford; it corresponds to the construction used in the Ford Cortina Mk IV . The rear suspension is TVR's own design. It is similar to that of the contemporary Jaguar XJ . The brakes come from the Ford Granada .

Drive technology

3.5 liter Rover V8 engine

Three different motor types were available in the TVR wedges :

  • From 1979 to 1988, the 2792 cm³ six-cylinder V-engine from the German Ford subsidiary (Ford Köln) was the standard engine, which replaced the British Ford Essex engine with 3.0 liters displacement used in the previous model . The engine has an electronically controlled fuel injection. Its output was initially 118 kW (160 hp); in the second series it fell to 110 kW (150 hp). The engine was coupled with a manual transmission from Ford. It was available in all three body versions in the TVR Tasmin 280i and in the TVR 280i.
  • Below the 2.8-liter six-cylinder engine, an in-line four-cylinder engine from the Ford Pinto series was available in the Tasmin 200 from 1982 to 1984 , which had an overhead camshaft and two carburetors. With a cubic capacity of 1993 cm³, it developed 75 kW (102 PS).
  • As a third engine, Rover's eight-cylinder V-engine was available from 1984 , which was based on an American design from the early 1960s and was used in various Rover models. TVR initially offered it unchanged with a displacement of 3532 cm³ and an output of 147 kW (200 hp) in the models 350i and 350 SE, which gradually became the manufacturer's volume models. From 1985 onwards, the program was supplemented by numerous further developments of this engine, which were mainly characterized by gradual increases in displacement from 3.9 to 4.0 and 4.2 to 4.5 liters. This was associated with significant increases in performance.

Body design

Wedge-shaped vehicle front (TVR 280i from 1986)

The design of the plastic body goes back to Oliver Winterbottom , who designed the wedge-shaped bodies of the Lotus Elite and Éclat models in the early 1970s. When designing the wedge bodies, Winterbottom tried, on the one hand, to adopt the proportions of earlier TVR models: a long bonnet, a narrow passenger compartment and a short rear overhang that had become a TVR trademark since the Grantura. On the other hand, the wedges set themselves apart from their predecessors with a deliberately smooth design and acute angles. The wedge-shaped TVR body is in this respect a further development of Winterbottom's Lotus designs. The front of the wedges tapers to a point and ends in plastic-clad bumpers, which in the first few years contrasted with the rest of the body in color, but have mostly been painted in the body color since around 1984. For the first time at TVR, pop-up headlights are found that were necessary to ensure the prescribed minimum height of the front lighting. In the closed versions, the roof line slopes down to the rear end immediately behind the B-pillar. The rear window can be opened; it enables access to the cargo space. At the rear, above the taillights, there is a vertical glass pane that extends over the entire width of the car and is intended to make it easier to see to the rear. Here Winterbottom took up a design feature that Marcello Gandini had introduced a decade earlier for the Lamborghini Espada . The element is not without problems in everyday life. Motorists driving behind complained that the light from their headlights was reflected in the vertical pane of the TVR and dazzled them.

TVR took over many parts of the wedges from large-scale manufacturers. The door handles, for example, come from Ford, the taillights initially from the Rover SD1 or from the range of accessories from Lucas . In all convertibles produced from 1985 onwards, the rear lights of the Renault Fuego are used, which were installed rotated by 180 degrees. They're rare, so getting replacements is a bigger problem today. The housing and the motor of the pop-up headlights come from the Triumph TR7 , as does the gearshift lever. The vehicle electrical system was at British Leyland bought, the seats are from the Triumph 2500 S .

Body versions

Unlike the M series, closed and open versions of the wedges were intended from the start . The closed version was available as a pure two-seater ( Fixed Head Coupé ) until 1990 and also as a 2 + 2-seater (Tasmin + 2) from 1980 to 1984. The two-seater Fixed Head Coupé was created in two series. The open versions, however, consistently followed the pattern of the second series.

Fixed head coupe

TVR Tasmin 280i Fixed Head Coupé (Series 1 with short tail)
TVR 280i Fixed Head Coupé of the 2nd series (1984, USA version)

In the first version, presented at the end of 1979, the TVR Wedge was a closed two-seater. This variant, known as the Fixed Head Coupé , has a very long front end and a short rear end. It was only produced until 1981 as the Tasmin with a 2.8 liter six-cylinder engine. Short versions of the Tasmin 200 are not documented.

In March 1981 the second series of the Fixed Head Coupé appeared . For him, TVR transferred the body changes that had been introduced in 1980 for the 2 + 2-seater version to the two-seater. They primarily concerned the proportions of the structure. All other members of the Wedge family, including the convertibles, also followed this layout.

The Fixed Head Coupé was offered as Tasmin 200 (or TVR 200), Tasmin 280i (or TVR 280i) and as 350i.

2 + 2-seater coupé

The 2 + 2-seater version presented in October 1980, which was marketed as the Tasmin + 2, received a new body. With the chassis unchanged, the proportions of the body have changed: the bonnet is shorter, the rear overhang is longer, and the C-pillar runs at a flatter angle, so that the body looks more “balanced” overall. TVR also replaced the two small tanks with a large one. Critics complained that the rear seats, despite the significant changes to the structure, were only suitable for small children; They could only be used if the driver and front passenger seats were pushed forward as far as possible.

The 2 + 2 seat version of the Wedge was not a success. Production was largely limited to 1980 and 1981, when a total of 41 Tasmin + 2 were built. From 1982 to 1984 six more vehicles were added. In 1984, six 2 + 2 versions of the 350i were also made. However, TVR took over the body of the 2 + 2-seater for the second series of the two-seater Fixed Head Coupé in 1981 . The 350i introduced in 1984 also follows this body concept.

Convertible

TVR Tasmin 280 Convertible (1983)

The Tasmin Convertible introduced in October 1980 replaced the 3000S belonging to the M series. The frame and technology of the open model are identical to the construction of the closed models. Stylistically, the front end corresponds to the Fixed Head Coupé of the second series. From the windshield onwards, however, the design of the convertible is independent. In the area of ​​the doors, the belt line does not run horizontally as in the coupés; rather, the doors have a rounded shape. The rear section is significantly higher than that of the coupés. The convertible top is constructed in two parts. The rear part including the roll bar can be folded back. A solid plastic cover is attached over the seats, which is attached to the frame of the windshield and the roll bar. After removing the plastic part, the rear part of the convertible top can be folded down - in this case the car is a convertible in the traditional sense - or left folded up so that the car can be used like a Targa coupé . The convertible is the most widely used body version in the Wedge range. The convertible versions were offered as Tasmin 200 and 280i, as well as 350i, 350SE, 390SE, 400SE, 420SE, 450SE as well as 420SEAC and 450SEAC.

The series models of the wedges

The model family of wedges is diverse. The Tasmin or the 280i with six-cylinder engines from Ford (1979–1988) was the base model. Above that was the more powerful and more expensive 350i, which has an eight-cylinder Rover engine. Tasmin / 280i and 350i were the volume models of the series. Together, they produced more than 2000 vehicles. The models 390SE, 400SE, 420SE and 450SE as well as 420SEAC and 450SEAC, on the other hand, were special models with sometimes sophisticated engines and expensive body materials, which were only built in small numbers.

TVR Tasmin 280i and TVR 280i

TVR Tasmin Fixed Head Coupe Series 1

The entry-level model of the Wedge series was initially the Tasmin 280i. The car was produced under this name from 1979 to 1984, after which it was called the TVR 280i. This variant was in the program until 1988. The TVR Tasmin 280i and TVR 280i both have a 2.8 liter six-cylinder V-engine from Ford (Cologne) with 118 kW (160 PS) and 110 kW (150 PS) respectively. The Tasmin was available as a two-seater Fixed Head Coupé with a short (1979 to 1981) and long rear, as a 2 + 2-seater Tasmin + 2 (1981 to 1984) and as a convertible (1980 to 1988); the 280i model was available from 1984 as a closed two-seater and as a convertible.

While the 280i was produced for the export markets until 1988, the right-hand drive version, which sold significantly less than the 350i in Great Britain, was no longer available in the summer of 1986. From 1979 to 1988 a total of 1167 Tasmin 280i and TVR 280i vehicles were built. 862 of them were convertibles , 41 were 2 + 2-seater. TVR built a total of 258 cars of the two-seater Fixed Head Coupé , 118 of which were in the first series with a short rear end. The newly developed S series took on the role of the entry-level model from 1986 .

TVR Tasmin 200 and TVR 200

The Tasmin 200 introduced in December 1982 was an attempt to establish an inexpensive model below the Tasmin 280i. Instead of the 2.8 liter six-cylinder engine, the Tasmin 200 is powered by a 75 kW (102 hp) Ford four-cylinder engine, the so-called Pinto engine with an overhead camshaft and 1993 cc displacement. The factory stated the top speed of 185 km / h, while the car needed 9.6 seconds to accelerate from 0 to 96 km / h. The Tasmin 200 remained in the program until 1984; last year it was called TVR 200. During this time 16 coupés and 45 convertibles were built. Most of them were shipped to East Asia.

TVR 350i and 350SE

TVR 350i

From August 1983 TVR also served customers who wanted a more powerful alternative to the Tasmin 280i. The brand's new top model combined the detailed revised chassis and body of the conventional Wegde with Rover's eight-cylinder engine. It was the first TVR whose development was initiated directly by Peter Wheeler. The first copies were still sold as TVR Tasmin 350i, from 1984 the sales name was TVR 350i. The engine was equipped with electronic fuel injection. With an output of 147 kW (200 hp), the cars in the roadster version reached a top speed of 219 km / h and accelerated from 0 to 97 km / h (60 mph) in 6.6 seconds. The 350i was regularly available as a two-seater Fixed Head Coupé and a convertible, with the closed car taking over the Tasmin body of the second series. In addition, in 1983 and 1984 a total of six coupés configured as 2 + 2-seater (TVR 350 +2) were produced at the customer's request. With 869 copies, the open version was far more successful than the coupé, of which only 52 vehicles were made.

In 1989 and 1990 TVR manufactured a total of 25 special models with the designation 350SE (for Special Edition ) in 1989 and 1990 , with which the production of the model ended.

The SE range: The Big Bad Wedges

In addition to the Tasmin / 280i and 350i, which were in the range until 1988 and 1990 respectively, TVR offered a third series of particularly powerful versions of the Wedge family from 1984 onwards. They have the suffix SE (for special equipment ) in the model name and were only available as roadsters. The SE models are based on the 350i and, like this one, use Rover's eight-cylinder engine; however, TVR has expanded the displacement to varying degrees for this series. Development work was initially carried out by the rover tuner Andy Rouse, who had worked for Broadspeed in the 1970s and was involved in the development of the TVR 3000M Turbo. This is also where the first 30 engines for the 390SE were built. In 1985, however, TVR handed over the development and production contract for the engines of the SE series to NCK (North Coventry Kawasaki) in Coventry , from which the subsidiary TVR Power later emerged. First the pairing 390SE / 420SE appeared, which was replaced in 1988 by the 400SE / 450SE models.

390SE and 420 SE

TVR 390 SE

The first Big Bad Wedge was the 390SE, offered from 1984 to 1988. With a displacement increased to 3905 cm³, the engine developed 202 kW (275 hp). The top speed of the 390SE was 232 km / h; the car accelerated from 0 to 100 km / h in 5.7 seconds. It exceeded the acceleration values ​​of a Ferrari 308 . TVR marketed the more powerful engine as an option on the 350i. The surcharge on the regular 350i was £ 4,260, bringing the total to the 390i for £ 19,700.

From 1986 an even more powerful version with an engine enlarged to 4228 cm³ was available under the designation TVR 420SE in parallel to the 390SE. The engine corresponds to that of the 420SEAC, but the 420SE has the standard body of the 390SE and in particular dispenses with body parts made of particularly lightweight plastic.

A total of 103 vehicles of the 390SE and 420SE were built by 1988. Between three and six of them were 420SE.

400SE and 450 SE

TVR 400 SE

In 1988 the TVR 400SE replaced the 390SE. It was similar to its predecessor technically and externally. However, the front section was now "a little smoothed": The front bumpers went flush with the front fenders. By slightly increasing the bore, the displacement increased to 3948 cm³. The engine performance did not change as a result; TVR also gave 202 kW (275 PS). The 400SE was the only version of the Wegde series that was sold until 1991; all other variants had already been discontinued in the previous year. By 1991, 242 copies of the 400SE had been built.

In 1989 and 1990 TVR offered an even more powerful version called the 450SE in addition to the 400SE, which took over the position of the previously discontinued 420SE in the model range. The engine of the 450SE corresponds to that of the 450SEAC; like this it has a displacement of 4441 cm³. Compared to the 450SAEC, however, the injection system and the camshafts have been changed so that the output is slightly lower than that of the 450SAEC. In the 450SE it is 235 kW (320 hp). The body of the 450SE corresponds to that of the somewhat weaker 400SE; like the 420SE, the 450SE did not adopt the particularly light plastic body of the SAEC model. In 1989 and 1990, TVR made 35 or 37 copies of the 450SE, depending on the source.

TVR 420SEAC and 450SEAC

TVR 420 SEAC

The SEAC models are the top performing members of the Wedge family. They have the most powerful engines in the series and particularly light plastic bodies.

The first variant was the 420SEAC, which was manufactured from 1986 to 1988. Its engine corresponds to that of the 420SE. In the roadworthy version, the engine output is 221 kW (300 hp); in a version suitable for motorsport, it could be increased to up to 272 kW (370 hp). The body of the 420SEAC is independent. It is made of aramid and glass fiber reinforced plastic , which made the car 136 kg lighter than the 420SE. In terms of style, the structure largely follows the wedge concept, but the front section is designed to be smoother. A large rear wing is installed on the trunk. During test drives, the road version of the 420SEAC accelerated from 0 to 97 km / h (60 mph) in 4.7 seconds, but remained more than 15 km / h below the factory specifications with a top speed of 241 km / h (150 mph). By 1988, depending on the source, 35 or 37 copies of the 420SEAC were made.

The successor to the 420SEAC was the 450SEAC, which largely coincided with its predecessor in the body area. It is powered by an even larger version of the Rover eight-cylinder engine with 4441 cm³ and an output of at least 238 kW (324 hp). The factory stated the maximum speed at 280 km / h. TVR produced 17 vehicles of this type.

Scope of production of the series models

model Construction period number of pieces
Tasmin 200
200 		1982-1984 61
Tasmin 280i
280i 		1979-1988 1167
Tasmin 350i
350i 		1983-1990 927
350SE 1989-1990 25th
390SE 1984-1988 about 100
420SE 1986-1988 3-6
400SE 1988-1991 242
450SE 1989-1990 35-37
420SEAC 1986-1988 37
450SEAC 1988-1989 17-18

Prototypes and one-offs

Tasmin Turbo

In 1981, under the direction of Martin Lilley, TVR developed a variant of the Tasmin with a turbocharged 2.8 liter engine that developed 228 bhp as a possible successor to the 3000M Turbo. TVR built two prototypes of the Tasmin Turbo, one as a convertible and the other as a fixed head coupé . Series production did not materialize. Instead, TVR decided to develop a model with the Rover eight-cylinder engine. This became the TVR 350i.

TVR 420 Sports Saloon

The 420 Sports Saloon is a prototype for a 2 + 2-seater notchback coupé with wedge technology. It was created in 1986 and remained a unique piece. The car was later dismantled and individual body components were used in the prototype White Elephant . TVR took up the concept of a 2 + 2-seater sports car again with the Cerbera, which was produced in series from 1996 .

White Elephant

The White Elephant was a prototype made in 1988 for TVR owner Peter Wheeler. It was a two-seater hatchback coupe with the regular passenger compartment of the closed Wedge models. The front section was redesigned. The vehicle nose dropped sharply; There was a distinct kink in the belt line above the front wheels. The headlights were behind a plexiglass cover. The design of the taillights had also been revised. The White Elephant used some body parts from the 420 Sports Saloon. The drive was unusual: the White Elephant had a 5.0 liter eight-cylinder V-engine from GM's Australian subsidiary Holden , which developed around 405 bhp. The top speed is estimated at 270 km / h. In the late 1980s, there were considerations to replace the Rover eight-cylinder engine in the production models with a slightly larger block from Holden. The White Elephant served as a test vehicle. The agreement with Holden ultimately did not materialize. The White Elephant remained a one-off. It still exists in running order and has been shown repeatedly at exhibitions in the UK.

TVR 430SE

The TVR 430SE had an experimental engine enlarged to 4280 cm³, which was not offered in any other Wegde model. The engine was based on the block from the 420SE, but had a slightly increased bore (94 mm × 77.1 mm instead of 93.5 mm × 77.1 mm) with the same stroke. Its output was 209 kW (284 hp). TVR had already designed the 4.3 liter engine with the upcoming Griffith series in mind and wanted to test its market suitability with the 430SE. In 1991, the last year of the Wedge series, three specimens of the 430SE were built, the bodies of which were identical to those of the 420SE. All three vehicles were sold. The 4.3 liter engine later appeared as standard in the Griffith.

Technical specifications

Tasmin 200 Tasmin 280i
280i 		350i 350SE 390SEi 400SE 420SE 420SEAC 450SE 450SEAC
engine 4-row (Ford) V6 (Ford) V8 (Rover) V8 (Rover) V8 (Rover) V8 (Rover) V8 (Rover) V8 (Rover) V8 (Rover) V8 (Rover)
Displacement 1993 cc 2792 cc 3532 cc 3905 cc 3948 cc 4228 cc 4441 cc
power 75 kW (102 PS) S1: 118 kW (160 PS)
S2: 110 kW (150 PS) 		142 kW (193 hp) 202 kW (275 hp) 221 kW (300 hp) 235 kW (320 hp)
Torque 152 Nm 220 Nm 289 Nm 366 Nm 393 Nm 430 Nm
transmission 4/5 gear manual 4/5 speed manual
3-speed automatic 		5-speed manual
3-speed automatic 		5-speed manual
Suspension front: double wishbones,
rear: drawn trailing arms
Brakes 4 disc brakes
chassis Lattice frame made of steel tubes
Top speed 176 km / h S1: 208 km / h
S2: 194 km / h 		209 km / h 232 km / h 233 km / h - 266 km / h - 282 km / h
Acceleration,
0-100 km / h 		9.0 s Manual switch: 8.0 s
Automatic: 8.2 s 		- - - - - - - -
Weight 971 kg 1074 kg - - - - - - - -

literature

  • Alastair Clements: Blackpool Peers. History of the TVR brand In: Classic & Sports Car. 1/2007.
  • David Culshaw, Peter Horrobin: The Complete Catalog of British Cars 1895-1975. Veloce Publishing, Dorchester 1997, ISBN 1-874105-93-6 .
  • Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 .
  • John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 .
  • Matthew Vale: TVR 1946-1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 .
  • Oliver Winterbottom: A Life in Car Design: Jaguar, Lotus, TVR. Veloce Publishing, 2017, ISBN 978-1-78711-035-9 .

Web links

Commons : TVR Wedges  - Collection of images, videos and audio files
Commons : TVR Tasmin  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Mark Hughes: TVR Grantura, Griffith, Vixen & Tuscan . Classic & Sportscar, issue 1271989, p. 43.
  2. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 15.
  3. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 78.
  4. ↑ Oliver Winterbottom: A Life in Car Design: Jaguar, Lotus, TVR. Veloce Publishing, 2017, ISBN 978-1-78711-035-9 , p. 78.
  5. ^ A b Matthew Vale: TVR 1946–1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 , p. 140.
  6. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 77.
  7. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 30.
  8. ↑ a b c d Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 26.
  9. ↑ a b c d e f g Overview of the TVR Wedges on the website of the TVR Car Club Deutschland (accessed on May 6, 2019).
  10. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 28.
  11. ↑ a b c d Alastair Clements: Blackpool Peers. History of the TVR brand. In: Classic & Sports Car. 1/2007.
  12. ↑ a b Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 167.
  13. ↑ Mike Lawrence: A to Z of Sports Cars 1945–1990. Bay View Books, 1996, ISBN 1-870979-81-8 .
  14. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 43.
  15. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 63.
  16. ↑ a b Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 55.
  17. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 75.
  18. ↑ a b c d Oliver Winterbottom: A Life in Car Design: Jaguar, Lotus, TVR. Veloce Publishing, 2017, ISBN 978-1-78711-035-9 , p. 79.
  19. ^ Rainer W. Schlegelmilch, Hartmut Lehbrink: English sports car . Könemann, Cologne 2001, ISBN 3-8290-7449-2 , p. 396.
  20. ^ A b John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 76.
  21. ↑ Oliver Winterbottom: A Life in Car Design: Jaguar, Lotus, TVR. Veloce Publishing, 2017, ISBN 978-1-78711-035-9 , p. 87.
  22. ↑ a b c Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 25.
  23. ^ CR: The TVR 3000M Road Test . In: Motorsport Magazine. September 1973, p. 1066 ff.
  24. ^ Matthew Vale: TVR 1946-1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 , p. 144.
  25. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 34.
  26. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 77.
  27. ^ Matthew Vale: TVR 1946-1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 , p. 149.
  28. ^ Rainer W. Schlegelmilch, Hartmut Lehbrink: English sports car . Könemann, Cologne 2001, ISBN 3-8290-7449-2 , p. 398.
  29. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 143.
  30. ^ A b John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 94.
  31. ^ A b Matthew Vale: TVR 1946–1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 , p. 150.
  32. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 29.
  33. ^ Rainer W. Schlegelmilch, Hartmut Lehbrink: English sports car . Könemann, Cologne 2001, ISBN 3-8290-7449-2 , p. 397.
  34. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 83.
  35. ^ Matthew Vale: TVR 1946-1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 , p. 154.
  36. ^ Matthew Vale: TVR 1946-1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 , p. 56.
  37. ^ Rainer W. Schlegelmilch, Hartmut Lehbrink: English sports car . Könemann, Cologne 2001, ISBN 3-8290-7449-2 , p. 398.
  38. ^ Matthew Vale: TVR 1946-1982. The Trevor Wilkinson and Martin Lilley Years. The Crowood Press, Ramsbury 2017, ISBN 978-1-78500-351-6 , p. 159.
  39. ↑ a b Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 38.
  40. ↑ Giles Chapman: TVR 390SE. In: Motorsport Magazine. Issue 5/1985, p. 80 ff.
  41. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , pp. 48 f.
  42. ↑ Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , pp. 43 f.
  43. ↑ a b Ralph Dodds: TVR. Cars Of The Peter Wheeler Era. The Crowood Press, Ramsbury 2015, ISBN 978-1-84797-997-1 , p. 49.
  44. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 96.
  45. ^ A b John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 98.
  46. ^ Rainer W. Schlegelmilch, Hartmut Lehbrink: English sports car . Könemann, Cologne 2001, ISBN 3-8290-7449-2 , p. 399.
  47. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 97.
  48. ↑ Image of the 420 Sports Saloon on the website of the TVR Car Club Deutschland (accessed on May 10, 2019).
  49. ↑ a b Matt Bird: TVR 'White Elephant' at the Classic Car Show. pistonheads.com, August 15, 2016, accessed May 10, 2019 .
  50. ^ John Tipler: TVR. Sutton Publishing, Strout 1998, ISBN 0-7509-1766-0 , p. 102.