Stephen,
Actually there was little to no frame strengthening, the early cars
like
my Griff "017" were "pounded" down on the chassis near the starter so it
would fit. The frame was a little stressed, but was more a victim of
rust than the V8. The early cars tended to ruin halfshafts/u-joints but
the BMC diff usually died from severe usage. But 0-60 times of 4 secs
or less were possible with a HiPo 289, BMC's 3.91 rear and a curb wt.
of under 1950 lbs.!
Talking to Gerry Sagerman he noted they were always banned due to the
limited production, not a safety issue. The one quote that always annoys
Griff owners comes from David E. Davis (Automobile Mag.)and he says how
"dangerous they are and pivot around on their front wheels" (due to the
V8 sitting up there). That partial quote points out that he must have
never opened the hood on a Griff, lest he note that the front pulley
sits at least 4" BEHIND the "front axle".!
Anyway, I'm happy with my later Tuscan that got a little more refined,
but picked up a couple hundred pounds wt.
Bill
79 TVR 3000s
68 TVR Tuscan SE
64 TVR Griffith 200
"Hill, Stephen M EDUC:EX" wrote:
>
> The following email reminded me of a question I intended to ask a while ago.
> When the Ford V8 was installed in the Griffith, did they reinforce the frame
> in anyway?? The reason I ask is I was talking to someone who told me the
> cars were so dangerous they were banned from some kinds of racing in the US.
> Was this because the frames broke??
>
> Stephen
> TVR 2500
> > ----------
> > From: Dr John Upham[SMTP:webmaster@ukmotorsport.com]
> > Reply To: webmaster@ukmotorsport.com
> > Sent: Wednesday, June 28, 2000 4:26 PM
> > To: Skip Gurnee
> > Cc: Hill, Stephen M EDUC:EX; 'TVR mailing list'
> > Subject: Re: Tuning 2500
> >
> > Skip Gurnee wrote:
> >
> > >
> > > Hmm-forward holes for the steering rack? In mine, it caused the
> > > steering arms to be angled much too far to the rear, maybe 20 degrees!
> > > Bump steer was minimized by moving the rack vertically, not
> > > horizontally.
> >
> > This is correct: bump steer is cured by moving the rack vertically.
> >
> > Could there be differences in frames???
> >
> > I doubt it at least the chassis are the same for various Vixens where
> > the
> > rack mounts but there are some other wierd differences occasionaly.
> >
> > Regards,
> >
> > JU
> >
> > > Best,
> > > Skip
> > >
> > > Dr John Upham wrote:
> > > >
> > > > Skip,
> > > > How much space frame twist is there with 230bhp (although the
> > > > torque figure is more relevant)?
> > > >
> > > > I'd guess most of the twist is in the middle section but a decent
> > > > roll cage should stiffen it up properly. I assume you do have
> > > > a roll cage rather than just a roll hoop?
> > > >
> > > > Whilst I''ve been rebuilding my Vixen S3 I've bought an Impreza
> > > > WRX which is quite amusing but not as much fun as the TVR.
> > > >
> > > > Where do you get your BDA parts from?
> > > >
> > > > Regards,
> > > >
> > > > John Upham
> > > >
> > > > Skip Gurnee wrote:
> > > > >
> > > > > Steve-
> > > > > Dare I quote the old adage about "speed costs money how fast, etc.?
> > The
> > > > > money you spend will be somewhat dependent on your plans for the car
> > and
> > > > > how long you intend to keep it. If it's a lifelong venture like my
> > > > > Vixen, then do whatever you want without regard to resale value. If
> > you
> > > > > have thoughts of selling it someday, then I second Bob's vote about
> > > > > changing engines. I also second Will's thoughts about other
> > > > > modifications required. My car is running a 230hp Cosworth BD
> > engine,
> > > > > and EVERYTHING has been changed in the suspension and drive train to
> > > > > support it. The total cost is several times what you're
> > considering.
> > > > > The TVR can handle 175hp, but the drive train will see a large
> > > > > percentage increase in stress, with consequent increase in breakage
> > > > > possibilities. The mods on my car didn't come all at once; they
> > came as
> > > > > a result of fixing the "next weakest link".
> > > > > By the way, the money and frustration are forgotten when the car
> > stays
> > > > > together and you win.
> > > > > Best,
> > > > > Skip Gurnee
> > > > > 1970 Vixen S2 LVX14704
> > > > >
> > > > > "Hill, Stephen M EDUC:EX" wrote:
> > > > > >
> > > > > > I have been researching what can be done to warm up my stock TR6
> > engined
> > > > > > 1972 TVR, which as folks know is only 106 hp stock. I have triple
> > webers on
> > > > > > it, a header, and I am acquiring pieces and info to go the rest of
> > the way.
> > > > > > The more research I do, the more I realise how difficult and
> > expensive it
> > > > > > will be to get a realiable 175 hp out of it, and I am wondering if
> > I will be
> > > > > > happy with that amount of hp. Perhaps I should go the Rover
> > aluminum V8
> > > > > > route, or maybe a late Ford 5.0 litre mustang setup. I figure if
> > I dump
> > > > > > $3000 into the TR6 engine and am not happy with the results, I
> > will be
> > > > > > pissed off. I am also starting to realise that the car would be
> > worth more
> > > > > > for resale with a V8 than with with a hot TR6 engine. Comments??
> > > > > >
> > > > > > Stephen
> > > > > > 1972 2500 TVR
> > > >
> > > >
> > > >
> > > > --
> > > > Dr John Upham, The UKMotorSport Index,
> > > > http://www.ukmotorsport.com/, webmaster@ukmotorsport.com,
> > > > Voice: +44 (0) 976 634 053 (W), Voice: +44 (0) 125 287 2551 (H),
> > > > Voice: +44 (0) 976 634 053 (M)
> >
> > --
> > Dr John Upham, The UKMotorSport Index,
> > http://www.ukmotorsport.com/, webmaster@ukmotorsport.com,
> > Voice: +44 (0) 976 634 053 (W), Voice: +44 (0) 125 287 2551 (H),
> > Voice: +44 (0) 976 634 053 (M)
> >
> >
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