New TVR Griffith | Photos | Prices | Specs | CAR Magazine
Like his previous Dellow- based racers, the TVR chassis was clothed with an Meanwhile, the factory was unable to meet demand and dealer interest faded. The new TVR Griffith, shot for CAR magazine by Charlie Magee million loan to incentivise the factory upgrade - but to meet EU rules, Life's about timing, and TVR needed an affordable high-performance chassis concept. Classic TVR Chimaera with chassis refurb and new ou for sale in very well known to Dan Taylor at Taylor TVR and I am happy to meet there and put the .
AME also uses special tie-rod ends that better match theoretical bump-steer models. Next on the agenda was building the frame to connect the front and rear clips, with John Schiess of Custom Built Machines in Chatsworth, California, undertaking the task.
Tying It All Together It then became incumbent to tie the front and rear clips together, which lead to a chassis design that blends the original TVR design with contemporary technology. It incorporates basic 2 x 4 x. The rollcage is designed to be completely removable, and utilizes a network of billet-steel connectors that are welded to the frame.
This baby should be rock-solid! A few other features have been incorporated into the chassis design. Secondly, from the front suspension forward, the framerails will transition into 2 x 2-inch extension that extends into the nose.
The front clip was modified to serve as a mounting point for the tilt nose and swaybar-pillow blocks. A crossbar will be added as part of the radiator core support. Looking At The Numbers There are three other important considerations that should make T-Rex a formidable competitor on the track: By way of comparison, the upcoming TVR Griffith — also 5.
T-Rex will likely weigh in the neighborhood of 2, pounds, which would be a distinct performance advantage. VariShock double-adjustable coil-over units are employed on all four corners. T-Rex will be baselined with a spring rate of pounds-per-inch.
Given the variety of venues T-Rex will compete at, double-adjustable shock absorbers are an important asset. Adding The Shocks Shock absorbers are an important element in the configuration of any chassis.
Project T-Rex Update: New Chassis And Suspension
Differences such as how the spring is mounted installation motion ratioweight, chassis stiffness, and other factors are weighted to determine the baseline. But at this stage, T-Rex is far from complete.
Interestingly enough, both Matt Jones, the lead engineer at Art Morrison Enterprises who designed the suspension, and Chris Alston who manufactures VariShocksboth arrived at a pound-per-inch of travel baseline rate as the optimum starting point totally independent of one another.
When designing the chassis, the criteria was to have 6-inch ground clearance from the bottom of the frame rails, with those items hanging below the rails bellhousing, exhaust, etc. The VariShock uses Com-8 Teflon-lined bearings. Determining Installed Height After doing the math it was determined that the shocks needed a inch installed height in front and This includes the top mount style, hardware, travel length, shock-body style, valving, base style and hardware.
Add the aforementioned coil springs to the mix, too. VariShock catalogs eight different shock lengths, with the shortest having 2. This would provide a ride height from 9.
The longest shock body available has 9. For T-Rex, a shock with 4. The seats are very Gordon Murray — to save weight the adjustment is manual, without a single motor — and very TVR, with a four-point harnesses seatbelts are an option. Gordon loves small, light cars but sports cars have grown over the years.
One fairly retro proposal was developed to an advanced stage before being binned. Edgar cites the timeless good looks of the Griffith and the later T as inspirational machines. Elements of the design were further honed as the new Griffith was scaled up from one-third to full size, and it was a 1: Of those, five were Sagaris owners expecting something wilder.
The man artfully blends the roles of salesman, creator and kid on Christmas morning. His enthusiasm is infectious, his clarity of thinking striking. I was a little worried that, with the introduction of the Mustang in Europe, Ford would be reluctant to help. We have the powertrain installed in a Cerbera mule, and at Dunsfold it blew past a standard Cerbera like it was standing still.
The two men grin like schoolboys. With our kerb weight that should be really strong. Brakes are AP; huge ventilated discs with six-piston front calipers. Between double wishbones all-round sit gorgeous Nitron spring and damper units. The other is its exhausts.
Sportmotive - Staffordshire's Independent TVR Specialist
Cooling, clearly, will be a challenge. The car has to be able to cope. At speed, high-pressure airstream is drawn down through these to the exhausts and,4 encouraged by the low pressure under the car, down out of the body. At low speeds and at a standstill the exhausts simply vent directly upward through the same apertures, assisted by the inarguable truth that hot air rises. The sills are wafer-thin compared to those of a Lotus or a McLaren.
The non-structural roof spars can be removed without fuss for the convertible, likely the next derivative. A track-ready version should follow. Rigidity, though, is comparable.TVR Unofficial Blog - Gordon Murray Design, the iStream Chassis
A switch to aluminium for the structure will reduce weight by a further 30 per cent. If Edgar, Murray and Coppuck have anything to do with it, the build quality will be up to scratch too. The fit and flush we had on the first SLRs was poor by comparison. Fuzzy sweatband-like belt-buckle protectors strive to stop inadvertent marks to the paint, whose incredible finish has asked for no fewer than six top coats.