In this article, I offer a nostalgic look at the Sunbeam Tiger Mark 2, one of an elite group of classic cars, built from January to June 1967.

Sunbeam tiger sign 2

When the Mark 1A was discontinued in December 1966, it was succeeded, a month later, by the Sunbeam Tiger Mark 2 sports car.

The main feature of this model was the engine, which was a bored version of the 260-cubic-inch engine with a longer stroke.

The revised engine, now with a displacement of 289 cubic inches (4.7 L), developed 200 hp at 4,400 rpm.

Other characteristics of the Mark 2 include:

• A new “eggcrate” grille design, consisting of horizontal slats instead of a single horizontal bar, was the defining feature of the Mark 2
• The chrome band and tiger insignia on both wings have been removed and replaced with a stainless steel mould

In essence, aside from the larger engine and redesigned grille and speedlines, the Mark 2 sports car was very similar to the Mark 1A.

The new model, not available in the UK, was marketed specifically for export to the US, where it was named the Tiger 2.

By this time, the Rootes Group had been acquired by Chrysler, and the badge displaying “Powered by Ford 260” had been replaced with a badge saying “Sunbeam V8”.

Featuring a 289-cubic-inch engine, and being produced in small numbers, the Mark 2 was probably seen as the most favourable.

Although it still retained the Ford twin-choke carburetor, the Mark 2 differed from its predecessors in the following way:

• The compression ratio has been increased from 8.8 to 9.3:1
• Improved valve springs to eliminate the problem with the 260-cubic-inch engine
• Engine oil cooler
• The dynamo was replaced by a generator
• Larger, hydraulically operated, single dry plate handle
• Wider gear ratios
• Redesigned rear axle
• Chrome strips down the side have been replaced by speed strips
• The radiator grille has been modified
• Remove the headlight covers

The Tiger’s cramped engine compartment created a number of problems, including:

• The spark plugs on the left side were accessed only by means of a hole in the diaphragm covered by a rubber plug
• The oil filter should be repositioned from the bottom left of the block to the top on the right, behind the alternator

The Mark 2 sports car was phased out in June 1967 after only 536 units had been built.

This means that a total of 7,085 Sunbeam Tigers, covering Marks 1, 1A and 2, were produced in approximately three years.

Replica tigers

During the 1970s, there were many inexpensive used Alpines that allowed individuals and others to turn them into Sunbeam Tigers.

The problem at the time was how to identify these conversions.

The solution was the International Registry of Sunbeam Tigers which keeps data on every real tiger, such as engine/chassis number and current ownership, where known.

Furthermore, the Sunbeam Tiger Owners Association used a unique method in which the body shell was studied in order to determine the tiger’s collecting techniques.

The result was that once the car was verified to be an authentic Tiger, a permanent, non-removable registration tag was attached to an unobtrusive body panel.

The end of the tiger

By 1964, the Rootes Group’s financial situation had become very precarious.

At the same time, Chrysler was looking to strengthen its position in Europe and therefore, in June 1964, acquired a non-controlling interest in Rootes.

By 1967, the UK government allowed them to acquire a full controlling interest.

One engine the Rootes group considered for the Tiger was GM’s proprietary 3.5-liter aluminum V8.

However, this option was removed when Rover took over the engine.

After the acquisition, Chrysler’s plan was to install a 273-cubic-inch V8 in the Sunbeam Tiger, as it had already been used in Dart and Barracuda saloons.

Unfortunately, they encountered the following problems:

• Their own small block 273 cubic inch, V8 engine would not fit in the Tiger’s engine bay because the distributor was in the back, while the V8 was in the front
• The big block V8 had a splitter up front, but it was too big

Realizing that it would cost too much to modify the Tiger’s engine bay to accept the 273 cubic inch V8, Chrysler decided to phase out the Tiger once the existing inventory of Ford V8 engines was depleted.

Meanwhile, Chrysler added its own logo to existing vehicle badges, and removed all references to Ford in its sales literature.

Thus, the last Sunbeam Tiger Mark 3 sports car was assembled by Jensen on June 27, 1967.

Tiger Racer

In 1964, three highly modified production Tigers were fitted with fastback bodies made by LIster Cars, best known for the Lister Jaguar, and entered the Le Mans 24 Hours, where they were timed at over 160 mph.

Based on the Alpine Series 4, Carroll Shelby was asked to build a Tiger racing car, which duly won the SCCA (Sports Car Club of America) Class B Championship in the 1964 Pacific Coast Championship at Willow Springs, defeating Jaguars, Stingrays, and Cobras.

Later, the car was reassigned to the Hollywood Sports Car Dealership.

In 1965, her first race with them was the Santa Barbara Road Race, in which she won the Class B.

Later that year, she finished third in the center’s Pacific Coast Division.

It was also raced on drag strips and, for two years, held the American Hot Rod Association national title.

She got into European rallies, finishing in the top three at the 1964 Geneva Rally.

In the 1965 Monte Carlo Rally, two tigers were entered, finishing fourth and eleventh.

By 1966, after the Acropolis Rally in which it took first place in its class, the sports car was no longer entered in off-road competitions, since its low body was not suitable for these conditions.

This marked the end of the Tiger Mark 2’s Sunbeam

This stroll down memory lane may have answered or at least shed light on a possible question:

Which Sunbeam sports car is it for you favorite?

However, if this question remains unanswered, I will review, in some detail, in future articles within this site, the full range of Sunbeam sports cars that appeared in the memorable era from 1948 to 1967.

I hope you’ll join me on my nostalgic travels “down sports car memory lane”.

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They are Sheryl Coles, Kelly Brooks, Liz Hurley and Sienna Millers of Sports Car Design.

They are TVR…….the pinnacle of great British sports car engineering.

Forget the other comparisons to what’s great in Britain, like fish chips and roast beef, cream tea and a pint in a British pub: we’re talking about desire; We’re talking strong. We talk very sexy…..but we don’t talk dirty.

We talk great. We’re talking EXCLUSIVELY we’re talking decent and we’re talking about a date you want to keep with your next dream car.

TVR brand has become a legend in recent years. Since production ceased in 2007, the brand has been linked to many piston head rumors and the former TVR management team; Russian billionaires Two American entrepreneurs want to start production in Orlando from 5,000 units per year and former managing director of TVR David Oxley.

All I can say is “keep watching”.

TVR is in the hearts and minds of thousands of enthusiasts and owners, and the demise of its manufacture is only temporary.

Aspiring owners can secure these exciting beasts online and from reputable TVR distributors in the UK.

Parts, service and after-sales support are guaranteed through the supply line of genuine dealerships, and the cars and brand remain a favorite dream of motorists.

When it comes to talking about individual models, I’m in my element, and can wax lyrical about their specs and defining characteristics.

The word that best sums up TVR’s famous Chimaera is……. effortless. Propelled by the legendary TVR, the development of the Rover V8, 4.5-litre [285bhp] The motor can take this beauty from 0 to 60 mph in 4.7 seconds and propel you from 0 to 100 mph in 11.2 seconds. With a top speed of 160 mph, you may not be in the fastest car on the road, but you’ll know you’re driving a fun car. The large-bore stainless steel exhaust system delivers a great V8 sound and is optimized for maximum performance.

Aesthetically, the Chimaera is a nice build that’s enhanced by 15 inches in the front and 16 inches in the rear. One look at the cockpit shifts… seduction on the horizon. 350mm leather-wrapped column-mounted adjustable steering wheel: everything about the dashboard design tells you, ‘I’m British and proud of the fact’.

The Tamara from TVR is a fully convertible, 2-seater, 3.6L straight, 6 rear wheel drive sports utility vehicle for fun-loving motorists. It accelerates from 0 to 60 mph in 4.4 seconds, and can reach 100 mph in 9.5 seconds and has a top speed of 175 mph. TVR’s Tamora has the power and speed to entertain and exhilarate sports car enthusiasts.

Specs include ambient air temperature, alarm, immobilizer, remote window shut-off, radio/CD with removable face, usual bag of goodies like stainless steel exhaust, 16″ alloy [or Anthracite or Silver] High-end wheels and finishes throughout.

The 2-door, 4-seater TVR coupe – with integrated roll cage – gives an extra dimension for the passionate and patriotic British sports car enthusiast in interior space, as well as luxurious power and comfort. Cerbera is certainly a first-rate action to follow, if you’re trying to play catch-up on the open road. that it

4.2 liters [360bhp] The V8 will take you from 0 to 60 mph in 4.2 seconds. You can quickly reach 100 mph from a standing start in just 9.9 seconds and continue up to a top speed of 180 mph.

Not forgetting the larger 4.5-liter Cerbera sister, it can give you a real adrenaline rush by reaching a top speed of 195mph. Both have lavish interiors with all the faults associated with advanced TVR engineering, along with ice detectors, power windows, remote window closing, alarm and engine immobilizer.

These kids are real imitators and from behind might be mistaken for a Jaguar coupe, but not by a TVR connoisseur.

How can I not get excited at the mention of the Tuscan TVR?

In one word………. sedition.

TVR offered a two-seat, straight-6, alloy engine with rear wheel drive. The larger Tuscan S offers a 3995 cc engine that will deliver a top speed of 195 mph. The Tuscan displays 18-inch alloys and looks like a beast for a child to handle, but it drives like a dream. From the moment you feast your eyes along the front of her plunging hood and towards her seductive eyes,[gas discharge headlights on full beam]Your heart will start racing in unison with its 390 horsepower engine.

Everything about the Tuscan S says minimalist design meets exquisite British engineering: Inside the cabin, the machined aluminum finish makes up for the cockpit interior and the innovative steering wheel design is like a deep British axiom…….. it’s gorgeous. He’s talking to you, saying…

How could anyone resist her vibrant charm and strength?

No TVR’s prestigious range of classic sports cars and coupes would be complete without the T350, a two-seat, 3.6-liter straight-6, with rear-wheel drive. Its adorable little looks are deceiving, and it shouldn’t fool motorists as it packs incredibly responsive performance. Any sporting animal that hits 60 mph from a standing start in 4.4 seconds is a T350 tiger waiting to be tamed. With its sexy racing seats and interior, the T350 has something extravagant about its demeanor.

The 18-inch alloys give it striking stature and a dagger that no testosterone petrol head can ignore.

Pull up at the bus stop in this spacious mall and the amazingly attractive girl who drives in front of you every day will have you drooling and won’t be able to resist your cute offer………

“Care for an elevator to town on my TVR?” You ask.

There is a short pause – which to you seems like an eternity – and then you respond…

‘I would have preferred the Tuscan S which is first class work and sums up the TVR’s pulsating performance values’.

You confidently answer: “You are the representative of the class in this conversation, cool.”

“In that case, I know you are a gentleman and the T350 will not undermine my status in front of all my co-workers.”

You lean in, open the door, and insert the girl of your dreams. You’re in heaven and the T350 purrs like a babe by your side as you smoothly accelerate away.

Only if….? Only if….?

If only a dream could come true, like buying a classic TVR?

For every motorist today, your dreams can soon become a reality, when looking for a special TVR sports car.

Internet-savvy motorists will have no problem finding a used classic online.

Upload your specs – which doesn’t have to include the owner should look like Kelly Brook – and before you know it TVR is at your fingertips. Don’t forget to select the model, engine size, color preference, mileage and budget parameters; It will reduce disappointments in response.

Girls may prefer the Griffith 500 with its more compact and good looks. Don’t be fooled by a false sense of security because – once again – TVR has hidden a 5-liter, 90-degree V8 monster under the hood. It will propel you from 0 to 60 mph in 4.1 seconds and reach 100 mph [from a standing start] within 10.5 seconds. Offering a top speed of 167 mph, you know your natural feminine charm may be outweighed by a sudden impulse to become virile and aggressive………and forget the lady in you, in your zeal to impress the lavish!

There’s a touch of sophistication about the Griffith 500’s walnut instrument panel, leather steering wheel, mohair soft top, stainless steel exhaust, tinted glass, and alloy accents. It vibes positively – even when parked – by deflecting envious glances from jealous motorists.

Let temptation take over your leadership aspirations.

Don’t take the practical route by evaluating all the reasons why TVR isn’t your bag. Do you want to be another boring kid or be a “soft guy”?

Avoid driving to your nearest Ford or Vauxhall franchise dealer and have your average family car checked out.

“Have some faith,” Oddball said in Kelly’s Heroes. “Always with negative vibes, have some faith.”

It’s your turn to have more than a little faith and fun by trusting your better judgement….and your gut instinct.

Do some searching online to find the TVR of your dreams. Look out for this sexy design. Find your very own Sheryl Cole car or a Liz Hurley sports car that looks like it. It’s there waiting for you.

Driving can be fun and exciting for everyone.

It could be in a cool sports car like the beautiful British TVR.

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In this article, I offer a nostalgic look at The TVR Sports Car, one of an elite group of classic cars, which were manufactured from 1958 to 1992+.

TVR was founded in 1947 by Trevor Wilkinson.

In 1956, TVR began producing its own glass-reinforced plastic (GRP) body shells, in addition to the chassis. Within two years, the Grantura’s groundbreaking design was born.

TVR Scholarship

The TVR Grantura Series 1 was launched in 1958. It used a GRP die-cast steel body, with a 1.1-litre Coventry Climax engine.

Series 2, launched in 1960, offered various engines, including the MGA engine, and integrated rack-and-pinion steering.

The 3 Series, introduced in 1963, used either the 1.6-liter or 1.8-liter MG engine. Vixen succeeded in Grantura.

TVR Griffith 200

In 1963, the TVR Griffith 200 sports car was introduced. It was, essentially, a TVR Grantura Series 3 in which the 1.8-litre MGB engine was replaced by a 4.7-litre Ford V8, the same unit found in the AC Cobra.

The demand for this competitor to the Cobra was such that TVR was inundated with orders.

TVR Griffith 400

In 1964, the TVR Griffith 200 was replaced by the TVR Griffith 400 sports car. Like its predecessor, it was a two-seater coupe. It used the same engine, but had a higher top speed due to the increased gear ratio.

As a result of a prolonged pavement strike in the US, by 1967, 59 Griffith 400s and 10 Griffith 600s had been built, with the newer body design.

TVR Tuscan

The TVR Tuscan sports car, introduced in 1967, was a two-seater stationary coupe.

The V8 version used the same 4.7-liter Ford V8 engine as in the Ford Mustang.

By 1970, since only 72 Tuscan V8s had been built, they were replaced by the Tuscan V6 sports car, which used Ford’s 3-litre V6. When production ended in 1971, TVR Vixen succeeded him.

The TVR Vixen was developed from the TVR Grantura, and was introduced in 1967. It used a 1.6-liter, 4-cylinder Ford engine. The fiberglass structure is built on a tubular frame.

TVR M Series

To replace the TVR Vixen and TVR Tuscan models, TVR M Series sports cars were launched in 1972. They used a glass-reinforced plastic body on a metal chassis. The series included the 1600M, 2500M, 3000M, 3000S and 3000M Turbo.

In 1974, the 2.5-litre Triumph engine in the TVR 2500M was replaced by the 4.7-litre Ford V8 as used in the TVR Griffith 200.

Hence the TVR 5000M was born. Only a handful were built due to a fire at the TVR factory in 1975.

TVR Tasmin

In 1980, TVR Tasmin, also known as TVR 280i, was introduced. It was wedge-shaped, and was available as a two-seat convertible, as well as a two-seat and 2+2 fixed-head coupe.

The Tasmin 280i used a 2.8-liter Ford V6 engine, while its cheaper counterpart the Tasmin 200 used a Ford 2-liter 4-cylinder engine.

The Tasmin wedge shape was not well received, and sales were poor.

Based on the Tasmin 280i, the Tasmin 350i sports car appeared in 1983. Variants of the 350i included the following:

• 3.9-liter 390i
• 4.0 liter 400SE
• and the fierce 4.5-liter 320-hp 450 SE

TVR S Series

In 1987, TVR introduced the S Series. This saw a move away from the wedge shape to the traditional TVR design incorporating curves.

The V6 S series used a Ford V6 engine, while the V8 S series used a modified 4-liter fuel-injected Rover V8.

The TVR 2-litre V8 S series was a supercharged version of the V8 S. It used a modified 3.5-litre Rover V8 engine, with a sub-1998 cc displacement, along with fuel injection and a supercharger. They were two open seats.

The TVR Griffith 500

In 1992, the V8 S series was retired and replaced by the TVR Griffith 500 sports car.

Like the Griffith 200 and 400 of the 1960s, it was a lightweight, fiberglass, two-seater. At first I used the 4 liter Rover V8 engine which can be easily increased in capacity.

All use a five-speed manual transmission. The interior design was of a high standard. Production ended in 2002.

TVR Chimaera

Also in 1992, the TVR Chimaera sports car was introduced. It was a two-seater convertible and, like the Griffith, used the same lineup of Rover V8 engines.

It was designed for long-distance driving, and so was more spacious internally, and its suspension was less stiff than the Griffith’s.

Engine specifications were in line with Griffith’s, although there were minor top speed improvements.

This marked the end of the classic TVR sports car

After 2000, TVR has produced a number of exciting sports cars which, unfortunately, are beyond the time frame of this review.

This stroll down memory lane may have answered or at least shed light on a possible question:

What a TVR sports car it is for you favorite?”

However, if that question remains unanswered, I will review, in some detail, in future articles within this site, the full range of TVR sports cars that appeared in a memorable era spanning from 1958 to 1992.

I hope you’ll join me on my nostalgic travels “down sports car memory lane”.

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The performance is exciting, and depends on how much power you want. The most powerful Brooke Double R – 300 hp – has a 0-60 mph time of 3.2 seconds, while the 260 hp will get you to 60 mph in less than 4 seconds, and all the excitement that comes with that performance. To match it, you’ll need a Noble M400 or Porsche 911 Turbo.

Clearly, the Brooke Double R is a real firework. The fact that the top speed is only 155 mph—the same speed many supercars are electronically limited to—isn’t the truth. Acceleration, braking and cornering is what gives the real thrill of driving fast, and you will get it here.

Most of these open-wheel vehicles have front-wheel drive, but the Brooke Double R has a mid-mounted 2.3-liter Cosworth Ford engine that develops 190, 260, or 300 hp depending on your choice. It’s just like a scaled-down version of a mid-engined race car, just a little wider for two people.

optimal weight distribution

For near perfect weight distribution, the motor is mounted front and rear rather than transverse. With the engine mounted across the frame in unit with the transmission, you get a little extra weight in the rear. On the other hand, with the engine in front of the transmission, you get better weight distribution and a slimmer body—just what the guys who designed the Brook Double R wanted.

Five-speed transmission

To make this work, they had to find a good transmission at a realistic price. Brooke opted for the Renault’s five-speed unit, as a six-speed would have cost much more. You might think a six-speed box was mandatory these days, but that’s not the case for road use. With five well-chosen ratios, you can get the same performance as with a six-speed, which often has very high gears in the upper two or even three gears.

The car is encased in a sleek, simple bodywork with a small wrap-around windshield, and bike-type fenders—it looks just like a 1960s race car. The headlights are hidden and manually raised. Everything is nice and simple.

The cockpit is like a racer, too

The cockpit is also simplicity itself – not at all quiet on the spot! You sit behind a small Momo steering wheel, with a flat bottom section, and a large rev counter tucked into an instrument cluster on one side. The gear lever is on the other side of the normal position – like in old racing cars – and on right-hand drive cars it is on the right and vice versa.

There’s a neat pedal box with pedals flush to the floor – as in the best cars – and a simple, molded seat.

You can have a very low windshield or a little taller. Both are still low with no room for the wipers – they really are wind deflectors to look at. Choose the lower helmet, and you’ll want to wear a helmet at speeds over 75 mph, despite the dual headrests.

Cosworth Ford up to 300 hp

When choosing a Cosworth-Ford engine, Brooke went for quality and ease of obtaining parts for maintenance. Cosworth supplies a range of Ford tuned engines, which have been tuned to provide the durability needed to produce power, and as they are in-line four-cylinder units they are compact.

The base model comes with 190 horsepower, then you can move up to 260 horsepower at 7,500 rpm with 200 lb-ft (271 lb-ft) of torque at 6,100 rpm, or you can get all-out power with the 300-horsepower unit.

Suspension and steering are on classic lines, with double wishbones front and rear, from the aileron section because they need to glide through the air, with aluminum alloy uprights. Coil springs and adjustable dampers are fitted front and rear.

Buy a 190hp Brooke Double R and you’ll spend around $50,000 (£27,995) but if you want a crazy version with the potential to lose your 300hp license, you’ll need to shell out around $70,000 (£36,995). It will help if you live where there is a lot of sunshine and not much rain!

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From classic to modern

The Car

The first Aston Martin sports car appeared in 1914.

In 1939, the Aston Martin Atom, a two-door, four-seater, was introduced, powered by a 2-litre, four-cylinder, SOHC engine, with two Zenith carburetors.

In the early 1940s this unit was replaced by a 2-liter, four-cylinder, OHV engine with two SU carburettors, and a 7.25:1 compression ratio.

Linked to a four-speed semi-automatic gearbox, this engine developed 90 horsepower at 4,750 rpm.

There was independent front suspension, and leaf springs at the rear using Armstrong hydraulic shock absorbers. Corn production ended in 1944.

In 1947, it was decided to design a new car, but by then the company was experiencing financial difficulties, and required an infusion of cash.

History says that when industrialist David Brown drove the Atom in 1947, he was so impressed that he bought Aston Martin, having already acquired Lagonda.

Using the Atom as a basis, David Brown felt that a convertible or drop-head coupe variant, with its long, sweeping body design, would be the most suitable shape for the new car’s production.

To withstand the additional stresses encountered by removing the roof section, the structure would require further reinforcement.

Although larger, alternative, twin-cam six-cylinder engines were available from the Lagonda, it was decided to retain the same 2-litre unit, as used in the Atom, and mated to a four-speed manual, all-synchronizer David Brown gearbox.

It had a steel body, with a very distinctive three-part grille, on a steel frame, with a curb weight of 1140 kg.

It used 12-inch Girling hydraulic disc brakes all around on 16-inch rims, with worm and drum steer.

An interesting design feature was a compartment in one of the front wings for storing the spare wheel.

Branded as Two Liter Sports, the new sports car was launched at the 1948 London Motor Show, where production continued until the introduction of the DB2 in 1950, at which point the car would take the alternative name Aston Martin DB1.

Unfortunately, a heavy two-seater, head-shaped body, and engine of only modest output made for a weak car, which was reflected in the fact that only 13 units of the DB1 were built.

Furthermore, the chassis was only suitable for limited production, which meant that the car was very expensive to produce, and therefore not a profitable venture.

Aston Martin Convertible Resort

Prior to the launch of the DB1 sports car, it was decided, as a means of comprehensive testing of the chassis and engine, that the car should be entered in the 1948 Belgian Spa 24 Hour race.

The existing body was replaced by a special edition based on a small two-seat convertible.

As a result, the car won the race outright, and was duly classified as a Spa car.

After the race, this car was rebuilt and displayed alongside the DB1 at the 1948 London Motor Show.

However, this single Spa version, as it was known, failed to generate enough interest to warrant actual production, and was subsequently displayed at the Dutch Motor Museum.

a race

The market in which Aston Martin was offered included the following sports cars: Triumph 2000, Cisitalia 202 SMM Spider Nuvolari, Bristol 401 and Maserati A6.

This concludes our Aston Martin DB1 Sports Car review.

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In this article, I offer a nostalgic look at the Lotus Eclat, one of the elite group of classic cars, which was manufactured from 1974 to 1982.

In the basic design of the Eclat, Colin Chapman decided to include an element of practicality in this affordable four-seater.

The car’s origins were firmly rooted in the Lotus Elite Mark 2, which was phased out in 1983.

Thus, it had a rear body design, which represented a more practical solution for storage in the trunk.

In 1973, when the Elite was in its prototype stage, the GRP bodywork was restyled in such a way that the front of the Elite was retained, but included a sloping roofline that blended seamlessly with the fastback’s tail in traditional hatchback form.

This creation was initially designated the Elite Coupe, but was later renamed the Eclat.

The car was launched in October 1975, and production continued until 1982.

It was offered in a number of versions, such as the basic 520, which used an aluminum, double overhead cam, 4-cylinder, Lotus 907 engine, mated to a four-speed gearbox from the Ford Capri saloon, and a higher final drive ratio than that used in the Elite.

However, in the 522 version, Ford’s gearbox was replaced with a five-speed from the Austin Maxi saloon, and it was better equipped, with luxuries such as air conditioning.

The Eclat was a front engine, rear engine, three-door, 2+2, fixed head coupe.

The Series 1 Type 76, introduced in 1974, was powered by the 1973 cc, Lotus 907 engine, which developed 155 bhp, as used in the Elite Mark 2 Type 75, and fitted with a Stromberg CD2 SE carburetor.

The Series 1 model was phased out in 1980, replaced by the Eclat Series 2 Type 84, which featured the larger 2174 cc engine, the Lotus 912, as used in the Elite Mark 2 Type 83.

This model had a compression ratio of 9.4:1, and was fitted with two Dell’Orto, DHLA 45 carburetors.

However, in order to meet US emissions regulations, the 912 engine only developed 160 horsepower, compared to 155 horsepower with the 907 unit.

These Lotus 900 Series engines proved to be very successful, and were subsequently used in the highly anticipated Lotus Esprit.

The Series 1 Type 76 Eclat was fitted with a steel body that was attached to a fiberglass body at the rear.

However, oddly enough, a felt strip was placed between the case and the body to provide a good fit.

Not surprisingly, in humid climates, felt can absorb and retain moisture, which will accelerate corrosion of the metal structure.

Since it was completely uneconomical to replace the bodywork of the Elite and Eclat sports cars of the Types 75 and 76, this had a devastating effect on resale prices.

Fortunately, this drawback was overcome with the introduction of the Elite and Eclat Types 83 and 84, in which the steel body was galvanized, as standard equipment.

The annual production figures for both types of Eclat were as follows:

1975 = 16; 1976 = 212; 1977 = 133; 1978 = 258; 1979 = 232; 1980 = 95; 1981 = 25; 1982 = 143; Total = 1114

This marked the end of Lotus Eclat

This stroll down memory lane may have answered or at least shed light on a possible question:
A Morgan sports car for you favorite?

However, if that question remains unanswered, I will review, in some detail, in future articles within this site, the full range of Morgan sports cars featured in the memorable era spanning from 1911 to 1996.

I hope you’ll join me on my nostalgic travels “down sports car memory lane”.

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From classic to modern:

TVR 400SE

In 1988, the TVR 400SE was launched, and was very similar, in every way, except for the engine, to its predecessor, the 390SE.

However, an important aspect was that the 400SE marked the end of wedge-shape design, as the last of these cars were built in late 1991.

It was powered by a larger Rover V8 engine, this time increased from 3905 cc to 3948 cc.

It developed 275 horsepower at 5,500 rpm, and 270 ft-lbs of torque at 3,500 rpm, producing a top speed of 145 mph, a 0-60 mph time of 5.6 seconds, and 0-100 mph in 14.8 seconds.

The body design was consistent with the 390SE Series 2, retaining the rounded nose section, large airofoil in the rear underbody,

The hood was now ventilated, and a large spoiler was fitted at the rear.

However, the presence of a large transmission tunnel limits the space in the pedestrian area.

Moreover, the presence of a bulky engine in a fiberglass body kept the interior of the cabin excessively hot.

However, this was more than compensated for by the sparkling acceleration and the sound of the exhaust.

For the time being, ventilated front disc brakes and 15-inch wheels were standard equipment, while power steering was, at first, an optional extra, later a normal setup.

400SX TV

In 1989, the TVR 400SX variant was introduced as the successor to the 350SX.

It featured the same engine as the 400SE, but with the addition of a Sprintex Supercharger, from DPR Racing.

Although exact output numbers are not available, they are likely comparable to the 350SX, which produced a 30%+ increase over that produced by the 350SE.

It has been observed that the supercharged variant produces an excellent mid-range power boost.

It is likely, as was the case with the 350SX, that only a few of this variant were ever built.

TVR 430SE

In 1991, the TVR 430SE was unveiled at that year’s Birmingham Motor Show.

It was powered by the 4280 cc Rover V8 engine which would also be used in the TVR Griffith, a model due for release in 1992.

It developed 280 horsepower at 5,500 rpm, and 305 ft-lbs of torque at 4,000 rpm. Unfortunately, no other performance figures were available.

Only 3 units of the 430SE were built, all in 1991.

Each of these variants relied on a fiberglass body mounted on a space frame chassis, in the form of a two-seater convertible, and using a five-speed gearbox, with four-wheel independent suspension.

This marks the end of my review of the TVR 400SE and 400SX sports cars.

I will review, in some detail, in future articles within this site, the full range of TVR sports cars that appeared in the memorable era spanning from 1946 to 2000+.

I hope you’ll join me on my nostalgic travels “down sports car memory lane”.

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1) Improve fuel efficiency

With the green blockbuster movement becoming so popular that it’s almost ingrained in most consumers’ shopping trends, it’s no surprise that many auto manufacturers are trying to improve the fuel efficiency of their vehicles. One effort to achieve this was to eliminate the extra weight of the spare tire. This may seem like a small amount, but not having a spare tire can reduce the overall vehicle weight by 30 to 50 pounds. This is because you must also consider the additional weight of the jack and wrench. The benefits of this type of exclusion also help auto manufacturers meet strict EPA guidelines.

2) Increase storage space

Although it may not seem like a simple piece of candy or spare parts can take up a lot of space, in small vehicles their absence can make a big difference. Vehicles such as sports cars, compact cars, green cars, electric cars, and even smaller sedans can benefit from having no spare parts. The extra spaces allow for a more comfortable journey.

3) Batteries and emission equipment

In contrast to adding more storage, getting rid of a spare tire is a necessity for many automakers because there is so much space that other equipment takes up. This includes hybrid, electric and diesel cars. The batteries and emissions equipment for these vehicles take up the space that would house spare parts.

4) Lower manufacturing costs

Naturally, getting rid of spare tires would save automakers money; Hundreds of thousands, in fact. However, many auto manufacturers use these savings to improve performance and other aesthetic and mechanical features. So sometimes, it’s a “give and give” situation.

What to do without spare parts

If you’re the driver of a car that lacks a spare, whether because it was made that way you don’t have one, there are still options for you down the road. You can always purchase parts or a candy bar that are the right size for your vehicle, along with the right tools (For example, a jack, a torque wrench, road triangles, etc.).

If you ever find yourself with a roadside apartment without one, you can call the 24-hour emergency roadside assistance service. Some insurance policies actually cover roadside assistance needs, or have their own roadside assistance service. Simply dial the number and wait for help to arrive. Most emergency roadside assistance services operate 24 hours a day, 7 days a week and 365 days a year. This is why they are called “emergency” roadside assistance services.

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The Corvette’s interior is very luxurious, with premium leather seats and an optional head-up display available. The driver can keep his key in his pocket and start the car at the push of a button. However, some owners have reported being prevented from exiting their vehicle after leaving their luggage case in the trunk. This occurs because the proximity switch automatically locks the vehicle when it is too far from the ignition switch, but the driver can disable the passive locking system by holding the unlock button for four seconds. The interior also features a cup holder and lighted glove compartment. The interior is a place where the driver can relax and enjoy a cup of coffee.

The Corvette is a classic among sports cars. The Corvette is very practical. It has more luggage space than a standard full-size sedan. Its convertible version can comfortably accommodate two large bags of gold putters, and has a built-in cup holder and a lockable lighted glove compartment.

The Corvette was first produced in 1953 and introduced to the public in 1963. The Corvette was introduced in Detroit, St. Louis, and Bowling Green, Kentucky. The first production cars came in a wide variety of colors, including Pennant Blue, Sport Red and Black, which helped the car catch up with customers.

The Corvette has won numerous awards from automotive organizations and publications. Sports Car International ranked the Corvette the fifth best sports car of the 1960s, while Car & Driver readers voted it the best overall car nine times in their Reader’s Choice poll. It has been named to the Top Ten list annually sixteen times, with the C4 and C5 being included in the list from 1985 to 1989. Since 2000, the C6 has been included in the Top Ten, and the C7 was included for the first time in 2014.

Why are cruisers so expensive now?

click here https://www.allcorvettemodels.com/ You find it outside.

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From classic to modern

background

Noble Sports Car Builder, founded in 1999 in Leeds by Lee Noble, specializes in fast, mid-engined, rear-wheel drive cars.

Prior to launching Noble, he was involved in the design of other sports cars with brand names such as Altima and Askari.

The body and chassis of each car was produced by Hi-Tech Automotive in South Africa on the same assembly lines as the Superformance rolling chassis of signature cars such as the Cobra replica.

When the bodywork was finished, it was then shipped to Noble’s new factory near Leicester, at which point the engine and gearbox were added, and the finished car was tested.

It was identified as the M10 because it was the tenth design by Lee Noble.

As a designer of his own cars, the basic philosophy was to start with a lightweight aerospace chassis, to which a powerful engine and an aerodynamic sports body were added.

Its design included a mid-engine format that provided good handling characteristics.

In terms of marketing, he priced each car so that it would be positioned in the affordable segment of the sports car market, thus reaching a wide audience.

He resigned from Nobel in 2008, and continues to create a new project.

The Car

The Noble M10 was the first car designed and produced by the company.

It was launched in 1999 with a price tag of around $30,000, and interestingly enough, he built the first two units in a garage located near his home.

Since the car was supplanted a year later by the more impressive M12, few M10s were actually sold because potential customers switched allegiance to the upcoming model.

The M10 was a two-seater, available only as a convertible, with a fiberglass composite body and chassis, and a similar curb weight of only 960 kg.

It was powered by a Ford Duratec 2.5-liter, 24-valve, V6 engine that developed 168 horsepower, and 162 ft-lbs of torque.

Linked to a five-speed manual gearbox, it produced a top speed of 135 mph, with a 0-60 mph time of 5.9 seconds.

It is fitted with 10-inch ventilated disc brakes all round.

After launching the M10, Toyota introduced its MR2 Convertible in the same year which outwardly looks very similar to the M10. Technical information:

a race

Typical competitors for the Noble M10 include: Lotus Elise, Porsche Boxster, BMW Z4 and Mercedes SLK 350. Noble Performance:

This concludes my Noble M10 sports car review.

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