Before.

After.

In the summer of 2010 the orange Typhon was bought and the project began to put it back on the road.

Originally fitted with a super-charged 4.0 S6 engine and the TVR designed sequential gearbox the latter had been scrapped by the factory.

As the car was intended to be used as a family car to make regular crossings of Europe much deliberation went into the plans as to how to restore this iconic British super car.

It was ultimately decided by the owner that as modern S6 engine options were capable of approaching the original factory target of 500BHP and that at the time no one had yet produced a commercially viable and reliable super-charged S6 the car would take advantage of the latest normally asperated S6 technology in the guise of a GenII FFF with Variable Cam Timing and SYVECS engine management. At the same time, the drive train was to be built to handle 600+BHP and the associated torque in preparation for super-charging further down the way.

The actual bodywork of the car was in near original condition, as was the interior. There would be no need to restore these parts. The car was pretty much complete except for engine and gearbox, so it was essentially a mechanical restoration and improvement of the drive train.

ENGINE:

Remachined Block.

Lightweight Simplex Drive Chains.

GenII FFF Head.

The original engine was completely stripped and the bottom end rebuild utilising new and enhanced internals. The head was replaced with an all new casting to the GenII FFF design. This head also features a very toppy cam design and combined with a Simplex single timing chain helps the engine to exceed 8000RPM while revving quicker than the ever so sweet original 3.6 S6 factory engine.

The engine is controlled by the SYVECs management system, a very advanced system which is able to control all aspects of management to fine degrees. The result is a super smooth, free and high revving engine that creates a whine rather than the traditional mechanical clatter of the finger followers.

MANAGEMENT:

For the management system we opted for SYVECs. A system extremely well proven in the 'ricer' after market and more powerful than traditional MBE or MOEX options. The system runs up to 8 engine maps but will automatically manage knock, fuel qualities, cooling and the VCT once fitted.

COOLING:

We have fitted a pair of development ceramic 80A fans from SPAL. These are the fans that ProDrive have been using since 2012 in their rally cars. Different from the standard fans, these units are controlled by the SYVECS system. SYVECS keeps the engine at a fixed temperature of 88c by managing the cooling rate of the silent running fans.

GEARBOX:

The original TVR sequential box had been scrapped by the factory as a result of never being able to invest sufficient funds to develop it to completion. This is one of many TVR related tragedies as conversations with engineers who had overseen the project have suggested that it really was an excellent product, capable of super fast changes and smooth running.

We looked briefly at a replacement sequential box solution from Quaife. This would have fitted and the reports were that it was a very good box but ultimately, because the car was only going to be used on the road and long distance driving the need for a smooth gear change and minimal noise moved us away from the sequential option.

Conventional 6 speed manuals were too wide for the transmission tunnel so we settled on a heavy duty 5 speed but with a very long final drive. This would allow for motorway cruising at around 2000RPM without, in reality, impacting on fast driving when appropriate.

DIFFERENTIAL:


Quaife ATB LSD Diff.
This was a pretty straight forward choice of the Quaife ATB LSD. A well proven and tough differential more than able to handle the BHP and torque that was being targetted as well as any future power increases from forced induction.

The diff ratio is currently 1:3.xx but something we failed to appreciate is that the Typhon runs larger diameter wheels than conventional TVRs and this already makes the gearing longer, so through 2013 we may look to change the diff ratio.

 

DOOR FILLETS:


Original panel gap.

Bespoke fillets in place.
The Typhon design allows for large apertures at the leading edge of the doors to the front bodywork. While looking at the car we began to appreciate that while this was never noticed on the darker cars, with the light orange paintwork these large gaps stood out quite considerably.
 
What was decided was to have a pair of metal 'fillets' made bespoke for the body by one of the leading historic F1 restorers. These can be easily removed, if required, and leave no noticeable signs of being installed.

 

 

 

 

 

 


 

REAR SEATS:



De-trimmed rear seats.

Bespoke Child Seats.
The Typhon was designed as a 2+2 and in contrast to many 2+2 designs it has considerable room in the rear, even with the front seats moved right back it is possible for modest adults to fit in the back.

The criteria for this restoration, however, was that two children needed to be able to be transported both safely and comfortably in the back of the car. The solution also had to suit the ages of 12 and 24 months initially but adapt as the children grew until no modified seating solution was required.

In this instance there was only one manufactured seat that would accept a child from 12 months to 12 years and that was the Recaro Young Sport. The big issue however was that the end of the carbon fibre trans tunnel flared out into the rear seating area meaning that no child seat would sit fully back as it should. The only solution would be to adjust the child seats themselves but in a way that maintained their structural integrity.

In the end the solution was to cut the seats to fit and then use professional racing seat expanding foam to manufacture a former between the child seats and the stripped out car seats. Whith the former and the Recaro then being multi fixed in position. After this was done, all that remained was ensuring they were colour co-ordinated with the rest of the interior.
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