Calling Taz Turbo
Discussion
Just out of curiosity I was just wondering about the setup on your unique car. I’m interested in how TVR went about installing the turbo system.
For example does it run mechanical fuel injection or a blow though carb like the 3000M turbos? Does it have an intercooler? Does it have lowered compression and forged pistons? How did they deal with the ignition side of things?
Lot’s of questions I know, but your car is really interesting and you don’t shout about it! I think everyone would be pleased to hear all about it and any changes you’ve made over the years. Any pictures you have would be interesting.
For example does it run mechanical fuel injection or a blow though carb like the 3000M turbos? Does it have an intercooler? Does it have lowered compression and forged pistons? How did they deal with the ignition side of things?
Lot’s of questions I know, but your car is really interesting and you don’t shout about it! I think everyone would be pleased to hear all about it and any changes you’ve made over the years. Any pictures you have would be interesting.
Hi,
My findings from the last 28 years of ownership as follows....
Where to start....
The engine started as a standard 2.8 V6 as fitted to the Tasmins of the day. This was fitted to the car and sent to AVJ in Worcestershire, where they carried out their modifications.
The engine internally remained largely standard, using Bosch K Jet' injection, an intercooler was added along with all the manifold / exhaust modifications to allow the Garret T3 turbocharger. The fuel system was then modified, but with what was available in the early 80's a MIcroDynamics fuel computer which basically comprised of a control box that fired extra fuel injector that fires when on boost to allow for enriched fuelling under boost, adjustable to suit application. Boost was set to 6psi
In this guise the engine was rated at 228bhp.
The car was used in this setup for some time but found was found to take it's toll on the already known weak new 5 speed gearbox Ford had just started offering, it had many replacement gearboxes fitted (rumoured to be into double figures!) Eventually the best compromise was taken and the more robust 4 speed unit fitted.
The car was then sold to Harrogate Horseless Carriages (HHC) during a period of financial uncertainty at Bristol Avenue, HHC then sold the car as a second hand vehicle, Tony at HHC told me that the car suffered an engine issue in the hands of the new owner. HHC took the car back and it was sent back to AVJ, where they overbored it by 0.5mm, fitted MIG wire into the heads to bite into the flame ring on the head gaskets, and probably more importantly, added a MicroDynamics ignition control module to retard the ignition whist on boost, as the flame travels faster in she same engine whist under boost the spark can be fired later to gain quite a few benefits, less risk of detonation, cooler running....
The engine was then re-rated to 242bhp.
The car went through a few hands until I was 'lucky' enough to by it, i had been looking for it for some time and it was a must have for me, and a 21st Birthday present to myself. When I bought it it more resembled 'well used builders van'
After buying it it was quickly evident the waste gate wasn't working (pipe split) OMG was it quick! After sorting that it was also very evident that at higher RPM the engine just ran out of boost, by about 5K it wasn't much more than atmospheric, bit of investigation found it was using a standard Bosch air filter as fitted to the 1.6 Golf GTI!, I'm very much in the originality camp, so although I wanted it to remain standard this was just ridiculous, so I replaced the standard paper filter element for a higher flowing item, which improved matters, but still the issue remained, so I cut a few holes in the bottom of the air box as the only entry into it was rather small, improved boost resulted. I ran it for a while before having a few engine issues, smashing pistons 5 & 6, I rebuilt it in an 'as was' specification and after a bit of a running in period I tool it to Rally Equipe (RE performance as they now are) in Bury, they were a Turbo Technics agent from back in the day (this was early 90's) The technician I spoke to there was truly fabulous, his knowledge of this style of installation was second to none, when I told him that it was rebuilt due to two smashed pistons, his reply 'was it 5 & 6, with 5 being worse than 6?' Erm yes, please tell me more.... What he went on to tell me was that 5 & 6 run hotter due to the position of the turbocharger, so consequently the fuel needs to be enriched to allow these cylinders to run safely, which means the other cylinders will run a little richer than what we would likely choose. Anyway, a couple of hours on the roller and road and it came away running it's specified 242bhp, but running better than ever.
One thing the chap from RE said was the standard cast pistons are good for up to about 6.5psi, anything more gets a little 'iffy' for the longevity of the pistons.
Turn the clock back to about 2010 and after upping the boost to about 8pst! (I know!!!) I strangely broke pistons 5 & 6 again.
This time I bit the bullet and had a set of forged pistons made, not cheap but worth it, and also started communications with John at JW Develpments near Wolverhampton, he was explaining about parts I was enquiring about for my rebuild and he asked about camshafts, he went on to tell me one of the big issues is some less well advised people will fit cams with increased overlap in forced induction engines, resulting in the supercharger or turbocharger basically blowing the fresh charge straight down the exhaust and consequently the engine being unable to make boost at higher revs' as the blower runs out of capacity. I opted for one of his custom ground camshafts (done by Kent Cams). There were a few upgrades made during this build, but mainly for reliability. But the upshot of all this was for the first time it can make maximum boost all the way to maximum RPM. putting it on the rollers at a BBWF to see it produce 276bhp made it all quite satisfying, I was going to up the boost a touch more, but I really needed to replace the waste gate actuator, as it was really adjusted past where it should be already!
Fabulous to drive now, but sadly don't really use it as much as it deserves! Other cars and other things seem to take precedent. (please don't check the MOT history checker, the mileage increase is embarrassing!)
Hope that answers a few questions, any more fire away...
Regards,
Chris.
My findings from the last 28 years of ownership as follows....
Where to start....
The engine started as a standard 2.8 V6 as fitted to the Tasmins of the day. This was fitted to the car and sent to AVJ in Worcestershire, where they carried out their modifications.
The engine internally remained largely standard, using Bosch K Jet' injection, an intercooler was added along with all the manifold / exhaust modifications to allow the Garret T3 turbocharger. The fuel system was then modified, but with what was available in the early 80's a MIcroDynamics fuel computer which basically comprised of a control box that fired extra fuel injector that fires when on boost to allow for enriched fuelling under boost, adjustable to suit application. Boost was set to 6psi
In this guise the engine was rated at 228bhp.
The car was used in this setup for some time but found was found to take it's toll on the already known weak new 5 speed gearbox Ford had just started offering, it had many replacement gearboxes fitted (rumoured to be into double figures!) Eventually the best compromise was taken and the more robust 4 speed unit fitted.
The car was then sold to Harrogate Horseless Carriages (HHC) during a period of financial uncertainty at Bristol Avenue, HHC then sold the car as a second hand vehicle, Tony at HHC told me that the car suffered an engine issue in the hands of the new owner. HHC took the car back and it was sent back to AVJ, where they overbored it by 0.5mm, fitted MIG wire into the heads to bite into the flame ring on the head gaskets, and probably more importantly, added a MicroDynamics ignition control module to retard the ignition whist on boost, as the flame travels faster in she same engine whist under boost the spark can be fired later to gain quite a few benefits, less risk of detonation, cooler running....
The engine was then re-rated to 242bhp.
The car went through a few hands until I was 'lucky' enough to by it, i had been looking for it for some time and it was a must have for me, and a 21st Birthday present to myself. When I bought it it more resembled 'well used builders van'
After buying it it was quickly evident the waste gate wasn't working (pipe split) OMG was it quick! After sorting that it was also very evident that at higher RPM the engine just ran out of boost, by about 5K it wasn't much more than atmospheric, bit of investigation found it was using a standard Bosch air filter as fitted to the 1.6 Golf GTI!, I'm very much in the originality camp, so although I wanted it to remain standard this was just ridiculous, so I replaced the standard paper filter element for a higher flowing item, which improved matters, but still the issue remained, so I cut a few holes in the bottom of the air box as the only entry into it was rather small, improved boost resulted. I ran it for a while before having a few engine issues, smashing pistons 5 & 6, I rebuilt it in an 'as was' specification and after a bit of a running in period I tool it to Rally Equipe (RE performance as they now are) in Bury, they were a Turbo Technics agent from back in the day (this was early 90's) The technician I spoke to there was truly fabulous, his knowledge of this style of installation was second to none, when I told him that it was rebuilt due to two smashed pistons, his reply 'was it 5 & 6, with 5 being worse than 6?' Erm yes, please tell me more.... What he went on to tell me was that 5 & 6 run hotter due to the position of the turbocharger, so consequently the fuel needs to be enriched to allow these cylinders to run safely, which means the other cylinders will run a little richer than what we would likely choose. Anyway, a couple of hours on the roller and road and it came away running it's specified 242bhp, but running better than ever.
One thing the chap from RE said was the standard cast pistons are good for up to about 6.5psi, anything more gets a little 'iffy' for the longevity of the pistons.
Turn the clock back to about 2010 and after upping the boost to about 8pst! (I know!!!) I strangely broke pistons 5 & 6 again.
This time I bit the bullet and had a set of forged pistons made, not cheap but worth it, and also started communications with John at JW Develpments near Wolverhampton, he was explaining about parts I was enquiring about for my rebuild and he asked about camshafts, he went on to tell me one of the big issues is some less well advised people will fit cams with increased overlap in forced induction engines, resulting in the supercharger or turbocharger basically blowing the fresh charge straight down the exhaust and consequently the engine being unable to make boost at higher revs' as the blower runs out of capacity. I opted for one of his custom ground camshafts (done by Kent Cams). There were a few upgrades made during this build, but mainly for reliability. But the upshot of all this was for the first time it can make maximum boost all the way to maximum RPM. putting it on the rollers at a BBWF to see it produce 276bhp made it all quite satisfying, I was going to up the boost a touch more, but I really needed to replace the waste gate actuator, as it was really adjusted past where it should be already!
Fabulous to drive now, but sadly don't really use it as much as it deserves! Other cars and other things seem to take precedent. (please don't check the MOT history checker, the mileage increase is embarrassing!)
Hope that answers a few questions, any more fire away...
Regards,
Chris.
Fantastic story, thanks for taking the time to tell it. You must be one of the longest serving wedge owners, 28 years is a fair shift.
That's an impressive power output too, there won't be many V8s putting that through the back wheels. Speaking of which is your car a trailing arm car or A frames?
I'd love to see some photos of your car especially the engine bay.
That's an impressive power output too, there won't be many V8s putting that through the back wheels. Speaking of which is your car a trailing arm car or A frames?
I'd love to see some photos of your car especially the engine bay.
taz turbo said:
putting it on the rollers at a BBWF to see it produce 276bhp made it all quite satisfying
Was that the year you not only took the highest bhp for a 280i but also wiped the floor and took the V8 one too...
Your hard work and dedication has paid off Chris...T'is truly a stunning example...
Tasmin200 said:
Blimey Graham not seen you around these parts for a while. Have you still got the SE?
Haha.... still very much alive, but sadly can't properly own a car now, as I spend so much of my time in my other home in the Philippines, with my wife and our little boy. 
That's not to say that I don't still take an interest in all things TVR and Wedge-related.
I can still enjoy driving a few of the models on my Xbox of course.
.
https://www.youtube.com/watch?time_continue=125&am...
https://www.youtube.com/watch?v=c23YkVSs7R0
Edited by grahamw48 on Wednesday 11th April 16:23
Thank you for all your kind words and comments
Yes it's a trailing arm chassis, it well out dates A frame, Iv'e never really had much issue TBH, it's been round a few tracks too!
Pictures, hmmm, not my strong point......
Builders van spec.
A few years later.
Yes it was
............ not funny at all!
BBWF RR
[url]
MIG wired heads
|https://thumbsnap.com/BCpavADL[/url]
Forged pistons and lots of ARP fastners
Six of them
Many thanks and all the best,
Chris.
Tasmin200 said:
Fantastic story, thanks for taking the time to tell it. You must be one of the longest serving wedge owners, 28 years is a fair shift.
That's an impressive power output too, there won't be many V8s putting that through the back wheels. Speaking of which is your car a trailing arm car or A frames?
I'd love to see some photos of your car especially the engine bay.
I'm sure their are a surprising amount of owners that can easily beat 28 years of ownership.That's an impressive power output too, there won't be many V8s putting that through the back wheels. Speaking of which is your car a trailing arm car or A frames?
I'd love to see some photos of your car especially the engine bay.
Yes it's a trailing arm chassis, it well out dates A frame, Iv'e never really had much issue TBH, it's been round a few tracks too!
Pictures, hmmm, not my strong point......
Builders van spec.
A few years later.
mrzigazaga said:
Was that the year you not only took the highest bhp for a 280i but also wiped the floor and took the V8 one too...
Hi Mark,Yes it was
............ not funny at all!BBWF RR
[url]MIG wired heads
|https://thumbsnap.com/BCpavADL[/url]Forged pistons and lots of ARP fastners
Six of them
Many thanks and all the best,
Chris.
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