This Typhon was first registered in 2004. It was fitted with a super charged 4.0 S6 engine and the in-house developed sequential gearbox.

At the factory with SC installed.

TVR found that their gearbox had a tendency to lock at speed, an issue which they never managed to resolve after the sale of TVR and also that the engine produced too much heat.

After Peter Wheeler sold TVR general development on the Typhon was halted. This particular car was never delivered to its original customer and retained by the factory to be the test mule for the Typhoon project. It moved from Blackpool to the ‘Barn’ with the company where they continued to work on the SC heat issue and the sequential box. With the final demise of TVR the car became part of an accounts settlement to MultiPart where it sat for several years.

Languishing after demise of TVR.Through this time I was aware of its existence and although having lost my own Typhon deposit in the collapse of TVR I made tentative enquiries to acquire this car. In 2010 it became available via Racing Green and after a period of negotiation we began bringing it back to its former glory.

Early on in the restoration we made two core decisions. Firstly, as this was to be used as a conventional road car we opted against a Quaife sequential box (the original TVR unit having been scrapped by the factory). The lack of general refinement of sequential units meant a standard manual was the better choice for this purpose. We fitted an up rated, hi-torque 5 speed with an extra tall 5th so that Motorway cruising would be at around 2,200 RPM as opposed to the normal 3,000.

First RR run of new FFF engine.The second decision was to not re-install the super-charger at this point in time. The running gear has all been built to handle 600+BHP and the associated torque but with modern S6 engines offering reliable 450BHP+ and the simple fact that no one had built and proven a commercially viable SC option for the S6 engine (not even TVR managed it). It is an option that remains fully open but at this time the car runs with a Gen2 FFF 4.0 engine.

At present we have just completed running the car in on its basic set up and over the course of 2013 we will be installing a Variable Cam Timing system and completing the engine work with a final target of 450BHP+.

The engine is a 4.0L Speed Six with revised block and strengthened bottom end. The head is the GenII FFF, a completely new head design that uses the ‘bucket’ design of the Speed 12 engine as opposed to the traditional ‘finger followers’ of the S6. Combined with a very high cam this set up allows for a rev range in excess of 8,000RPM.

The system used is the SYVECS. This system is notably more sophisticated than the original MBE solution. With a much larger range of mapping points and additional sensors such as knock sensors in the head it is able to fine tune the engine much further and automatically adjust to differing fuel types and running conditions. It also controls all ancilliary services such as cooling and traction control and allows for up to 8 different engine maps.

Traction Control: The Typhons were originally built to run traction control. The sensors were all fitted but the MBE system at the time was not able to manage this aspect and separate systems were still a little crude. We are running TC via the SYVECS system with 8 options settings.

Cooling: A long running issue with many TVRs is the potential for over heating when you end up in a traffic queue after a long run on a hot day. A typical scenario for a car event. We have replaced the standard 40A SPAL fans with a pair of new development fans from SPAL. These are brushless ceramic 80A fans and are controlled by the management system which is set to keep the engine at a fixed 88C.