It has been done before, and not too difficult either.

http://www.britishcarforum.com/bcforum/ubbthreads.php/topics/532282/Re_280i_Ford_302_Conversion

The above article and comments simply attempt to perpetuate an urban myth.

The cars are hand-built fibre-glassed bodied sportcars with a strong separate chassis that are built to last, and most of them still survive. That in itself illustrates their toughness. Please compare like with like when dissing them guys.

Reliability issues are minor, and no more than in any other low volume production car. They now represent fantastic value for money.

They are a fantastic machine to own and drive, but an enthusiasts car, for those who want more than a stamped out piece of mass-produced computer-designed steel.

They have their own race series over here in the UK, and my standard 20 year old 400 can still keep up with most current ‘quick’ cars both round the bends and on the drag strip.

I simply look after it correctly.

The Ford 280 engine comes from the 2.8i Capri (tubular exhaust manis) by the way…sounds a bit better than your attempt to make it sound crap because it came out of the Granada…which it didn’t.

The Rover V8 has been considerably modified and improved over the years (including fuel injection)…so forget comparisons with the dinosaur ‘Buick’ motor from which it was derived.

Let’s have some balance on these sites, eh ?

Currently I am doing a major overhaul – replacing all the tacky vinyl finish with real tan leather; then redoing the exhaust system. I would do the brakes if I could find a solution.

Wilf.

I have driven in all weather, and have enjoyed most of it. I have been hit by a tanker truck at highway speed and although the car was a bit of a mess, I wasn’t (this is one of the times I didn’t enjoy it).

I read a lot about poor brakes – mine have all been properly maintained, and have been fine. In fact unless you are doing fast track use I would suggest updates aren’t required – but moving up to larger brakes never hurts.

The trim is not very refined, and does not have the (dreadful) plastic, but precise fit of common production cars; nor does it have the accurate hand crafted fit of the more exotic – it sits in the middle.

The handling is a little odd, primarily in the rear, and required a mod to make it “fairly good”, but certainly never will be excellent. The key here is it is safe if you treat it with respect, and it is certainly fun. No ABS and no traction control, and rear wheel drive – lots of fun to drive.

A little curious on the article’s comment on the Clubman; as that is what my wife drives – and although early in it’s life, it appears very well built, and so different from TVR in every respect that drawing them in to any comparison is meaningless.

Cheers,

Rob
It’s likely to say this is not down to the quality of the cars themselves – apparently more debatable than a BMW Mini Clubman – but more of a semblance thing.

Nice Buick picture, but the alloy-block V-8 never appeared in that sled. Originally called the B-O-P V-8, it was to be used in the new 1961 Olds F-85, Buick Special and Pontiac Tempest. GM was very adventurous: the F-85 had a turbo option, and the Pontiac Tempest had a unique 1-piece curved driveshaft and a rear automatic transaxle.

The original V6 model was never renowned for it’s performance. Contemporary press reviews raved about the way it drove but the asking price was steep it arrived on the market just in time for the wedge shape to become history. However, Ford later evolved the engine and an early 90s Granada Cosworth unit makes for an interesting conversion. This has been carried out on my car . . . if you’re ever in London let me know!

(Incidentally I previously owned another car you’ve written about, the VW Scirocco Mk2. It did everything right except that I couldn’t comfortably fit in it. Thought I’d get used to it but after three years, I still couldn’t fit).