TVR S-series (1986-1994)

INTRODUCTION

The TVR S is an excellent example of how the British motor industry can produce some of the most brilliant cars using a make-do-and-mend approach. Introduced at the Birmingham International Motor Show in 1986, the new roadster had a rather familiar style – and was actually based on the previous 3000S, which had gone out of production in 1979 to make way for the Tasmin. It was a warmed-over version of the old car, but updated power, tweaked styling and a bargain price (£12,995 placed it at least £4000 less than the entry-level 350i ‘wedge’) made the S a highly desirable proposition.

There were no real rivals on the market at the time (the S pre-dated the Mazda MX-5), and the timeless 1960s-70s looks chimed with the mood; the classic car scene was really beginning to burgeon. The S wasn’t faultless – build quality could have been better, and the suspension felt a little rudimentary – but its claimed weight of just 900kg meant that, even with the original 150bhp, 2.8-litre Ford V6 under the clamshell bonnet, it was fast and fun.

Later models that were powered by Rover’s V8 were even more fun for drivers adept with the throttle pedal, and gave a foretaste of the Griffith and Chimaera that followed. The success of those later cars has left the S as something of a forgotten gem in the company’s line-up. And that makes it a conspicuous ‘now is the time to buy’ classic car bargain.

MARKET VIEW

Currently, the oldest V6 S1 and S2 cars can be picked up for modest sums. With patience, it’s possible to find a reasonable project car from as little as £2000-3000.

‘But be prepared to spend this much again to get it in good condition,’ says Simon Bartlett (above, left), vehicle buyer from specialist Fernhurst TVR. ‘You’re best to look at private cars from £4500 at the minimum,’ he adds.

And that’s the beauty of choosing the lesser-spotted S: you get great value for money – especially compared with the Griffith, which is already on the rise. ‘Immaculate S3s cost £10,000; really nice S4s can make £13,000 if you like the idea of V6 ownership. This is the odd one out, as it was actually a development for the V8S with that car’s chassis and ride height,’ says Simon. ‘I believe the V8S is the one to watch – it’s a real muscle car, and rare too. I already know of one that went for £20,000 recently. As for left-hand-drive cars, you can pay considerably more,’ says Simon. They’re in demand in Europe.

Classic car dealers are now starting to take an interest, but are only selling the best they can get hold of. So if you’re in the market, your first port of call will be the specialist classified adverts.

‘The S3C is the one the buyers like most. It had driving lights, colour-keyed mirrors, walnut dash and deluxe seats. Being the earliest incarnation, the S1 will always be desirable, if not the best to drive,’ Simon concludes.

IN A NUTSHELL

TVR is a well-known and much-loved marque with excellent specialist support in the UK – if more patchy coverage worldwide – and a thorough enthusiast knowledge base. Mechanicals are simple and largely rugged, but outwardly tidy glassfibre bodies can hide a number of issues underneath, and some jobs are not straightforward DIY.

It’s underneath where you need to be most careful. The first places to check are the chassis outriggers and seatbelt mounts. If these are solid, inspect the rest of the chassis for corrosion. All in, for a body-off chassis replacement, you’re looking at £4000.

Main body concerns are cracked paint and substandard glassfibre repairs – resprays need to be carried out properly, so it’s worth trying to find out if the bodyshop that did the work is used to dealing with glassfibre cars. The doors can drop but are an inexpensive (if awkward) fix. Old accident damage can be signified by mismatched colour and uneven surface finish (look for ‘orange peel’) but that should not be a problem if the work has been carried out correctly. Overspray and odd numberplates are a further giveaway.

TVR electrics are not robust, so ensure they all work. Alarms and immobilisers will probably not be Thatcham approved. Interiors aren’t rugged but most parts are available off-the-shelf, including the switchgear, and leather can be retrimmed.

The hood is generally sound but can be prone to coming unstitched around the rear screen, and that plastic rear screen can get damaged over time. They all leak.

When driving the car, check that it steers straight and true, as the nylon bearing that supports the steering shaft

is prone to wear. The brakes on the earlier cars (up to S4C and V8S) are a disc/drum set-up, and can get worked hard. Check that the car pulls up straight and the handbrake works properly.

Also make sure the engine runs up to temperature and cools properly – this is vitally important. Both the V6 and V8 engines are a known quantity, and will take high mileages but only with regular fluid changes. Listen for a knocking cam on the Rover V8 – they disintegrate and take out the engine. The Cologne V6 can suffer from oil starvation; a clattery top-end gives that one away.

Finally, buy on condition, not age.

CONCLUSION

In total, 2604 TVR Ss of all types were built, and there is still a reasonable selection of good, bad and cheap cars. As with all TVRs, you should buy on condition and not age or mileage. If it’s coming from a knowledgeable enthusiast or a reputable specialist, it’s always best to pay a premium.

Just remember that the S is an old-school roadster, with a rattly cabin and challenging dynamics. It will feel heavy to drive at low speeds and, as you drive it harder, you’ll be constantly aware of that wayward tail, and reminded of its lowness every time you ground it over fast undulations.

But the S is a hoot to drive, and fundamentally solid, with the odd annoying foible. Despite common wisdom suggesting that the V8S is the more desirable car, the Octane choice would be for a well-cared for S3C with low mileage and an enthusiast seller.

The V8S is a much rarer car and, consequently, very few are on sale on the open market, mainly changing hands between enthusiasts. If you need a V8, then expect to pay at least £8000 for a viable car; at that price a Chimaera or even a Griffith looks a very tempting alternative for not much more money.

Buying: Buying Guide

The TVR S was a welcome back-to-basics roadster after half a decade of unsubtle wedges: has its time as a classic finally arrived?

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