LANCIA GAMMA COUPÉ 2.5 I.E.
Beauty comes first
TVR TAMORA
Warrior queen
YEAR: 2002
The third TVR in Passione Classica’s collection has noble origins and the temperament of a warrior. The TVR Tamora, whose name comes from the queen of the Goths in Shakespeare’s Titus Andronicus, is a rare gem of craftsmanship made in Britain.
Powerful, fast, extremely well-balanced: amongst the best roadsters I have ever tried. And it has recently become a historical car.
Historical background
Made in Blackpool
Every TVR tells the tale of its founder—English engineer TreVoR Wilkinson (hence TVR)—and his dream that started in 1947 with the production of sports cars. One of the many manufacturers in Great Britain, land of motors that over the years has created some of the most appreciated vehicles in history. After the first successes, both on the market and in sports, in 1965 Wilkinson passed the business to Martin Lilley, who honoured his predecessor until 1981, when the so-called “Peter Wheeler Era” began. Along with the numerous appearances in various segments of world motorsport, Peter Wheeler accentuated the characterisation of the range even more, emphasising the eccentricity of TVR products with an outstanding attention to detail in the design of both interior and exterior. Fibreglass bodies of the highest quality, interiors in full grain leather, components in aluminium machined from solid: all first-rate materials to further convey the artisanal nature of these works of art on wheels.
Mr Wheeler, the businessman and genius who transformed a “mechanical workshop” into a worldwide renowned company, reached the peak of audacity when he decided TVR was to abandon the Rover engines (employed until 1996) to independently build sports engines. Supported by Al Melling (an engineer with a past in Formula One—see Benetton, Leyton House, etc.) and John Ravenscroft, he created the naturally aspirated Speed Eight (called AJP8) and Speed Six (called AJP6) fitted on the wonderful Cerbera, Tuscan, T350, Sagaris, and Tamora. The latter, developed at the very beginning of the 2000s and equipped with the 3.6 L I6, was meant to indulge a market that was asking for high performance and easy handling. The goal for the men in Blackpool was to create a less temperamental car than the others in the range—a performance car, as per tradition, but more suited to daily commute. Like a SLK or a Boxster, to be clear.
The result? 1,060 kg and 350 hp, no ABS, no airbags. Well, the mission was not wholly successful from this point of view… It seems that TVR indeed had a natural aversion for conservative sports cars and an innate propension to build cars (almost) without compromises for driving purists. The team of engineers involved in the Tamora project nevertheless managed to develop something absolutely unprecedented, all without betraying the marque’s distinctive features. The first prototype of the “little TVR” was displayed at the NEC Motor Show in Birmingham in 2000. It was then revised and corrected, and officially presented in December 2001, while the first deliveries started in February 2002. The design was the work of the TVR studio led by Damian McTaggart—an absolute guarantee (his were the Tuscan and the Cerbera)—though Peter Wheeler obviously had the final say on the project.
It was a two-seater with a targa top/roadster body style: this means it was possible to remove the hardtop (targa) and also to fold the hood behind the seats (roadster configuration). The interior was well-finished, the boot was capacious, and the overall aesthetic was round-looking, with curve lines outlining a clean and more “traditional” nose in stark contrast with the eccentric and sizeable egg-shaped rear, emphasised by small, round tail lights. The rather conspicuous rear splitter increased downforce at high speeds and broke this pattern of curves, lending visual stability and prominence widthwise. Also noteworthy were the two beautiful exhausts on either side of the number plate, also round-shaped.
The Tamora was well received by the public, possibly by virtue of its being more versatile and less extreme than the other cars in the catalogue. However, financial troubles had been plaguing TVR for some time. In 2004, young Russian Nikolai Smolenski replaced Peter Wheeler and, after a few weak attempts at keeping the company afloat, in December 2006 he had no choice but to shut the gates. The Tamoras produced were therefore a few more than 350.
The end of an era, the one of Blackpool.
Today, the marque is back in the scene. Needless to say, though, production philosophies when it comes to cars have changed.
Technical specifications
- BODY STYLE: Targa/spider
- SEATS: 2
- LENGTH: 397.4 cm
- WIDTH: 171.5 cm
- HEIGHT: 120.4 cm
- WEIGHT: 1,060 kg
- ENGINE: TVR 24V Speed Six
- DISPLACEMENT: 3,605 cc
- POWER OUTPUT: About 340 hp
- FUEL TYPE: Petrol
- DRIVETRAIN: RWD
- TRANSMISSION: Manual
- SPEED: 270 km/h
Driving experience – Close to perfection
Sure, the platform and engine are the same as the Tuscan, but to fine-tune the TVR Tamora its setup and handling in general were extensively worked on, and this is immediately clear even after only a few metres. Where the Tuscan is an unpredictable wild horse to handle with caution, its little sibling is the best car you could put on the road. Near flawless weight distribution (51% on the front axle, 49% on the rear), ventilated discs on all four wheels and a power steering easy when manoeuvering but terrifically precise in sport driving. The track width-to-wheelbase ratio is optimal, almost a “golden ratio”. The drastic reduction of overhangs and weight beyond the axles dramatically lessens the inertia to deal with in direction changes, to the benefit of a driving dynamic similar to that of a Lotus Elise. Oversized tyres, mechanical limited-slip rear differential: while driving a Tamora you can feel the limit of grip even on wet asphalt, only to then remember the lack of electronic aids, that everything is in the hands of the driver, and that “everything” is a TVR (do be sensible…).
As mentioned earlier, the atmosphere inside feels exclusive thanks to the extensive work on design and finish. Racing details are by no means lacking: first of all, the sensational aluminium pedals. The typical grumble of the exhaust is never overwhelming under 3,000 rpm. It is in acceleration that the TVR Tamora’s voice becomes raucous and rough, as the push of the Speed Six acquires stability and decisiveness. This 3.6 is a race engine, more enjoyable and improved compared to the first units made. However, to guarantee optimal efficiency a correct approach is necessary, starting from a respectful usage. Nothing outlandish, really—in theory, this rule should be applied to any and all cars (even more so to high-performance cars), but it is known that owners sometimes possess more buying power than passion.
Once you figure out what the Tamora is made of, you will not find any other historical car able to give you such a genuine driving feeling, combined with the pleasure of owning an object that is rare and exclusive like few others. Just think how this Brit was the runner up for the EVO magazine prestigious car of the decade award in 2009. It was unexpected to see a TVR place ahead of the Aston Martin Vanquish and Lotus Elise, just to mention a few. However, Harry Metcalfe (EVO’s founder) saw nothing odd about it and commented “It’s close to roadster perfection.” In 2002, Automobile Magazine wrote: “The Tamora is one of those exquisitely balanced and very responsive mile-eaters that require little more than a flexing of the wrist and appropriate amounts of pressure on the loud pedal.” For this reason, whether you are travelling in closed configuration, targa mode, or open air, the experience will always be engaging to the max. A rarity in the early 2000s, and more so today.
1 of 356 – Passione Classica’s TVR Tamora
It seems that the number of vehicles built is 356, although some sources differ by a few units. The TVR Tamora on this page leaves no doubt: its mechanics were already in very good condition at the time of purchase. Impeccable underbody, engine and transmission running smoothly, and all intervention dutifully noted in the operation and maintenance manual. However, I still had it brought in for a complete service (documented) that included several works such as fluid replacements (engine, transmission, differential…), valve clearance adjustment, and tyre replacement. The Tahiti Blue Pearl paint perfectly coats the body, highlighting its curves depending on the incidence of light. The cream and Prussian blue interior is the icing on the cake of a most successful match (matching colour and number).
Built, according to the official certificate of origin, on 24th August 2002, it is already registered in Italy and its historical relevance is recorded in the vehicle registration certificate, making it eligible for car tax and insurance discounts.
A noble and warrior-like roadster, fruit of a philosophy now gone; a historic company that has always placed the driver at the centre of its projects; a classic car whose quotations are bound to rise.
Driving experience – Close to perfection
Sure, the platform and engine are the same as the Tuscan, but to fine-tune the TVR Tamora its setup and handling in general were extensively worked on, and this is immediately clear even after only a few metres. Where the Tuscan is an unpredictable wild horse to handle with caution, its little sibling is the best car you could put on the road. Near flawless weight distribution (51% on the front axle, 49% on the rear), ventilated discs on all four wheels and a power steering easy when manoeuvering but terrifically precise in sport driving. The track width-to-wheelbase ratio is optimal, almost a “golden ratio”. The drastic reduction of overhangs and weight beyond the axles dramatically lessens the inertia to deal with in direction changes, to the benefit of a driving dynamic similar to that of a Lotus Elise. Oversized tyres, mechanical limited-slip rear differential: while driving a TVR Tamora you can feel the limit of grip even on wet asphalt, only to then remember the lack of electronic aids, that everything is in the hands of the driver, and that “everything” is a TVR (do be sensible…).
As mentioned earlier, the atmosphere inside feels exclusive thanks to the extensive work on design and finish. Racing details are by no means lacking: first of all, the sensational aluminium pedals. The typical grumble of the exhaust is never overwhelming under 3,000 rpm. It is in acceleration that the Tamora’s voice becomes raucous and rough, as the push of the Speed Six acquires stability and decisiveness. This 3.6 is a race engine, more enjoyable and improved compared to the first units made. However, to guarantee optimal efficiency a correct approach is necessary, starting from a respectful usage. Nothing outlandish, really—in theory, this rule should be applied to any and all cars (even more so to high-performance cars), but it is known that owners sometimes possess more buying power than passion.
Once you figure out what the Tamora is made of, you will not find any other historical car able to give you such a genuine driving feeling, combined with the pleasure of owning an object that is rare and exclusive like few others. Just think how this Brit was the runner up for the EVO magazine prestigious car of the decade award in 2009. It was unexpected to see a TVR place ahead of the Aston Martin Vanquish and Lotus Elise, just to mention a few. However, Harry Metcalfe (EVO’s founder) saw nothing odd about it and commented “It’s close to roadster perfection.” In 2002, Automobile Magazine wrote: “The Tamora is one of those exquisitely balanced and very responsive mile-eaters that require little more than a flexing of the wrist and appropriate amounts of pressure on the loud pedal.” For this reason, whether you are travelling in closed configuration, targa mode, or open air, the experience will always be engaging to the max. A rarity in the early 2000s, and more so today.
1 of 356 – Passione Classica’s TVR Tamora
It seems that the number of vehicles built is 356, although some sources differ by a few units. The TVR Tamora on this page leaves no doubt: its mechanics were already in very good condition at the time of purchase. Impeccable underbody, engine and transmission running smoothly, and all intervention dutifully noted in the operation and maintenance manual. However, I still had it brought in for a complete service (documented) that included several works such as fluid replacements (engine, transmission, differential…), valve clearance adjustment, and tyre replacement. The Tahiti Blue Pearl paint perfectly coats the body, highlighting its curves depending on the incidence of light. The cream and Prussian blue interior is the icing on the cake of a most successful match (matching colour and number).
Built, according to the official certificate of origin, on 24th August 2002, it is already registered in Italy and its historical relevance is recorded in the vehicle registration certificate, making it eligible for car tax and insurance discounts.
A noble and warrior-like roadster, fruit of a philosophy now gone; a historic company that has always placed the driver at the centre of its projects; a classic car whose quotations are bound to rise.
Price
€ 52,000.00
The cars in my garage
