By Dean Sprague
About 40 or so years ago I was casually reading the Sunday morning paper when I spied a 1969 TVR Vixen in the classifieds. The owner wanted $3500 for it. That was not bad money at the time so I decided to give him a call. When I went to look at the car I found it was in less than its advertised pristine condition. The incorrect maroon paint was badly checked, the fiberglass body was riddled with stress cracks and the interior was original but torn and tired. The best part; when I started it up it was banging on three cylinders. On the positive side however she had a duel set of DCOE 40 Weber carburetors, original TVR mag wheels, a clear rear window (those were un-obtainium) and was the last year for the “bulged” bonnet. That was significant because this was in essence the Griffith hood, which was made to accommodate the 289 Ford V8. I offered him $1600 for the car. He immediately threw my card in his front yard and I left. I was surprised to learn this was the beginning of the TVR story not the end. Three weeks later a got a call. Apparently the bank was foreclosing on his loan and I was his only offer. I met him at the bank where I saved his credit and he, while still disgruntled, reluctantly sold me the car. It was so low on fuel I actually coasted into the first gas station I found but at least the fuel gauge was accurate.
When I got it home I pulled the head and found one very burned exhaust valve and seven other tired ones. Of course the Weber carbs were seeping fuel from everywhere and required rebuilding along with the hydraulics (it’s still British you know) and a multitude of little bits. Once finished however it ran very well but it wasn’t much to look at so off to the paint shop. They drilled out and epoxied over 400 cracks before it was painted a deep British Racing Green. Of course, I immediately started looking for a Ford 289 engine and gearbox. It was Griffith time! I found a complete Ford 289 V8 and had it sitting on my garage floor when something went bump. Another deal emerged. Through a friend a guy heard about my Vixen and had to have it. I really didn’t want to sell but he offered me a deal I couldn’t refuse. He was restoring a 1967 Jaguar E type roadster. You may know I have a well-documented weakness for these machines. It was a 34K original mile one-owner car. A doctor purchased the car new from the local Jaguar dealer and when he passed away it went to his neglectful son who never took care of it. The car had already been taken to the bare tub and refinished in the original regency red lacquer and was receiving a completely new back leather interior. There was just one little problem it was only running on five cylinders (this was becoming a pattern). So to sweeten the deal he threw in a complete three-carb/manifold assembly off an earlier E type. How could I refuse? Besides I could fix it right? I assumed I would at least have to pull head and do what I did to the TVR but it was still felt like a good deal. A restored XKE was worth something in the 10 K area back then and I only had about $2500 in the TVR.
I began by removing the cam covers and ignition wires. As I was pulling the plug wires something looked off so just for fun I retraced them. It looked like #2 and #5 plugs were reversed. That couldn’t be, a certified master Jaguar mechanic had checked everything right? Well, I decided to reassemble the engine anyway and try again. I turned the key, pushed the starter button and she sprung to life running as smooth as glass the way a Jaguar should. That was the problem an easy wire swap! Sometimes it’s the simplest things. Always start by using the kiss theory. I found out later that he had a friend that worked for Jaguar who had already tried to find the problem. He thought it might even be as bad as a blown piston. The former owner learned a lesson that day; never, no not ever work on cars after you have opened the bung on the demon rum. Always do the work first, and then celebrate.
Not all was roses however. When I brought the car to the trim shop the owner told me there was a bit of a remaining remaining balance that was not disclosed to me earlier. After some discussion however we agreed to lower the bill a bit if I would let him work on it between other jobs. The good news I found a buyer for the Jaguar three carb set up which almost completely covered the new adjusted bill. The bad news the car took forever to get the interior finished. He told me that these interiors are very difficult to do. He said, “you have to get your mind right before you go near one of these Jaguars or nothing will go well”. I was patient and friendly and finally (I think out of guilt) he finished it. I must admit it was worth the wait. The interior was breathtaking and so was the hood (top) installation. In fact, of all the E types I have owned this one was truly the most pristine. It was coming out so nice I foolishly decided to remove the engine/transmission just to finish the cosmetics under the bonnet. I learned something however when anything is “perfect” it only gets worse, never better. Once when I drove it the weather report was inaccurate and we got caught in the rain. I had to jack stand the car and spend 3 days cleaning the undercarriage. In fact, the car was so perfect I didn’t really enjoy using it. I showed the car several times where it always took a first or Best of Show.
My friend Jerry, the Manager of the local Jaguar dealership saw the car and had to have it. He offered me top money at the time. His timing was perfect I was in the throws of a new business venture and in desperate need of reliable transportation. He offered me a title swap on almost any LBC on his lot. They sold MG, Triumph, Fiat and TVR. I felt like a kid in a candy store. First I drove a new black on black 1980 MGB limited edition. It was pretty but very slow and hot (no air). Then I looked at a left over 1978 TVR 280i. It was a lot more money than he wanted to trade for but since he was still sitting on the car he agreed to discuss it. I drove it and maturely decided it didn’t represent the reliability I needed but sadly I really wanted it. He had maybe 30 Triumph TR7s on the back lot. I drove one and it was extremely comfortable, reasonably fast, had efficient air and since it was the “shape of things to come” I traded my 1967 restored XKE Jaguar for a brand new TR7. I immediately got buyers remorse but was very lucky because I got a do over. The car was totaled from a chip in the door (another story). When British Leyland finally bought the car back I converted the cash into a non-British new 1980 Fiat 2000 Spyder with air. That reduced the sting a little bit from the Jaguar loss. Actually, even though it’s no Jaguar I have fond memories of the Fiat… but I still think about what fun a V8 powered TVR would be.
