180° Crossover Equal Length Manifolds


Most TVR owners will be familiar with Clive Ford’s stainless master pieces in the form of his popular manifold Y Piece. Last year Clive surpassed himself and created a tuned crossover manifold system, the same design as seen on the legendary Le Mans winning Ford GT40 that somehow fits under the bonnet of a Griff.

So what is the point of a crossover manifold? The issue with a conventional 4-1 exhaust header is the separation between exhaust impulses. With a 90° (cross plane) crankshaft 2 exhaust pulses exit through the collector at the same time. A crossover manifold pairs the correct cylinders that fire 180° degrees apart in their firing are paired together, maximizing scavenging. When one cylinder is on the compression stroke, the other is on the exhaust stroke resulting in a constant flow, thus creating equally spaced exhaust pulses.The result is similar to that of a 180° (flat plane) crankshaft with four evenly spaced exhaust pulses in each header.

I had managed to resist the temptation of Clive’s latest masterpiece until I bumped into fellow Griff owner Peter Billington at the Griff Growl last year. Peter has a immaculate, sensibly modified Griffith and had just completed fitting the crossover manifold system. Peter very kindly offered to take me out for a spin in his to demonstrate the new manifolds and I was sold. The sound was incredible, a cross between a RV8 and Cerebra with the howl of a GT40 higher up the rev range…. epic! A few weeks later Clive received an order.

I am still running the OEM Lucas 14CUX ECU on my Griffith. I asked Clive to build the manifolds with two narrowband lambda sensor bosses (one per bank)  for the 14CUX and two wideband lambda sensor bosses for a future expansion (aftermarket ECU). I also asked for a wideband lambda sensor to fitted where both banks merge to allow me to run an AFR gauge at a later date.

Running the 14CUX with this system does pose an issue in that the lambda sensors in standard configuration read from  cylinders 2,4,6 and 8, and 1,3,5 and 7. With the crossover manifolds fitted the sensors read cylinders 1, 4, 6 and 7, and 2,3,5 and 8. The 14CUX is bank fired so to correct this it is a simple case of extending the injector wiring so injector wires 3 and 5 are swapped for 4 and 6.

Changing manifolds on a TVR is always a time consuming job due to the lack of access to the bolts. 2 long evening later the manifolds were fitted. The water pipe to the radiator was rerouted underneath the chassis rail and I took the opportunity to fit a JE alternator bracket to replace the tensioner.


First impressions are very good. The car seems to rev much more freely and the sound is epic. Below is a quick test on a cold day in February with new tyres so not going too mad. I will record a better video soon…

The car went to Dom at TVR Power for a service in March, while the car was in I asked him to put the car on the dyno for a power run to check the AFRs and also see what difference the manifolds made.

2016 Dyno Result

275.17BHP & 295.93ftlb at the wheels.

TVR Power dyno reads in wheel figures so I have converted to flywheel figures using the below site

BHP – 324BHP
Torque – 348ftlb


2017 Dyno Result

274.52BHP & 301.77ftlb at the wheels.

BHP – 323BHP
Torque – 355ftlb


Peak torque is up a bit but I am mainly impressed by the healthy increase in bottom end torque. The result is certainly promising but the car is running rich now so not really a fair comparison without a remap. There will certainly be more come with an adjustment on the fuelling and the addition of mapped ignition.


Cerbera Seats


I have always found the original seats very comfortable but lacking in lateral support. Since I have been attending more track days I have struggled with the Griffith seats not only do they not hold me in very well but the seating position is a bit too high and my head touches the roof when wearing a helmet.

Having researched various options I note that popular options for replacing the original seats are Lotus Elise and Mazda MX5 which are both narrow enough to fit. Although the aftermarket options did look appealing in that they are much lighter and offer more support the replacement seats had to be a  ‘TVR’ seat for me to maintain as much originality as possible.

Tuscan seat test
A good friend of mine had a pair of Tuscan seats up for sale which I purchased. I ran this seat in the Griff for most of 2015 to test it out for comfort and also completed a number of track days. I found the Tuscan seat much more supportive than the originals and being able to take the centre cushion out for track days and sit even lower in the car and wedged in is fantastic.

2015-04-06 Tuscan Seat

The issue with the Tuscan seat is for some reason even though the seats felt comfortable they gave me a back ache on long journeys. I also found the seats a bit too wide resulting in me being rattled around in them a bit on track. My main complaint with the seats is the lack of shoulder support, where the bolsters come up around the seat to form the headrest my shoulders sit on the bolsters which is not very comfortable. Lastly although I adore the design of the Tuscan seats I am not sure they entirely suit the Griffith.

Cerbera seat test
I have had a pair of Cerbera seats in the loft for a while now and since had tried them out before but found the seating position a bit too high (about 2cm higher than the standard seats). No good for me as I ideally need to be 2cm lower to accommodate the helmet on track days.

Taking what I had learnt from the Tuscan seats I decided to try out the Cerbera seats again.

Cerbera Seat

I instantly felt the Cerbera seats where more comfortable and I couple of long journeys confirmed no back ache. The shoulder support is good and the seats feel sculpted. The fact the last 100 Griffiths were fitted with these seats from the factory is a big plus for me as technically even though they were not fitted to my car they are an OEM part which did feature in the Griffith.

On the negative side the issue with the height was very apparent as soon as the seats were fitted, I was now sitting far too high, my head was very almost touching the roof without a helmet and the driving position overall not great due to the height. Leg support on the Tuscan seats was also far superior and the Cerbera seats felt a bit short in terms of length.

Knowing I would be getting the seats re-trimmed I decided to modify the bottom foam by removing 75% of the foam thickness from the main cushion but leaving the leg support intact to provide a better support similar to a bucket seat design. The result not pretty but provided a proof of concept. Height wise this was now almost perfect although the very thin layer of foam was not very comfortable at all and very cold. The leg support also worked very well indeed.


Cerbera Seat modification and re trim
Throughout the testing phase of both seats I had been speaking with Dave The Trimmer who I had the car booked in for the seat re trim with. Dave in my experience is not only a very talented trimmer but is one of few individuals I spoke with who was happy to take on the challenge of potentially creating something bespoke.

Looking at the design of the Tuscan seat and the Cerbera seat I noted that one of the reasons the Tuscan seat is lower is because the Cerebra seat has a solid fibreglass base and the Tuscan seat has webbing.

Cerbera seat

Tuscan seat

I arranged to pop in to see Dave to discuss the possibility of modifying the Cerebra seat by cutting out the fiberglass and installing webbing. I also wanted to see if he could make a custom bottom foam based on my butchered original. With the scope of the seat retrim works clearly transforming from a few modifications into more of a complete custom build at this point I was expecting a lot of back tracking and excuses but the answer to both questions was simply “Yeah I can do that”.

The Griff went in with Dave the Trimmer on the 1st February. 1 week later Dave had modified the original seats and was ready to mock up the test foams.


I also asked Dave to replace the rear seat foams to provide additional comfort. Below the seat can be seen with a prototype bottom foam.


A couple of weeks later the custom made foams were ready. Below picture shows the new custom foam (left) original prototype (centre) and the original OEM foam (right)


A week later the seats are finished complete with heated seat elements with the switch hidden at the rear.

IMG_1257 (1).jpg



Huge thanks to Dave The Trimmer and the team for doing such a fantastic job creating this bespoke product.

Front Brake Upgrade

I have never been entirely satisified with the brakes on my Griffith, mine being the 500 has 260mm brakes which is in improvement over the earlier cars but they have always left me wanting more.

Upgrading the standard system
A couple of years after purchasing the Griff I decided to upgrade the front brakes. Speaking with my TVR specialist David Batty he recomended the following works

  • Renewing the front discs with standard items.
  • Replacing the brake hoses with braided hoses to increase the feel of the brake pedal.
  • Replacing the pads with upgraded Mintex  items.
  • Changing the standard brake fluid with DOT5.1 fluid.

The result of this works were brakes with certainly felt better and performed better. Perfectly adequate for fast road use.

A couple of years ago I started using my car on track. My first track day was at Snetterton. Aside from nervously drving around the track and trying to get out of people’s way the one thing a did notice as my confedence grew was the brakes were not fit for purpose. A couple of +100MPH braking at the end of the long straights and the brakes were cooked.

When you look at the standard TVR caliper it is easy to understand why the brakes do not work well on track.
PTVR J01345315

4pot brake upgrade
Looking at brake upgrades there are many options to choose from. Most owners who have upgraded brakes also have larger diameter aftermarket wheels which gives a wide range of options. I wanted to retain the standard TVR Estoril wheels which unfortunatley limits my options of what will fit under the standard 15″ wheel.

I also decided that I wanted an OEM quality product, I have been burnt many times before with substandard ‘upgraded’ parts from aftermarket companies. OEMs invest a lot of money in R&D and making sure thier products are up to scratch.

There are two companies who supply to OEM and provide a suitable upgrade to meet my requirements, AP and Alcon.

Option 1 was to upgrade to 16″ Estorils and fit the TVR branded AP 4pot CP6600 calipers and 300mm discs as fitted to the later Speed Six TVRs. Pictured below on Mark’s Griffith.
Mark Front Brakes 01

Option was to go for the Alcon 4pot calipers with 295mm discs that fit under the standard 15″ Estoril wheels

After speaking to a number of people about the options I decided to go for the Alcon setup from David Gerald. I did very much like the idea of retro fitting the TVR AP solution from the later cars, however the exspense of sourcing 2 x 16″ Estoril wheels for the front, new tyres and resetting the geo did not seem worth it for an extra 5mm of disc (295mm vs 300mm). What sold me on the Alcon kit aside from being able to keep my standard wheel was it is a direct bolt on kit so no adapters required for the caplipers. Interestly enough I found an owner who had what appears to be the same spec brakes (Alcon 295×28) factory fitted to his Griff in the development days. More info about the kit from David Gerald (now Classic World Racing) can be found below.

After having the new brakes fitted to my Griffth immediately noticed the increased feel of the brakes. The standard system always worked when I needed it but it never inspired any confedence. I am now finding I can approach corners and rounabouts much faster as I have confedence in the brakes.

I decided to book a track day at Bedford Autodrome to test the new brakes out properly. After warming up the car for a lap I started to increase speed down the straights and brake more agressively into the corners. Towards the end of the day I was hitting over 130MPH on the back straight and agressivly late braking into corners, I could not get the brakes to fade.

I am very impressed with the Alcon setup and I can honestly say it is one of the single best improvements I have made to the car.

David Gerald Alcon Griff Brake Upgrade

David Gerald Alcon Griff Brake Upgrade

TVR Power Dyno Session

Following my writeup about the ACT twin throttle carbon fibre plenum I have been up to TVR Power and the car has been mapped by 14CUX guru Mark Adams.

Original plenum writeup

The last dyno result I had for the Griff was at the Growl in 2013 on North London Dyno rolling road. This was without the plenum and you can see the car was over fuelling so much so that the torque dripped.

2013-07-07 North London Dyno 1

Torque & AFR
2013-07-07 North London Dyno 2

2013 Griff Growl
Peak BHP – 226.6BHP Wheels (281.8 Flywheel)
Peak Torque – 342ft/lb

The twin throttle plenum and K&N flat panel filter were added in 2014 everything else on the car has remained the same since the dyno run in 2013. Mark Adams booked up a session at TVR Power yesterday to get the car mapped correctly with new plenum. I am always impressed with Mark’s work, peak power figures are all well and good when on full throttle but most importantly to me is how the car actually drives and this is where Mark excels, not only does he map the car for maximum power he also knows how to iron out all those annoyances such as shunting, hesitations, lumpy idles etc which become very tiresome around town and when stuck in traffic.

I have met Dom a few times but it was my first time up at Power and I was very impressed by the hospitality. Mark was mapping the car and Jason Oakley was operating the Dyno on the day so I had two TVR legends working on the car. After setting the car up Mark and Jason thoroughly checked the car over analysing the ignition and fuelling to make sure everything was working as it should. I asked Mark to perform a before and after run so I could compare.

TVR Power Dyno

First Run (before mapping)
2014-06-24 TVR Power Dyno Before

Final Run (after mapping)
2014-06-24 TVR Power Dyno After

After Mark had worked his magic and got the fuelling spot on the final run showed a further increase in BHP and torque.

2014 TVR Power
Peak BHP – 254.65BHP Wheels (309.95 Flywheel)
Peak Torque – 285.20ft/lb Wheels (347.15 Flywheel)

It is very difficult to accurately compare the pre plenum figures to post plenum as the readings are from different dynos on different days. The only way to accurately compare is to test back to back on the same dyno on the same day. Furthermore the fuelling was out in 2013 so the car would have certainly made more back then if this was sorted. TVR Power’s dyno figures where measured at the wheels whereas the Growl dyno measures at the wheels and then converts to a flywheel figure. The Growl Dyno Dynamics dyno read 226.6BHP at the wheels and converted this to a figure of 281.8BHP at the fly, as a percentage this works out as 21.7152%. I have applied the percentage to the TVR Power wheel BHP figures to compare flywheel figures:

Before plenum – Peak BHP – 226.6BHP Wheels (281.8 Flywheel)
After plenum – Peak BHP – 254.65BHP Wheels (309.95 Flywheel)

Having upgraded the AFM, injectors, fuel reg, plenum, trumpets and manifolds I am now in a position where there is no more power to be had from the original engine. Any further uplift in power will require an upgraded engine. Figures aside I am very pleased with the complete package, the car drives and performs well and I have the piece of mind that the fuelling is spot on so I can safely exercise the car on track.


ACT Twin Throttle Carbon Fibre Plenum


I have owned my TVR Griffith 500 for 5 years now, originally purchased from James Birkby at TVR MADS in 2009. The Griff was low mileage completely standard example of the marque which had been meticulously cared for by its previous owners.

During my ownership in addition to the usual servicing requirements the car has undergone a number of subtle enhancements to improve driveability, performance and reliability. Importantly for me the look of the car remains completely original. I would like to think that the modifications I have completed have not devalued the car as they are all generally viewed as excepted and well-known enhancements in the TVR community. All modifications I have completed on the car are 100% reversible and I have always kept the original parts so if I ever do need to return the car to a factory standard state I am able to do so.

The engine is still largely standard but I have added a number of breathing and fueling modifications to help the engine work more efficiently. Breathing modifications include a full ACT replica stainless steel exhaust manifolds, Clive Ford Y piece, ACT smooth bore induction hoses, carbon fibre superflare trumpets, K&N panel filter element and an inlet thermal gasket. On the fueling side I have modern Bosch spray pattern fuel injectors, larger Bosch Air flow Meter and an uprated Bosch 3 bar fuel regulator. The ECU is original Lucas 14CUX which has been remapped by Rover V8 mapping guru Mark Adams. The result is a very smooth power delivery, more torque and BHP throughout the rev range and better fuel economy. Bad habits such as cold start issues, lumpy idle, low speed shunting and cold start issues have all been removed. Those who have 5.0 Rover V8 TVRs will know all about shunting, especially on a hot day!

The car is pretty much where I want it to be now and I am very pleased with it. However there is one product that I have always lusted after, the ACT twin throttle carbon fibre plenum. After being drawn in by the aesthetics of the product, whenever I have spoken with an owner who has one fitted to their car they have always expressed how impressed they are with it.

I have got to know Tim Lamont who runs ACT products well having purchased a number of parts from him over the years. Tim is always very honest about the products he sells and there is never any element of hard sell. All the ACT products I have purchased have always been very good quality. I have been speaking to Tim on and off for a couple of years regarding the plenum. My Griff has the standard Land Rover plenum chamber fitted which, when originally designed was optimised for low speed torque. Great for heavy 4x4s but perhaps not ideal for a sports car. The ACT plenum kit has been designed to feed in air more effectively across the trumpets. Instead of a single throttle the ACT plenum has two Jenvey throttle bodies which are positioned to further optimise the airflow over the trumpets. With better air distribution comes additional torque and power and a much improved throttle response.

ACT Plenum 01

ACT also offer a triple throttle variant of the carbon fibre plenum. I have always preferred fit of twin throttle plenum on the Griff. The pipework on the twin plenum follows the exact same route as the original plenum whereas the triple comes across the rockers exposing some of the ducting. I spoke with Tim regarding the differences between the two in terms of performance and he recommended the twin throttle over the triple in my case as it would be more than sufficient fitted to a TVR 5.0 Rover V8. The benefits of the triple throttle version would only really be noticeable over the twin on high output custom-built engines, for example the V8 Developments 5.5 and some of the higher capacity John Eales racing engines.

After speaking with a fellow Griff owner in Holland he advised me to also fit an upgraded throttle linkage to the plenum kit which bolts directly to the throttle bodies. The linkage he had fitted to his ACT plenum looked improved over the original design. I spoke with Tim at ACT about the upgraded linkage and the possibility of him supplying a plenum kit with this included as part of the build. Tim had previously been working with Jenvey on an upgraded linkage option for the plenum kits and already had some test units in the workshop. In addition to the upgraded linkage mechanism looking better engineered it also features an improved return spring that compresses as the throttle opens as opposed to stretching the spring. There are no performance benefits but input to the throttle pedal will be more precise and it should have a better feel. You can see the difference between the existing linkage design and the new upgraded version in the images below:

Existing Linkage
RPI ACT Twin 02

Jenvey Linkage
Jenvey Linkage 03

Jenvey Linkage - Austec Testing

I found myself in a position this year to place an order for the plenum kit with the upgraded linkage. Once the plenum had been built Tim needed to test the final fit and clearance of the new linkage being the first production item to feature the upgrade. The plenum was test fitted to a car at Austec and everything checked out fine.

I had the plenum fitted to the car while it was in for it’s 12k service. I entrust my Griff to David Batty and his team at ‘The Garage’ in Godalming. David is someone I have a lot of respect for as he has been in the game a long time and is a very experienced and talented mechanic. Unlike many other mechanics I have dealt with he listens carefully to what the customer wants before offering a solution and always takes the time to explain things in mild mannered way. The business is family run and very friendly. I am certainly not the easiest customer deal with as I do have OCD tendencies when it comes to my Griff and I expect work that is carried out by a TVR specialist to be of the highest standard. I have always been extremely happy with the work that David and his team have completed on my car and have always found him a pleasure to do business with.

As expected David did fantastic job of fitting the plenum kit. It took a little bit longer than expected to fit as my car has power steering and is running the original coil both of which are bolted to the old plenum. A number of other cars I’d seen with these plenums didn’t appear to have power steering and most had aftermarket ECUs which utilise coil packs mounted elsewhere in the engine bay. I was keen to keep the power steering reservoir and coil in the original location so Tim and David came up with a neat solution to modify the existing brackets and retain these items.

I bought an old pair of Rover SD1 rockers from eBay and had them powder coated in a black crinkle finish which David also fitted. The flame trap is one of Clive Letherby’s CNC masterpieces (Point CNC).

New rocker covers
2013-08-17 Rocker Covers

New plenum and rockers fitted


Once the plenum was fitted and the car services I asked David to use the car for a couple of days to give it a shakedown before I picked it up and to let me know his thoughts. When I spoke to David on the phone to ask his opinion he said to me “Matthew, I think you are going to be very pleased with the result”.

I have only had the plenum fitted for a couple of weeks but I must say I pleased would be an understatement. I have always found the throttle response on the Griff to be a bit lethargic, great for bumbling around riding the torque band but never really that impressive when pressing on. The plenum has changed the character of the car completely; it feels much more free-revving and eager to go just like a modern sports car but with the TVR grunt that we all know and love. This is so far the most noticeable modification I have completed performance wise. The car has always pulled like a train but now it goes like a rocket. The car feels like it has noticeably gained top end power, I used to change up around 5k revs before but now it pulls strong all the way up to 6k. The main difference however is the throttle response which is now unbelievable; any input on the throttle pedal is now instant. I am also very pleased with the throttle pedal weight which is much lighter than the old setup but not so light that it lacks feel. The old setup was fine most of the time became tiresome in traffic and on long motorway journeys. I do not have any definitive figures from the dyno yet but I normally dyno the car once a year so it will be interesting to see how the graph has changed compared to last year.

The only minor downside with the plenum is the chatter from the valve train is noticeably louder, I assume the original plenum being thicker deadened the sound. That said this isn’t really an issue as I have only noticed the difference when on idle and with the roof off.

I spoke to Tim to feedback my thoughts on the plenum and the new linkage. I said that I thought the car had gained a lot of power and he explained that he tested the product on a dyno with a new John Eales 4.3 engine and ACT plenum made an extra 10BHP when tested back to back against the standard rover item. Tim went on to explain that it is not just down to the increase in peak torque and power that makes the car feel quicker in the case of this product, it is the delivery of power throughout the rev range and the throttle response. Tim said when he was originally developing the plenum he fitted the product to an RV8 race car and the car lapped significantly quicker with the new plenum. Although the plenum would have only added around 10BHP peak power the lap times reflected increase in equivalent of around 50BHP peak power. The reason the lap times had fallen where largely down to not the peak power but the delivery of the power. The improved throttle response meant the driver was able to get back on the power quicker out of the corners and benefitted from an increase in mid range torque and power. An interesting story and now having done a track day with the plenum I can certainly believe that claim.

In summary I am very impressed with this product and would thoroughly recommend it. I am particularly pleased with the new linkage as for me I have always seen the original linkage as a weak point of what is otherwise a beautifully crafted and cleverly engineered product. I understand from Tim that the new linkage is now available as a retrofit option for existing customers with the old linkage.

2016 Rolling Road Update

I have had the camshaft replaced as the standard TVR435 item was badly worn. I opted for the TVR Power 885 cam fitted by David Batty. I took the car up to TVR Power in Coventry to be run on the rolling road. The last time I had the car run was in 2014. The result with the combination of the cam and the plenum was very impressive. Power up from 242.8BHP to 275.2BHP measured at the wheels, approx 286BHP to 324BHP at the flywheel. The rolling road result showed the extra breathing provided by the plenum at the top end.

IMG_0487 (1).jpg

Mapping session at Mech Repairs with Mark Adams

I had the ACT / Mark Adams Tornado tuning kit fitted to my Griff last month by David Batty. The kit included the higher flow rate spray pattern injectors, larger Bosch MAFM and updated Tornado EPROM. I already have the ACT carbon fibre plenum trumpets ACT manifolds, smooth bore induction hoses etc.

I booked a session with Rover V8 mapping guru Mark Adams at Mech Repairs in Cheltenham. The first couple of hours were spent with Mark and Brian from Mech completing a full diagnostic of the car. I was surprised at how much detail Mark and Brian went into testing the car before the mapping session. The ignition system, fuel system, EFI sensors and ECU, plugs and camshaft where all scrutinised. Mark and Brian did identify an issue with the coil, not outputting enough voltage, this was changed for a Bosch coil. Further inspection of the old coil showed that it was a non branded version and the seal had gone resulting in all the oil leaking out.

I asked Mark to run a power run on the car as is before any mapping took place as a control so I could see the difference once the car was mapped.

The initial run showed the car was running quite lean but was still making good power. Mark tells me that the dyno at Mech repairs reads about 21% under what most others do so based on the figure of 229BHP that equates to 277BHP which ties in with exactly what mine made on the North London Dyno at Griff Growl last year.

Initial Run

2013-04-05 Mech Repairs Dyno Initial Run

2013-04-05 Mech Repairs Dyno (2)

Mark increased the fueling and the power figure increased by 9BHP to 238BHP, but still running lean. Mark increased the fueling again and the BHP figure went up to 245BHP. Still not entirely happy Mark also adjusted the timing on the dizzy and now she was running spot on and made a final figure of 247BHP which + the 21% works out at 298.87BHP.

Final Run

2013-04-05 Mech Repairs Dyno Final Run

The following graph shows the before and after runs overlayed.


2013-04-05 Mech Repairs Dyno Run Comparison

I will be very interested to see what the car makes on the North London Dyno at the Growl this year.

More important than the increase of power is the fact that the car now drives very nicely indeed. The road manners are much improved, no shunting, no idle issues and no hunting. My car has always had an issue where if it is below freezing I cannot simply start the car and drive off I have to leave it running for a couple of minutes which amuses my neighbours no end. The reason for this is that if I go anywhere near the accelerator it floods and stalls. Since having Mark’s chip and custom map on there I can start the car and drive straight away without any issues. The car had also recently developed a very irritating idle issue where it would idle at 2k which made it very difficult to control at low speeds. I am pleased to report that this issue has also bee resolved.

For anyone thinking about having this done I whole hardheartedly recommend it. Watching Mark work his magic is fascinating and he certainly is a master of his craft.

So what next…..
Maybe a new cam, ACT twin throttle Carbon plenum and an Omex ignition processor to complement the 14CUX fueling. Probably not until next year now though.

Rocker Covers, Manifolds and other shiney bits fitted

Having accumulated a number of new parts over the last year I decided it was time to get them fitted. I had the following items to fit:

  •     Blue powder coated rockers and plenum – http://wp.me/p3r6wb-2T
  •     Silver powder coated swirl tank
  •     Clevor Trevor alloy PAS tank
  •     ACT Smooth bore AFM to filter pipe
  •     ACT black silicone breather hose
  •     ACT S/S replica exhaust manifolds – http://wp.me/p3r6wb-3g
  •     V8 Enhancements (Clive Ford) Y-Piece – http://wp.me/p3r6wb-3g
  •     Jonny Zubak Plenum black silicone breather hose
  •     Jonny Zubak Manifold heat shields
  •     Jonny Zubak PAS hoses

Unfortunately my usual TVR specialist Leven Technology in Basildon have closed as Simon and Jools decided to sell up. Thankfully the Leven accessories side of the business it now run by Prestige Performance Cars. After speaking with a number of other owners I decided to take my car to David Batty – The Garage in Guildford. Similar to Leven The Garage is a family run business and David is assisted by his son Darren and his wife Tracy who runs the admin and accounts.

I dropped the car off to David and agreed to pick it up a couple of days later. I was a little nervous about trusting my car to someone else having only ever taken it to Simon at Leven. When I arrived to pick the car up I had a long chat with David who explained exactly what he had done with the car. David very modestly said “I think you may be pleased with the result” …. To say I was impressed would be understatement…..


Engine Bay Before


Engine Bay After

I am very impressed with David Batty, excellent service and very reasonably priced. I will most certainly be taking my car back there.