Michael Zappa's 1969 TVR Tuscan V6 Race Car
Owner: Michael ZappaCity: Pittsburgh Pennsylvania
Model: 1969 TVR Tuscan
Engine: 3.0L Ford V6
Built by: Zappa Racing, MAP Automotive, and Boffo Motors
Race Prepared by: Zappa Racing
The TVR Tuscan Model
TVR is a small, specialist sportcar manufacturer that was founded in 1947 by Trevor
Wilkinson and his partner Jack Pickard. The company started and operated for nearly its
entire existance in the seaside town of Blackpool, which overlooks the Irish Sea.
From 1953, TVR car models have usually featured fiberglass bodies mounted on top of
tubular steel chassis.
TVR's Tuscan model was built from 1967 to 1971. A second model produced through this
same period is known as the Vixen. The two were cosmetically similar, but the Vixen model
featured smaller and less powerful engines. The Tuscan and Vixen were preceded by
various Grantura and Griffith models, and in the early seventies they were superseded
by TVR's various "M" models.
The Tuscan model was originally offered with Ford's 289 cubic inch V8 engine. Ultimately,
seventy-three Tuscan V8's would be built. Compared to their rivals, a relatively high
proportion of TVR sales were to British customers. The large American V8 engine may have
been overkill for that market. Realizing this, in 1969 TVR began also offering British
Ford's Essex 2994cc V6 in the Tuscan. The Essex V6 was rated 136hp, and with it
the Tuscan was able to reach speeds of 125mph. 101 Tuscan V6's were built, bringing
total Tuscan production to 174 cars.
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Mike Zappa's Tuscan V6
Mike Zappa's first encounter with a TVR sports car happened when he was in high school.
The year was 1966, and the car was a Ford 289 cubic inch V8 powered TVR Griffith 400.
As much as he coveted it, he'd have to wait until college graduation before buying a
TVR of his own. Then, Mike purchased a new 1972 TVR 2500M, which featured Triumph's
2.5L inline six cylinder engine. Mike raced his 2500M through 1973 and 1974, before
events conspired against his racing ambitions. Firstly, due to low sales volume, SCCA
ruled that the 2500M failed to meet their homologation requirements. They would no
longer classify it as a "production" automobile. At about the same time, young children
were born into the Zappa household.
The racing bug may have been forced into remission, but it didn't leave his system
entirely. In 1991, Mike resumed racing. Through the nineties, Mike drove progressively faster
classic Lotus models: a Lotus 18 (Formula Junior), Lotus 31 (Formula Three), Lotus 26R
(racing version of the "Elan"), a Lotus Cortina, and a Lotus 23B. For a change of pace,
Mike raced a spectacular Chevron B16 for about five years. Meanwhile, Mike also built-up
and raced a Datsun 510. All these cars ultimately led back toward where he started.
About five years ago Mike decided to build himself the ultimate vintage TVR racecar.
Over the years Mike has owned about fifteen TVR sports cars. In addition to working on
his own TVR's, he has also restored TVR sports cars for other people. When this particular
car came along, he knew well how to judge whether it was suitable for restoration. It's a
1969 TVR Tuscan, and it arrived as a basket case. Its tired and corroded tubular chassis
was judged unsuitable for use or repair, so it was scrapped. The rest of the car was in
pieces. This Tuscan had never been a racecar, but that would be its destiny.
One of the first orders of business was acquisition of a suitable frame. Original
TVR Tuscan frames were constructed of round tubing. In 1971, for the new "M" series,
TVR developed new frame designs which combined round and box section tubing. The new
style frames were easier to fabricate and much easier to attach body panels to, and
they were also significantly more robust. Mike chose a 2500M frame as a foundation for
this project.
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Ultimately, the frame would receive many modifications, including entirely custom front
and rear suspension pick-up points. Much of his chassis work was subcontracted by
Mike Zappa to his friend Mike Pierro. Mike Pierro is also located in the Pittsburgh area,
where he specializes in restoration of Cobras and GT40's. His shop is known as
MAP Automotive. MAP Automotive restored the TVR tubular chassis, built the rollcage,
fitted the engine and radiator, and fabricated the custom exhaust headers.
Another key partner in the Tuscan's construction was Jim Boffo of Boffo Motors in
New Brighton, Pennsylvania. Boffo Motors is a full service sports car maintenance,
repair, and restoration shop. Although Jim has many years of racing experience, his
role in this Tuscan project was primarily bodywork. Indeed, some of the custom bodywork
on this car is quite special and elaborate. Both front and rear fenders have been
sectioned and made wider to fit wider tires. Boffo Motors also did modifications to
the suspension and updates to the chassis beyond what Mike did. The TVR's exceptional
paint job is entirely the work of Boffo Motors.
Besides over-seeing all the construction work, Zappa Racing did the electrical, plumbing,
interior, and aluminum work as well as assembly and shaking out. For example,
they found and corrected a runout problem in the bellhousing which was causing rapid
transmission failures. Now that the Tuscan is fully sorted, they're actively racing it and
making continuous mechanical refinements.
Since this TVR Tuscan project started, Zappa Racing has restored seven other TVR's, but
this one is the fastest! Mike has also recently purchased and started restoration of a
Ford GT40 Series I. Restoring an original Ford GT40 is a big financial commitment,
requiring rare parts and specialized help. For example, the Ford V8 engine is currently
being rebuilt by Holman Moody, who built it the first time back in the sixties. Thus,
the Tuscan has been offered up for possible sale, priced at $110,000. It's certainly
doubtful whether anyone could build an equally developed and refined Tuscan V6 for less
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Features and Specifications
| Engine: | 3.0L Ford Essex V6, built to racing specification by Ric Wood Motorsport in England.
Cosworth GAA engine block, sleeved down to achieve the required cylinder bore.
Steel crankshaft.
Cosworth forged aluminum pistons.
Cosworth forged connecting rods.
Approximately 13:1 static compression ratio.
Ric Wood Motorsport (two valve per cylinder) aluminum cylinder heads.
Group 1 camshaft with 320 degrees duration.
1.95" inlet valves and 1.625" exhaust valves.
Roller rockers.
Custom intake manifold.
Triple Weber 44 DCNF downdraught carburetors.
Mallory distributor.
Mallory ProMaster coil.
Accel 8.8 Silicone Plus Spiral Core RFI suppression spark plug wires.
MSD6AL capacitive discharge ignition system with rev-limiter set at 7200 rpm.
(Actual shift point is ~6700 rpm, for engine longevity.)
Ric Wood dry sump lubrication system, with remote tank located in cabin on passenger side.
2 stage oil pump.
Mocal remote oil filter mount, with Fram HP1 filter.
Brad Penn 20/50 race oil with zinc additive. |
| Cooling: | custom Griffin aluminum radiator. (Water and "Water Wetter" only.)
Remote mounted thermostat.
Setrab oil cooler located under car with ducting from the front of car. |
| Exhaust: | custom headers with two 3-into-1 collectors and slip joints, custom fabricated by Mike Pierro.
Dual straight pipes exiting out the rear of car. (No crossover pipe.) |
| Transmission: | Borg-Warner "World Class" T5z 5-speed with 0.80:1 fifth gear and special upgraded synchros.
B&M short-throw shifter.
Tilton clutch master cylinder.
Tilton dual-disc 6.25" clutch, actuated by a Tilton hydraulic throw-out bearing.
Aluminum flywheel.
Ric Wood bellhousing.
Custom driveshaft. |
| Rear End: | Chevrolet Corvette quick change rear end with limited slip differential.
Modified heavy duty universal joints. |
| Chassis: | original round-tube 1969 TVR Tuscan frame has been replaced with a
1970's vintage square-tube "M" chassis, which is much stronger. |
| Front Susp.: | upper and lower A-arms with Heim joints.
Spax Krypton adjustable gas coil-over shock absorbers.
Hypercoil springs.
Triumph TR6 quick ratio steering rack (modified as shown below).
Triumph TR6 uprights (modified) and steering arms (also modified).
All pickup points gusseted.
Speedway Engineering modular 1" adjustable sway bar, mounted on aluminum pillow blocks. |
| Rear Susp.: | upper and lower A-arms with Heim joints.
Spax Krypton adjustable gas coil-over shock absorbers.
Hypercoil springs.
Reinforced aluminum hub carriers.
All pickup points gusseted.
Speedway Engineering modular adjustable sway bar, mounted on Heim joints. |
| Brakes: | (master) dual Girling master cylinders, with remotely adjustable bias bar. Castrol SRF hi-temp racing fluid. (front) Outlaw calipers with Hawk HP100 pads. 10.75" Ford Thunderbird rotors. (rear) Outlaw calipers with Hawk HP100 pads. 10.75" Ford Thunderbird rotors. Tilton brake bias valve. |
| Wheels/Tires: | 3-piece aluminum racing wheels by Image Wheels International Ltd.
Toyo Proxes R888/235/50/15 tires, unshaved. |
| Electrical: | Hawker lightweight racing dry cell battery.
Mitsubishi alternator.
Hella external battery disconnect switch.
Working headlights, tail lights, and gauge lights. |
| Instruments: | (left to right) AutoMeter Sport-Comp tachometer (0-10000rpm),
AutoMeter Sport-Comp oil pressure (0-100psi),
fuel pressure (0-15psi, electronic),
coolant temperature (140-280F),
and oil temperature (140-280F) gauges.
Westach single EGT (700-1700F) and dual EGT (700-1700F) gauges.
Mico brake pressure (0-1500psi) gauges.
Mr. Gasket fuel pressure gauge (0-15psi, mechanical) and
Hobbes hour meter, located in the engine compartment.
|
| Fuel System: | ATL 8 gallon fuel cell.
Aston Martin fuel filler cap.
Holley "red" fuel pump.
Holley adjustable fuel pressure regulator.
Mr. Gasket triple outlet fuel block. |
| Safety Eqmt: | 9-Point gusseted roll cage.
Kirkey 41V low back aluminum drivers seat.
Simpson 5-point Cam-lok safety harness.
Pegasus hex type quick release steering wheel hub, on a Momo steering wheel.
Raydyot large bullet mirrors on custom fabricated aluminum brackets.
S.P.A. Firefighter AFFF centralized fire suppression system. |
| Weight: | ~2200 pounds, including driver (~190#) and fuel. |
| Misc.: | Special one-piece front clip.
Lexan windows (all).
Custom opening rear window. |
| Racing Class: | SVRA Group 8 / A-Production. |
Engine Installation
3.0L Ford Cosworth Essex V6, built by Ric Wood in England.
Ford originally planned to produce both gasoline and diesel versions of the Essex iron block, sixty-degree
V6. Diesel versions never reached production, but that goal is one reason the design is so robust. Later,
Ford worked with Cosworth to develop the Essex V6 for use in Capri RS3100 race cars with which they
contested Division 2 of the European Touring Car Championship, finishing second to BMW in 1974.
Cosworth GAA engine blocks offer many advantages over original Essex engine blocks, including 4-bolt
main bearings in lieu of 2-bolt mains. To meet class rules, bores were sleeved down from 100mm to 94mm.
Mallory ProMaster coil. Accel 8.8 Silicone Plus, Spiral Core, RFI suppression spark plug wires.
Triple Weber 44 DCNF downdraught carburetors, set-up as follows:...
main venturi = 35, aux. venturi = 4.5, main jet = 1.40, air correction = 1.85, pump jet = 0.40.
Below and the the right of the Holley adjustable fuel pressure regulator is an electronic sensor for
a dashboard mounted fuel pressure gauge. A Hobbes hour meter is mounted beyond the regulator.
Mr. Gasket mechanical fuel pressure gauge (0-15psi), mounted to the Mr. Gasket triple outlet fuel block.
Fabricated aluminum coolant header tank.
Mitsubishi alternator. Mocal remote oil filter with Fram HP1 filter.
Jaz Products engine crankcase breather bottle.
Custom Griffin aluminum radiator.
Setrab oil cooler.
Dual Girling brake master cylinders, with remotely adjustable bias bar.
Tilton clutch master cylinder.
Mike Pierro custom fabricated exhaust headers with 3-into-1 collectors and slip joints.
Dual straight pipes exiting out the rear of car.
Front Suspension
Spax Krypton adjustable gas coil-over shock absorbers with Hypercoil springs.
Outlaw four piston brake calipers with Hawk HP100 pads. 10.75" Ford Thunderbird rotors.
Speedway Engineering modular 1" adjustable sway bar, mounted on aluminum pillow blocks.
Upper steering universal joint.
Lower steering universal joint.
The connecting links of the Triumph TR6 competition (quick ratio) steering rack have been shortened
and modified to utilize male-threaded Heim joints in lieu of regular female-threaded tie rod ends.
Steering arms have been substantially reinforced in a manner which also places Heim joint attachments
in double shear with spacers for simple attachment height adjustment (for eliminating bump steer.)
Background: three-into-one exhaust header collectors.
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Rear Suspension
Custom engineered and fabricated independent rear suspension.
Spax Krypton adjustable gas coil-over shock absorbers with Hypercoil springs.
Speedway Engineering modular / adjustable anti-sway bar, shown at its softest setting.
Outlaw four piston brake calipers with Hawk HP100 pads. 10.75" Ford Thunderbird rotors.
Chevrolet Corvette quick change rear end with limited slip differential.
Reinforced aluminum hub carriers. Custom heavy-duty half shafts with machined M-21 universal joints.
Notice that the rear anti-sway bar is mounted to the body via Heim joints instead of pillow blocks.
Interior / Roll Structure / Etc.
AutoMeter Sport-Comp tachometer (0-10000rpm), oil pressure (0-100psi), fuel pressure (0-15psi),
coolant temperature (140-280F), and oil temperature (140-280F) gauges.
Bottom row: Westach single EGT (700-1700F) and dual EGT (700-1700F) gauges. To the right: an
AutoMeter Pro-Lite warning light would alert the driver in the event of loss of engine oil pressure.
Mico brake pressure (0-1500psi) gauges mounted underneath an MSD6AL multiple spark discharge
electronic ignition controller. (At Summit Point, the MSD's rev limiter was set at 7200rpm.)
SPA Firefighter cable-actuated AFFF (foam-type) fire suppression system.
Handheld fire extinguisher.
Foreground: Tilton brake bias valve.
Momo suede-covered steering wheel. (Pushbutton on left spoke is for the two-way radio's microphone.)
Pegasus hex type quick release steering wheel hub.
OMP cast aluminum pedal pad kit.
Kirkey 41V low back aluminum drivers seat, with Simpson 5-point cam-lok safety harness.
Floor reinforcements for drivers seat. Note that the seat is mounted on adjustable sliders.
Driver's side door brace is hinged for easier egress. When racing, it's secured in place with a pip pin.
Shoulder harness straps wrap around a well-placed roll cage bar. (This is the best attachment method.)
The oil reservoir for the engine's dry sump lubrication system was provided by Ric Wood Motorsport.
Foreground: quick connection for jump starting. Below: detachable tow hook.
An ATL 8 gallon fuel cell is mounted under aluminum panels.
The fully-operable rear hatch was entirely custom fabricated. It provides great access for fuel system service.
Exterior
Michael Zappa and Chris Zappa comprise a father-and-son team.
At the 2010 Jefferson 500, Mike drove the family's MGB and Chris drove their TVR.
Chris Zappa prepares for Saturday's Group 2 Sprint Race. He would finish third overall of twenty cars,
with a best lap time of 1:25.762 (83.95mph average) around the technically challenging 2.0 mile circuit.
Jordan Fate helps out at every race. At Summit Point, the Zappa Racing team roster included: Mike (dad),
Beth (mom), Chris (son), Jim and Dianne Boffo (of Boffo Motors), and friends Jordan and Rege Fate.
Both front windscreen and rear window have been custom molded out of clear polycarbonate sheet.
The fiberglass front clip assembly is lightweight and easily detachable. Mike Pierro created it, mostly
from scratch, but using some bits from an old Lotus Cortina Trans-Am racecar. Jim Boffo further modified
the front clip for additional tire clearance. He cut the fenders longitudinally behind the headlights,
rotated them outward, and spliced them back together. Note also the provision for a detachable tow bar.
The hood scoop was also by Mike Pierro, who created it by molding off of a 1986 Mustang SVO.
(On the Mustang SVO, it provided airflow to a top mounted intercooler.)
Ducts from the front clip's integral air dam supply airflow to the engine oil cooler and brakes respectively.
(Note: the red electronic device at center is a transponder for the track's timing and scoring system.)
Aluminum windshield hold-downs supplement the rubber grommet.
Hella battery disconnect switch.
Raydyot large bullet mirrors on custom fabricated aluminum brackets.
Camloc 51L medium duty tension latches (with secondary locks) hold down the rear window.
An original Aston Martin LeMans-style fuel filler cap has been installed.
3-piece aluminum racing wheels by Image Wheels International Ltd. of Great Britain.
Toyo Proxes R888/235/50/15 tires, unshaved.
All photos shown here are from April 2010 when we viewed the car at VRG's Jefferson 500
at Summit Point Motorsports Park, West Virginia. Photos by Curtis Jacobson for BritishRaceCar.com,
copyright 2010. All rights reserved.
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