TVR M Series - Wikipedia. The TVR M Series is a series of sports cars built by automaker TVR between 1. The series replaced the outgoing TVR Vixen and Tuscan models, and is characterized by a common chassis and shared body style. As with other TVR models before and since, the M Series cars use a front mid- engine, rear- wheel drive layout and body- on- frame construction. The bodies themselves were built from glass- reinforced plastic (GRP). The era of the M Series is commonly associated with Martin Lilley who, together with his father, took ownership of the company on 3. November 1. 96. 5.

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This came at the expense of unusual ergonomics, and heating and ventilation systems that were sometimes problematic. The first model to start production was the 2.

M in March 1. 97. Because of the hand- built and low- volume nature of TVR production, there are many small and often- undocumented variations between cars of the same model that arise due to component availability and minor changes in the build process.

The American market was financially very important to TVR, and Gerry Sagerman oversaw import and distribution of the cars within the United States from his facility on Long Island. Approximately thirty dealers sold TVRs in the eastern part of the country. John Wadman handled distribution of the cars in Canada through his business, JAG Auto Enterprises.

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Bigland had been hired by Lilley after demonstrating a number of suspension and steering improvements he had made to a 1. TVR Tuscan SE owned by one John Burton. The chassis Bigland designed was of a central- backbone layout with perimeter tubes.

Both round- and square- section 1. To facilitate production of the new chassis, Lilley upgraded TVR's workshop with fixtures that allowed two welders to produce five units per week.

During testing, Bigland drove the gold- painted prototype car between his own workshop in Halesowen and the TVR factory several times per week. Corrosion was prevented by leaving a film of oil from the manufacturing process on the metal, capping the ends of the tubes, and fastening components without driving fasteners through the tube walls. An M Series car was sent to the Motor Industry Research Association in 1. Mike Bigland was able to demonstrate to the officials that the result was legitimate, and approval was granted.

Although the wishbones and aluminum hub carriers were an original TVR design, many components on the cars were sourced from other manufacturers. The brakes, which were 1. Triumph TR6. Steering on all cars was via rack- and- pinion, with the rack manufactured by Alford & Alder. The steering column was a British Leyland part. Some components — such as the differential carrier and front suspension wishbones — were unique to TVR and manufactured in their own welding shop.

This includes the last series of the TVR 2. US as the Vixen 2. M), all twenty- three Vixen S4s, and the final six examples of the TVR 1. Triumph Spitfire engine). The very last 1. 30.

M Series bodywork, although it was not officially given the . The doors, roof, forward bulkhead, and front windscreen were kept the same, leaving the bonnet and rear end to be restyled. At the start of M Series production, the fibreglass sections were baked at 1. Partway through M Series production, the paint shop changed to a two- pack acrylic paint process. Lilley also designed the interior and trim.

Initially, the 1. M, 2. 50. 0M, and 3. M all featured vents on the bonnet and front wings. By 1. 97. 5, the 1. M and 3. 00. 0M were being built without the vents but they were retained on the 2. M due to its tendency to run hot. Many components were sourced from Ford models, including the Consul windscreen that was used on all M Series variants apart from the 3.

S. The taillights were initially the Ford Cortina Mark II units as had been used on late Vixens and Tuscans, mounted upside down. These were later replaced by Triumph TR6 lights, which were then replaced with smaller square Lucas lamps in a 1. Chrome- plated steel bumpers, adapted from those used on the Triumph 2. September 1. 97. 4, at which point they were replaced with black foam rubber bumpers.

The foam padding used in the seats has a tendency to crumble and disintegrate, which prompts some owners to find suitable replacements. Most aftermarket seats will not fit in the glassfibre tub; only unusually low and narrow seats (such as those from the 1.

Pontiac Fiero) can accommodate the car's bodyshell. During M Series production, TVR was dealing with more than two hundred external suppliers, and stored approximately three months' worth of components to reduce sensitivity to outside production variation. Power was transmitted via a four- speed Ford gearbox and a Triumph TR6 differential. The 1. 60. 0M was discontinued in April 1. In October 1. 97. A total of 1. 48 were built by the time production finally ended in 1.

Also borrowed from the TR6 were its gearbox, differential, and front suspension uprights. Cara Nge Hack Payudara Dengan Cara Tradisional Mengecilkan. The 2. 50. 0M was only offered in the UK home market until 1.

M, which featured significantly better performance. Later, with the introduction of the TR7, Triumph stopped production of the 2. L TR6 engine, and TVR discontinued the 2.

M completely when supplies of the engine were exhausted in 1. The 2. 5. L Triumph engine had an inherent fault when fitted to the 2. M. It would continually over heat in traffic or at high revs. Between 1. 97. 2 and 1. Ms were sold. The four- speed manual transmission was also available with a switchable Laycock de Normanville overdrive. The early coup. This would prove to be a one- off exercise (due to the difficulty of acquiring brand new Rover V8s at the time.).

The name was inspired by the name of Martin's friend's girlfriend, Tayma. Over its three- year production, a total of 3. Taimars were built. Because the company had originally planned to build exactly ten, the first ten of these cars were individually numbered (. The cars were fitted with all the extras available, including Wolfrace alloy wheels. As of 2. 01. 3, it is believed that only two of the ten cars are registered on British roads and one car has been converted to left hand drive, residing in Germany.

Only the nose of the car was the same as the previous coupes, as the windscreen, doors, and rear end had all been reworked. The redesign of the doors precluded the possibility of using wind- up windows, so sliding sidecurtains were instead fitted. These could be removed entirely and stowed in the boot, which, for the first time on a TVR, was a separate compartment with its own lid. The boot lid was operated electrically in a manner similar to the Taimar's hatch.

Its design was not finalised by the time the first cars entered production, so the first several cars (including the prototype) were built with no cutout for boot access. The final styling tweaks and the production of moulds for the fibreglass were done by Topolec Ltd. Because Jensen Motors had ceased operation in 1. Jensen Special Products, which was run by former Jensen employees. The design for the convertible top was finalised by Car Hood Company in Coventry. It appears to have been included only on a very small number of cars built near the end of the production run. When production of the 3.

S ended (with 2. 58 cars built. Reportedly, 6. 7 of these cars were in a left- hand drive configuration. Aware that supplies of the Triumph 2. L engine would eventually be exhausted, TVR had contracted Californian company Olson Engineering, Inc. An owner's handbook supplement for US Federal models indicates that the emissions control system used a catalytic converter, exhaust gas recirculation, and secondary air injection.

The new company was to be headed by an American, Pierre Arquin. A shipment of approximately twenty 3. Ss arrived in September 1. Olson Engineering emissions kit actually having been fit. Dealers were made aware of this fact, but were each apparently coerced into buying at least two of the non- compliant cars with the threat of withholding spare parts for other TVR models.

Motorola Droid Turbo 2 review I've never broken a phone by dropping it. Dings and dents, sure- -but I've never experienced that sickening crunch. I've never screamed in frustration at the earth's gravitational pull, and my clumsy hands, for turning a gorgeous touchscreen display into a shattered mess on the pavement. The Droid Turbo 2 is the phone to buy if you're tired of broken glass. It's got a screen that doesn't crack when you drop it. It doesn't matter whether you drop it on an edge, a corner, or face- first into the pavement. You can step on it.

Run over it with a vehicle. You can watch us do that and more in this torture test video.) It's so durable that Motorola guarantees the screen won't break for four whole years - - a longer warranty than the entire rest of the phone.

Note, however, that neither the phone nor the screen are indestructible: you can definitely puncture the screen on purpose, particularly if you use tools. And if you . It's also got a big 3,7. Ah battery with fast charging and two different forms of wireless charging, making it extremely convenient to refill in the middle of your day. It's even got a micro. SD slot built into the SIM card tray, so you can expand its built- in 3. GB or 6. 4GB of storage in a snap. It's big, and pricey ($6.

Verizon Wireless in the United States - - with all the carrier hassles and bloatware that can entail. It's a shame, because a lot of people would benefit from a crackproof screen. It also doesn't come with the latest version of Android (6. Marshmallow), and while it's on the way, we're not sure when it might arrive. If you aren't worried about dropping phones, you should really consider the Samsung Galaxy Note 5 , which boasts similar performance, better battery life, a fingerprint reader and a larger, more vibrant screen. Or the Google Nexus 6. P , if you simply want a powerful phone that saves you some money.

Either way, you're looking at an upfront payment of $6. GB of storage, or $7. GB of storage instead. The 6. 4GB version also comes with a . We don't have pricing or availability for Australia yet. Lesser phones would crack after suffering a drop like this.

It seems too good to be true. But the Droid Turbo 2's shatterproof screen really is shatterproof. It's not just some marketing baloney: we put it to the test.

I've dropped this phone dozens of times onto hard surfaces. I've stepped on it. We threw it off a tall ladder. Running it over with a vehicle. Even when we put a nasty bend in the handset (we thought for sure it would break) the screen barely seemed to notice. We had to drop a sharp, heavy metal construction tool onto the screen before it saw its very first crack - - and the phone still worked after. Even though the screen stood up to a nasty beating, the rest of the phone can still take damage.

Repeated drops onto rough stones left all sorts of dents and dings. We cracked the metal rim right near the Micro- USB charging port, too. And when we tried to puncture the screen, we actually wound up piercing the battery and setting the phone on fire. While that screen takes drops like a champ, the protection comes with a cost: instead of your typical big, bright, beautiful glass screen that resists scratches and scuffs, the Droid Turbo 2 actually has a smaller plastic screen with a built- in, factory- equipped screen protector that I found would attract lint and dust. Other phones around this size have bigger screens, but the Turbo 2's display still looks great. The 5. 4- inch quad- HD AMOLED screen is crisp and colorful, and even if it's not the equal of the gorgeous panels you'd find on a Samsung Galaxy smartphone, it does the job beautifully.

Both in terms of size and optical quality, it's more than enough screen for me. I'd really gotten used to modern smartphones with Gorilla Glass screens, which are extremely scratch resistant and super- easy to clean. Now, I'm back to a phone where my fingerprint smudges show up much more readily. I've already put a few noticeable scratches in the screen protector without even trying, and I can see it's a component I'll eventually need to replace. I just want you to know that the screen comes with some trade- offs. Multiple bevels on the Turbo 2's metal edges make it easy to grip.

Why do I bring that up? The Droid Turbo 2 is an alternate reality version of the same phone. It's a streamlined, turbocharged, ruggedized Moto X designed around the new shatterproof screen. Only it feels way better too, if you ask me. Both have a solid metal ring around the edge of the phone, a Micro- USB port at the bottom, a headphone jack up top, and a nice ridged metal power button and volume rocker on the right edge of the handset. They look sleeker, too, if you ask me, and I like the way the phone's camera module and fingerprint divot are flush with the phone's back.

Those components tended to jut up awkwardly in previous Motorola handsets. We tried a few, and I'm particularly partial to the optional black pebbled leather back with the silver rim. It's a nice contrast. Not only can you see all the ugly little sensors jutting through the front of the casing - - on the black version, they're hidden opaquely underneath - - but the white design really serves to highlight how small the screen is compared to the phone's casing. The new shatterproof screen is notably smaller than the one in the Moto X Pure, and it makes the Turbo's bezels look pretty big.

I also don't like the way dirt can easily get trapped in the cracks of the rubber rear panels. At least it's nice and loud! I definitely didn't mind watching TV shows with the single speaker, even if I prefer stereo. You also won't find a fingerprint reader to help you securely log into the phone. Software and apps Android 5.

Lollipop. Hands- free voice control. Moto Actions gesture controls. Moto Display Unlike the new Nexus 6.

P and Nexus 5. X , the Motorola Droid Turbo 2 doesn't come with the latest Android 6. Marshmallow operating system, and we don't know when that will change. While Motorola tells us it's working as fast as possible, history has shown that Verizon phones can take a long time to get updates. For one thing, Android Marshmallow simply doesn't add a whole lot of extremely desirable features. But for another, the software load that ships on the Droid Turbo 2 is one of the most unobjectionable sets of phone makers' custom software that I've seen in a while.