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.

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.

Bigland had been hired by Lilley after demonstrating a number of suspension and steering improvements he had made to a 1967 TVR Tuscan SE owned by one John Burton.

Both round- and square-section 14-gauge and 16-gauge steel tube was used in the construction, with the square sections used to allow easier joining of the frame to the body.

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.

An M-series car was sent to the Motor Industry Research Association in 1971 for crash testing, and it was the only vehicle that remained steerable after a 30 mph (48 km/h) front-end collision with a concrete wall.

Although the wishbones and aluminum hub carriers were an original TVR design, many components on the cars were sourced from other manufacturers.

Some components — such as the differential carrier and front suspension wishbones — were unique to TVR and manufactured in their own welding shop.

The taillights were initially the Ford Cortina Mark II units as had been used on late Vixens and Tuscans, mounted upside down.

[4] The corduroy-covered seats used in the M series were finished by Callow & Maddox Ltd., a car trimming and upholstering company then located in Exhall, Coventry.

The 1600M was discontinued in April 1973, only to be revived for the 1975 model year to meet increased demand for fuel-efficient vehicles in the wake of the 1973 oil crisis.

The 2500M was only offered in the UK home market until 1973, after which point it was no longer sold there due to the availability of the 3000M, which featured significantly better performance.

[10] Produced for only one year between 1973 and 1974, the 3000ML was a special luxury version of the 3000M that included a walnut veneer dashboard, leather trim, Wilton carpets, sunroof, and high-backed seats of a style different from those found in the standard cars.

In 1973, a single 3000M chassis had a new Rover V8 engine installed by Martin Lilley's dealership business, Barnet Motor Company.

)[4] The first major alteration to the M-series body was the hatchback Taimar, introduced at the October 1976 British International Motor Show and using the same mechanicals as the 3000M.

[4] One of the minor undocumented variations found on M-series cars is the presence of a map light built into the upper windscreen surround of the 3000S.

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.

[16] 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.

One dealer explained the situation to a customer who happened to work for the US government in a regulatory capacity, and he reported the violation to the authorities.

"[16] During the long period of time during which Martin Lilley attempted to communicate with US customs officials to resolve the situation, the impounded cars were neglected and stored outside, where they deteriorated and were vandalized.

The resultant 3000M Turbo prototype was unveiled at the 1975 British International Motor Show at the Earls Court Exhibition Centre, and subsequently went into production.

Some cars that were originally built with the standard specifically were repaired with SE-style wheel arch flares by customer request.

In 1974, John Wadman (the president of the Canada-based import company TVR North America) began a project to replace the Triumph 2.5 L engine in a yellow 2500M with a Ford 302 cu in Windsor V8.

The Ford V8 was mated to a BorgWarner T-4 gearbox with a rear differential from the Chevrolet Corvette, and the resultant "5000M" was shown at the 1975 Toronto International Auto Show.

This gesture helped to secure future support from TVR for Wadman's V8 conversions: the factory eventually supplied five M-series coupes without engines or transmissions, specifically for the purpose of V8 installations.

TVR NA also converted three cars that were originally equipped with the Ford Essex V6, but that arrived from the factory with cracks in the cylinder block.