Blackpool Rocks

TVRs are mocked by some for poor build quality and yet are adored by those who own them. We take a late Griffith 500 on a homecoming trek to Blackpool and look at some of TVR’s more recent offerings too – are its cars still prestige, or are they past it?

It’s 3.30pm, and I’m stuck in the middle of the dreaded school-run in one of the most physically demanding cars money can buy – my clutch leg is aching, my left hand is getting sore from manhandling the meaty gearbox’s aluminium knob and everyone is staring at me because the hood’s down. However, because I’m behind the wheel of a TVR Griffith and this is Blackpool, all the attention is positive.

It’s hard not to feel special when you’re adored by a loving public – it’s just that every time someone in the crowd yelps, “Wow – a TVR”, I realise it’s for the car and not my film star looks. A quick blip of the throttle for pleasure lifts those fleeting moments of doubt.#

Like many TVR enthusiasts, I’d long since dreamed about taking a Griffith up Blackpool’s Golden Mile – and that desire within me heightened each time another bad news story about the company surfaced (see box out). However, whatever now happens to TVR in the post-Smolenski era,
there’s no doubting the overwhelming warmth with which its cars are met by the man on the street – and let us not forget, it’s these dreamers who will part with real cash in order for a piece of the action.

What’ll she do Mister?

In automotive terms, the TVR Griffith is an old fashioned creation – first shown in 1990, it met with immediate acclaim – so much so that by the time it hit the marketplace a couple of years later, a very healthy waiting list had built up. Fast forward 17 years, and the passage of time has done little to dent the impact and drama of the Griffith. From the ground-hugging swooping nosecone to the pert and rounded rear-end, the scoop-cut body is a mobile piece of drama.

It’s a pure shape, and in the age of almost excessive vehicle legislation, the Griffith harks back to design freedoms that have long since been lost. Looks are one thing, though, but if you want to make a real impact – fire up a Griffith and blip the throttle a couple of times. The guttural rumble that blasts from the stainless steel tail pipes is enough to rattle crockery…in the next county.

The TVR Power reengineered Rover V8 of our Marello Pearl car might be simple, but there’s no substitute for cubic inches. It kicks out a very reasonable 320bhp, and combined with a kerb weight of a mere 1060kg, power to weight ratio is on the far side of ballistic. Claimed performance figures are enough to keep all but the fastest of modern supercars honest. As far as I’m concerned, none of that matters, because it could top out at 90mph, and I’d still forgive it – because of the music it makes.

After a short briefing by TVR Specialist, James Agger, who loaned us the late model Griffith 500 (which is yours for £18,995) – it was time for the off. Pulling away for the first time, it soon becomes clear – at UK B-road speeds, anyway – that the Griff is actually a very tractable and half-way civilised top-down roadster. Yes, it rumbles along, but the ride is surprisingly compliant, and the quick rack power steering set-up well weighted and accurate.

However, cruising isn’t what TVRs are about – and as the road opens up, it’s time to turn up the wick. Flooring the throttle on the first available clear straight sees that charismatic exhaust rumble converted into a full-blooded wail – but we reckon it’ll be the full force of acceleration that catches your attention. Traction off the line is excellent, and the Griff flings itself at the horizon with real force – your only respite being each long, slow, deliberate, gear change.

On the motorway run north, the Griff felt planted and assured – and even with the top down, buffeting wasn’t too bad at all, although taller drivers may say different. The good looking cockpit is certainly an inviting place to spend time, and the fat rimmed Personal Grinta wheel falls nicely to hand, with the rifle-bolt gear knob in the natural position where your hand comes to rest. Sadly, the dials aren’t as legible (or accurate) as they could be and the aluminium rotary knobs controlling the heating and ventilation system are, quite frankly, baffling. As for heat control – there are two settings, ‘toasty warm’ and ‘hotter-than-the-sun’.

The handling’s definitely interesting – turn-in is deliciously crisp, and mid corner bumps do little to throw the Griff badly off-line as long as you’re not being too ambitious. However, these well-endowed TVRs are old school when it comes to attacking corners, with ‘slow in – slow out’ being the safest option. Even then, get too eager with the throttle, and the tail will squirm… in the dry. In the wet – let’s just say it’s best to tip-toe your way through or risk travelling backwards very quickly.

We reached the end of the M55 all too quickly and, as Blackpool’s iconic Tower loomed into view, the TVR had worked its magic – the prospect of burbling along the Golden Mile was looking increasingly exciting…

The homecoming

However, first thing’s first – no trip to Blackpool in a TVR is complete without a good look at the company’s Bristol Avenue factory. Unfortunately, since late 2006, the production lines at the innocuous looking factory have been silent – as the once-prosperous company lurches from one crisis to another.

Just one week before our visit, asset strippers had been to the factory to remove all the TVR signage from its façade – thus making the sad and drawn out end for Bristol Avenue seem a lot more real. Certainly, the end of the Smolenski-era has been a roller coaster for TVR’s workers. As the company was torn in two they were left with no jobs and, as the Russian management talked in terms of a ‘virtual’ company with assembly overseas, real Blackpudlians were out of work and with mortgages to pay.

However, we’re not here to dwell on this unpleasantness, but to consider the appeal of buying and owning a TVR in today’s speed-restricted world. Admittedly, the Golden Mile is not the greatest place to sample a TVR – GATSOs abound, and the traffic crawls along in a most pedestrian way. In short, it feels like a caged tiger.

One thing we do know, wherever the Griff goes, it attracts attention. Even under the lights of the promenade. Catcalls of ‘nice TVR’ abound giving rise to the feeling that these cars are held in the highest esteem in the seaside resort. In fact, driving the Griff here is a nice riposte for anyone who thinks that the British aren’t demonstrative in their love for supercars.

Whenever we stop, the crowds stare – and it’s then that the heavy clutch and inability to engage reverse conventionally without grating the box in the most undignified way becomes an annoyance. Still, a quick blip of the throttle and a run for the hills soon overcomes such embarrassment.

Conclusions

TVR Griffith: is it a prestige car, or is it past it? We’re in no doubt that it has all the presence of the former, with the ability to match.

There’s no doubt that the Griff is a demanding car to drive. Any long journey will leave you physically drained – and wet weather driving will have your nerves shot to pieces in no time. Also, if you’ve come from a more mainstream car to a TVR, certain aspects of its fit and finish will leave you exasperated.

However, with catwalk looks and an engine note to die for, you’ll forgive it for a lot – usually the first time your shove your right foot into the firewall and experience full-fat acceleration. Internet forums are full of tales of woe regarding TVR reliability and that might lead you to think that these cars are trouble-with-a-capital T, but go in with your eyes open, treat it like the pampered weekend toy it is, and you won’t go far wrong.

The market view

Okay, so even the youngest Griffs are knocking on a bit now – and even when they were new, they were a long way from being able to offer the dynamic pleasures of a Porsche Boxster or Honda S2000. However, don’t think for one moment that this old dog can’t teach the young pups a trick or two – and there’s a massive enthusiastic base of fans who are well aware of its charms, which in turn, keeps the prices nice and high…

Speaking to TVR specialist James Agger, Griffith prices are on the march at the moment. “The only trouble we have with these cars is that we can’t get enough good ones. There’s a waiting list for low-mileage cared for examples and, as a result, prices are firm, with little sign of being affected by the recent events.”

He added: “TVR events are getting more popular with each successive year, and right now, it seems that the majority of cars that turn up are Griffiths.” Our car, a 28,000 mile 500, first registered in 1999 was up for sale at £18,995 with James – and there were plenty of buyers who’d expressed serious interest.

Compared with the newer cars, such as the Sagaris and the Tamora, the Griffith is a good investment for the astute buyer. The newer models might be faster and even more exciting on the road, but their prices are soft at the moment.

That means there are two ways of looking at the situation – buy a Griffith, enjoy it, and expect to get most of your investment come sale time. Or buy one of the later cars at the current under-value prices, and hope that things pick up on the back of the enormous fan-base and good will these cars engender.

Either way you can’t lose – and you’re going to enjoy yourself in the process. And isn’t that what prestige motoring is all about? Thanks to James Agger (07970 530890, web, www.jamesagger.com) for the loan of the Griffith.

TVR Tuscan/Tuscan S

The Tuscan name has been around for a very long time, but it wasn’t until 2000 that the new generation version sporting the rip snorting 390bhp Speed-Six engine blasted onto the scene. The fascinating new Coupe certainly looked interesting, with a low-down ant-eater nose, and scoops and slashes all over the place.

It soon caught the imagination of a new generation of TVR buyers – and sold well as a result. TVRs have always been seriously quick, but the Tuscan took things to a new level – offering Ferrari F40-rivalling pace for real world money. Although you’d think it was an intimidating beast, in experienced hands, it’s as quick as any full-paid up member of the
supercar crop.

Of course, with no driver aids and weighty controls, it’s no poseur’s special as you’ll be given a physical and mental work-out on any quick trip. Despite that, we love it and appreciate the nicely balanced chassis, amazing steering and on demand oversteer – which is less knife-edged than its predecessors.

Savage depreciation has made this TVR conspicuously good value, and we could understand anyone falling for its charms. However, take it on approval in terms of reliability - Internet forums are full owners’ tales of woe.

TVR Tamora/T350C/T

When the stunning Griffith – and its slightly more user friendly sibling, the Chimaera – finally dropped out of production in 2002 after a long and successful career, it left a gap in the range that needed plugging.

The Speed-Six engine was a major departure from the Rover-based V8s in the older cars – and despite being smaller and considerably lighter, produced even more power, starting with 350bhp.

In terms of driving, though, it remained purely TVR. A millennial launch date didn’t mean the arrival of driver aids, such as ABS or Traction Control – and that meant that commitment was needed at speed. Traditional elements also included the heavy clutch, pedals, and barely assisted, but direct steering.

Despite these very obvious niggles, fun is the name of the game when on the move. Performance is fabulous, although less tractable than the Griffith, and the gearchange is superprecise. The communicative steering and grippy chassis allows the driver to attack the twisties with plenty of confidence, with the usual disclaimers about oversteer when the going gets tough.

The T350 was effectively a Coupe version of the Tamora, the stiffer body translating into tidier handling and a (slightly) less frenetic driving experience.