TVR Griffin 500

TVR’s Griffith was a hairy-chested British sports cars in the truest vein of that long tradition. Powerful, light and with good looks too, it still appeals four years after the last new examples were sold – but are there buying pitfalls to be aware of?

For many people, the definitive modern TVR remains the evergreen Griffith – despite having been supplanted by the more practical Chimera and devastatingly quick Cerbera. The reason for its lasting success is the right-first-time styling, which can melt the heart of the most cynical petrolhead at 100 paces.

TVR hit the big time with the Griffith – it was the car that finally demolished TVR’s perceived kit car roots in the minds of buyers, and almost overnight hit the top of just about every petrolhead’s wish list. A healthy power to weight ratio meant it went as well as it looked.

Of course, it was built to the existing TVR formula – a lumpy V8 up front, a backbone chassis, and decorative glass-fibre bodyshell – but this time more than any other before or since, the ingredients gelled perfectly. So, it looks and sounds right, but should you buy one? More importantly, could you live with it?

Specifications

Cast your eye over a Griffith and it’s hard to believe that it first appeared at the 1990 British Motor Show. Although, ostensibly, it was revealed as a concept car, overwhelmingly positive public reaction meant that TVR had no choice but to put it on sale at the earliest opportunity.

However, buyers would have to wait a couple of years before taking delivery – but when they did, they’d not be disappointed. Based on the strengthened chassis of the Tuscan racer, and powered by two TVR Power V8s – in 4- and 4.3-litre form – it was an exciting drive.

The optimum Griffith – the 500 – appeared a couple of years later, in 1994, sporting a number of useful improvements. Cooling was improved over the earliest models, and a 340bhp 5-litre version of that loveable ex- Rover V8 was drafted in.

Although the Chimera was considered the user-friendly TVR, the Griffith did come with one or two comfort features, such as electric windows, to keep the owner amused. Optional power steering and air conditioning were standardised late in the production run – and that’s pretty much how is stayed until the car was phased out in 2002 (with the last cars hanging around unsold until 2003).

On the road

You sit low in the snug cabin, and all the controls – which in many cases are machined from aluminium – are within easy reach. The fat-rimmed wheel and pedal box are positioned perfectly, and just about anyone will be able to get comfortable inside. The view over the curving bonnet is also evocative, and it adds to the sense of occasion of piloting a Griffith.

Okay, the heating and ventilation controls are baffling, and the dials aren’t easy to read when you’re cracking on, and you’ll have nowhere to put your mobile ‘phone – but isn’t that part of the appeal of TVR ownership?

If you’re looking at a 500 without the power-assisted quick-rack, don’t be put off by the initial heaviness of the steering and gearbox – you’ll get used to them. You’ll also learn to appreciate their directness as speed and confidence increases – and jumping back into any other car will feel like a lesson in vagueness.

The Griffith 500 is a spellbindingly fast car – but all-out acceleration isn’t the only starring point of this car’s portfolio. It’s wonderfully tractable – starting in 2nd or 3rd will leave the Griffith unstressed and still quicker than most other cars. Engine noise is dominant at low speed, which isn’t an irritant – but once speed picks up, you’ll find the wind noise is on long motorway runs…

That chassis is really rather good – and although we’re talking about a car developed in the early 1990s, a decade of political correctness, the Griffith steers and handles beautifully once you get your head around the concept of applying the power only on the straights and steering as much with the throttle as the steering wheel.

Corners should be treated with respect – slow in, fast out is the only approach. Throttle response is accurate without being sharp, but you should still treat the loud pedal with the utmost respect, especially in the wet, because the transition.

Market impressions

Given the recent tragic news about TVR production in Blackpool – and the turmoil the company was in up to the fall into administration, it’s reassuring to know that Griffith residuals are still very strong indeed. Unlike the newer models, such as the Tamora and T350C, it’s a car that appeals to the classic crowd – and that has a very positive influence on values.

The Griffith enjoyed a cult following while it was still in production, and that translates into high values ten years after. The bottom line is that the best cars still fetch anything up to £20,000 and probably will do so for the foreseeable future, and even tenyear- old examples with miles on will set you back more than £11,000. Of course, abused examples continue to fall in value and you will be able to find one the right side of £10,000 – but to do so is a risk, and could prove costly if you have to invest time and money to get it back on track.

Although the Griffith’s ascent into classic car status has probably already happened, and it has a reputation for fragility, you can’t argue with the prices – it really is a case of gold from glass fibre.

Conclusion

The Griffith is a car of extremes – hair trigger handling, blinding performance, questionable reliability and build quality, and looks to die for mean it’s a true ownership ‘experience’.

Admittedly, a Griffith isn’t for everyone – it’s hardcore and turns heads – but if that floats your boat, then we’d wholeheartedly recommend picking one up just for laughs. Where the Griffith scores well is its running costs – mass-produced components mean servicing bills will be manageable.

Just make sure you don’t buy one that’s been smacked-up, and make sure any prospective purchase has been cared for by a doting owner who has a penchant for specialist servicing.

Faults, flaws and fixes

The Rover-derived V8 engine is well respected in trade – but not without issues. Camshaft wear can occur around the 70,000 mile mark – less on lightly used engines. Don’t take readings from the oil pressure gauge at face value as they’re vague and a low reading may not actually be an issue as such.

Engine bays get hot, and that can wear out starter motors and clutch slave/master cylinders. Warm engine bays don’t necessarily mean it’ll overheat, but do bear this in mind. Uprated fans, thermostats, and switches are a good sign, so look for these.

Exhaust manifolds can crack, and their gaskets fail, leading to horrendous sounding leaks. This principally occurs with older cars – especially those with low miles.

Suspension wishbones are known to rust right through and eventually collapse and, although they are relatively inexpensive to replace, they may go un-noticed on a car that’s gone a long time between services. So look closely.

Inside, check the dashboard wood – it can lift and peel, and original replacements are impossible to source these days. However aftermarket alternatives are readily available. Check for water damage through leaks – if any water has got in, you’ll be chasing it out for years to come.

Check the condition of the chassis – the powder coated finish deteriorates over time, and that leads to rot. Most careful owners will have Waxoyled their chassis on an annual basis and will be proud to tell you about it. Don’t worry about stone chips – they all do that.

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