Although the TVR Griffith offered similar scintillating pace and exotic looks to more established supercars, the Blackpool, UK-born upstart boasted more adrenaline per pound than many of them.
When it broke cover in 1991, it marked a critical design deviation from its angular predecessors. While the nameplate had been used in the 1960s, this was a truly modern car. It had the familiar template of lightweight chassis, huge V8 and no driver aids, but the styling was a fresh start.
The cars were launched with a 240bhp Rover 4.0-litre V8. A low kerbweight meant the Griffith could hit 60mph in 4.7 seconds, leaving German or Italian rivals in its wake. An even more powerful 280bhp 4.3 motor became available from 1992, while a big-valve factory conversion could be specced for another 30bhp, pushing the engine’s capacity to 4.5 litres.
Yet the best was yet to come – a year later, a 340bhp 5.0-litre version joined the range, giving supercar performance at a fraction of the price. The Griffith sold well right up until production ceased in 2002. “It’s like a cheap Cobra,” says Jason Clegg from Str8six (www.str8six.co.uk). “They’re stunning to look at, and have a beautiful interior that’s still a special place to be. With the 5.0-litre engine, short wheelbase and no driver aids, it’s a hoon to drive.”
ENGINE AND GEARBOX
The Rover V8 is a well known powerplant, with plenty of specialist support. Despite TVR’s bespoke modifications, finding an engine expert should be simple. While many owners say the quoted power figures are optimistic, the cars are so light even the 4.0-litre models are eye-poppingly brisk.
Gasket oil leaks could mean the rocker covers need retightening. Overheating is common, so check the radiator and thermostat are okay; left to fester, an engine rebuild might be in order. These aren’t the usual cause of warm running, however.
“Cooling fans not working is more of a issue – it’s all down to poor maintenance,” says Jason. “Radiators don’t silt up – it is usually that someone has not cleaned the fan connectors after washing the car, which then go green and stop working.”
Aftermarket modifications such as remaps and high-lift cams (the standard units tend to wear out by 60,000 miles anyway) are common, although this isn’t a worry if a recognised specialist has carried out the work. “The camshaft on the 5.0-litre engine may need replacing at 40,000 miles,” says Jason. “It’s best to get a garage to check it out prior to purchase. High engine-bay temperatures mean that starter motors last only about 30,000 miles.”
The Rover LT77 five-speed ’box used in early 4.0-litre Griffiths was gradually phased out in favour of a Borg-Warner T5 unit. Most 5.0-litre cars have this, too; if reverse is down to the right, your car has the latter unit. Both gearboxes are strong, but regular fluid changes and unrushed shifts prolong their longevity. You can expect to see 40k-60k miles between clutch replacements. “The Borg-Warner is much better than the LT77,” says Jason. “It’s a nicer shift, and more reliable.”
SUSPENSION AND BRAKES
While the TVR’s high-speed stability challenges are well known (and, more often than not, part of the appeal…), at low speeds the car should feel planted and stable. A floppy Griffith will need fresh bushes and dampers, and do check for rot in suspension components such as the control arms and wishbones. New tyres and fresh bushes can transform the drive. “Also check the wheel alignment,” suggests Jason. “The suspension is fully adjustable.”
The TVR’s brakes are highly effective, but later cars had slightly larger discs; look out for warping or seized calipers on low- milers. Upgraded stoppers are a must if you fancy taking your Griffith on track.
Original models came with a GKN limited-slip diff, but this was switched to a BTR item from 1994. While both are reliable, check for leaks – repairs are expensive. “The BTR is more desirable and easier to find parts for,” Jason says.
BODYWORK AND INTERIOR
Although the Griffith’s glassfibre body means that rust won’t affect the car’s swooping curves, corrosion can take hold virtually everywhere else.
“The outriggers, lower chassis rails and the section around the manifolds are the first places a potential owner should look for corrosion,” Jason explains. “The entire chassis needs inspection because a lot of the corrosion takes place out of sight.”
Even though later examples had better rust protection, it’s now 20 years since the last cars left the line. Given the model’s occasional wayward nature, do check for accident damage. The glassfibre body will start to craze if cracks are left unchecked. “You may see a join line in the paint where a new corner has been put on,” says Jason. “That’s expensive to rectify, as it may mean doing the entire corner again.”
Retrimming the interior can be costly due to the complex curves and swathes of leather. Leaks aren’t uncommon, so check under the footwell carpets for damp. The electrics are mostly reliable, but switches can cease to function.
“The heater set-up can be complicated because it runs an electric stepper motor that tends to stop working, keeping it on hot all the time,” says Jason. “Not ideal on an already hot sports car in the summer.”
WHICH TO BUY
Later cars are marginally more desirable thanks to detail modifications, slightly better chassis rust proofing and optional power steering. However, early cars with a good service history are well worth a look, too. Mileages are generally low, but high numbers here are less important than the condition of the chassis.
“Buy the best you can afford, because you will add value when you sell it,” advises Jason. “Personally I love the SE, with the more reliable Chimaera heating system. The suspension is firmer and better balanced, too.”
Preventive maintenance and regular servicing make the ownership experience far less scary than pub naysayers would have you believe. With a stunning blend of sound, seductive looks and sheer speed, the TVR Griffith still puts traditional supercars to shame, decades later.
WHAT TO PAY
1998 5.0-litre, UK
Fair: £10,500
Good: £14,800
Excellent: £17,500
Concours: £24,100
1998, 5.0-litre, US
Fair: $13,200
Good: $18,600
Excellent: $22,000
Concours: $30,300
SPECIFICATIONS
4.0-litre V8
Power: 240bhp
Top speed: 152mph
0-60mph: 4.7 seconds
Economy: 24mpg (est)
5.0-litre V8
Power: 340bhp
Top speed: 169mph
0-60mph: 4.1 seconds
Economy: 20mpg (est)
