Autoexpress writes that new renovation works should start at the factory this month. The company can count on a new $2.7 million loan which has been granted in these hard times but it’s a small sum if compared with the £25 million ($34.6 million) funding target required to finish developing the Griffith before it can enter production.

We all know that the Griffith wil be equipped with a tuned version of the 5.0-liter V8 engine from the Ford Mustang GT. Thanks to 480 bhp and With a curb weight of just 2,800 pounds (thanks to its carbon composite structure), TVR claims the Griffith will accelerate from 0-60 mph in under four seconds and reach a top speed of around 200 mph.

ELECTRIFIED GRIFFITH?

However, development is taking so long that TVR could be forced to electrify the Griffith at this rate. The TVR Griffith was designed to support hybrid and fully electric powertrains to make the car futureproof, but it isn’t known how this will affect the performance

The Launch Edition Griffith will have a starting price of £90,000 (around $124,000 – 115.000€) but it remains to be seen if the price will increase due to the delays. Last year, TVR said the Griffith is on track for a 2022 launch. It’s fair to say that we all TVR fellows are hoping the British automaker can secure additional funding to finish development because this launch target sounds optimistic.

Despite this I’m going on in being optimist that deliveries will start in some months. I love too much TVR Cars to think that it’s possible to ruin this dream. So let’s be optimist all together. And in the meanwhile let’s console ourselves with some pics of the last time we see the wonderful Griffith in motion. I hope Mr. Les Edgar will join this post.

It’s thought the Vanquish will use the same Aston-developed seven-speed manual transmission, which features a dogleg first ratio. The same ‘box is used in the V8 Vantage AMR that was unveiled in May. Unlike McLaren, Palmer says a carbon-fibre tub will be reserved for its most extreme models where owners are happy to sacrifice comfort for ultimate speed.

The same engine will be used in the Valhalla, but in this application will need to churn out 600kW-plus to be competitive.

When it arrives the Vanquish is set to be priced from at about €280,000 for the base model, with faster AMR versions and even a drop top Volante all confirmed to follow in the supercar’s tracks.

And now Tuscan, Chimaera, Cerbera, Griffith, Sagaris and Cerbera has been moved to an older generation. So the question is: how’s the perception of those models we considered as modern from now on? How will the new car modify – necessarily – old models’ rates? Some models will be “boosted” as collectibles?

I asked some questions to Str8six’s Jason Clegg, one of the most reputed garages for TVRs. Here are his answers:

– Do you feel the new Griffith creates a break and now past models (Tuscan Speed6 MK1 and MK2, Cerbera AJP & Speed6, T350, Tamora, Sagaris) will be perceived as older ones?

The new car is a gamechanger for TVR and shares almost nothing with previous cars. The design, fit and finish is of a level never seen before on a low volume production car and will I feel be an instant sucess with the press. The shape shares little with the old cars and is designed with an eye on the future not the past.

– Do you think past models’ prices will be affected?

Yes Im sure this will have bearing on current prices as TVR’s have been an undervalued secret for some time, with the social media and press coverage of the new car this will re-ignite many peoples memories of TVR and stimulate them to surf the net looking for earlier examples.

– Do you think we’ll see an increase in rates/prices?

With a small number of cars available prices will increase due to supply and demand. These cars offer fantastic value for money, especially when viewed against similar marques.

– Do you think there will be a model (more models) that will be more appreciated than others?

I see the T cars as jewels, they are stunning to look at with TVR’s own designed engine and diminutive size for a car of this performance. Surely a recipe that will never be repeated.

In the second part of the video Mr. Edgar gives a great “SSSHIT” when he probably gives a too much gas and the Griffith’s tail shakes.

Of course we’re speaking about two different historical epochs but it’s fair to say that it will be really interesting to read/watch a comparison between a TVR Griffith and a TVR Cerbera 4.5 (under a romantic point of view, the best opponent would be The Last Cerbera). Obviously the Cerbera will have to fight again at least 20 years of motoring evolution. But “something” in my brain says that “maybe” the Cerbera won’t receive a disastrous defeat.

ANY TVR CERBERA OWNER HAS AN OPINION ON THIS? DON’T BE SHY AND GIVE ME YOUR THOUGHTs.

Development of the process began over 15 years ago. It combines lightweight Formula One technology, low-carbon propulsion, high safety standards and manufacturing flexibility.

It is centred around a ‘Think Light’ philosophy that creates a virtuous cycle of low-weight benefits:

• It employs Formula One technology with all of its benefits and none of its prohibitive costs
• Cost-effective flexibility enables a single production line to assemble
• Different iStream vehicle variants with different powertrains
• Compact, quiet and low-carbon, an iStream^® production site require up to 80% less investment than traditional assembly plants
• An iStream vehicle exceeds current Euro NCAP passenger and pedestrian impact regulations
• An iStream vehicle delivers a 40% reduction in CO2 emissions over its entire lifecycle compared to its traditional rivals

If its platform, chassis and components are all lighter, it will require a smaller and lighter powerplant and transmission, enhancing performance and economy while lowering carbon emissions. Components can be smaller and lighter, too – brakes, suspension, steering and cooling elements can be scaled accordingly, further reducing the vehicle’s environmental impact.

“I’ve been to Le Mans for 33 years in a row, I brought Aston Martin back there, the DBR9 was my project. So I know a thing or two about racing at Le Mans.

If you’re a sports car manufacturer, why would you not be racing at Le Mans? Sports car manufacturers are niche by nature…Le Mans is a proving ground. You only have to finish and you’ve done well. Le Mans is something we have to do.

It’s expensive, it’s not going to be easy. But I do know what we need to do to get there. I’m not saying when. We will go there. We’ll probably have a one-make series first. I don’t think it’s too ambitious, but it is ambitious. ou don’t go to Le Mans just to finish, though. You go to win. And we will do that.” Edgar said.

The aim is right and clear: TVR won’t be a Le Mans just to attend the race. The purpose is ambitious: race and win!

Les Edgar, unfortunately, wasn’t clear on the timing of the project. But surely we do know an important thing: the Griffith will be a race car. As a proof, Gordon Murray give a huge help with the iStream chassis. This means that the model many (hopefully) TVR enthusiast will buy is even closer a race car than you might expect.

Source: MotorAuthority

We all TVR fellows wait with anxiety that the company will organize the first press driving tests of the new car in order to give a concrete opinions on its handling qualities. For now we can only evaluate the design.

SOME OPINIONS ON THE DESIGN

Personally I think that, despite some redundant corner, the Griffith is totally TVR. One of its main qualities is, in my opinion, its compactness. The new Griffith is tiny, as any TVR shall be.

In the front part I’m not accustomed to see a large vent so probably it will get me some time to “understand” exactly the shape. Furthermore: maybe designer should have dare with the front lights, as the define’s the its glaze. Maybe it should have been more… more!

The side is great and – first fundamental aspect – I don’t see the door handle. The release of the door is well maintained under the side mirror (which comes from the Ford Mustang). I like the side exhaust and the black scarf in the bottom

Well, I love the tail! Huge, Mighty, large (thanks to the curved mudguards) and with a gigantic extractor in the lower part. I don’t like to much the wing but I’d rather prefer a flap-of-gurney nolder or something closer to the TVR Sagaris’s one.

And, finally, I like the cockpit very much: tall tunnel, small and simple wheel, very small gear lever, low-hooked pedals. It’s functional, not baroque.

So what’s your opinion on this shape? What you like the most? What you hate? Drop me a comment

1. How long will it take to start seeing TVR Cerberas with this new engine in their engine bay? Or TVR Cerbera owners are sure that the Griffith’s engine won’t ever be better than the AJP V8 of Cerbera 4.2 and 4.5? There’s an evidence after all: TVR team already tested the interaction between the TVR Cerbera’s chassis and the Griffith’s V8.
2. How long will it take to start seeing TVR fans asking for a Cerbera heir? With 4 seats, with a “softer” design, with a more Gran turismo soul? Probably, if Gordon Murray Design’s iStream chassis has a good modular structure, it could be rather feasible.

We’ll see. In the meantime, let me know your thoughts

The exciting video reports also some words from Les Edgar and Gordon Murray, whose company developed the Griffith. You can see also a magnificent car: a Cerbera mule that was used for testing of the V8 Cosworth engine.