Registration No: BFW 500K
Chassis No: 200 GB 5024
MOT: Exempt

• Current ownership since March 1971
• 1 of just c.52 UK supplied Griffith's
• Fitted with 1 of the last LWB 'MAL'chassis
• Holley 4 barrel carb, electronic ignition and free flow manifolds
• Original Green log book, collection of invoices and old MOT certificates

The proprietor of a race preparation shop in Syosset, New York, Andrew ‘Jack’ Griffith first hit upon the notion of building what was essentially a Ford 289ci V8-powered TVR Grantura MKIII during November 1963. Some say he was inspired by a bet with Carrol Shelby as to who could create the fastest car, while others claim an impromptu ‘can it be done’ engine swap that his mechanics carried out between USA TVR importer Gerry Sagerman’s Grantura and Mark Donohue’s Shelby Cobra prompted the lightbulb moment. Greatly aided by David Hives back at the Blackpool Works who reengineered the design to accommodate the larger powerplant, Griffith secured a supply of chassis / body units which were then shipped to his premises for completion. Available in standard (195hp) or ‘HiPo’ (271hp) states of tune, the Ford 289ci (4.7 litre) V8 was allied to four-speed manual transmission. Marketed Stateside as the Griffith Series 200, the two-seater proved ferociously fast albeit the immediacy engendered by its short wheelbase could catch out the unwary. Evolving into the Series 400, the diminutive fixed-head benefited from an uprated Salisbury limited slip differential, Kamm tail (shared with the 1800S model), stronger independent rear suspension and improved cooling. A right-hand drive, UK version of the Series 400 appeared at the Olympia Racing Car Show in January 1965 where it was confusingly labelled as the TVR Griffith 200 (sometimes retrospectively labelled the 200/400). The UK-built cars were given GB chassis numbers and sold in Europe, Canada and Australia too. Production of the TVR Griffith 200 faltered after just forty-two examples had been completed; a victim of the same dock strike which paralysed the East Coast of America and did for Jack Griffith’s operation (although, not before the latter had devised a Series 600). TVR was rescued by Arthur and Martin Lilley in November 1965 with the duo completing a further ten 200/400 cars using leftover components.

According to information kindly supplied by the seller, chassis 200-GB-5024 was first registered as ‘MYU 617D’. Understood to have originally belonged to racing drivers Martin Colvill (later of Bell & Colvill fame) and Clive Vandervell (nephew of Vanwall owner, Tony Vandervell), the TVR was bought by fellow helmsman Patrick Sumner in late 1967 who remembers it as being painted Roman Purple at the time with flared wheelarches, rear window retaining straps and Cobra wire wheels. Having attended engineering college alongside Martin Lilley, Mr Sumner kept the Griffith 200/400 for three seasons. Entering the current ownership in March 1971, the TVR was thoroughly refurbished the following year using “one of the last Griffith long wheelbase ‘MAL’ (Martin Lilley) chassis”. The bodywork was lengthened by some four-and-a-half inches to suit and then bolted to the new chassis. Now boasting electronic ignition, upgraded 302 heads, free flow exhaust manifolds and a Holley 4-barrel carburettor, the 289ci Ford V8 engine is allied to four-speed manual transmission. Fully re-upholstered, the interior was also treated to a demountable sunroof panel. A new clutch was installed as were better brakes, Spax adjustable shock absorbers and heavy duty drive shafts. Re-registered as ‘BFW 500K’ with chassis number GB7134S on June 1^st 1972, the TVR is described by the vendor thus: “The car is in excellent overall condition with very little signs of crazing and only nominal mileage in the last twenty years having been stored for much of its later life. The current odometer reading is 98,630 miles”. Dating back to 1972, the accompanying history file includes a green logbook and invoice for the replacement chassis. A very rare and highly exhilarating road car from a time when ABS, traction control and dynamic stability control would have been the stuff of science fiction!

For more information, please contact:
James McWilliam
james.mcwilliam@handh.co.uk
07943 584760