Heightwise, the Griffith is a bit less than 45". Yes, you did read correctly, 1800 lbs, 600 hp. I've moved the rear wheel well(s) inboard to pick up enough width for a 12" wide wheel and 12-13" wide rear tire. Front tire tread width will remain at about 8", as all I'm doing there is removing inner fenderwells that cause some interference. I don't want to change the lines of the car by flaring all the wheel openings. The overall tread width of about 60" is enough for an 85 1/2" wheelbase. To see current TVRs, go to
www.tvr-eng.co.uk/ they make some great automobiles. BTW, they're no slouch in the power department. They developed an engine called the "Speed 12" that allegedly broke their flywheel dyno somewhere north of 900 hp. For trivia guys, Jack Griffith's test driver was Mark Donohue. The first Griffith I owned, a series 200, was supposed to have been one of the factory race cars. It had an electronic control unit under dash for Tacelmit Jackson fuel injection, which supposedly Mark used during a few races at Lime Rock. The largest engineering downfall of the original cars was the fiberglass bonding of the body to the tube chassis. Yes, condensation; and then broken frame members. Most guys starting with a new frame now, will "sandwich" the body to the frame in 5 or 6 locations. Well, at any rate, it'll be interesting to see if Racefab in the piney woods of east TX can basically graft a current Trans Am suspension, brakes and quickchange IRS to this little guy. Going fast is great, stopping is even better.
Roger