Unique TVR Sagaris for sale: it's the ONLY ONE Sagaris produced in 2007 with LEFT HAND DRIVE. First owner: Nikolai Smolensky

An incredible car: beautiful, terrific, with modern components but built following the same philosophy manufaturers used fifty years ago: I won't find ABS, Traction Control, ESP, EBD, Brake Assist. It's not functional to its role: the best driving emotions you can expect from a car thanks to its incredible engine: line-6, 24 valves, 4 liters, 400 Cv. Maybe the gorgeous Ferrari F40 is better than it. But only because it has been specifically created by Enzo Ferrari himself, the "Highlander" of automotive history.

This incredible TVR Sagaris in blue paint is more special than you can expect: it's the ONLY ONE car built in 2007 and THE LAST BUILT at Blackpool before the factory was closed. Plus: it has LEFT HAND DRIVE and its first owner was Mr Nikolai Smolensky.

This car comes for 100.000 euros at Uk Garage. Hurry up! Buy it and keep it with you for all your life!!!!!

TVR rebirth is on the way?? A strange barn near Blackpool with TVR emblem emerges

Actually this is only a speculation but, of course, we're praying the Lord that this is true. This barn scooped in the countryside of Blackpool has been recently marked with the TVR emblem you can clearly see above the entrance.

On Pistonheads.com forum a member of the TVR section started some days a go a new thread with these words: "Yes folks its true, TVR is setup is Wesham, about 15 miles from Original Blackpool. I know this because one of the chief foremans who lives round the corner from me who shall remain nameless has admitted to it. No cars are being made but the design aspect of it is taking place there".

Another one images shows us a second half built structure which is reported to be a part of the new headquartes of TVR. The local press is following this incredible and fantastic new (if true!) and has asked Derek Smith, deputy editor of the TVR Car Club magazine, what he thinks about it: he confirmed the plans of the rebirth of TVR and has also that Nikolai Smolenski and TVR managing director David Oxley are involved in the project.

Mr Smith sayd that the new facility hides a Design Studio, a sort of Research and Development center. The mistery group has already agreements with a company in Kent to provide the engines but it's still unclear WHERE the cars will be built.

Another ex-employer of TVR factory, who wants to remain hidden, has declared that there are almost 10 people who are working on new projects and that there are already two cars on the go.

But of course there's still anything official in this exciting story. TVR fans want to want to see real evidence of TVR’s return. An internal voice of the company has deny all these plans which would have happened secretly.


Source: Pistonheads.com

The real destiny of the TVR Sagaris

Most people know it for being the last TVR model ever produced (we keep on hoping that production will restart!). And all appreciate it for its style and its stunning driving qualities. But how many know (except for English enthusiasts) that the TVR Sagaris is born most of all for races?
The roll bar cage, the ligthweight structure, the "bubble" over the roof: they're clear signals that this gorgeous TVR has been projected thinking about its possible utilization in race.

TVR Cerbera Speed12: the W112 BHG

Registered W112 BHG, this car was fitted with what are called the "mild" cams and conservative ECU mapping which reduced the power to a mere 880 bhp. It was tested by EVO Magazine in 2005, "even the seating position was crazy", the test driver said somewhat nervously, "It's like getting into a normal car and sitting on the floor - in the back."
There is a procedure to starting this monster however. An immersion heater warms the engine oil from the mains. Twenty minutes later, press the black button to start the ignition and fuel pumps and again to turn the engine over. Tickle the throttle and BAM. A V12 fed with scaffolding off-cuts and rocket fuel. The four side-exit exhausts banging in turn. Low down torque is flexible though with enough to move off with just the lightest of touch on the throttle. To the un-initiated, forward motion will largely be sideways but the EVO test driver was clearly made of sterner stuff. With the engine on-cam, Northamptonshire was treated to TVR Heaven with Spitfire sound effects. But this is also registered for the road.



The local MoT station, used to most things, had real problems when this bowled up. Mike Tyson is not a nice man. Would I let him look after my children? Would I take this on the road? Trees fizzing past at frightening velocity when you're sucking up 2 miles per gallon. And they are remarkably unyielding. I know, I'm a bad skier. W112 BHG has been meticulously restored by the Factory and then specific parts by a dedicated TVR enthusiast.


Money has not been an object as; only recently, some £35,000 has been spent on a slightly modified rear end made purely in titanium. The engine has a bespoke "bucket head" design and been hand built from top to bottom. The whole car is now perfect and ready to go. It has also seen a healthy schedule of publicity, appearing in many UK magazines, prominent motor shows and not only Gran Turismo 4 the game but also as the pivotal car for the Sony launch. It is a one off, horribly dangerous and ugly/beautiful as hell. Torque of the Devil.

TVR Grantura MK3

In 1962 the prototype of the TVR Grantura Mk III had been built using the Thurner chassis. Trevor Wilkinson resigned and a works team took part in the Le Mans 24 hour race with a spectacular lack of success.

The Grantura Mk III brought around the first major redesign in TVR's history. A completely new chassis was graced by a new, but familiar body shell. The new chassis was an improvement in every department over the original. Designed with rigidity and strength in mind, it was a sophisticated space frame chassis. Replacing the stiff VW suspension were upper and lower A-arms all around, complimented by telescoping shock absorbers. A wheelbase increase of 1.5 inches meant more stability and interior room for the new car. Much running gear was speced from the Triumph shelves, although many suspension parts were made in-house. This sophisticated new chassis would serve as the basis for variousTVR models for the next 10 years. Despite this dramatic new car, TVR was in dire financial trouble, and production shut down completely for a period, and thus Mk. IIIs were made slowly as money came in. Only about 90 were produced.

TVR Sagaris: another pre-production prototype

We already mentioned the privilege to own a pre-production prototype of the last model built by TVR, the Sagaris. This one, maybe is even more "primitive than the TVR Sagaris Pre-Production prototype we published sometimes ago.
As you can see: in the lower part of the back there's a very impressive cover on the exhaust pipes, which has been removed in the production car. Otherwise, the car is completely similar to the definitive model.

TVR: The Speed Eight engine

Prior to the TVR Cerbera, TVR had purchased V8 engines from Rover and then tuned them for their own use. When Rover was purchased by BMW, Peter Wheeler didn't want to risk problems should the Germans decide to stop manufacturing the engine. In response, he engaged the services of race engineer Al Melling to design a V8 engine that TVR could manufacture in-house and even potentially offer for sale to other car-makers. In an interview for the television program Top Gear, Wheeler explained "Basically, we designed the engine as a race engine. It was my idea at the time that if we wanted to expand, we ought to make something that we could sell to other people.

The Cerbera was the first roadgoing TVR to feature the Speed Eight engine. This engine is quite remarkable in design in that it owes more to the current trend in racing engines than to anything that has ever been seen before in a road car. In other words, instead of basing a race engine on an existing road engine, TVR have developed an engine for the Cerbera out of a race engine. The result is that the Speed Eight has many features in it which would be more commonly found on an F1 engine. Examples of these are its extremely sophisticated water circulation system, its lubrication system which delivers oil at high pressure to the engine and at low pressure to the crankshaft and a block so rigid that it can be used as a stressed member. An all alloy engine with its eight cylinders arranged in a 75 degree Vee, the Speed Eight engine has more torque in its various specifications than any other normally aspirated petrol engine of equivalent size and weight. At 121 kg, the engine is indeed lighter than the V8 F1 and F3000 engines with which it shares so many features. Many Speed Eight engine components are of extremely high quality such as the pistons and connecting rods, which are forged, and the camshafts, which are rifle-bored and are made of solid billet EN40B steel. The net result is that the Speed Eight has performed extremely well in the most gruelling test known to engineers: to give forty of them to TVR Tuscan racing drivers to try to blow up every weekend for the past five seasons.

TVR T350T: T as Targa

The TVR T350T is a blood and thunder sports car wrapped in the most beautiful shape to come out of Blackpool in a long time. Just like the T350C then, only with two carbonfibre lift-out roof panels for that authentic wind-in-the-hair TVR experience. You can judge for yourself whether the roof panels enhance or detract from the looks, but there's no denying the sheer presence of the T350T.

It's just as impressive once you've slid behind the three-spoke leather-rimmed wheel. A riot of curves and a feast of tactile materials jostle for your attention. Only the slightly odd driving position dampens the excitement; the wide transmission tunnel pushes the pedals out to the right and even before you move off the seats feel peculiarly unsupportive both at the small of your back and to the sides. Twist the key and the instruments jump to attention, needles flicking all the way around the dials before zeroing, aircraft-style. The fuel pump whirrs and with the next click the 350bhp 3.6-litre straight-six catches and settles to a purposeful, guttural idle.

TVR seems to improve its 'six' with every new car we try and this Targa is no exception. It's pretty grumpy when cold but sweet and progressive as soon as the fluids warm through. And it's strong, too. This isn't surprising, but it's easy to forget just how savage the T350 is when you let it climb up towards 8000 rpm and grab another gear just as the red shift-light starts to blink.

But what of the structural integrity? Well, thanks to TVR's construction technique (substantial spaceframe chassis with fully-integrated roll-cage and unstressed fibreglass panels) it's precisely as stiff as the coupe on which it's based. There's no shimmying of glass, no discernible chassis twist with or without the featherlight roof panels in place. Essentially the T350T is the dynamic match of the C, which means great in parts and frustrating in others.

Let's get the bad stuff out of the way first. Like the T350C, the T suffers from disconcerting brake feel and a hyper-sensitive (although not in TVR terms) steering rack that seems eager to lunge at an apex but not so keen on giving up any information about what's going on at the surface.

On the track this means you really have to ease yourself into pushing at the T350T's very high limits, learning to judge when the grip is running out rather than feeling it. The seats don't help here either, as you seem to be forever sliding from side-to-side, which robs you of another sensory contact point. Fortunately the T350T is essentially progressive, being set-up to understeer first and then wait for you to either back off or push on to the rich rewards or dire consequences beyond.

On the road you'll rarely trouble the front Goodyears' grip, but it still takes some time to get the T350T to flow rather than bite into a corner.

Throw in a poor surface and the T350T can feel ragged as the wheels hop and skip over bumps and you're thrown off line. Smoother roads suit the T350T much better, allowing the massive reach of its engine and the tight body control to combine to fling you along at a startling pace.

Traction and lateral grip are superb, while roll is very well contained. And all the time that glorious engine howls its approval and dares you to summon up every last horsepower again and again. It's a form of intoxication that only a TVR can offer. Little wonder customers keep going back for more.

So the T350T isn't flawless but it is an enduring challenge and a wonderful thing just to be around. And if you want wind-in-the-hair appeal, that extra ΂£2000 is a price worth paying over the T350C. In fact it's close to being the perfect British sports car. But here's the rub. With the Typhon and Sagaris under development and the Motor Show looming (at which TVR is bound to show another new car) you can't help but feel that there simply aren't enough hours in the day for TVR to polish the T350T into the absolute gem it could become.

Story from EVO.uk

Video: the mighty TVR Cerbera Speed12

There are no words to describe this car. It has been considered by its creator himself, Mr. Peter Wheeler, a unuseful car. But it's so stunning.

TVR Cerbera: the 2002 restyling - 2nd episode

In 2000, TVR changed the styling of the car slightly by modifying the headlights to more closely resemble those seen in the TVR Tuscan. The "facelift" features were available with all three engine configurations. In addition, the cars equipped with the 4.5 liter engine were offered with the "lightweight" option which saw 40 kilograms trimmed from the overall weight through the use of lighter body panels and a slightly reworked interior.


In 2002, the headlight housings were faired into the wings for even smoother lines at the same time as the suspension being upgraded.
From 2002, all TVR Cerberas have a new suspension set-up, the most notable parts of the which are gas-filled dampers which TVR has developed in conjunction with HBE to incorporate a highly unusual damper curve. By ramping up the rebound very quickly at higher piston speeds, traction and ride can be improved at the same time as high-speed body control.


In August 2006, TVR held an online auction for what it billed as "The Last Cerbera". According to thelastcebera.com, the website that TVR created especially for the auction, TVR's owner and chairman, Nikolay Smolensky (spelled "Nikolai Smolenski" on thelastcerbera.com site), brought the design out of retirement for one more unit as an homage to the "beautiful but brutish bygone British sports car." The "last Cerbera" was a 4.5 LW right-hand drive car in Pepper white with Prussian blue leather interior trim. The auction failed to meet its reserve price but TVR still decided to sell the car to the high bidder. The final bid was under £45,000 to which 5% plus 17.5% VAT would be added.