With the T440R, traditional strengths have been taken to an altogether higher level. Its stunning bodywork is all carbon fiber, its massively strong chassis uses aluminum honeycomb to greatly improve its stiffness, and its hugely powerful engine is connected to TVR’s own six speed sequential gearbox. It is TVR’s technological tour de force, a 215 mph showcase for TVR’s abilities.

Two versions of the car are available – the T400R which has a 400 bhp 4 litre engine and the ultimate T440R. The engine of the T440R is a derivative of TVR’s own Speed Six engine but has been extensively developed in order to produce a huge 440 bhp. It is bigger than any other TVR six cylinder engine at 4.2 liters and has a raft of high tech Motor sport componentry. 60 mph comes up in less than 4 seconds but it is from there to its top speed of 215 mph that the Tuscan R really leaves the competition standing.

To cope with all that power, the car has not just a new chassis, but a new type of chassis. Designed from the ground up with the aid of sophisticated CAD/CAM software, the rigidity of the steel chassis is added to significantly by the race-type roll cage and the use of aluminum honeycomb and carbon fiber for the floor.

Also a first for a road going TVR is to have adjustable dampers whereby customers will be able to fine-tune the suspension set up of their T440Rs for road or circuit use. Brakes are powerful ventilated discs all round with four piston calipers at the front with a high performance option of even bigger discs and six piston calipers for even better stopping ability.

You can count the number of road cars that have had all-carbon fibre bodywork on the fingers of one hand – Mclaren F1, Ferrari F40 and now TVR T440R. More normally found in the aerospace or Motor sport industries, this material is expensive but is extraordinarily light and strong.

Aerodynamics have played an increasingly significant role in the design of TVRs over the last few years and the T400R and T440R take this to the logical next level. A lot of attention has been paid to drag and lift with the result that its coupe shape owes most of its from to the demands of the aerodynamically. A phenomenally low drag coefficient of 0.32 is the result of all this attention to detail and its virtually flat floor, front splitter and rear diffuser work together to give it unparalleled high speed stability.

The interior of the T440R reflects its race car underpinnings with a distinctly minimalist style pervading the interior. Unusually, the carbon fiber and aluminum structure of the car is highly polished and left on show, giving the cabin a utilitarian but extremely high quality feel. The seats are unique to the model and are manufactured from carbon fiber but trimmed from the highest quality Scottish hides.

Country Of Origin N.A
Year Of Introduction N.A
Base Price When New >>74 995
Miles Per Gallon N.A
Body Type N.A
Curb Weight 1045 kg / 2304 lbs
Powertrain Layout Front Engine / RWD
Transmission TVR Six-Speed Sequential

Engine

Configuration Inline-6 w/Dry Sump Lubrication
Displacement 4200 cc / 256.3 cu in
Power 328.1 kw / 440 bhp @ 7600 rpm
Torque 474.54 nm / 350 ft lbs @ 6000 rpm
BHP / Liter N.A
BHP / Weight N.A
Redline 8000rpm

Performance

Top Speed 346.0 kph / 215.0 mph
0 – 62 mph 3.9 seconds
0 – 100 mph N.A
Skidpad N.A
Braking, 62-0 mph N.A
Slalom Speed N.A

Story by TVR Engineering Ltd

Marcos Engineering has announced they will be closing their doors and going out of business.

Just a few years ago, Marcos was receiving rave reviews from the likes of Top Gear, evo magazine, and Motoringweek. The company was readying two new vehicles for production, and began extensive preparations for bringing their cars to the States.

Stelliga, a Canadian entrepreneur who once described the Marcos TSO as the “British Corvette”, was understandably disappointed by the company’s failure. “Regrettably, despite the extraordinary efforts of our employees, suppliers and dealers, we simply could not attain a profit point, reduce our cost base or raise the necessary capital to sustain the business”, he said in a press release.

Founded in 1959 by two engineers, Jem Marsh doubled as a race car driver, and Frank Costin had previously worked on fighter planes. After the company went out of business in 1970, Marcos was revived in 1976 by Marsh only to find itself in bankruptcy court in 2000.

Now, employees at Marcos will begin tying up loose ends before the company sells off its assets and pays out remaining shareholders and creditors.

“My sincerest gratitude goes out to everyone that worked relentlessly to revive the great British sports car company one more time,” Stelliga said.

Marcos Engineering Limited (”Marcos, the Company”) today announced that it has entered Administration with a view to completion of existing work in progress. Marcos’ plan of dissolution will see the Company wind up its ongoing business activities, sell its assets and distribute proceeds and beneficial interests to shareholders and creditors as soon as practicable.

In reaching this decision the Company considered a number of factors including the Company’s current and future strategic and market opportunities and business prospects, limits on new capital from outside sources, increasing cost of ongoing capital and prevailing economic conditions.

Marcos was founded in 1959 and went into receivership in 2000. The Company was restarted in 2002, conducting business as an independent supplier of a new high performance family of hand built lightweight sports cars that provide a uniquely exhilarating driving experience. Despite mounting competition from companies with substantially greater financial, technical, distribution and marketing resources Marcos continued to develop its sports cars that received international acclaim.

As the cost of capital continued to climb and the potential for profit faded, the Company’s Board and management took steps to minimize product and operational costs while they investigated various strategic opportunities and engaged in discussions regarding lower cost distribution, alternate manufacturing and external capital transactions with potential business partners. After reviewing Marcos’s business prospects and potential opportunities, the Company came to the conclusion that Administration of the Company would have the highest probability of returning the greatest value to its shareholders and creditors.

Regrettably, despite the extraordinary efforts of our employees, suppliers and dealers, we simply could not attain a profit point, reduce our cost base or raise the necessary capital to sustain the business, said Tony Stelliga, Managing Director. My sincerest gratitude goes out to everyone that worked relentlessly to revive the Great British Sports Car Company one final time.

Few cars look as dramatic as the new TVR Sagaris. While motorsport is never far from TVR’s designers’ and engineers’ minds, the rigorous demands of the endurance racing arena were also a priority in the Sagaris concept.

It has been designed to be the ultimate racing car for the road. Now it is possible to know what it feels like to drive a Le Mans car everyday. Every scoop, every vent might add to the most extraordinarily dramatic lines, but they are all there for a distinct purpose.

Lightweight is much talked about by car manufacturers but is rarely achieved in combination with enormous power. Thanks to the rigid tubular steel chassis and extremely light composite bodywork, the Sagaris comes in at just over a tonne. With low drag and downforce producing aerodynamic features at both the front and rear of the car, the styling of the Sagaris works just as well as it looks.

The Sagaris is propelled by the same four-litre 380 bhp engine as the Tuscan S. It is docile in town where it can burble along at low speeds in high gears. But press your right foot into the carpet and you are pushed back into the seat, as the engine howls its way to a red line close to 8,000 rpm. Statistics can be dramatic. 0-60 in 3.7 seconds certainly is.

Following extensive research and development in conjunction with fellow experts at Bilstein, the Sagaris’ suspension and handling are profound, with unprecedented capabilities. Combined with its rigid tubular steel rollcage and wider track, the Sagaris manages to be an enthralling, hair-raising drive, but a safe one, too.

2004 TVR Sagaris

Engine & transmission
Type: I6
Layout: Front Engine / RWD
Displacement (cm3): 3996
Power (bhp): 400@7000
Torque (nm): 420@5250
Gearbox: 6-Speed Manual
Performance
Acceleration 0-100 km/h: 3.8 sec
Acceleration 0-200 km/h: n/a
1/4 mile: n/a
Top speed: 314 km/h
Dimensions & Weight
Lenght: 4057 mm
Width: 1850 mm
Height: 1175 mm
Weight: 1078 Kg

The TVR Sagaris is a sports car designed and built by the British manufacturer TVR in their factory in Lancashire.

Featuring an all-new design, the Sagaris made its debut appearance at the MPH03 Auto Show in 2003. The final production model was then shown at the 2004 Birmingham Motorshow. In 2005 it was released for public sale at TVR dealerships around the world. Based on the TVR T350, the Sagaris was designed with endurance racing in mind. Several design features of the production model lend themselves to TVR’s intentions to use the car for such racing. The multitude of air vents, intake openings and other features on the bodywork allow the car to be driven for extended periods of time on race tracks with no modifications required for cooling and ventilation. The final production model came with several variations from the pre-production show models eg the vents on the wings are filled in not open, different wing mirrors, location of the fuel filler and bonnet hinges. There are other subtle differences as well.

As with all modern TVRs the Sagaris ignores the European Union guideline that all new cars should be fitted with ABS and at least front airbags. It also eschews electronic driver’s aids (such as traction control or electronic stability control).

The car’s name comes from the sagaris, the Greek name of a lightweight battle-axe used by the Scythians which was feared for its ability to penetrate the armor of their enemies. The car was designed by TVR Chief Designer Damien McTaggart and developed further by Graham Browne & Lee Hodgetts.