The latest brand in the world, the eternal British manufacturer introduced the first pictures of Hemera, the super-SUV which will be launched in a few days at Frankfurt Motor Show.

Eternit Hemera, the first SUV in the world which is a true super-sport car, as its creators praised will go into production next year and will have a starting price of around 170,000 euros. After more than teasers, Eternit presented today the first photos of the car that will be present at Frankfurt. Technical details are almost non-existent but these first images show that it is possible for Hemera to use Porsche Cayenne’s platform. It is known that the car will use technical elements borrowed from other brands but their name has not been officially informed.

Architecture body that we see in these photos makes us think of Porsche’s SUV. The platform used, however, is re-thought CVA in a very sporty direction. So inside the car and even the body - will be constructed of a composite material based on carbon. It will be built manually in Hemera brand workshops in London and will have the inside rear seats configured as a saloon, including electrically adjustable individual seats with iPads and refrigerator.

Maximum power of the machine will be about 620 hp and this will guarantee a top speed of over 290 km / h. We do not know how much you will enjoy the seven passengers seats but certainly the speed that the driver will reach with children on board will be given by a car system for their safety.

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Vauxhall Corsa.
Anything but not boring - fun without limits!

It’s time to see reality. Full of personality and more agile than ever, the new Opel Corsa is a new front end and even more fun to drive. Because of the chassis and steering system were completely redesigned and have a more dynamic appearance, this successful sport car is ready for any challenge.

BENEFITS
More power for the new beauty.

Our engineers have used many new technologies for the new Corsa. Redesigned chassis and steering system increases ride comfort, handling and directional stability. The degree of comfort will be increased due to the heated steering wheel, panoramic sunroof and the new Touch & Connect multimedia navigation system. Also, thanks to the Start & Stop and ecoFLEX engines, you can benefit from lower fuel consumption.

Flexibility

Flexible FlexFix integrated transport system is the best solution for transporting up to two bicycles. Always on board, but invisible when not in use, this innovative system is hidden in the rear bumper. When the system is extended, two bikes can be fixed quickly and easily due to the low height support. Bicycle transportation has never been so easy and convenient.

Comfort

Touch & Connect is a new multimedia infotainment system, with a versatile display equipped with a 5 ” touch screen and navigation data available for 28 European countries on the SIM card. Connection to Bluetooth compatible with smart phones, hands-free location, phone book and audio streaming download. The audio system comes with iPod and USB connections, 4 outputs of 20 W and 7 premium speakers. A special function is the ecological route planner, which calculates the route that will save the maximum amount of fuel, a combination between the shortest and fastest route.

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With the introduction of the Michelotti styled Triumph 2000 of 1963, a new kind of executive car was born. A luxurious 2 liter, six cylinder, four door saloon with compact dimensions and youthful diver appeal, it clashed head on with Rover 2000, a technically more sophisticated car than the Triumph. However, the Rover was bereft of the refinement of the Triumph’S six cylinder engine. Making 90 bhp, the old Standard Vanguard derived twin carburetor straight six could haul the 2000 up to just on 100 mph (160 km/h) in manual overdrive form. With all independent suspension (struts up front, semi trailing arms at the back) and servo front discs, the 2000 was a comfortable, nicely finished, well mannered car, just for the new breed of young executives who didn’t want big, lumbering cars of the old school. Leather seats, with a wooden dashboard and door cappings, increased its up-market image and sales were strong. The car’s appeal was broadened in 1965 by variants such as the 2000 Estate, one of the most handsome load carriers of its generations, which wasn’t bettered at the time.

Best of the bunch however was the 2.5 Pl of 1968, with the Lucas injected 2.5 liter engine form the Triumph TR5, detuned to 132 bhp by virtue of a single outlet manifold, tamer valve timing, and the milder camshaft from the GT6 MK II. Top speed leaped to 160 mph (170km/h), with 0-60 (96 km/h) in 10.6 seconds. Production of the classic original 2000/2500 saloons and estates the classic in 1969. It was landmark car for Triumph and opened up a new niche market that it very capably filled during it six year lifetime.

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By the beginning of the saloons, Triumph’s enduring TR 3 needed a facelift if the needed sales and interest were to be maintained. Triumph decided on a European look and went shopping for Italian styling. They ended up hiring Michelotti to re-skin the car in a more shapely body that also had to be both roomier and a little more comfortable than the TR3. Launched as the TR 4 in 1962 it retained all the rugged qualities of its predecessors. Chief among these were a torquey 2.2 liters four cylinder engine and a separate chassis. However, an all synocromesh box was an innovation. Complaints about the poor road holding and the bumpy ride were answered by the TR 4a of the 1965, which came with a new form of semi trailing arm rear suspension shared with the highly praised Triumph 2000 saloon. More power was the next obvious step, so Triumph fitted their new 2.5 liter straight six in the TR 5 of 1967. Injected and producing 150 bhp, this gave the TR a much smoother delivery and the potential for up to 120 mph.

This was a short lived variant however, and it was supplanted in 1969 by the TR 6, with new crisper, if less characterful-styling from the German firm of Karmann. Mechanically little changed, and the TR 6 continued to sell in large numbers, mostly to the North American market, until 1976 when it was no longer able to meet the increasingly strict challenge of the Federal safety requirements.

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Under new ownership of Arthur and Martin Lilley, TVR, sportscar builders of Blackpool, Lancashirem became a more professtional company. The 1967 Vixen, son of the earlier Grantura, was one of the first products of this new approach. Outwardly the entry level TVR looked much like its predecessor with the usual ‘sausage bonnet’ front end. A closer inspection revealed new ‘Manxtail’ styling with a bigger rear window and Mkl Cortina lights behind, at the rear. Although the first few cars had an MGB engine, TVR policy was now to just offer one unit, the 88bhp 1599cc Ford Cortina GT limp, matched to the excellent Ford four speed gearbox. The optional brake servo became standard on the S2 of 1968, which also had a longer wheelbase chassis developed for the Tuscan SE, bolt on (not bonded on) body panels, twin bonnet vents and Cortina Mkll rear lights. The S3 of 1970 had a 92bhp engine, and vents in the front wings.

It was still available as a kit but the new Lilley management no longer encouraged do it yourselfers and, in any case, by the of the decade new British purchase tax rules wiped out the kit market. The 1600M carried on the tradition of a small engined TVR after 1973, but by then the majority of buyers were opting for the much faster 3 liter models.

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TVR began building fiberglass sports cars with tubular chassis frames in the 1950s, and they sold most of them as kits to be built at home. The first cars had four cylinder engines but, in the 1960s, TVR offered the Griffith with Ford V8 power and the Tuscan V6, the first of a long line of cars using the 3 liter Ford ‘Essex’ engine. In concept the Tuscan V6, launched in 1969 at 1500 pounds for the do-it-yourself kit, was a niche filler between the four cylinder Vixen and the slow selling Tuscan V8. The chassis and demountable body was a Series Two Manx tail Vixen with Tuscan V8 alloy wheels and brakes, and Fords 3 liter V6 engine (giving 128 bhp) and four speed gearbox optionally over driven on third and top, also had the strengthened Salisbury lock differential of the V8. The only way you could spot one from the outside was the badging and twin exhaust pipes. The delicate corner bumpers, big tapering rear window and Mk II Cortina rear lights were pure Vixen.

In fact, only 101 Tuscans built between 1969 and 1971. Its engine, the unit from the Ford Zodiac 3 liter, didn’t meet North American emission regulations, and TVR couldn’t sell the Tuscan there with dirty power. It was this scenario that gave rise to the TVR 2500 with a clean Triumph straight six engine, but the V6 would live in the improved M Series models.

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Launched in 1964, the Vanden Plas 4- liter R was the only fruit of a liaison between Rolls Royce and the British Motor Corporation (BMC). It was a high specification, wood and leather luxury saloon based on the 3- liter A110 Westminster shell, but using a 4- liter Rolls Royce straight six engine. Externally, it sported clipped tail fins and horizontal tail lights, and more upright front and rear windscreens to increase the headroom inside. The shell was stiffened to improve the handling, and featured smaller 13in. (33cm) wheels. Inside, the 4-liter R had the full Vanden Plas treatment, with Connolly leather on the seats and lavish use of walnut veneer on the dashboard, door cappings and picnic tables. With a claimed 175bhp, the smooth, all-alloy, seven bearing, Rolls Royce straight six gave the 4-liter R an impressive turn of speed. It accelerated cleanly up to 100mph (160km/h), and road testers attained up to 112mph (179kmlh) flat out. With the standard Bong Warner Model 8 automatic gearbox, there was no manual option, the car would whisk up to 60mph (96km/h) in an effortless 12.7 seconds.

The pay off was a dismal 14mpg (20liters/100km) thirst, and the critics were underwhelmed by the 4-liter’s overlight power steering, which lacked feel and precision. A projected output of 100 cars a week from the Vanden Plas Kinsbury works never actually rose above 60. Even at that rate there was a big stockpile of 4-liter Rs. BMC ended the unequal struggle in 1968, with sales totaling just 6555 cars.

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Other TVRs had looked good and performed strongly but the Cerbera was different. For the first time here was a TVR with its own bespoke engine. This was in the form of a 4.2 liter V8 packing a 350bhp punch, the promise of 185mph and scorching acceleration. Best of all, this came for the price of an ordinary executive saloon. Engine apart, the Cerbera was mostly traditional TVR, the GRP body covering tubular space frame. It was a fixed head only though, with an imaginative 2+2 interior that showed amazingly little evidence of the parts- bin plundering so typical of this type of low volume car. The engine had flat plane crank that gave it much busier, less brutal engine note than the Rover engined cars. Low down it wasn’t as torquey either, but a light flywheel allowed pin sharp pick up for devastating through the gears acceleration. The Cerbera was renowned for the way it could demonstrate its power.

It has an engine of V8, with 4185 cc with the total amount of power 350 bhp. It could accelerate up to 100mph (162km/h) in 9 seconds beating speed. In 2004 long term owner Peter Wheeler sold TVR to a young Russian businessman Nikolay Smolensky. However, by 2006 TVR production had slowed to a crawl and stopped all together by the end of the year.

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Exciting seventies Vauxhalls are few and far between. However, in anyone’s book, the HS Chevette definitely has to be one of them. Dealer Team Vauxhall built the first HS Chevettes in 1976 for use in the RAC rally, but It would be another two years before productions cars were available. There were built in order to homologate the rally car for high level competition. This meant they were available to be offered to an interested section of the public. Although quite crude in many ways these HS Chevettes based on the innocuous three door Chevette hatch, made exciting road machines. They were powered by a 135 bhp, twin cam versions of Vauxhall’s 2300 cc slant four engine. The 240 bhp rally cars had used a Lotus cylinder head and a ZF gearbox but for the road car a Vauxhall designed 16 valve head and a Getrag box were fitted.All of the HSs were painted silver and had front and rear spoilers.

They also came with very chunky alloys. Despite this, the HS Chevettes managed to look an awful lot less vulgar than many of their hot hatch contemporaries.  Quick and capable the 2300 HS was probably a it too exotic and expensive to appeal to your average body racer, it was $1000 more than an RS 2000 Escort, which was why it remained exclusive Only 400 of them were built.

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