Triumph Collectors

Triumph TR6

admin — Thu, 07 Aug 2008 03:27:21 +0000

In 1969 Triumph produced the successor to the TR-4-5-250 and dubbed it the Triumph TR-6. Fans had been anticipating a new revision to the venerable British sports car line for some time. And in October 1969 they got it. The Triumph TR6 was mechanically identical to the Triumph TR-5 and Triumph 250, except for the addition of wider wheels and a front anti-roll bar.

The most impressive change, and the one that makes the Triumph TR6 stand out as one of the finest looking British sports cars, was the hood and front end design. The decidedly masculine hood, grill and bumper come together to give the sports car an intimidating look. Intimidating enough to make all other European and American sports cars of the day look positively wimpy.

Under that manly hood, the Triumph TR-6 featured a 150 bhp, 2.5 liter 6-cylinder engine that was carbureted in the U.S. to meet emissions standards. In the mid 1960’s the U.S. began to regulate fuel emissions. For Triumph to import the TR6 under newly minted Federal regulations, they had to tone down the power from 150 bhp in the UK to 104 bhp in the U.S. Why Triumph kept a carbureted engine and did not move to the more efficient fuel injection is a point of speculation. Part of the speculation is that the car could be priced cheaper with a carburetor than with fuel injection, and that Lucas electrical was not up to the task of producing precise enough metering to allow the enhanced engine output to meet emission standards. the last thing Triumph wanted was to ship a batch of cars over to have them rejected at the port.

Triumph TR 6 TR 6 1972 75 High Performance TRIUMPH TR 6 TR6 Roadster
US $3,550.00

Triumph TR 6 TR 6 Triumph sports car convertable
US $12,500.00

Triumph TR 6 1974 Triumph TR 6
US $14,000.00

Triumph TR 6 1969 Triumph TR 6 R33 RB25DET Swap
US $20,200.00

Triumph TR 6 1976 TRIUMPH TR6 WITH OVERDRIVE AND HARDTOP SUPERB CAR
US $13,900.00

Triumph TR 6 OVERDRIVE 1971 TRIUMPH TR6 IN SUPERB CONDITION
US $14,500.00

Triumph TR 6 Triumph TR6 British Convertible Sports Car
US $3,600.00

Triumph TR 6 TR 6 1974 Triumph
US $12,885.00

Triumph TR 6 TR 6 1976 Triumph Factory overdrive
US $4,850.00

Triumph TR 6 TR6 1973 Triumph TR6 Hardtop Jump in and Go
US $15,950.00

As with the Triumph TR-4, TR-4a and TR-250, the TR-6 was configured with Lucas electrical components and wiring. This classic British Sports car could push 1/4 mile in 17.9 seconds, and could cruise comfortably at 109 mph. Even for such a large engine, and not much insulation, the Triumph TR-6 was surprisingly smooth, quiet and easy to control. The benefit of tight rack-and-pinion steering allowed for quick, responsive turning. At normal performance the TR-6 could comfortably cruise at 3370 rpm at 70 mph. In fact, drivers had to push the engine to 5200 rpm in order to redline it. with quick shifting the driver could easily quick shift to 4th gear, then slip it into overdrive for that extra kick.

Despite this setback, the Triumph TR6 had plenty of power, and was a surprisingly fast and nimble sports car. It swept down the road at 1/4 mile in 17.0 seconds from a standing start. Impressive as hell for the day. the engine would purr along at 3370 rpm at 70, but would pop into shifting excellence at 5200 rpm.

Triumph added a front anti-roll bar that provided extra stability over the TR4 and TR250.
One of the styling features of the Triumph TR6 were the prominent wheels. The red band and deep set wheel wells provided a distinctive look to this classic British Sports Car. The combination of the anti-roll bar and wider wheels gave the TR6 corning stability at high speeds and extra feeling of security even on bumpy roads. Stopping power was handled by a disc-drum combination that handled the weight of the TR-6 nicely.

The interior of the TR6 was designed to be masculine and sleek. The standard Triumph polished wood dash holds the instrumentation is easily visible accessible areas. The tach is tach directly in front of the driver and the rest of the dials not too far away to the right. The pedals are not situated well for heeling-and- toeing, the throttle being too high for that; headlight dimming is by a foot switch with a directional signal flasher lever on the left side of the steering column-a better arrangement than the GT6's two-stalk setup because of the possibility of an OD stalk on the right side of the column.

The bucket seats felt sporty, but did not lose any comfort. The required headrest actually added a nice cosmetic addition when the top was down. The padded steering sports the Triumph logo but could not be adjusted without a toolkit. The interior carpet held back excessive noise even though the door panels were painfully this and know to do little protection against wind rattle once the cars aged a bit.

The Triumph TR6 went through several mild changes before it expired in July of 1976. The loss of the Triumph TR6 was a mistake British Leyland never recovered from. When they left the classic male fantasy sports car for what they perceived as “The shape of things to come”, in the TR7 they made the wrong call and destroyed a great brand.

Today the TR6 is a class car renowned by car collectors world wide. Some 34 years after the TR6 was cancelled the car still holds up against the stylings of any of the modern two seater sports cars on the current market. Owner lucky enough to get their hands on one can attest to the mystique of this alluring man’s sports car.

Triumph GT6

admin — Tue, 05 Aug 2008 13:49:03 +0000

The Triumph GT6 was based on the Spitfire 4 and first hit the road in 1966. More than just a hard-top Spitfire, the GT6 had well thought out design in the integration of the top to the body. By today’s standards it would be a bit thin and noisy, but for the cars at the time, it fit right in. The rest of the Spitfire chassis was unchanged except for the larger 2-liter, 6 cyl engine from the Triumph 2000 Sedan. The unequal-arm front, and swing-axle rear, suspension layouts are intact except for such details as spring rates.

The newer engine, featured straightforward pushrod overhead valve unit is one of the quietest and smoothest sixes to be found anywhere and idles at an even 500 rpm with just a trace of clicking from its mechanical tappets e-sides refinement. Torque is what really drives the power of this engine. It's one of those engines that doesn't seem to care what gear is engaged behind it. At the other end of the scale, it revs freely to 6000 RPM, the top of the orange sector on the tachometer face, and is said to be safe for a sustained 5500.

The torque was strong enough to not have to change gears constantly, always leaving each gear with the feeling it had a little more in it. When shifting, the gear flow was smooth and the 8.5 inch diaphram-spring clutch catches smoothly. Triumph motor cars added an optional Lay Laycock-de Normanville overdrive which is controlled by a stalk on the right side of the steering column. Engagement takes place about 1.5 sec after the lever is moved and is quite abrupt. At the time it was only $175 to get it as an add on. Try that with any add-ons now.

Triumph Spitfire Spitfire Triumph Spitfire MK IV
US $3,700.00

The reviews on the overdrive were mixed. The power change was good, but it was a bit abrupt getting to overdrive, as it tended to jolt a bit when engaged. Engagement took about 1.5 sec after the lever is moved and is quite abrupt. There is no inhibitor switch to prevent a downshift to direct drive in the overrun but it is easier on the gears if the driver keeps his foot down at least a little when making a change.

Overdrive was not totally necessary to get the best out of the Triumph GT-6. The normal axle ratio is 3.27:1, giving 20.1 mph/1000 rpm, quite acceptable gearing for overall use. In the overdrive-equipped car, a 3.89:1 final drive ratio is fitted and this, combined with the 0.802:1 ratio of the overdrive gear, results in a 3.12:1 overall ratio or 21.3 mph /1000 rpm. The gearbox ratios were not altered with overdrive, they just become tighter. In fact the Triumph GT-6 could be started up in 2nd gear, if one needed to do so.

Using the same split differential as the Triumph Spitfire, the Triumph GT-6 used conventional swing axles with a little apprehension but we found that the GT6 could not be faulted on its handling. The wheels (U.S. version) were fitted with beautiful 155-13 Dunlop radial ply tires, and sporty wheels.

With a front-end distribution of 56%, the weight was slightly shift away from the swing axle, which seemed to have been a good idea at the time.

Average driving was made easier by this weight shift ratio, and it was felt in the steering of the Triumph GT-6. A bit of oversteer could be felt on sharp pulls of the steering wheel and the tail could be brought out by either tweaking the throttle, or by just turning the wheel sharply. That being said, many average drivers, or weekend British sports car enthusiasts were easily able to handle the vehicle.

The noise level of this classic Triumph sports car was decent for the day, but would hardly pass muster now.

The famous icon of Triumph- the wooden dashboard was the centerpiece of the Triumph GT-6. for the GT-6 the dashboard was polished polished walnut, the vinyl upholstery is tastefully patterned and the floor areas are covered with carpeting. the seats were leather covered and fit nicely for the driver, even though they were not adjustable. One nice edition was a center arm rest, not a common interior component in those days.

The layout of the instruments isn't as good as it might be. The speedometer and tachometer are placed on the flat panel with little regard for ease of reading and would benefit from a little angling toward and toward each other. The switches basically matched the triumph spitfire.

All in all the Triumph GT-6 was a welcome edition to the Triumph sports car line. It was not a huge seller in the U.S., but did show respectable numbers. By 1973 Triumph gave up on the Triumph GT-6, and focused on its line on the Triumph Spitfire, and Triumph TR-6.

Car History:

GT6 Mark 1
July 1966- September 1968

GT6 Mark 2
July 1968- December 1970

GT6 Mark 3
1971-1973

Triumph GT6 Mark 2

admin — Sat, 02 Aug 2008 15:26:00 +0000

In 1969 Triumph updated the existing Triumph GT6 to the Triumph GT6 Mark IV. A number updates were made to refine the engine, suspension and interior of the new GT6 Mark 2.

The body saw updates that make the Mark 2 readily distinguishable from the original. The front and rear bumpers have been raised to a more practical (though less attractive) height, there are high-styled mag-type wheel covers and there are now louvers behind the front wheels and behind the rear window. There's a full assortment of U.S. safety equipment, the heater/ ventilation system has been improved and there is electric defrosting of the big rear window. The seats have also been changed slightly to give a bit more room for taller drivers, which should be welcome.

The rear suspension was changed when the old swing axis was replaced by a double-jointed shafts that are located by the spring at the top, a wider based lower arm and radius arm. This and a lower roll center height change (12.8 in to 6.3 inches), was meant to eliminate the nerve-racking jacking and tuck-under of the ealier Triumph GT6 models, and greatly improve handling.

The engine was enhanced to run at 104 bhp at 5300 instead of 95 at 5000. This increase in power came from upgrades to a new camshaft that gave more lift and greater overlap. The intake and exhaust valves are larger than previous Triumph GT6 Models. Even a new alternator was added to replace the old generator. Finally Triumph motor cars added a 4-speed all-synchro gearbox for quick, responsive shifting.

Triumph Spitfire Spitfire Triumph Spitfire MK IV
US $3,700.00

All in all the Triumph GT6 Mark 2 was big improvement over the Triumph GT6. The car continued to improve in the Triumph GT6 mark 3, released in 1971

Triumph Spitfire 1500

admin — Fri, 27 Jun 2008 03:36:48 +0000

In 1973 Triumph updated the Spitfire Mark IV to the Triumph Spitfire 1500. The new revision updated the engine from 1147cc in the Triumph Spitfire Mark IV to 1493 CCs in the Spitfire 1500. It was a marked improvement over the previous models with more torque in the low and mid RPM range. Even at up to 4000 RPM the engine felt like it had more in it to give. The drive train was much improved which handled the increase in torque smoothly.

Rear suspension was widened by roughly 2 inches which actually effected the handling with the “swing-spring”, which was held over from the improved suspension on the Spitfire Mark IV. the “Jacking” of previous models seemed to be finally fixed with the Spitfire 1500. The widened wheel span and wider tires allowed for much better handling and attracted many more buyers of the vehicle.

The car responded well to throttle and steering inputs in a very predictable fashion, and trailing throttle results in oversteer that comes on evenly and in controllable amounts.

Triumph Spitfire Spitfire Triumph Spitfire MK IV
US $3,700.00

Triumph Spitfire 1975 Triumph Spitfire w PRI STAGE ONE RACE MOTOR
US $1,136.00

Triumph Spitfire 1974 TRIUMPH SPITFIRE 1500 FACTORY OVERDRIVE
US $3,500.00

Triumph Spitfire FULLY RESTORED 1980 TRIUMPH SPITFIRE WOW
US $10,541.50

Triumph Spitfire 1969 TRIUMPH SPITFIRE NO RUST
US $565.00

Triumph Spitfire MK3 1968 TRIUMPH SPITFIRE MK3 RACING GREEN 95k PARTS CAR
US $12,500.00

Triumph Spitfire spitfire 1980 Triumph Spitfire convertible 4 speed manul trans
US $510.00

Triumph Spitfire Mark IV Triumph Spitfire Mark IV 1972 with A C
US $4,750.00

Triumph roadster 1974 triumph spitfire
US $4,500.00

Triumph Spitfire 1966 Triumph Spitfire Mk II Overdrive
US $6,500.00

the interior was updated slightly with adjustable seats and head rests. The seats were comfortable except some taller drivers complained of right leg discomfort due to the lack of good thigh support. The dashboard was finished in polished wood and nicely presented the tach and speedometer in easily viewable fashion. the steering wheel was made a bit smaller in the Triumph 1500, which was actually a welcome change for drivers as it seemed to pick up more response from the rack and pinion steering. The ventilation and heater flow was improved to provide fast and better heat and air.

An optional hard top was offered with the Spitfire 1500, and are quite the collectors items these days. It rattled a bit over bumps, but added a welcome change for winter driving.

The Triumph Spitfire 1500 was a reasonably price, modern styled car. It sold well in the U.K. and the U.S. until 1976 when the project was killed at British Leyland due to strikes and other politically related issues.