vrijdag 10 augustus 2007
The Triumph TR2 was built between 1953 and 1955 by the Triumph Motor Company in the United Kingdom, during which time 8,636 cars were produced. The DVLA revealed in 2002 that only 517 examples of this car remain on UK roads.
The car used a twin SU carburetor version of the 1991 cc four cylinder Standard Vanguard engine tuned to increase its output to 90 bhp.
The body was mounted on a substantial separate chassis with coil-sprung independent suspension at the front and a leaf spring live axle at the rear. Either wire or disc wheels could be supplied. The standard transmission was a four speed manual unit but overdrive was available as an option. Lockheed drum brakes were fitted all round.
With the overdrive fitted, the car could reach a maximum speed of 108 mph and return 35 mpg.
maandag 6 augustus 2007
The Triumph TR3 was a car built between 1955 and 1957 by the Standard Motor Company in the United Kingdom, during which time 13,377 cars were produced, of which 1286 were sold within the UK while the rest were exported mainly to the USA. As of 2002 there were only 893 registered TR3/3a's on UK roads. 
This two seater car was capable of 105 mph from its 1991 cc S4 OHV engine which produced 95 bhp @ 4800 rpm.
The Triumph TR3A is a sports car and was built between 1957 and 1962 by the Triumph Motor Company in the United Kingdom.
The TR3A was a minor update from the TR3. The updates included the new wide front grill, exterior door handles, lockable boot handle and came with a full tool kit as standard (this was an option on the TR3).
The total production run of the TR3A was 58,236. This makes it the third best selling TR after the TR6 and TR7. It is estimated that only 9,500 of the original 58,000 built survive in the world today.
The Triumph TR3A was the first production car to include standard disk brakes. The car was known for its superior braking ability, making it an autocross favorite.
The TR3A is often seen in Vintage and Production racing today. The TR3A, despite being almost 50 years old, is still competitive in the E-Production class of SCCA (Sports Car Club of America).
In June 1977, Road & Track magazine published an article titled "Driving Impressions: TR3A & TR250" in its 30th anniversary issue. It published a 0-60 time of 12.0 seconds, power output of 100 Bhp @ 4800 rpm, observed curb weight of 2090 lbs and fuel consumption of 28.0 mpg.
The Triumph TR4 was a sports car built in the United Kingdom by the Standard Triumph Motor Company and introduced in 1961. Code named "Zest" during development, the car was based on the chassis and drivetrain of the previous TR sports cars, but with a modern Michelotti styled body. 40,253 cars were built during production years.
The new TR4 body style did away with the classical cutaway door design of the previous TRs to allow for wind-down (roll-up) windows (in place of less convenient side-curtains), and the angular rear allowed a boot (trunk) with considerable capacity for a sports car. Other key improvements included a wider track front and rear, slightly larger standard engine displacement, full synchromesh on all forward gears, and rack and pinion steering. In addition , the optional Laycock de Normanville electricallly opereated overdrive could now be selected for 2nd and 3rd gear as well as 4th, effectively providing the TR4 with a seven-speed close ratio gearbox.
Advanced features included the first use of adjustable fascia ventilation in a production car and the option of a unique hard top that consisted of a fixed glass rear window (called a backlight) with an integral rollbar and a detachable, steel centre panel (aluminium for the first 500 units). This was the first such roof system on a production car and preceded by 5 years the Porsche 911/912 Targa, which has since become a generic name for this style of top.
On the TR4 the rigid roof panel was replaceable with an easily folded and stowed vinyl insert and supporting frame called a Surrey Top. The entire hard top assembly is often mistakenly referred to as a "Surrey Top". In original factory parts catalogues the rigid top and backlight assembly is listed as the "Hard Top" kit. The vinyl insert and frame are offered separately as a "Surrey Top".
Features such as wind-down windows were seen as a necessary step forward to meet competition and achieve good sales in the important US market, where the vast majority of TR4s were eventually sold. However, dealers had concerns buyers might not fully appreciate the new amenities so a special short run of TR3A (commonly called TR3"B") were produced in 1961 and '62.
Despite dealer concerns, the TR4 proved very successful and continued the rugged, hairy-chested image that the previous TRs had enjoyed. It became a celebrated rally car in Europe and the UK during early to mid-sixties. In America, the TR4 also saw a number of racing successes, even winning an SCCA class championship as late as 1991. In Australia the TR4 was a common site at hill-climb events and various club rallies and circuit racing events. Some cars were fitted with vane-type superchargers, as the three main bearing engine was liable to crankshaft failure if revved beyong 6,500rpm. Superchargers allowed a TR4 to produce much more horse-power and torque at relatively modest revolutions. The standard engine produced 105bhp SAE but supercharged and otherwise performance-tuned a 2.2 litre version could produce in excess of 200 bhp at the flywheel. It should be noted that the TR4, in common with its predecessors, was fitted with a wet-sleeve engine, so that for competition use the engine's cubic capacity could be changed by swapping the cylinder liners and pistons, allowing a competitor to race under different capacity rules (ie below or above 2 litres for example).
TR4 were originally fitted with 15x4.5" disk wheels. Optional 48 lace wire wheels could be ordered painted the same colour as the car's bodywork (rare), painted metallic silver (most common) or in matte or polished chrome finishes (originally rare, but now more commonly fitted). The most typical tyre originally fitted was 165x15 bias ply (bias ply). In the US at one point, American Racing alloy (magnesium and aluminium) wheels were offered as an option, in 15x5.5" or 15x6" size. Tyres were a problem for original owners who opted for 48 spoke wire wheels, as the correct size radial ply tyre for the factory rims was 175x15, an odd sized tyre at the time that was only available from Michelin at considerable expense. The much more common 185x15 radials were too wide to be fitted safely. As a result, many owners had new and wider rims fitted and their wheels re-laced.
In 1965, the TR4A with IRS or independent rear suspension superseded the TR4. Apart from the rear suspension, which required a redesigned frame and a number of small styling changes and refinements, the two models appear nearly identical. In fact, an estimated 25% of TR4A were not equipped with IRS, but instead reverted to a live axle design similar to the TR4.
The Dove GTR4 was a TR4 rebuilt as a coupe by a specialist coachbuilder for the Dove dealership; only 100 were produced
The Triumph TR4A was built between 1965 and 1968 by the Triumph Motor Company in the United Kingdom.
The TR4A was an evolution of the TR4, updated with a new chassis. It was hoped the new, but more complex independent rear suspension would address the buying publics' desire for more comfortable riding sports cars. This version has an "IRS" badge on the rear. It's estimated 75% of TR4A were built with IRS.  In 1965, the TR4A IRS sold in the United Kingdom for approximately £968, with wire wheels being another £36, overdrive £51, heater £13 and seat belts £4 each.  In the United States the model sold for just under $2500 and accessory prices included: heater, $64; seat belts, $17; A.M. radio; $?; toneau cover, $35, W/S washer; $10. outside mirror;$5.50 and battery box; $5.95
In response to dealer requests, approximately 25% of TR4As were produced with a solid rear axle option (also called a live axle), similar to the earlier TR4. The TR4A was the first vehicle to ever offer an option for axle type. 
The new suspension eventually proved itself with the buying public and in racing, with three TR4A IRS models posting a team win and finishing 1st, 2nd and 3rd in class at the Sebring 12-hour race of 1966. Albeit now the live axle is superior in racing due to its much better hp to weight ratio, also besting the TR6.
In 1968 the TR4A was replaced by the 6-cylinder TR5 (European model with fuel injection) and TR250 (U.S. model with twin carburetors), both of which continued to use the same body design.
The Triumph TR6 (1969–76) was a British sports car and the best-seller of the TR range built by Triumph when production ended in July 1976. This record was then surpassed by the TR7. 91,850 TR6s were built.
All TR6 sports cars featured inline six-cylinder engines. For the US market the engine was carburetted, as had been the US-only TR250 model's engine. For other world markets including England, the TR6 was fuel-injected as had been the non-US market TR5. The Lucas mechanical fuel injection system helped the home-market TR6 produce 150bhp at model introduction. Later the non-US TR6 variant was detuned to 125 hp in order for it to be easier to drive, while the US-variant continued to be carburetted with a mere 104 hp. The TR6 featured a four speed manual transmission. An optional equipment overdrive unit was a desirable feature because it gave drivers close-gearing for aggressive driving, yet "long legs" for open motorways. TR6 also featured independent rear suspension, fifteen inch wheels and tires, pile carpet on floors and boot, bucket seats, and a full complement of instrumentation. Braking was accomplished by disc brakes in the front; drum brakes in the rear. A factory steel hard top was optional. TR6 construction was fundamentally old-fashioned: the body was bolted onto a frame instead of the two being integrated into a unibody structure; the TR6 dashboard was wooden.
The Triumph TR6 is supported by active clubs and reliable service parts suppliers.
The Triumph TR7 was a sports car manufactured from September 1974 to October 1981 by the Triumph Motor Company, part of British Leyland, in the United Kingdom. It was initially made at the Speke, Liverpool factory, moving to Coventry in 1978 and finally to the Rover plant in Solihull in 1980. The car was launched in the United States in January 1975, with the UK home market debut not following until May 1976. The UK launch was delayed at least twice because of high demand for the vehicle in the US.
The car was characterized by its "wedge" shape, penned by Harris Mann who also designed the wedge-shaped Leyland Princess; and by a curved line in the bodywork going from the door to the rear. The car had an overall length of 160 inches (406 cm), width of 66 inches (168 cm), wheelbase of 85 inches (216 cm) and height of 49.5 inches (126 cm). The coupé had a kerbside weight of 2005 pounds (1000 kg). During development, the TR7 had the code name "Bullet".
Power was provided by a 105 bhp (78KW) (92 bhp in the North American version) 1998cc 8-valve four-cylinder engine which shared the same basic design as the Triumph Dolomite Sprint engine mounted in-line at the front of the car. There were plans to directly use the Sprint engine (127 bhp) in the TR7 and at least 25 pre-production cars were made in 1977 using the 1978 model year bodyshell. No production cars were built or sold. Drive was to the rear wheels via a four-speed gearbox initially with optional five-speed gearbox or three-speed automatic from 1976. The front independent suspension used coil spring and damper struts and lower single link at the front, and at the rear was a four link system again with coil springs. There were front and rear anti roll bars. The cars had disc brakes at the front and drums at the rear.
In early 1979, Triumph belatedly introduced a convertible version, called the TR7 Drophead, which first went on sale in the US. The British market received it in early 1980.
For export, Triumph created a TR8: a TR7 with the 135 bhp Rover 3·5 L V8 engine. While some genuine TR8s stayed in Britain, these are exceedingly rare. Most went to the US, where they did not fare well due to Triumph's poor build quality of the time.
As part of a rationalisation introduced by BL boss Sir Michael Edwardes, the Triumph TR7 was cancelled in 1981. In total, 112,368 TR7s were built along with 2,722 TR8s.
In the UK in 1980 the TR7 Drophead sold for £5,050, and the Coupé for £5,230.
British Leyland ran a team of TR7s in rally competition from 1976 to 1980. These cars used the 16 valve Dolomite Sprint or Rover V8 engine and had disc brakes on all four wheels. They were reasonably successful on tarmac events but did not do well on off road sections.