Triumph TR4 'Surrey Top' 1963 - World Of Classic Cars -

Triumph TR4 'Surrey Top' 1963

This 1963 Triumph TR4 is distinctively and desirably equipped with the rare two-piece top, consisting of a glass rear portion in a reinforced metal frame and dismountable “surrey-top” fabric panel that could be fitted between the windshield and rear window structure. With the rectangular doors and roll-up glass side windows—improvements from the TR3’s cut-down doors and side panels—driver and passenger enjoy good wind protection on fine days and excellent weatherproofing for when the skies open up.
The car was comprehensively restored in 2008. The engine was completely rebuilt with .040-over liners and pistons and hardened valve seats to permit use of unleaded gasoline. The crankshaft bearings, as well as the main and rod bearings, were renewed, and a new timing chain was fitted. For smooth operation and to reduce oil leaks, the crankshaft was turned under 0.10 inches, modified to accept a modern rear oil seal, and fitted to the line-honed block. New head and manifold studs also were fitted.

Triumph TR4 'Surrey Top' 1963

All mechanical ancillaries, including oil pump, distributor, starter, generator, water pump, and radiator, were repaired or replaced. The flywheel was resurfaced, and a new clutch was installed. The fuel tank was restored and a spin-on oil filter conversion fitted, and a stainless steel Falcon exhaust system was also installed.
The frame was confirmed to be straight and then stripped, dipped, primed, and repainted. Minor corrosion in the body panels was repaired before they were primed and repainted using Glasurit materials. The body and frame were assembled using new moldings and seals. As offered, the finish, chrome, badging, and glazing are in good to excellent condition, with only light scratches on the rear window, slight pitting on the door handles, and only minor signs of use otherwise.

Triumph TR4 'Surrey Top' 1963

The interior has been beautifully redone, with re-padded seats upholstered in black leather with white piping. The new carpeting fitted during the restoration is in very nice condition as well. A period aftermarket wood-rim steering wheel, matching the fully restored low-gloss fascia wood, has been fitted, though the original black banjo steering wheel is included. Original switches, controls, and gauges are in excellent condition. The engine compartment in correct body-color paint is clean, with twin SU carburetors, factory air cleaners with correct stickers, and a Lucas-labeled black period-appearance battery with correct terminals.

Triumph Stag 1973 - World Of Classic Cars -

Triumph Stag 1973

Launched in 1970, the Triumph Stag was a luxury grand tourer. Envisioned as a luxury sports car, it was designed to compete directly with the Mercedes-Benz SL class models. All Stags were four-seater convertible coupés but, for structural rigidity and to meet new American rollover standards at the time, the Stag required a B-pillar 'roll bar' hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Triumph Stags and was later supplied as standard equipment. A new 2.5 litre, V8, designed and developed by Triumph's Harry Webster, was later enlarged to 2997cc. Most Stags were fitted with a Borg Warner automatic gearbox although manual gearboxes with overdrive are available. Electric windows, power steering and power-assisted brakes were fitted as standard.

Triumph TR6 1972 - World Of Classic Cars -

Triumph TR6 1972

To modernise the Triumph TR5 that had evolved from the Michelotti designed TR4, Triumph looked to produce a new modern body. Triumph commissioned Karmann of Germany but the task was difficult as Karmann had to produce a new body style whilst retaining much of the original structure. The re-style included a new nose, wings and a new tail. The result was the 'Kamm' tailed TR6 and was produced between 1969 and 1976. The home market TR6 initially produced 150bhp but was later detuned to 125bhp. Due to their greater power output, the early models are sought after amongst the Triumph enthusiasts.

Triumph Stag 1973 - World Of Classic Cars -

Triumph Stag 1973

Launched in 1970, the Triumph Stag was a luxury grand tourer. Envisioned as a luxury sports car, it was designed to compete directly with the Mercedes-Benz SL class models. All Stags were four-seater convertible coupés but for structural rigidity and to meet new American rollover standards at the time, the Stag required a B-pillar 'roll bar' hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Triumph Stags and was later supplied as standard equipment. A new 2.5 litre, V8 designed and developed by Triumph's Harry Webster was later enlarged to 2997cc. Most Stags were fitted with a Borg Warner automatic gearbox although manual gearboxes with over-drive are highly desirable. Electric windows, power steering and power-assisted brakes were fitted as standard.

Triumph TR5 1968 - World Of Classic Cars -

Triumph TR5 1968

The Triumph TR5 was manufactured for just 13 months, from August 1967 through to September 1968 and is the most sought after of the Michelotti /Karmann-styled Triumph sports roadsters, combining the most elegant early looks with all-independent suspension and the best engine. Optional extras included overdrive, wire wheels and the Surrey top with detachable roof panel. Visually identical to the Michelotti-styled TR4, the TR5 hid its main differences under the body and the most significant of these was the engine, the first British production sports car unit to feature petrol injection. The 2,498cc straight-six used Lucas' new indirect injection system to develop 150bhp. It's the TR5 that aficionados seek out as the most attractive and collectible of the series.

Triumph Stag 1975 - World Of Classic Cars -

Triumph Stag 1975

Launched in 1970, the Triumph Stag was a luxury Grand Tourer. Envisioned as a luxury sports car, it was designed to compete directly with the Mercedes-Benz SL class models. All Stags were four-seater convertible coupés but, for structural rigidity and to meet new American rollover standards at the time, the Stag required a B-pillar 'roll bar' hoop connected to the windscreen frame by a T-bar. A new 2.5 litre, V8 was later enlarged to 2997cc. Most Stags were fitted with a Borg Warner automatic gearbox although manual gearboxes with over drive are highly desirable, electric windows, power steering and power-assisted brakes were fitted as standard.

Triumph TR5 1968 - World Of Classic Cars -

Triumph TR5 1968

The TR5 was built for a 13-month period between August 1967 and September 1968 in Coventry, England. Visually identical to the Michelotti styled TR4, the TR5 hid the main differences under the body. The most significant change was the 2.5-litre straight-six fuel-injected engine developing around 150bhp and which was carried forward to the TR6. At the time, fuel injection was uncommon in road cars. Triumph claimed in their sales brochure that it was the 'First British production sports car with petrol injection'. This engine could propel the TR5 from 0-50 mph in just 6.5 seconds and on to a top speed of 125mph. Standard equipment included front disc brakes, independent rear suspension, rack and pinion steering and a four speed gearbox. The available optional extras included overdrive, wire wheels and a hard top with detachable roof panel - known as the Surrey Top.

Triumph Herald 13/60 1970 - World Of Classic Cars -

Triumph Herald 13/60 1970

Standard-Triumph launched the Herald in 1959 as a replacement for its ageing Standard 8/10 models. It bucked the trend towards moncoque construction by featuring a separate chassis to which the main tub was bolted. The one-piece front end folded forwards to provide optimum access to the engine and suspension, while all outer panels , including the roof , could be unbolted for easy repair. The design made for the ready adoption of alternative body styles and saloon, coupé, convertible, estate and van derivatives were all offered during the models 12 year reign with production numbers exceeding 300,000. The distinctive 'razor-edge' styling was the work of Michelotti. The Herald's final incarnation was the 13/60 introduced in 1967. The newly-styled front end was reminiscent of the Vitesse and the power increased to 61bhp courtesy of the engine being enlarged to 1296cc.

Triumph TR6 1974 - World Of Classic Cars -

Triumph TR6 1974

The Triumph TR6 was produced from 1969 - 1976 and was the best-selling of the TR range when production ended in July 1976; however this record was then surpassed by the TR7. In total 94,619 TR6's were built, of which 86,249 were sold overseas and only 8,370 were sold in the UK. The bodywork closely resembled that of the previous model, the Triumph TR5, but the front and rear were squared off and all TR6's featured inline six-cylinder engines. For the US market, the engine was fitted with carburettors; it also featured a four-speed manual transmission and an optional equipment overdrive unit - a desirable feature giving drivers close-gearing for spirited driving while remaining an excellent touring car for open motorways. It also featured independent rear suspension, rack and pinion steering, 15 inch wheels and tyres, pile carpet on the floors and boot, bucket seats and a full complement of instrumentation. Braking was accomplished by disc brakes in the front and drum brakes in the rear.

Triumph GT6 Coupé Mk. III 1972 - World Of Classic Cars -

Triumph GT6 Coupé Mk. III 1972

A fastback Spitfire powered by the 2000 saloon's two litre, six cylinder engine, the GT6 arrived in October 1966 with production running until 1973. Like the Spitfire, it inherited what was essentially the Triumph Herald's chassis and running gear which had already proved capable of handling six-cylinder power when developed for the Vitesse saloon. A comfortable ride was considered vital for the all-important North American market so the GT6 inherited the Herald/Spitfire's softly sprung rear swing axle though the latter arrangement would be superseded by lower wishbones on the GT6 Mk. II. At the same time the engine received a power boost courtesy of the TR5 cylinder head and 'hotter' camshaft, maximum output increasing from 95 to 104bhp. The restyled, last-of-the-line, Mk. III adopted the contemporary Spitfire's simpler 'swing-spring' rear suspension. Brisk performance (100mph+) and stylish, the GT6 well deserved its 'mini E-Type' sobriquet and today, is one of the most sought after of post-war Triumph sports cars with only 13,042 Mk. III examples manufactured.

Triumph Spitfire 1500 1978 - World Of Classic Cars -

Triumph Spitfire 1500 1978

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market, which had opened up with the introduction of the Austin-Healey Sprite. Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Italian designer, Michelotti was commissioned for the new project and came up with a traditional, swooping body, as well as a single-piece front end which tilted forwards to offer unrivalled access to the engine. It was a huge success and four subsequent variants ensued. The latest of which was the Mk. IV, complete with a 1500cc engine, a top speed of 100mph and 0 to 60 mph reached in 13.2 seconds. The last one ever to be produced was never used and now resides in the Heritage Motor Museum at Gaydon.

Triumph TR4 1962 - World Of Classic Cars -

Triumph TR4 1962

The Triumph TR4 was introduced in 1961 to follow its very successful predecessors, the TR2 and TR3. Code named 'Zest' during development the body was given a more modern and updated appearance by Michelotti but its drive train and chassis remained the same using the well proven 4 cylinder pushrod unit, however its capacity was increased from 1991cc to 2138cc. Handling was improved by a three inch wider track and steering was also updated to the more modern and precise rack and pinion system.

Triumph TR4 1962

Internally the car gained wind up windows and the new angular rear end allowed for a boot with a very reasonable luggage capacity for a sports car. Another innovation was the option of an alloy hard top with a removable roof panel that was five years ahead of Porsche's famous 911 Targa. 40,235 cars were built between 1961 and 1965 and over the years this car has become one of Triumphs most popular sports cars.

Triumph TR4 1962

Triumph TR4 1962

Triumph TR6 1974 - World Of Classic Cars -

Triumph TR6 1974

Triumph Stag - World Of Classic Cars -

Triumph Stag 1976

Like the Triumph 2000 it was developed from, the Stag was styled by Italian maestro Giovanni Michelotti and featured the monocoque construction, independent suspension, disc/drum brakes, power-assisted rack and pinion steering and driveline of that saloon. The powerplant, though, was an all-new OHC, V8 of 3000cc capacity fed by a pair of Stromberg carburettors. The newcomer received a warm reception at the time of launch in 1970. However, once in the hands of customers there were quibbles over build quality and engine maladies. Although Triumph itself failed to fully resolve the issues, independent specialists have, and well sorted Stags are now the rival to the Mercedes-Benz SL they were always intended to be.

Triumph Spitfire Cabrio 1967 For Sale - World Of Classic Cars -

Triumph Spitfire Cabrio 1967

Triumph Spitfire Cabrio 1967 fully restored. For vintage uk cars enthusiasts. Model MK -2, special design and impressive sporting record in '64 - '65. All original parts , new supplies , two hoods , book, service manual , parts catalogs and other documentation, new battery. Technique condition very good, can travel any distance.
Year: 1967
Mileage: 110 km
Price: 27.000 euros

For more informations contact us:
worldofclassiccars@gamil.com

Triumph TR3 - World Of Classic Cars- Rank 80

Triumph TR3A Roadster 1958

The Triumph TR3 is a sports car produced between 1955 and 1962 by Standard-Triumph in England. The facelifted variant, popularly but unofficially known as the TR3A, entered production in 1957 and the final version, unofficially the TR3B, was produced in 1962.

Although the car was usually supplied as an open two-seater, an occasional rear seat and bolt-on steel hard top were available as extras.
The car was powered by a 1991 cc straight-4 OHV engine initially producing 95 bhp (71 kW; 96 PS), an increase of 5 hp over the TR2 thanks to the larger SU-H6 carburators fitted. This was later increased to 100 bhp at 5000 rpm by the addition of a "high port" cylinder head and enlarged manifold. The four-speed manual gearbox could be supplemented by an overdrive unit on the top three ratios, electrically operated and controlled by a switch on the dash. In 1956 the front brakes were changed from drums to discs, the TR3 thus becoming the first series production car to be so fitted.

Triumph TR3A 1958

The suspension was by double A-arms, manganese bronze trunnion, coil springs and tube shocks at the front, optional anti-roll bar, and with worm and peg steering. Unlike MGs of the same period, the steering mechanism and linkage had considerable play and friction, which increased with wear.
The rear was conventional leaf springs, with solid axle and lever arm dampers, except that the (box) frame rails were slung under the axle. The wheels were 15-inches in diameter and 4.5 inches wide (increased from 4 inches after the first few TR2s), with 48-spoke wire wheels optional. Wire wheels were usually painted, either body colour or Argent (silver), but matt chrome and bright chrome were also available. The front disc or drum brakes and rear drums had no servo assistance.

Triumph TR3 Roadster 1958

The TR3's weight was significantly more than the Morgan Plus Four and the 356 Porsches, but not much more than the MGA and MGB. All except the Morgan, which shared the same engine, were substantially less powerful.
Under most conditions the car was very responsive and forgiving, but it had a some handling vices. The chassis, which was shared by the TR2, TR3, TR3A and TR4 had limited wheel travel, and the car was somewhat tall and narrow for a true sports car. As a result, on very hard cornering, the inside rear wheel would lift, causing sudden over-steer due to the increased load on the outside rear tyre. This was particularly true with increasingly common radial tyres; the original TR2/3/3A suspension was built with older, crossply tyre designs in mind. The wheel lifting was more sudden than that of other cars, because it was caused by coming to the end of the suspension travel while there was still load on the tyre, so the load on the other (outside) rear wheel was a discontinuous function of cornering load, rather than just changing slope.

Triumph TR3B Roadster 1962

The TR3 is a true roadster, designed for sunny weather but with removable rain protection. It has a convertible hood (US top) that snaps on and off and removable side curtains, allowing very low doors with padding for the driver's arm to rest on. There are holes in the floor, with rubber plugs, so that the originally supplied jack might be used from inside the car, as did the Jaguar XK120. The optional heater was poor and the shut-off valve was under the bonnet (US hood). A third person could get behind the seats, if absolutely necessary.
13,377 examples of the original "pre-facelift" TR3 were produced, of which 1286 were sold within the UK; the rest were exported mainly to the USA. As of Q1 2011 there were approximately 826 licensed and 115 SORN TR3/3a's registered with the DVLA.

Performance

Triumph TR3B Roadster 1963

A hardtop car with overdrive tested by the British magazine The Motor in 1956 had a top speed of 105.3 mph (169.5 km/h) and could accelerate from 0–60 mph (97 km/h) in 10.8 seconds. A fuel consumption of 27.1 miles per imperial gallon (10.4 L/100 km; 22.6 mpg-US) was recorded. The test car cost £1103 including taxes.

TR3A

In 1957 the TR3 was updated with various changes including a full width radiator grille and this facelifted model was commonly referred to as the Triumph "TR3A". However the cars were not badged as such and the "TR3A" name was not used officially, as is evident from contemporary sales brochures. The "TR3A" was built between 1957 and 1962.

Triumph TR3A 1959

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. The TR3A was so successful that the original panel molds eventually wore out and had to be replaced. In 1959 a slightly modified version came out that had raised stampings under the bonnet and boot hinges and under the door handles, as well as a redesigned rear floor section. In addition, the windscreen was attached with bolts rather than the Dzus connectors used on the early "A" models. It is estimated that only 9,500 of the original 58,000 built survive in the world today.

Triumph TR3B Roadster 1963

The Triumph TR3 was the first production car to include standard disc brakes, which were continued on the "TR3A" facelift. The car was known for its superior braking ability, making it an autocross favourite.
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, the American Road & Track magazine published an article titled "Driving Impressions: TR3A & TR250" in its 30th anniversary issue. It published a 0–60 mph time of 12.0 seconds, power output of 100 bhp (75 kW) at 4800 rpm, observed curb weight of 2,090 lb (950 kg) and fuel consumption of 28 miles per imperial gallon (10 L/100 km; 23 mpg-US).

TR3B

Triumph TR3 Roadster 1957

The "Triumph TR3B" is an unofficial name given nowadays to the final version of the TR3, which was produced in 1962. It was offered concurrent with the TR4, which started production in 1961. The "TR3B" was a special short-production run in response to dealer concerns that the buying public might not welcome the TR4.
It had the body of the later "TR3A". Two series were produced, one with a commission number preceded by TSF of which 530 were produced. One with commission numbers preceded by TCF of which 2804 were produced. Both series were partly produced in parallel. The TSF series were identical to the last run of TR3As, so with 2 litre engine but already with the TR4 all-synchromesh gear box. The TCF series had the 2.138 (2.2) litre TR4 engine. The engine is a straight-4, push rod, 3-bearing, with wet liners. It had 9:1 compression and was very rigid. It was fitted with two H6 SU carburettors. It had 105 hp (78 kW) at 4,650 rpm and 172 N·m (127 lbf·ft) of torque at 3,350 rpm. It got around 20 miles per US gallon (12 L/100 km; 24 mpg-imp) to 30 miles per US gallon (7.8 L/100 km; 36 mpg-imp). The top speed was limited to about 110 mph (177 km/h) by the gear ratio, unless it had overdrive. Electrically triggered overdrive (Laycock-de-Normanville Type A) was available as an option and operated on 2nd, 3rd, and 4th gears. Appearance was identical to the late US-version of "TR3A", so with different head light rims, for the rest very similar to the TR3, except for a wider grille and door handles. It weighed 2,137 lb (969 kg).