Triumph Sports & GT (1960-81)

Marriage of former TR3S chassis, glass fibre TR4-previewing body, and a brand new twin cam ‘Sabrina’ engine for Le Mans 1960 and 1961 (when it won the prestigious Manufacturer’s Team Prize).

Enlargement of the TR3 (q.v.), styled by Michelotti. Wider track for better handling. Lower bonnet line, with bulge to clear the carbs. Wind-up windows, improved fascia.

Named for a traditional coachbuilding style, this version had a reinforced rear window frame offering some roll protection, and a winter steel roof panel, and summer removable vinyl soft top and frame, storable inside the car.

Coupé conversion by Harrison of Hove, and marketed by the Dove main dealers.

Photo: Wikipedia

Triumph’s response to the Healey Sprite, buoyed by good TR4 sales, facilitated by availability of the Herald (q.v.) chassis (used without side members), and Michelotti’s styling talent. Engine and suspension were tuned appropriately.

Independent rear suspension bassed on the Triumph 2000 (q.v.); corresponding front suspension changes. Veneer dash.

Marriage of the shape of the forthcoming GT6 built in glass fibre, standard Spitfire block, and special cylinder head for Le Mans 1964 and 1965 (achieving 13th and 14th overall). There was also a rally version.

Photo: Canley Classics

A bit more power, and less spartan interior. Optional wire wheels, hardtop and overdrive. Launched just after the Spitfire’s Le Mans appearance.

Fastback version of the Spitfire adopting the S6 engine from the Vitesse (q.v.). Nicely equipped and styled by the press as the ‘poor man’s Jaguar’ (initially cheaper than the more spacious MGB GT but exactly the same as the TR4A).

Larger engine with an 8-port head (with learnings from Le Mans). Proper foldaway hood, raised bumper at the front, new lights at the rear.

Long-stroke engine with Lucas fuel injection. The fuel injection could not meet new US emissions standards, despite high hopes: Stromberg carbs managed to comply, albeit with much less power. Interior revised for new US safety rules.

Lower wishbone rear suspension with rubber doughnuts adopted from FWD drive shafts. Many other detailed improvements, including in ventilation. TR5 cylinder head fitted.

Denied the performance gains of fuel injection, the Americans demanded a new body. With Michelotti unavailable (despite a beautiful 1968 show car), and a shortage of die-making capacity, Leyland turned to Karmann for a new dress.

Dramatically improved rear suspension. Larger engine but no faster. Proposals for a more radical front end with pop-up headlights were put on hold, pending safety regulations. Corporate chopped rear end adopted. Improved fascia.

Styling updates in common with the Spitfire Mk Iv launched at the same time.

Finally, the 1500 engine was fitted, updating the performance of the final model.

Born from a 1968 Michelotti show car (the 2000 (q.v.) got the front-end first, but never got the V8 engine). Elevated Triumph to Mercedes SL territory but suffered engine quality issues. Nevertheless, a much-loved and accomplished GT.

Most cars are Mk2 (1972-). Mk 1 (originally) had steel wheels with rostyle trims, hood side windows, grey badges, no side stripes, and other minor differences.

Attractive coupé along the lines of a scaled-up GT6, which probably would have made it to production had it not been for warranty claims on the open car.

A new generation TR with modern wedge styling and interiors. Heavily influenced by new and predicted US safety standards. Slant 4 Dolomite engine. Initially made at the Speke plant on Merseyside.

Stag replacing 2+2 coupé killed off by a major strike at the Speke factory.

Convertible version not originally envisaged due to expected safety rules. with Much body strengthening. Launch delayed by the strike hastened the end of the brand, and resulted in relocation (like the coupé) to Canley and then Solihull.

Competition version. Originally used Dolomite Sprint engine (in 1980, 25 or so cars had O-Seres engines fitted – one turbo version managed 129 mph but not competed). Most cars used the V8 of the forthcoming TR8.

The TR7 was always designed for the Rover V8, rather than the Stag engine (which was effectively two slant 4 TR7 blocks). Its launch was delayed beyond the point of no return for the model. 60 ish 16v TR7 Sprints were made in 1977.