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  • 01

    1800

    Roadster

     
    A vehicle designed to take on the Jaguar. Steel shortages meant most of the body was built from aluminium. Using a Standard 1.5 litre engine, the Triumph version featured a downdraught Solex carburettor instead of the Jaguar's side-draught SU.
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    02

    2000

    Roadster

     
    The 1800 Roadster, model number 18TR,[1] was designed in the closing days of World War II.[5] Triumph had been bought by the Standard Motor Company in 1944,[5] and the managing director of Standard, Sir John Black, wanted a sports car to take on Jaguar.
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  • 03

    TR2

    Triumph

     
    The Triumph TR2 is a sports car produced by the Standard Motor Company in the United Kingdom between 1953 and 1955. It was only available in roadster form.
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    04

    TR3

    Triumph

     
    The Triumph TR3 is a British sports car produced between 1955 and 1962 by the Standard-Triumph Motor Company of Coventry, England. The TR3 is an evolution of the company's earlier TR2 model.
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  • 05

    TR4

    Triumph

     
    The Triumph TR4 is a sports car produced by the Triumph Motor Company from 1961 to 1965. As the successor to the TR3A, the car was based on the chassis and drivetrain of the previous TR sports cars
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    06

    TR5

    Triumph

     
    The Triumph TR5 is a sports car built by the Triumph Motor Company in Coventry, England, between August 1967 and September 1968. Visually similar to the Michelotti-designed TR4 roadster it was derived from the TR5.
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  • 07

    TR250

    Triumph

     
    A vehicle designed to take on the Jaguar. Steel shortages meant most of the body was built from aluminium. Using a Standard 1.5 litre engine, the Triumph version featured a downdraught Solex carburettor instead of the Jaguar's side-draught SU.
    Read More...
    08

    TR6

    Triumph

     
    The Triumph TR6 (1968–76) is a sports car built by British Triumph Motor Company between 1969 and 1976. The TR6 was introduced in January 1969 and produced until July 1976.
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  • 09

    Spitfire

    Mark I-IV

     
    The Spitfire was conceived by Standard-Triumph to compete in the small sports car market against the Austin-Healey Sprite. The Sprite had used the drive train of the Austin A30/A35 in a lightweight. The Spitfire used mechanicals from the Herald saloon/sedan.
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    10

    Spitfire

    1500

     
    In 1973 in the United States and Canada, and 1975 in the rest of the world, the 1500 engine was used on the MK IV body to make the Spitfire 1500.
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  • 11

    TR7

    TRIUMPH

     
    The Triumph TR7 sports car was manufactured in the United Kingdom from September 1974 to October 1981, until May 1975, by the Rover-Triumph Division of the British Leyland Motor Corporation (BLMC) and, thereafter, by the Specialist Division.
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    12

    TR8

    TRIUMPH

     
    The Triumph TR8, eight-cylinder version of the "wedge-shaped" Triumph TR7 sports car was designed by Harris Mann and manufactured by British Leyland (BL), through its Jaguar/Rover/Triumph (JRT) division. Because of its outstanding performance, the TR8 was often dubbed the "English Corvette".
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  • 13

    GT6

    TRIUMPH

     
    The Triumph GT6 is a 6-cylinder sports coupé built by Standard-Triumph, based on their popular Triumph Spitfire convertible. Production ran from 1966 to 1973.
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    14

    STAG

    TRIUMPH

     
    The Triumph Stag is a 2+2 sports tourer which was sold between 1970 and 1978 by the Triumph Motor Company, styled by Italian designer Giovanni Michelotti. Envisioned as a luxury sports car, the Stag was designed to compete directly with the Mercedes-Benz SL class models.
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The rugged ‘sidescreen’ TR, so named for its employment of removable plexiglass side curtains, was a sales and motorsport success. With approximately 74,800 TR3s sold across all variants, the model was the company's third best seller in the TR range, behind the TR7 (111,500 units) and TR6 (94,500 units) models.[7] The Triumph was campaigned in races, hill climbs, and rallies across Europe and North America, with several outright, team, and class victories to its credit.

TR3[edit]

 
Triumph TR3 (1955–57)

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 is powered by the Standard wet liner inline four, a 1,991 cc (121.5 cu in) straight-four OHV engine initially producing 95 bhp (71 kW; 96 PS), an increase of 5 hp over the TR2 thanks to larger SU-H6 carburettors. This was later increased to 100 bhp at 5000 rpm[5] 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 dashboard. In 1956, the front brakes were changed from drums to discs, a first for a British series production car.[8]

The suspension is by double A-armsmanganese 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 have considerable play and friction, which increase with wear.[citation needed]

The rear is conventional leaf springs, with solid axle and lever arm dampers, except that the (box) frame rails are slung under the axle. The wheels are 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 matte chrome and bright chrome were also available.

The TR3's weight is significantly more than the Morgan +4 and the Porsche 356, but not much more than the MGA and MGB. All except the Morgan, which shares the same engine, are substantially less powerful, as is the Sunbeam Alpine.

Under most conditions the car is very responsive and forgiving, but it has some handling issues.[citation needed] The chassis, which is shared by the TR2, TR3, TR3A and TR4 has limited wheel travel. As a result, on very hard cornering, the inside rear wheel can lift, causing sudden over-steer due to the increased load on the outside rear tyre. This is particularly true with radial tyres; the original TR2/3/3A suspension was built for crossply tyres. The wheel lifting is more sudden than that of other cars, because it is caused by coming to the end of the suspension travel while there is still load on the tyre, so the load on the other (outside) rear wheel is a discontinuous function of cornering load, rather than just changing slope.

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.[clarification needed] The optional heater is poor, and the shut-off valve is under the bonnet (US hood). There is room for a third person or child sitting sideways behind the seats, but no accommodation for them.

Some 13,377[9] examples of the original "pre-facelift" TR3 were produced, of which 1,286 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 TR3/3as registered with the DVLA.[10]

Specifications[edit]

  • Production period – October 1955 to Summer 1957
  • Original price (basic model) – £950
  • Suspension – Front: independent by unequal-length double wishbones, coil springs and telescopic dampers. Rear: live axle, half-elliptic springs, lever arm dampers.
  • Brakes – First 4408 models (1955–56): 10-inch (254 mm) drums all around. Remaining 9000 (1956–57): front discs; rear drums [11]
  • Factory options and extras – Triumph offered a wide range of optional parts and accessories for both the competition-minded enthusiast and those simply wishing to personalize their vehicle. While many of these items were factory fitments, local dealers supplied some as well. Among these were: overdrive, wire wheels (48-spoke, 60-spoke available from 1959), steel hardtop kit (part No. 900711), occasional rear seat (No. 801264), push-button radio, interior heater, leather upholstery, windscreen washer (No. 553729), cast aluminium sump (No. 502126), 2,138 cc (130.5 cu in) engine (from 1959), aluminum ‘Al-fin’ brake drums (No. 202267 or No. 301590 (9- and 10-inch respectively)), spot and fog lamps (Nos. 501703, 501702), and a continental touring kit (No. 502022, spares for travels in remote regions).[12]
  • Tyres - 5.50-15 crossply or 155HR15 Pirelli Cinturato CA67

Performance[edit]

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 £1,103 including taxes.[5]

Other figures recorded included:

Speed Time
0–30 mph (48 km/h) 3.6 s
0–50 mph (80 km/h) 7.5 s
0–60 mph (97 km/h) 10.8 s
0–90 mph (140 km/h) 28.8 s

From standing to 14 mile 18.1 secs

TR3A[edit]

 
Triumph "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,[13][14] as is evident from contemporary sales brochures.[15] The "TR3A" was built between 1957 and 1962.[16]

 
Although the facelifted TR3 is often referred to as the TR3A, it is badged as "Triumph TR3"

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 moulds 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 today.[citation needed]

The Triumph TR3 is 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 favorite.

 
Competition 1960 Triumph TR3 2.2 litre in pit lane

The "TR3A" is often seen in vintage and production racing today. The "TR3A", despite being over 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 mph (97 km/h) time of 12.0 seconds, power output of 100 bhp (75 kW) at 4800 rpm, observed kerb weight of 2,090 lb (950 kg) and fuel consumption of 28 miles per imperial gallon (10 L/100 km; 23 mpg‑US).[17]

 

TR3B[edit]

 
Triumph "TR3B"

The "Triumph TR3B" is an unofficial name given 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. Of these 530 the last 29 were built as Triumph Italia's; 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 a two-litre engine and non-synchronized 1st gear transmission. The TCF series has the 2.138-litre TR4 engine. The engine is a straight-four, push rod, three-bearing, with wet liners. It has 9:1 compression and is very rigid. It was fitted with two H6 SU carburetors. It has 105 hp (78 kW) at 4,650 rpm and 172 N⋅m (127 lbf⋅ft) of torque at 3,350 rpm. It gets 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 is limited to about 110 mph (177 km/h) by the gear ratio, unless it has overdrive. Electrically triggered overdrive (Laycock-de-Normanville Type A) was available as an option and operates on second, third, and fourth gears. Appearance is identical to the late US-version of the "TR3A", with the same wider head light rims, for the rest very similar to the TR3, except for a wider grille and door handles. It weighs 2,137 lb (969 kg).

TR3 in motorsport competition[edit]

Building on the enviable legacy of the Triumph TR2,[7] the TR3 enjoyed much success in international motorsport competition.

After the events of the 1955 ‘24 Heures du Mans’ , the French government moved to prohibit sports car rallying in that country, rallies then little more than long distance road races. In response, Triumph competition manager Ken Richardson had steel hard tops bolted to 100 TR3's, homologating the new sports car as a "grand touring" coupe, the GT class still permitted to race on French public roadways.[7] A ‘grand touring kit’ was made available to customers as an optional extra (part No. 554313).[18]

TR3s were campaigned in the RACMonte CarloCircuit of IrelandAlpineLiege-Rome-LiegeInternational Tulip, Scheveningen-Luxembourg, Tour de France, Douze Heures de Huy, Lyon-Charbonnieres, AcropolisChimay National, and Corsica rallies, among others, achieving numerous outright, team, and class victories including six "Coupes des Alpes" awards. With its robust engine and rugged reliability, the TR was a popular competitor in continental hill climbs, such as the Ollon Villars and Eberbach Bergrennen, and endurance races like the 12 Hours of Sebring and the Mille Miglia.[19][20]

In 1959, three extensively modified TR3s, referred to as ‘TR3S’ models, were run at the 24H du Mans. Resembling the production TR3, the Le Mans cars employed glass fibre body shells, were six inches longer than the production vehicle, and powered by the prototype 1,985 cc (121.1 cu in) twin-cam ‘Sabrina’ engine.[21] The Jopp/Stoop TR3S reached as high as seventh place overall before being forced to retire for mechanical difficulties with just over an hour remaining in the race.[7]

Advance Auto Wire

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U Blue W White B Black
R Red Y Yellow K Pink
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TR250 - TR6 Wiring

Laminated poster diagrams available in 11x17 or 18x24. Select your vehicle
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Triumph Quarter Mile

Comprehensive index of Triumph car 0 to 60 car specs

0 to 60 mph

Triumph TR4, Spitfire, GT6, TR7, Herald, Renown, Vitesse and many more!
Triumph Quarter Mile

6-PACK

 

What do we do?

Good question…

6-Pack is a single marque club dedicated to ownership of the Triumph TR6 and TR250 vehicles manufactured from 1968 to 1976.

We offer free forums for technical advice and a paid club with a periodical and the ability to attend the club get together – the Trials – the largest single event gathering of TR6 and TR250s in the US.

ROUTE 66 WRAPS AND SIGNS

Owner Steve Howie is a good friend. He is very experienced and I highly recommend him. He offers a variety of services from car wraps to plasma cutting. Location:
3332 South Sante Fe Ave, Tulsa, OK
Phone: (918) 347-1386.

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EVENTS

Monthly Meeting - exact DATE/VENUE TBD

December
Tuesday
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Join us for our clubs Monthly Meeting - Stay tuned for details

BUYERS GUIDE


The Triumph TR6 has been a cornerstone of the sports car world. However, more than 40 years old, it might have an issue or two.

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PARTS


Here are a few recommended places to buy Triumph parts:

Moss Motors
The Roadster Factory
Good Parts
Rimmer Bros

Classifieds


Much time invested on this TR4 Dash.
Reasonable price for this trailer
Set of TR6 beauty rims for sale

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