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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 Triumph Spitfire is a British front-engined, rear-wheel drive, two-passenger convertible sports car introduced at the London Motor Show in 1962[4] and manufactured between 1962-1980. Styled for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti, the Spitfire was manufactured for the duration of its production at the Standard-Triumph Canley works — and evolved over a series of five production iterations, with a approximately 315,000 manufactured over 18 years.[5]

Developed on a shortened variant of the Triumph Herald saloon/sedan's chassis, the Spitfire shared the Herald's running gear and Standard SC engine. The design used body-on-frame construction, augmented by structural components within the bodywork and rear trailing arms attached to the body rather than the chassis. A manually deployable convertible top, substantially improved on later models, provided weather protection and a bespoke hard-top was available as a factory option.

Popular in street and rally racing, Spitfires won numerous SCCA National Sports Car Championships in F and G Production classes; won its class at the 1964 Tour de France rally, coming in second overall, and won the 1964 Geneva Rally. In 1965, a Spitfire won its class in the Alpine Rally.[6]

The Spitfire nameplate refers to the World War II fighter plane of the same name.[7] Assembled at Canley in August 1980 shortly before the factory closed, the last Spitfire was an Inca Yellow UK-model including the factory hardtop and overdrive options. Never sold to the public, it remains on display at the British Motor Museum.

Generations[edit]

The Spitfire evolved over five iterations:

Model name Engine Year Number built
Triumph Spitfire 4 (Mark I) 1147 cc inline-four Oct 1962 – Dec 1964 45,753[1]
Triumph Spitfire 4 Mark II Dec 1964 – Jan 1967 37,409[1]
Triumph Spitfire Mark III 1296 cc inline-four Jan 1967– Dec 1970 65,320[1]
Triumph Spitfire Mark IV Nov 1970 – Dec 1974 70,021[1]
Triumph Spitfire 1500 1493 cc inline-four Dec 1974 – Aug 1980 95,829[1]

Origins[edit]

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. Where the Austin A30 used monocoque construction, the Herald used body-on-frame — a chassis Triumph was able to downsize, saving the cost of developing a completely new chassis-body unit.

Giovanni Michelotti, who had designed the Herald, styled the bodywork, which featured wind-up windows (in contrast to the Sprite and Midget, which used side curtains) and an assembly of the bonnet/hood and wings/fenders that opened forward for engine access. The Spitfire's introduction was delayed by its company's financial troubles in the early 1960's and was subsequently announced shortly after Standard Triumph was taken over by Leyland Motors. When Leyland officials, taking stock of their new acquisition, found Michelotti's prototype under a dust sheet in a factory corner, it was quickly approved it for production.

Spitfire 4 or Mark I (1962–64)[edit]

Triumph Spitfire 4 (Mark I)
1963 Triumph Spitfire - fvl (12913101975).jpg
Overview
Production 1962–1964
45,753 made
Powertrain
Engine 1,147 cc (70.0 cu in) OHV Standard SC engine I4
Transmission 4-speed manual with optional overdrive on top and third from 1963 onwards
Dimensions
Curb weight 1,568 lb (711 kg) (unladen U.K.-spec)

The production design changed little from the prototype: the full-width rear bumper was replaced by two part-bumpers curving around each corner, with overriders. Mechanicals derived from the Herald saloon/sedan, with the notable addition of front disc brakes. Bodywork was bolted to the much-modified Herald chassis, the outer rails and the rear outriggers having been removed; with structural outer sills to stiffen the overall design.

The engine was an 1,147 cc (70.0 cu in) four-cylinder with a pushrod OHV cylinder head and two valves per cylinder, using twin SU carburettors. The Herald's rack and pinion steering and coil-and-wishbone front suspension carried over, having derived from systems used by the former Alford & Alder company that had been acquired by Standard-Triumph in 1959.

Rear suspension was by a single transverse-leaf swing axle,[8] an arrangement, that unless ameliorated by any of several options, can allow rear tires to undergo large camber changes during fast cornering, leading to oversteer – a dynamically unstable condition in which a vehicle can lose control and spin. As did many manufacturers who used a swing axle arrangement (e.g., Mercedes, Renault, Volkswagen]], Triumph would later modify the rear suspension. In 1970, the rear suspension was decambered, by incorporating what Triumph called a "swing spring". One leaf was eliminated from the stack and only the bottom leaf was attached rigidly to the differential. The remaining leaves were mounted to pivot freely — thereby eliminating the worst characteristics of the original swing-axle design.

The Spitfire was an inexpensive small sports car and as such received rather basic trim by today's standards, including rubber mats and a large plastic steering wheel. It was nonetheless considered fairly comfortable at the time, as it had roll-down windows and exterior door locks, as well as relatively full instrumentation.[8] These early cars were referred to both as "Triumph Spitfire Mark Is" and "Spitfire 4s",[1] different from the later Spitfire Mark IV. The "Spitfire 4" name indicated the possibility of the appearance of a six-cylinder version.[9]

In UK specification the in-line four produced 63 bhp (47 kW) at 5,750 rpm, and 67 lb⋅ft (91 N⋅m) of torque at 3,500 rpm. This gave a top speed of 92 mph (148 km/h), and a 0 to 60 mph (97 km/h) acceleration in 16.4 seconds. Average fuel consumption was 31 mpg.[1]

For 1964 an overdrive became optional to the four-speed manual gearbox.[4] Wire wheels and a hard top were also available.[4]

An all-monocoque construction derivative of the Spitfire with pop-up headlamps, named the Triumph Fury, was proposed with a single prototype being built.

 

Spitfire Mark II (1965–67)[edit]

Triumph Spitfire Mark II
1965TriumphSpitfire.jpg
Overview
Production 1965–1967
37,409 made
Powertrain
Engine 1,147 cc (70.0 cu in) Standard SC I4
Transmission 4-speed manual with optional overdrive on top and third
Dimensions
Curb weight 1,568 lb (711 kg)(unladen U.K.spec)

In March 1965 the Spitfire Mark II launched with a retuned engine, featuring a revised camshaft profile, water-heated intake manifold, and tubular exhaust manifold, increasing power to 67 bhp (50 kW) at 6,000 rpm.[1] The coil-spring design clutch of the Mark I was replaced with a Borg & Beck diaphragm spring clutch; North American models retained the coil-spring housing and were also equipped with ACDelco distributors. Exterior trim featured a new grille and badges, and the interior featured revised seats, covering most exposed surfaces with rubber cloth. Carpeting replaced the original moulded rubber floor mats.[1]

Its base price was £550; the Austin-Healey Sprite's was £505 and the MG Midget's £515.[1] Top speed was claimed to be 96 mph (154 km/h) and its 0–60 mph time of 14.8 seconds was considered "lively".[1] The factory claimed that at highway speeds (70 mph (110 km/h)) the car achieved 38.1 miles per imperial gallon (7.41 L/100 km; 31.7 mpg‑US).[1]

 
 

Spitfire Mark III (1967–70)[edit]

Triumph Spitfire Mark III
1968 Triumph Spitfire Mk III.jpg
Overview
Production 1967–1970
65,320 made
Powertrain
Engine 1,296 cc (79.1 cu in) Standard SC I4
Transmission 4-speed manual with optional overdrive on top and third
Dimensions
Curb weight 1,568 lb (711 kg)(unladen U.K.spec)

The Mark III, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, and the front coil springs were slightly raised. Slightly revised bonnet pressings were carried over. Rear overriders were deleted and bumper mounted reversing lights became standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate). The interior received a wood-veneer instrument surround and a smaller, 15-inch, wire spoked steering wheel. A folding hood replaced the earlier, more complicated design. For most of the Mark III range, the instrument cluster remained centre-mounted (as in the Mark I and Mark II), easily accommodating right-hand and left-hand drive versions.

The 1,147 cc engine was replaced with a bored-out 1,296 cc unit (the bore increasing from 69.3 mm (2.73 in) to 73.7 mm (2.90 in), stroke retained at 76 mm (3.0 in)), as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. A new quieter exhaust gave a sweet distinct note and reduced cabin noise. In SU twin-carburettor form, the engine put out a claimed 75 bhp (56 kW) at 6,000 rpm, and 75 lb⋅ft (102 N⋅m) of torque at 4,000 rpm, and made the Mark III a comparatively quick car by the standards of the day.[citation needed] Options included wire wheels, factory hard top and a Laycock de Normanville overdrive. The Mark III was the fastest Spitfire yet, achieving 60 mph (97 km/h) in 13.4 seconds,[1] and reaching a top speed of 95 mph (153 km/h). Average fuel consumption was 33mpg.[1] The Mark III continued production into 1971, well after introduction of the Mark IV.[1]

On 8 February 1968, Standard-Triumph general manager George Turnbull drove the 100,000th Triumph Spitfire off the Canley production line.[10] More than 75 per cent of this number had been exported outside the UK, including 45 per cent to the US and 25 per cent to mainland European markets.[10]

The 1968 model featured dual system (aka tandem) brakes with a brake failure warning device. The engine used a revised camshaft and a distributor with idle speed ignition timing retarded to address emissions. The twin SU carburettors now included overrun valves in the throttle discs and anti-tampering features on carburettor fuel-air mixture nuts.[11]

Starting in 1969, US-bound models were "federalized" to comply with safety and emissions regulations. A reduced compression ratio of 8.5:1 resulted in a slight decrease in power (68 bhp) and 73 ft-lbs of torque. However, the 0–60 time of 14 seconds was still faster than the Mark II. The instrument panel was moved in front of the driver, and new seats were introduced with integrated headrests to help against whiplash. Cosmetically, the wood dash was replaced with a matte black finished assembly intended to imitate an aircraft cockpit.

The Mk. III's final production year (1970) included an integrated rear reverse and license plate lamp, side lamps at the front and rear and new badging.[12] The separate "Triumph" letters on the front of the bonnet were removed and "Triumph" and "Spitfire" rectangular badges were used in the front, rear sides and rear. A limited number of U.S. market 1970s were adorned with an RAF style "Spitfire" badge (U.K. models had a plain badge without the RAF roundel) that rested in the right corner (car opposing point of view) of the bonnet. Additional exterior changes introduced included a zip up rear window, black radiator grille and a black (vs body colored) windshield surround. Full wheel covers of two styles were used including the 1969 introduced model with "SPITFIRE" circumscribing the hub and a unique derivative without the branding. Interior changes included a steering column mounted ignition switch, a key-in-ignition warning buzzer, driver's side under-dash courtesy lamp and a new black spoked steering wheel. Under the bonnet, some markets had the twin SU carburettors replaced with a single Zenith-Stromberg carburettor.[12]

 

Spitfire Mark IV (1970–74)[edit]

Triumph Spitfire Mark IV
Triumph Spitfire MkIV in Morges 2012 - 2.jpg
Triumph Spitfire Mark IV
Overview
Production 1970–1974
70,021 made
Powertrain
Engine 1,296 cc (79.1 cu in) Standard SC I4
Transmission 4-speed manual with optional overdrive on top and third
Dimensions
Curb weight 1,717 lb (779 kg)(unladen UK spec)

The Mark IV featured a redesigned rear design similar to the Triumph Stag and Triumph 2000 models, both also designed by Michelotti. The front end was revised with a new bonnet pressing eliminating the weld lines on top of the wings/fenders, door handles were recessed, the convertible top received squared-off corners. The interior was revised to include a full-width dashboard, with instruments ahead of the driver rather than over the centre console, initially finished in black plastic and beginning in 1973 finished in wood.

The engine was now rated at 63 horsepower for UK market, employing the 9:1 compression ratio and twin SU HS2 carburetors. The less powerful North American version continued to use a single Zenith Stromberg carburetor and an 8.5:1 compression ratio) due to the German DIN system; the output was the same for the early Mark IV. Performance was slower than the Mark III due to its weight increase taller 3.89:1 final drive as opposed to the earlier 4.11:1.

The Mk. IV engine displaced 1,296 cc (79.1 cu in) throughout the production run, and in 1973 received larger big-end bearings to rationalize production with the TR6 2.5-litre engines. The engine was also detuned to meet new emissions regulations. With the overall weight also increasing to 1,717 lb (779 kg) performance dropped, with 0 to 60 mph (0 to 97 km/h) now in 15.8 seconds and top speed reduced to 90 mph (140 km/h).[1] Fuel economy was 32 mpg‑imp (8.8 L/100 km; 26.6 mpg‑US).[1] The gearbox gained synchromesh on its bottom gear.

A revised hardtop also became available, with rear quarter-lights and a flatter rear screen.

Importantly, the heavily criticized rear suspension was decambered, incorporating what Triumph called a "swing spring". One leaf of the suspension "stack" was eliminated and only the bottom leaf was attached rigidly to the differential. The remaining leaves were mounted to pivot freely — eliminating the worst characteristics of the original swing-axle. This was a different approach than that taken with the Triumph GT6 Mk II (GT6+) and Triumph Vitesse Mark 2, both of which received new lower wishbones and Rotoflex half-shaft couplings. The result on all these cars was improved handling.

The Mark IV went on sale in the UK at the end of 1970 with a base price of £735.[1]

Advance Auto Wire

Color Codes
N Brown LG Light Green G Green
U Blue W White B Black
R Red Y Yellow K Pink
P Purple S Slate O Orange
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TR250 - TR6 Wiring

Laminated poster diagrams available in 11x17 or 18x24. Select your vehicle
TRIUMPH WIRING POSTER

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.

S5 Accordion Menu

EVENTS

TWS Gathering

June
Thursday
9
TWS Gathering - June 9-12 2022 - West Dover VT, USA
Join us for a relaxing 4 days in beautiful Vermont full of driving events, dinners, drives and socializing with friends. This year we are expecting a large group of Land Rovers from the 80's, 90's and early 2000's to come, along side our nor…

Breakfast

June
Saturday
11
Monthly Breakfast Outing Crescent Café in Prattville / Sand Springs with Denny & John

Triumph Register

June
Monday
20
TRA 2022 Events

Events Overview as of October, 2021
 
The events below are proposed events that are being developed for TRA 2022.   This page will be continuously updated.

                                                                 
Monda…

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

Classifieds

EVENTS

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