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TRIUMPH RENOWN Mk1 TDB / TRIUMPH RENOWN Mk II TDC

Triumph replaced the 2000 Saloon with the Renown in 1949 which introduced more parts common to its Standard Vanguard sister model. The Renown now used a modified Vanguard frame and suspension units as well as a Vanguard column gear-change.

A slightly longer Renown Mk II came in 1952 and featured Vanguard instruments and a new wood facia panel. By 1954 these regal saloon models had served their purpose and were quietly discontinued from the Triumph model range.

Seigfrield Brittman started out producing Triumph bicycles in Coventry, England, in 1885. In 1921 Brittman took control of the Dawson Car Company and built a 1.9 litre model called the Triumph Light. In 1927 another model, called the Super Seven was produced as a direct replacement for the Triumph Light. These Super Seven’s, were also sold bare frame for other coachwork bodies to be fitted, including a Triumph coach-built saloon. Donald Healey drove some of these Super Sevens quite successfully in trials and events, and became the company’s manager in 1934. Approximately 17,000 Super Sevens were produced.

During the mid-30’s Triumph were beginning to struggle financially, World-War II was about to begin and in 1939 the company went up for sale. T W Ward of Sheffield bought the company, but produced no cars. After the war the Standard Motor Company bought what was left of the blitzed Coventry factory, and began the redevelopment of Triumph.
In 1946 the Triumph Roadster was launched, the car went on to become one of the most memorable British cars of the post-war years. Standard’s boss Sir John Black bought Triumph in 1944 aiming to take on Jaguar in the classy car market.

Jaguar’s boss William Lyons had built his business with the help of Standard, which had provided engines, gearboxes and chassis for his stylish SS-later Jaguar SS. Black proposed a takeover of Jaguar, this was quickly brushed aside. The new Roadster had to be all Triumph, out of the parts bin came the Standard 1800cc engine and matching gearbox, in fact Black had wanted a straight-six, but in a moment of madness had sold the tooling for Standard’s own six-cylinder to Jaguar in 1937. At the time of its 1946 introduction the cheap-to-build 1800 was a unique concept, with its bench front seat and its two jump-seats in the boot. 5000 cars would be sold before its production run ended in 1949.

By 1952 Triumph needed to take on MG in the all-important export market, but Triumph needed a new car, Black made a bid to take over Morgan and was rejected. Enter the TR range, the first prototype the TS20 was launched at the 1952 Motor Show, the car was not well received, undaunted, Black developed the car further and by 1953 the TR2 was born. The car was a tremendous success and went on to be a huge dollar earner for the company. Perhaps of all the TR range the TR7 was least loved by enthusiasts, yet numerically it was the most successful of all. By 1970 the infamous British Leyland had a potential world-beater in the Triumph Stag, engine reliability was the ultimate demise of what should have been a true great. Overheating was the main snag, caused by a meagre radiator, which then usually resulted in a blown head gasket. Today enthusiasts and with specialist help, have the problem cured, by fitting up rated radiators and hardened cranks and most important, regular servicing. It is sad that Triumph got the engine so wrong first time around, because the rest of the car is superb.

          

Triumph Renown Mk1 TDB
Production	from 1949 to 1954
Produced	6501
Style Saloon	No. Doors 4 - No. Seats 4
Engine	2088 S4 OHV
Triumph Renown Mk II TDC
Production	from 1952 to 1954
Produced	2800
Style Saloon	No. Doors 4 - No. Seats 4
Engine	2088 S4 OHV