FlagEngland.gif (9780 bytes)     Button_TRIUMPH.gif (4045 bytes)     Triumph_most_popular_cars.gif (7221 bytes)


Button_Home.gif (2149 bytes)

Button_Tr2.gif (2027 bytes)

Button_TR3-3a.gif (2134 bytes)

Button_TR4-4a.gif (2134 bytes)

Button_Tr5-250.gif (2052 bytes)

Button_TR6.gif (2005 bytes)

Button_Tr7-8.gif (2116 bytes)

Button_GT6.gif (2034 bytes)

Button_spitfire.gif (2186 bytes)

Button_stag.gif (2086 bytes)

Button_herald.gif (2117 bytes)

Button_vitesse.gif (2112 bytes)

Button_dolomite.gif (2091 bytes)

Button_southern_cross.gif (2041 bytes)

Button_10.gif (1850 bytes)

Button_mayflower.gif (2102 bytes)

Button_renown.gif (2026 bytes)

Button_TR20roadster.gif (2015 bytes)

Button_TR20002500.gif (2060 bytes)

Button_italia.gif (2082 bytes)

Button_Peerless.gif (2064 bytes)

Button_Links.gif (2161 bytes)


TR4_new_body.gif (1467 bytes)


TR4page2.jpg (17478 bytes)TR4 : In 1961 the TR4 arrived to replace the TR3A. It was built with wider tracks and rack and pinion steering. The larger 2.1 liter engine was fitted as standard as were a new all synchromesh gearbox. The body styling was entirely new, based largely on the Zest experiments. It incorporated a number of important refinements like wind-up windows, through-flow ventilation and a uniquely designed hardtop. In this hardtop the rear window was a rigid structure bolted to the body. The roof section between the windscreen and the rear window was detachable for open air motoring. A fabric roof option for this section was called the "Surrey top".

Vynide was still the upholstery material, but this was no longer used as a covering for the fascia. The metal fascia was painted white and incorporated two large outlet vents at either end for the through-flow ventilation system. The two main instruments were still directly in front of the driver with the smaller instruments in a black panel in the centre of the facia. Switches were positioned in a separate panel below the smaller instruments while the warning lights were placed between the two main instruments.

The North American distributors were hesitant about accepting the new model, so they ordered a supply of the old model which became known as the TR3B. This used the old body and chassis but incorporated the new gearbox and offered the choice of either the 2.0 or 2.1 litre engine. This version was only supplied to the North American market.

The Leyland Motor Corporation took over Triumph around this time and they were unenthusiastic about competition, so the LeMans cars were sold. A racing coupe had been designed by Micholetti and built by Conrero, a respected Italian tuning expert, and this project was cancelled.The Triumph management were obviously very persuasive as the following year a works team was re-established and four TR4s were prepared for competition. These cars were fast, light and possessed excellent road holding. They distinguished themselves in the 1962 Alpine Rally and proved their reliability in events as diverse as the Tulip Rally, RAC Rally and the Canadian Shell 4000. Their last outing was in 1964.

TR4a_clin.jpg (34322 bytes)TR4A : By 1965 potential buyers were complaining that the TR4 had a very hard ride compared to competitors like the MGB and Sunbeam Alpine. To cater for these views the company introduced the TR4A version. It had a new frame with a coil sprung independent rear suspension. The body and styling remained almost identical to the TR4 model. The most notable change was the grille which now consisted of plain, horizontal slats, in place of the egg-crate design used for so many years previously. The side lights were moved from their former position in the top corners of the grille and placed in chrome plated plinths on the front wings, which also incorporated side repeaters for the direction indicators. A chrome flash ran back from these plinths to the door handles.

As with the original TR4 five years before, the North American distributors demanded a live axle version in case buyers did not take to the irs model. (The North American market was beginning to get troublesome around this time.) Performances were improving all round and it was necessary for Triumph to take steps to stay ahead of the competition. However, exhaust emissions regulations in the US were starting to strangle the output of all but the largest capacity engines.

Doveexp.jpg (49246 bytes)GTR4 : A rare survivor : the Harrington-bodied Dove ; only 55 were made during the period 1961-1964. Harrington Motor Bodies ( better known for their coach bodywork ) removed the boot and rear dech of the TR4 , then replaced them with a full-length moulded GRP roof section incorporating a hinged tailgate. Like most of the standard TR4s the GTR4 had a metal dashboard , painted white with a black crackle finish centre panel The general layout was similar to that in the sidescreen cars , but with a large speedometer and revcounter directly ahead of the driver , and four more gauges in the centre of the dash.Like the optional rear seat in the open TR4s that of the GTR4 was very restricted for passenger legroom . However , it could be folded forwards to provide extra baggage space at the rear. The four-pint competition seat harnesses were not standard equipment.The GTR4 was considerably more expensive than the standard TR4 and no doubt this was responsible for its lack of succes . However , it did point the way for more practical sporting coupés in the future . This example has been fitted with a rear window washer and wiper , and fof and reversing lights to cope with the demands of modern motoring.

TR4_dove.jpg (32004 bytes)  TR4_dove_back.jpg (40649 bytes)

Button_TOP.gif (2090 bytes)

TR6-SpLogo.jpg (2126 bytes)