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PICTURE of Our TRIUMPH TR6
TR6 : These
pages are devoted to any and all information related to the Triumph TR6 sportscar,
produced from 1969-1976 in Coventry, England : A History of the Triumph TR6:
Collected from Various Sources
Although they were constantly being improved
and refined, Triumph TR roadsters tended to remain in production for a long time. The
basic TR2/3 shape was in production from early 1953 to 1961. Its successor the TR4/5 ran
for a further eight years from 1961 to 1969. To the casual observer the TR6 looked like a
completely new car. However, looks can be deceiving.
Mechanically the TR6 was identical to the TR5 on which it was based. Karmann Coachbuilders
of Germany carried out a skillful restyling exercise that built a completely different
looking nose and tail onto the existing middle section of the body. The transformation was
amazing. The TR5 looked the archetypal British sports car, while its TR6 successor looked
a refined and expensive continental machine. In the case of the optional hardtop this
returned to a one piece unit without the Targa-style lift-off center section.
The TR6 proved to be the MOST POPULAR VERSION of all and during its seven year life it
notched up sales of over 94,000 units. North American specification cars differed in that
they continued to use carburetors in place of the fuel injection used elsewhere. The TR6
proved to be both more economical and faster in acceleration than the rare TR5 on which it
was so largely based.
The TR6 was introduced
in January, 1969, using similar chassis and running gear components to those used in the
TR5/TR250. However, the body work, while retaining some elements of the TR5/TR250 design,
was externally restyled by Karmann. Apart from smoothing the lines of the car, the design
changes also gave the car more boot space. A front anti-roll bar now formed part of the
specification and wider wheels were also fitted making the car look low, lean and very
fast - which, of course, it was, courtesy of the TR5/TR250 smooth 6-cylinder inline 2498cc
six-cylinder engine is a reliable until, whether with UK-market petrol injection (150bhp)
or US-market carbureted (104 bhp) fuel delivery. The UK petrol intected version was
de-rated to 125 bhp in 1973 by by camshaft alterations and revised fuel injection
metering. These changes made the TR6 smoother and more flexible.
The TR6 was modified in
several respects during its production run and the components affected include the gearbox
(ratios) and the optional overdrive (type). The trim was also altered and an air dam was
fitted below the bumper from 1973. A useful option on the TR6 was the one piece detachable
steel HARDTOP which easily converted the car to a neat sports coupe. The car retained the
appeal of traditional British sports models but had the additional, exciting element of
being faster than many would-be rivals. This combination of tradition and power
helps to explain its popularity today.
The two seats are
comfortable and there is ample leg room. The trim is functional, rather than fancy. The
facia is neat and uncluttered, an endearing feature of most 1960s Triumphs. The wooden
facia gives an air of quality. The rear end styling of the Karmann body work is as neat as
that at the front, with flowing lines which incorporate the tail lamp units and rear
bumpers. The luggage compartment is very roomy for that of a two-seater sports car and an
improvement on the boot of earlier TRs. The extended body line gives greater capacity.
The TR6 - the
consummation of the original TR line is an attractive, fast and very enjoyable two-seater.
Its fine performance, good road holding and relative reliability, plus its sheer
character, make it a car which is a joy to be driven by the current enthusiast!
TR6 with engine management
The only one as far as i know, FUEL
INJECTED TR6 in Belgium that is fitted with a modern COMMON RAIL ELECTRONIC FUEL INJECTION
SYSTEM , where fuel and ignition are controlled by computer. The fuel and ignition
maps are uploaded into the computer with a laptop and can be modified at your discretion.
Contrary to the Lucas system, this setup can cope easily with modern fuels.
For optimal engine performance the
computer is fed via sensors with air pressure/air temperature water temperature and
throttle position. To verify the combustion a CO meter coupled to a Lamda Sensor is fitted
and you can read up the data while driving. > COMMON RAIL