The Triumph TR series of vehicles epitomized the essence of true British sports cars of the post-war era and were in production between 1953 and 1981. The styling introduced on the TR2 would form the basis of the evolution of the TR lineup to the TR6. The TR3 was introduced in 1955 and came with a more potent engine and revisions to the front grille. In October 1956, the TR3 front brakes were upgraded from 10-inch drums to 11-inch discs. The TR3 would undergo several changes during its lifespan, resulting in the TR3A of 1957 and the TR3B of 1962. The TR3A introduced several styling updates and was available with a larger 2.2-liter engine. The TR3B came standard with the 2.2-liter engine and was backed by a fully synchromesh gearbox. The Giovanni Michelotti-designed Triumph TR4 was the last of the four-cylinder TRs until the TR7 was introduced in 1975. The Triumph TR4 was produced from 1961 to 1965, with 40,253 examples built during this time. It was more comfortable and practical and had more room than the previous TRs. They did away with the cutaway door design of the previous TRs, which allowed for window-down windows that replaced the previous side curtains. Rack-and-pinion steering and servo-brakes became available and the standard engine was a continuation of the one powering the earlier TR2/3 models, but with a displacement increase from 1991cc to 2138cc. It delivered 105 (SAE) horsepower, but with the addition of a supercharger, it could be tuned to produce upwards of 200 bhp at the flywheel. The TR4 had full synchromesh on all forward gears, and an optional Laycock de Normanville electrically operated overdrive could now be selected for second and third gears as well as fourth, which effectively gave the TR4 a seven-speed manual close-ratio gearbox.
The first major update to the TR4 since its release in 1961 was the addition of IRS or independent rear suspension. The Hotchkiss drive system of the TR4 was replaced with the IRS setup and cars so-equipped received an 'IRS' badge attached to the TR4A's rear. This suspension consisted of semi-trailing arms with coil springs and lever-arm shocks. To accommodate the suspension, the chassis was redesigned and gained additional side members and cross-bracing. The wheelbase grew ever so slightly, by .12 inches, and it was now 0.87 inches wider. The front track remained unchanged, but the rear track grew by .051 inches. Servo-assisted brakes and a 2.5-liter version of the straight-six engine were added to the TR line in 1967, with the U.S. market receiving the TR250, which came with two Stromberg carburetors, while the rest of the world received the TR5 with Lucas fuel injection. Both the TR5 and the TR250 were replaced in 1968 with the TR6, which brought an update to its styling. The TR7 followed in 1974, and while the previous TRs wore evolutionary design changes of the TR2 styling, the TR7 was a completely new design. It had unit-body construction, a modern, wedge-shaped design, and returned to using four-cylinder power and a live rear axle. Initially offered as a coupe, a convertible body style quickly followed. The TR8 arrived in 1979 and was essentially a premium version of its predecessor. Production of the TR7 and TR8 ended in 1981.
The TR4 had a wider track than the TR3, adjustable fascia ventilation, and the option of a unique hard top that consisted of a fixed glass rear window with an integral rollbar and a detachable steel center panel. The first 500 examples built, however, were constructed from aluminum. This roof system was used five years later on the Porsche 911/912 Targa. The rigid roof panel on the TR4 could be replaced with an easily folded and stowed vinyl insert and supporting frame dubbed a 'Surrey top.'
15 x 4.5-inch disc wheels were initially standard, while 48-lace wire wheels were optional and could be painted the same color as the car's bodywork. They could also be finished in stove-enameled, matte, or polished chrome finishes. Most examples rode on 590-15 bias-ply tires, and some rested on optional radial tires.
15 x 4.5-inch disc wheels were initially standard, while 48-lace wire wheels were optional and could be painted the same color as the car's bodywork. They could also be finished in stove-enameled, matte, or polished chrome finishes. Most examples rode on 590-15 bias-ply tires, and some rested on optional radial tires.
Related Reading : Triumph TR History
The Triumph TR4 was introduced in 1961. The body had been given a modern and updated appearance by Michelotti, but its drive-train and chassis were based on its TR predecessors. Production lasted until 1965, when it was replaced by the TR4A.Prior to its release and while under development, the car was referred to by its codename, Zest. The TR Series was a popular sports car but had drawbacks....
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Related Reading : Triumph TR History
An extremely successful sports car, the Triumph TR4 was produced in the U.K. by the Standard Triumph Motor Company from 1961. With a top speed of 110 mph, and costing around £1095, the TR4 became one of Triumphs best-loved cars thanks to its low cost of entry and capable open-top sports capabilities. The TR4 was stylistically quite a departure from its predecessor the TR3 and seemed to be just the....
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Similarly Sized Vehicles
from 1963
Similarly Priced Vehicles
- Plymouth Belvedere ($2,340-$2,915)
- Chevrolet Impala Series ($2,060-$3,200)
- Ford Fairlane ($2,153-$2,885)
- Mercury Monterey ($2,840-$3,900)
- Mercury Meteor ($2,335-$2,885)
- Studebaker Lark Eight Daytona ($2,445-$2,840)
- Morgan Plus Four ($2,960-$3,890)
- Ford Galaxie ($2,610-$3,625)
- Pontiac Catalina ($2,730-$3,305)
Average Auction Sale: $28,458
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