 1966 TR4A |
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1967 Triumph TR4A news, pictures, and information | ||
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 | Convertible Coupe Chassis Num: CTC67838L | |
| Sold for $33,000 at 2011 RM Auctions. | ||
The company, established by two German gentlemen by the names Siegfried Bettmann and Moritz Schulte, started out making bicycles. Then, at the turn of the 20th century, the company graduated to making motorcycles. By 1918, the last year of the First World War, Triumph had become Britain's largest motorcycle maker. Then, in the early 1920s, Bettman was persuaded to start producing motor cars. Bettmann agreed to this idea and Triumph's first foray into car production yielded the Triumph 10/20.
In the 1930s, Triumph changed its name from Triumph Cycle Co. to Triumph Motor Company. By the late '30s the company was in financial difficulties. This led to the motorcycle part of the company being sold. This did little to help. Soon, the company was in terrible financial troubles and would have to close its doors. The London based company received its final blow when it was destroyed during the Blitz bombing of London early on during World War II.
What was left of the Triumph Motor Company, which was basically just the name, was purchased by Standard Motor Company in 1944. After the conclusion of the war, with the infusion of new money and a new location in Coventry, England, Triumph introduced a new line of roadsters. People were feeling hopeful after the war's end and had a 'zest' for life. The compact and sporty roadsters were meant to capture that 'zest' and provide the company with a profitable roadster. Thus, the TR series was born.
The first series, called the TR2, had a 2-liter, twin carburetor, four-cylinder engine capable of 90 bhp. The car had an independent front suspension utilizing coil springs and a leaf spring live rear axle and was capable of touching speeds a little over 100 mph.
Then, in 1955, the company introduced its next generation of roadster called the TR3. While similar to the TR2, the new car did have many improvements, including front-wheel disc brakes. This feature made the TR3 the first of Britain's production cars to have disc brakes. Horsepower increased to 100 bhp and offered such extras as a bolt-on hard top, a heater, leather upholstery and overdrive. In all, over 13,000 examples of this popular model would be produced until it was replaced in production by the TR3A.
Virtually the same as its TR3 predecessor, the 3A offered some very keen updates. It sported a wider front grille and a redesigned nose that seemed to 'house' the headlights compared to the TR3's headlights that protruded from its own bodywork design. The 3A offered such amenities as external door handles and a locking trunk. This model of the TR ran from 1957 until 1962. Over 58,000 examples of the car were built.
In 1962 the TR4 was introduced. Called 'zest' throughout its development, the TR4 portrayed the company's attitude with a redesigned body style. Designed by Michelotti, the nose featured a redesigned grille and headlight arrangement that it many ways seemed an evolution from the TR3A design. The doors were not cut-outs as had been on previous models. This change made room for wind-up windows instead of a fabric side-curtain. The rear end of the car too was redesigned and offered room for a trunk. Over the course of the TR4's production run, some 40,000+ were built.
Keeping with its tradition, Triumph introduced its model TR4A in 1965. The 4A was altered just slightly from the TR4 in order to address complaints about ride comfort. Therefore, about the only difference between the TR4A and the TR4 was the use of an independent rear suspension instead of the live rear axle. TR4A's produced with the new independent rear suspension were marked with a badge that had the letters 'IRS'.
The addition of the independent rear suspension with the many other changes of the TR4 made the car quite popular and even successful on the race track. The track of the TR4 was enlarged and rack-and-pinion steering was utilized. This helped to make the car handle much more predictable and stable. The transmission had been fully synchronized and the 2.1-liter, overhead valve, four-cylinder engine of the TR3A had also been enlarged and became capable of producing a little over 104 bhp.
The car offered is a 1967 Triumph TR4A. Originally purchased in 1967 and then sold back to the original dealer (Rinke Triumph of Mount Clemens, Michigan) in 1968, the car remained with the Rinke family until 2007 when it was sold to a former Triumph mechanic.
The car's exterior has been refinished in black. The engine bay has also been detailed. The car's interior has also undergone some restoration. New seat covers, door panels and carpeting had been installed.
Under the hood sits the 2.1-liter, 104 bhp four-cylinder engine with dual SU carburetors. The car consists of a four-speed manual gearbox, independent front suspension and hydraulic front disc brakes. This model chassis also included IRS.
The Triumph TR4A offered this year has been refinished and is a handsome car. This compact roadster beckons the tight, twisty roads similar to the English lanes that traverse the island nation. As it was intended, the improved look, handling and comfort offered by the TR4A more-than adequately promises to add a little child-like zest to one's life.
Sources:
'Buy: View Lots (1967 Triumph TR4A Roadster)', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=AZ11&CarID=r304&fc=0). RM Auctions Arizona. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=AZ11&CarID=r304&fc=0. Retrieved 11 January 2011.
'Manufacturers (Triumph TR4A)', (http://www.conceptcarz.com/vehicle/z7348/Triumph-TR4A.aspx). ConceptCarz: From Concept to Production. http://www.conceptcarz.com/vehicle/z7348/Triumph-TR4A.aspx. Retrieved 11 January 2011.
Wikipedia contributors, 'Triumph TR4', Wikipedia, The Free Encyclopedia, 11 October 2010, 18:30 UTC, http://en.wikipedia.org/w/index.php?title=Triumph_TR4&oldid=390109947 accessed 11 January 2011
Wikipedia contributors, 'Triumph TR4A', Wikipedia, The Free Encyclopedia, 6 January 2011, 00:23 UTC, http://en.wikipedia.org/w/index.php?title=Triumph_TR4A&oldid=406185510 accessed 11 January 2011
Wikipedia contributors, 'Triumph Motor Company', Wikipedia, The Free Encyclopedia, 8 January 2011, 08:53 UTC, http://en.wikipedia.org/w/index.php?title=Triumph_Motor_Company&oldid=406647752 accessed 11 January 2011 By Jeremy McMullen
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 it did have its drawbacks and inconveniences. The introduction of the TR4 eliminated a few of the inconveniences by offering roll-up windows in place of the noisy and impractical side-curtains. A redesigned angular rear allowed for a trunk. The trunk and roll-up windows meant that items could be stored safely in the car. The prior plastic side curtains were easily torn and property was often stolen. The soft top could still be compromised but with the addition of the optional removable hard top, the TR4 became very versatile. The hard top had a fixed glass rear window and an integral roll-bar. The first five hundred produced had an aluminum center panel while the rest had a steel center unit.
The TR4 improved performance for the little sports car. The track was enlarged and the steering now used a rack-and-pinion unit. The transmission was now fully synchronized on all gears and the engine was enlarged slightly. An optional Laycock de Normanville electrically operated overdrive could be selected for second, third, and fourth gear.
The wheels original used were 15x4.5 inch disks. One of the more typical tires was the 165x15 bias ply. 48 lace wire wheels could be ordered and were often painted the same color as the car. Other popular options were to have them painted silver, matte, or polished chrome.
The TR4 was successful both in sales and in sporting events. They could often be seen competing in SCCA, hill-climb, and rally events where they provided plenty of podium finishes for their owners. The wet-sleeve engine was very convenient. The cylinder liners and pistons were easily changed allowing the vehicle to compete under different capacity rules. Some TR4 racers were given a supercharger which raised the 105 bhp SAE output to over 200.
In 1965 the TR4 was given an independent rear suspension, slightly modified frame, and various styling changes. In response to these changes the TR4 was dubbed the TR4A. Production of the TR4A continued until 1968 when it was replaced by the six-cylinder TR250.
The new suspension was an effort by the company to enhance the comfort of the vehicle and address customer complaints. Though the main difference between the TR4 and TR4A was the independent suspension, only about 75 percent of the TR4A models actually had this new suspension. These vehicles can be identified by the 'IRS' badge on the rear of the vehicle. The estimated 25% that did not receive the 'IRS' equipment had the solid rear axle configuration. The reasons for keeping with the solid rear axle was to provide a production racer for those who favored performance over comfort. The solid rear axle was easier to prepare for racing than was the 'IRS' setup. However, the independent rear suspension did not mean that the TR4A was not a competitive racer. The setup proved its potential at the Sebring 12 Hour race in 1966 when three TR4A models with 'IRS' finished in the top three spots.
The TR4 and TR4A were proven vehicles, with an attractive sticker price, sporty intentions, favorable appearance, and many conveniences of the day.
By Daniel Vaughan | Sep 2006
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 it did have its drawbacks and inconveniences. The introduction of the TR4 eliminated a few of the inconveniences by offering roll-up windows in place of the noisy and impractical side-curtains. A redesigned angular rear allowed for a trunk. The trunk and roll-up windows meant that items could be stored safely in the car. The prior plastic side curtains were easily torn and property was often stolen. The soft top could still be compromised but with the addition of the optional removable hard top, the TR4 became very versatile. The hard top had a fixed glass rear window and an integral roll-bar. The first five hundred produced had an aluminum center panel while the rest had a steel center unit.
The TR4 improved performance for the little sports car. The track was enlarged and the steering now used a rack-and-pinion unit. The transmission was now fully synchronized on all gears and the engine was enlarged slightly. An optional Laycock de Normanville electrically operated overdrive could be selected for second, third, and fourth gear.
The wheels original used were 15x4.5 inch disks. One of the more typical tires was the 165x15 bias ply. 48 lace wire wheels could be ordered and were often painted the same color as the car. Other popular options were to have them painted silver, matte, or polished chrome.
The TR4 was successful both in sales and in sporting events. They could often be seen competing in SCCA, hill-climb, and rally events where they provided plenty of podium finishes for their owners. The wet-sleeve engine was very convenient. The cylinder liners and pistons were easily changed allowing the vehicle to compete under different capacity rules. Some TR4 racers were given a supercharger which raised the 105 bhp SAE output to over 200.
In 1965 the TR4 was given an independent rear suspension, slightly modified frame, and various styling changes. In response to these changes the TR4 was dubbed the TR4A. Production of the TR4A continued until 1968 when it was replaced by the six-cylinder TR250.
The new suspension was an effort by the company to enhance the comfort of the vehicle and address customer complaints. Though the main difference between the TR4 and TR4A was the independent suspension, only about 75 percent of the TR4A models actually had this new suspension. These vehicles can be identified by the 'IRS' badge on the rear of the vehicle. The estimated 25% that did not receive the 'IRS' equipment had the solid rear axle configuration. The reasons for keeping with the solid rear axle was to provide a production racer for those who favored performance over comfort. The solid rear axle was easier to prepare for racing than was the 'IRS' setup. However, the independent rear suspension did not mean that the TR4A was not a competitive racer. The setup proved its potential at the Sebring 12 Hour race in 1966 when three TR4A models with 'IRS' finished in the top three spots.
The TR4 and TR4A were proven vehicles, with an attractive sticker price, sporty intentions, favorable appearance, and many conveniences of the day.
By Daniel Vaughan | Sep 2006
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 1967
Triumph
models |
| Triumph GT6 MKI |
| Triumph Spitfire |
| Triumph TR250 |
| Similar Automakers | |
| Allard | Austin-Healey |
| Bristol | MG |
| Morgan | |
| Similarly Sized Vehicles from 1967 |
| Citroen 2CV Charleston |
| Datsun 1600 |
| Datsun 2000 |
| MG MGB MKII |
| Triumph TR250 |
| Triumph: 1961-1970 |
| Similar Automakers |
| Other models by Triumph |
| 2000 | Dolomite | Gloria Southern Cross | GT6 | Herald | Spitfire | Stag | TR |
| 1966 TR4A |
