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The Triumph TR6 was introduced in 1969 as a replacement for the TR5/TR250. The TR6 featured similar running gear components and chassis as its predecessor but incorporated new external styling. The updated styling, courtesy of Karmann of Germany, allowed for more cargo capacity in the rear of the vehicle when compared with previous models. The doors and the center section remained unchanged from the TR4 and TR5 models. The interior comfort and drivability of the TR6 made it a highly successful British sports car. It was similar to the TR4 and TR5 with quality trim and a walnut dash.
The TR6 was fitted with a 2498 cc, six-cylinder, inline engine. The European fuel-injected version of the engine was capable of producing around 150 horsepower, while the US carbureted variant produced 104 horsepower. In 1972, the engine was de-tuned to 125 horsepower for the purpose of creating a smoother ride for city driving.
The TR6 used a synchromesh, four-speed gearbox and was fitted with overdrive that worked on third and fourth gear.
Throughout its lifespan, many alterations were performed on the car including interior and exterior styling and mechanical changes. In 1973, for example, the European engine was de-tuned to produce 125 horsepower; the purpose was to make the ride smoother through the use of camshaft alterations. During that same year, an air dam was placed below the bumper.
A detachable hardtop was optional equipment on the TR6. This allowed for driving in all weather conditions. An overdrive transmission was also available as options equipment.
In mid-1976, production of the TR6 ceased. During its production run, over 94,500 examples were produced of which, more than 86,200 units made their way to the US.
By Daniel Vaughan | Jun 2005
The TR6 was fitted with a 2498 cc, six-cylinder, inline engine. The European fuel-injected version of the engine was capable of producing around 150 horsepower, while the US carbureted variant produced 104 horsepower. In 1972, the engine was de-tuned to 125 horsepower for the purpose of creating a smoother ride for city driving.
The TR6 used a synchromesh, four-speed gearbox and was fitted with overdrive that worked on third and fourth gear.
Throughout its lifespan, many alterations were performed on the car including interior and exterior styling and mechanical changes. In 1973, for example, the European engine was de-tuned to produce 125 horsepower; the purpose was to make the ride smoother through the use of camshaft alterations. During that same year, an air dam was placed below the bumper.
A detachable hardtop was optional equipment on the TR6. This allowed for driving in all weather conditions. An overdrive transmission was also available as options equipment.
In mid-1976, production of the TR6 ceased. During its production run, over 94,500 examples were produced of which, more than 86,200 units made their way to the US.
By Daniel Vaughan | Jun 2005
 |  |  | Convertible Coupe |
The Triumph TR6 was produced from 1969 through 1976 with about 94,619 examples produced with most destined for the United States. This became the Triumph's best-selling vehicle in history. Production continued into the middle of 1976, even after Triumph had introduced the TR6's replacement, the TR7.
The TR250 and its European counterpart, the TR5 PI, had been the interim models while Triumph worked hard on designing, building, and introducing its next open proper sports car. Sections of the TR6's body was similar to the prior series, with most of the visual changes appearing at the front and rear of the vehicle. It had a flatter hood, wider blackout grille, and front overhangs. The headlamps were moved out of the fenders. In the back, there was a Kamm-type tail.
Whereas the optional hardtop had been offered in two sections in the past, it was now a one-piece unit.
Powering the TR6 was a 2498 cc straight-six cylinder engine that produced just over 105 horsepower. In similar fashion to the TR250 and TR5 PI, the TR6 was carburetor for the American market and fuel injected for the European customers. Unfortunately for the US, the carburetor version offered less horsepower than its European sibling. The steering was by a rack-and-pinion unit. The gearbox was a four-speed manual with optional overdrive.
The interior was rather luxurious with its bucket seats and wooden dashboard. It was a true and refined sports car that continued on the proud and prosperous tradition of the TR series.
In mid-1971, the TR6 received slightly different gear ratios. In 1973, it was given a front spoiler and black bumper guards were added in 1974 to comply with US safety standards.
By Daniel Vaughan | Jul 2011
The TR250 and its European counterpart, the TR5 PI, had been the interim models while Triumph worked hard on designing, building, and introducing its next open proper sports car. Sections of the TR6's body was similar to the prior series, with most of the visual changes appearing at the front and rear of the vehicle. It had a flatter hood, wider blackout grille, and front overhangs. The headlamps were moved out of the fenders. In the back, there was a Kamm-type tail.
Whereas the optional hardtop had been offered in two sections in the past, it was now a one-piece unit.
Powering the TR6 was a 2498 cc straight-six cylinder engine that produced just over 105 horsepower. In similar fashion to the TR250 and TR5 PI, the TR6 was carburetor for the American market and fuel injected for the European customers. Unfortunately for the US, the carburetor version offered less horsepower than its European sibling. The steering was by a rack-and-pinion unit. The gearbox was a four-speed manual with optional overdrive.
The interior was rather luxurious with its bucket seats and wooden dashboard. It was a true and refined sports car that continued on the proud and prosperous tradition of the TR series.
In mid-1971, the TR6 received slightly different gear ratios. In 1973, it was given a front spoiler and black bumper guards were added in 1974 to comply with US safety standards.
By Daniel Vaughan | Jul 2011
The Triumph TR6 was basically an updated version of the TR5, which itself was basically a TR4A with a beefy pushrod six-cylinder engine in place of a four. The TR5 had a new fuel-injection (PI for Petrol Injection) system which did not fully comply with U.S. emission standards. So in place of the TR5 PI version with its 150 horsepower, the US received a twin-carburetor TR250 model which produced 104 horsepower.
The 2.5-liter twin-carb engine would be used for the TR6 and mated to a four-speed gearbox. The exterior received mild updates courtesy of Karmann of Germany. The rear featured a chopped-off Kamm tail that had adequate space for luggage. The front was longer and the grille was wider. The removable, optional hardtop was updated with a more angular design.
The TR6 remained in production for seven years with few changes along the way. Perhaps the biggest improvement was in 1973, an updated camshaft. This gave the vehicle better low-speed tractability and improved its idle. That same year, an optional Laycock electric overdrive also became available.
During the early 1970s, the US became more safety conscious and strict rules were made for vehicles. To comply, the TR7 gained large, black bumper guards for 1973.
Production of the TR6 continued through mid-1976 when the newly introduced TR7 took over the legendary TR name. It would, however, not generate the enthusiasm or sales as its TR6 sibling.
By Daniel Vaughan | Jul 2008
For more information and related vehicles, click here
blog comments powered by DisqusThe 2.5-liter twin-carb engine would be used for the TR6 and mated to a four-speed gearbox. The exterior received mild updates courtesy of Karmann of Germany. The rear featured a chopped-off Kamm tail that had adequate space for luggage. The front was longer and the grille was wider. The removable, optional hardtop was updated with a more angular design.
The TR6 remained in production for seven years with few changes along the way. Perhaps the biggest improvement was in 1973, an updated camshaft. This gave the vehicle better low-speed tractability and improved its idle. That same year, an optional Laycock electric overdrive also became available.
During the early 1970s, the US became more safety conscious and strict rules were made for vehicles. To comply, the TR7 gained large, black bumper guards for 1973.
Production of the TR6 continued through mid-1976 when the newly introduced TR7 took over the legendary TR name. It would, however, not generate the enthusiasm or sales as its TR6 sibling.
By Daniel Vaughan | Jul 2008
 1969
Triumph
models |
| Triumph GT6 |
| Triumph Spitfire Mk3 |
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Average Auction Sale: $13,119 |
| Tags | |
| Formula One, 1969, 1969 Triumph, TR6 | |
| Triumph: 1961-1970 |
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| Other models by Triumph |
| Vehicle Recall Information |
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| 1970 TR6 |
