1975 Triumph TR7

Production of the Triumph TR7 began in September of 1974 and continued through October 1981, with approximately 115,000 TR7 models built during that time, including 28,864 soft top/convertibles and approximately 2,800 TR8 models. The TR7 marked the Triumph TR sports car's abandonment of its traditional separate chassis, and additional changes from the preceding TR5 and 6 Formulas included the abandonment of the traditional six-cylinder engines and independent rear suspension. The TR7's 2.0-liter single overhead cam, four-cylinder engine, and powertrain were basically Triumph Dolomite, while the suspension comprised MacPherson struts at the front and a live axle at the rear. A five-speed manual gearbox and automatic transmission were also options, and a Convertible joined the original Coupe version.

The Triumph TR7 had a wheelbase of 85 inches, was 49.5 inches tall and 66 inches wide, and had a length of 160 inches. The wedge-shaped design was courtesy of Harris Mann and included a swage line sweeping down from the rear wing to the rear of the front wheel. Code-named 'Bullet' during the development phase, the original full-size model wore MG logos since it was styled at Longbridge instead of at the Triumph factory.

The 1,998cc eight-valve four-cylinder engine, with a similar basic design to the Triumph Dolomite 1850 engine, had larger carburetors and delivered 105 horsepower and 119 lb-ft of torque for European versions and 92 horsepower in North American tune. Power was sent to the rear wheels via a four-speed gearbox initially, with an optional five-speed manual gearbox and a three-speed automatic available from 1976. Disc brakes were in the front, and drums were at the rear.

In March 1977, the interior was updated with the prior broadcord seat covers being replaced with red or green 'tartan' check inserts with black leather effect vinyl edging. The 'tartan' design theme was continued on the door cards in padded matching red or green tartan cloth inserts in the black leather effect vinyl.

Due to industrial and corporate strife, the V8-engined TR8 did not arrive until 1980, approximately two years behind schedule. Prior to the production version's launch, the works rally team's special TR7 V8 prototypes had showcased its potential in various tarmac events, including two outright wins in the Ypres Rally. Throughout the late 1970s, the TR7 Sprint and TR7 V8 prototypes were British Leyland's frontline works rally cars. For unknown reasons, they were never a cataloged model, with the former making use of the Dolomite Sprint 16-valve engine, which in full works trim delivered around 220bhp.

The TR7's performance and competitiveness were enhanced by the use of the 3.5-liter Rover V8 engine, which was first used on the 1978 Welsh Rally. It offered approximately 300 horsepower, even more, when equipped with the quartet of Weber carburetors, making the TR7 V8 arguably the fastest rally car of its era in a straight line.

American driver John Buffum won the SCCA ProRally Championship from 1977 to 1980, while in Europe, its most successful exponent was Englishman Tony Pond. In 1978 Pond won the Granite City, Ypres, and Manx International rallies, and finished 4th in the RAC, and in 1980 he emerged victorious at the Manx Stages, Manx International, and Ypres events

The TR7 V8's last official outing was the RAC Rally in 1980, due to British Leyland canceling its works rallying program at the end of 1980.

Despite all of its successes, the TR7 failed to sell in the same volumes as its predecessors. As the 1970s were coming to a close, sports cars were becoming more of a niche product, and as British Leyland's volume car business was struggling at the time, meant spelled the demise of the TR7 and the lineage of Triumph sports cars. The marque continued to produce the Acclaim until 1984, but it was a licensed-built Honda Ballade, built at the Cowley assembly plant, and was advertised as a family saloon rather than a sports car.

By Daniel Vaughan | Dec 2020