1967 Triumph TR4A

Standard-Triumph introduced a prototype Triumph 20TS sports car in October of 1952 at the London Motor Show, and only a single example was ever built. Its basic design and configuration were used for the TR2 sports car that was produced from 1953 and 1955, produced solely as a roadster. It was equipped with a 121 cubic-inch four-cylinder Standard wet linter inline-four engine from the Vanguard and its suspension was independent at the front with coil springs and a live rear axle with leaf springs. The transmission was a four-speed manual unit, with optional top gear overdrive, brakes were Lockheed drums, and either wire or disc wheels could be fitted. Before it was replaced in 1955 by the TR3, Triumph produced 8,636 examples of the TR2.

Production of the TR3 lasted from 1955 through 1962 and was similar to its predecessor but with improved braking and a more powerful engine. The 1,991cc straight-four with overhead valves produced 95 horsepower, and later versions received a 'high port' cylinder head and enlarged manifold, which brought power to 100 bhp at 5,000 RPM. The four-speed manual gearbox could be supplemented by an overdrive unit on the top three ratios, electrically operated and controlled by a switch on the dashboard. The drums were replaced by discs in 1956, making the TR3 the first British series production to be so equipped.

The Triumph TR3A (although never badged as such) of 1957 brought a full-width radiator grill, a full tool kit, a lockable boot handle, and exterior door handles. The Triumph TR3B (another unofficial name) was built from 1962 alongside the TR4, which started production in 1961. These were produced for only a short period of time and constructed due to dealer concerns that the buying public might not welcome the TR4. Five hundred thirty examples were built with a commission number preceded by TSF (the final 29 examples were built as Triumph Italia models), and 2,804 examples with commission numbers preceded by TCF. Triumph had built 13,377 examples of the TR3 and 58,236 of the so-called 'TR3A.' The total production was approximately 74,947 units.

Triumph TR4

The Triumph TR2 and TR3 had been true roadsters with cutaway door designs, utilitarian side-curtains, and limited boot storage. The TR4 used the chassis and drivetrain of its TR predecessors but wore a modern body designed by Giovanni Michelotti, one of the most influential and prolific designers of sports cars during the 20th century. Michelotti was an accomplished designer who worked for many coachbuilders, including Ghia-Aigle, Bertone, Ghia, Allemano, Vignale, Stabilimenti Farina, OSI, Fissore, Viotti, Scioneri, and Monterosa. He opened his own design studio in 1959 and collaborated on numerous projects for Fiat, Nardi, Moretti, Siata, Lombardi, and others.

The Michelotti-designed TR4 lacked the cutaway door design of the previous TRs, replaced by a straight design that could wind down windows, and the angular rear end allowed for a rather substantial boot capacity. A hardtop top with a fixed glass rear window was optional, with an integrated roll bar and a detachable steel center panel. This roof system was the first of its kind, predating the Porsche 911/912 Targa by five years.

The hardtop added to the versatility of the TR4, making it even more useable and attractive to the import U.S. buyer, where the vast majority of TR4s were eventually sold. The TR4 was available with two different roof designs, the Hardtop Top kit or the 'Surrey Top,' a folded top with a vinyl insert and support frame.

Triumph had a well-established dealer network, and with the introduction of the dramatically different TR4, many were concerned about a decrease in sales. Therefore, Triumph continued to produce the TR3As (commonly called the TR3B) between 1961 and 1962, giving dealers and buyers ample time to 'warm up' to the new TR4.

The Triumph TR4 employed the same engine used in its predecessors, however, its displacement was increased from 1,991cc to 2,138cc due to the larger bore size. The smaller displacement engine was still available to customers who raced in the under-two-liter class category, and a few examples received vane-type superchargers which offered more horsepower and torque at lower revolutions which reduced the likelihood of damaging the engine. With the supercharger and other performance enhancements, the 2.2-liter engine could produce in excess of 200 horsepower at the flywheel. The standard engine produced 100 bhp (SAE).

The Triumph TR2 and TR3 used an 88-inch wheelbase, a length of 151 inches, and a height of 50 inches. The TR4 had an 88.1-inch wheelbase, a length of 156 inches, and a height of 50 inches. It had a wider front and rear track than the TR3, a rack and pinion steering, and a fully synchromesh transmission on all forward gears. A Laycock de Normanville electrically operated overdrive was optional and could now be selected for second and third gears as well as fourth.

The 15 x 4.5-inch disc wheels were standard, and 48-lace wire wheels were optional and could be painted the same color as the bodywork. They could also be painted in matte or polished chrome finishes or stove-enameled with matte silver with chrome spinners being the most common. The body-colored option was rarely selected. The wheels were commonly wrapped with 590-15 bias ply or optional radial tires.

Triumph TR4A

In 1965, the Triumph TR4 gained an independent rear suspension system (IRS) with trailing arms and a differential bolted to the redesigned chassis frame. Along with several minor styling and mechanical refinements, these TR4A models were similar to their TR4 siblings. Although the IRS was one of the primary distinguishable features of the TR4A, it is estimated that twenty-five percent of the TR4As received a live axle design of the TR4 and adapted to fit the new chassis.

The TR4 and TR4A were praised for their superior handling thanks to the wider track and precise rack-and-pinion steering. They were popular in the salesroom and at the track. The addition of the independent rear suspension increased the vehicle's predictable handling and improved the ride. At the Sebring 12 Hours in 1966, the IRS-equipped TR4As achieved a remarkable 1-2-3 class victory.

By the time production came to a close in 1968, approximately 28,450 examples of the TR4A models had been sold, with the vast majority being sent to the American market. The total production of TR4 models during its five-year production lifespan was 40,253 units. In 1968 the TR4A was replaced by the 6-cylinder TR5 model with fuel injection.

by Dan Vaughan

Convertible Coupe
Chassis number: CTC67838L

There is a kid in every person that never truly dies. The child just grows older and moves on from the big wheel to the tricycle, then the bicycle, and then to the car. This same 'graduation' marked Triumph's history.

The company, established by two German gentlemen by the names of 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 1930s, 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 trouble 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 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 had drawbacks and inconveniences. The introduction of the TR4 eliminated a few 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, allowing easy access to the interior. The soft top could still be compromised, but with the addition of the optional removable hardtop, the TR4 became very versatile. The hardtop 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 original wheels were 15x4.5 inch discs, and one of the typical tires was the 165x15 bias ply. Forty-eight 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 that raised the 105 bhp SAE output to over 200.

In 1965 the TR4 was given an independent rear suspension, a 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 reason 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 Dan Vaughan

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 Triumph's 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 car to bring the company into a brand new era.

Based on the chassis and drivetrain of TR predecessors, the TR4 was codenamed 'Zest' during development. Sporting a modern Giovanni Michelotti styled body, the new design was a big change from the classical cutaway door design of the earlier models, and allowed for full-sized doors with roll-up windows rather than side-curtains. The shapely tail end allowed for a spacious trunk, something that wasn't the norm for a sports car. A total of 40,253 TR4's were built during its production span.

This would be the first time that an adjustable fascia ventilation was utilized in a production vehicle. Other advanced features included a 'backlight' option; a specialized hard top that consisted of a fixed glass rear window with an integral rollbar and a detachable, steel center panel. This would be the first time there ever was such a roof system on a production vehicle. The Porsche 911/912 Targa would be introduced in the next 5 years, and this type of roof would eventually become a well-known option.

Replaceable, the rigid roof came with an easily folded and stowed vinyl insert and supporting frame called a Surrey Top. There has been confusion in the past with the entire hard top assembly mistakenly referred to as a Surrey Top. The rigid top and backlight assembly is listed as the Hard Top kit in original factory parts catalogues and the vinyl insert and frame are offered separately as a Surrey Top. In an attempt to stay ahead of the competition Triumph introduced modern features like wind-down windows to appeal to the important US market. Some dealers were concerned that buyers wouldn't fully appreciate these modern amenities, so a short run of TR3As or TR3Bs were produced in 1961 and 1962.

Triumph used the pushrod 4-cylinder engine that was based on the early design of the Ferguson tractor engine, but increased the displacement from 1991 cc to 2138 cc by increasing the bore size. Other updates and modifications to the manifolds and cylinder head allowed for some improvements, which resulted in the TR4A model.

For the vehicles earmarked to compete in the under-two-liter classes of the time the 1991 cc engine became a no-cost option. Select cars were fitted with vane-type superchargers since the three main bearing engine was susceptible to crankshaft failure if revved beyond 6,500 rpm. Superchargers allowed a TR4 to pump much more horsepower and torque at modest revolutions. Supercharged and otherwise performance-tuned, a 2.2-liter I4 version could produce more than 200 bhp, while a standard engine produced 105 bhp SAE. Like its predecessors, the TR4 was fitted with a wet-sleeve engine so the engine's cubic capacity could be changed by swapping the cylinder liners and pistons, for allowing a competitor to race under different capacity rules for competition use.

Other modifications from previous models included a wider track front and rear, a slightly larger standard engine displacement, rack and pinion steering and full synchromesh on all forward gears. The optional Laycock de Normanville electronically operated overdrive Laycock Overdrive could be picked for 2nd and 3rd gear, in addition to 4th, which effectively gave the TR4 a seven-speed manual close ratio gearbox. Initially the TR4 sported 15x4.5' disc wheels though optional 48-lace wire wheels could be ordered painted the same shade as the vehicles bodywork, in a matte or polished chrome finishes, or stove-enameled (matte silver with chrome spinners). The 155x15 bias ply was the most typical tire for the TR4. American Racing alloy; magnesium and aluminum wheels were offered in the U.S. at one time in 15x5.5' ox 15x6' sizes. The correct size radial-ply tire for the factory rims was 155x15, and only available from Michelin for an extravagant amount, was a problem when original owned opted for 60-spoke wire wheels. The standard 185x15 radials were much too wide to be fitted safely and as such, many owners had new and wider rims fitted and their wheels re-laced.

Thanks to Californian engineer Kas Kastner and his main driver Bob Tullius, the Triumph TR4 had quite a few racing successes in the U.S. under its belt. The TR4 won the E Production national championship in 1962. After this the SCCA reclassified the car to D Production, and the class title was won by Tullius in 1963 and 1964. Kastner and Mike Cook (who was in the advertising department at Triumph in NYC) convinced the Triumph Company to produce three new TR4s to race in the 12 Hours of Sebring race in 1963. Starting in the fall of 1962 the vehicles were prepared in California before flown to Florida for the endurance race in March of 1963. Kastner was Service Supervisor for the company in California at the time. Behind the wheel were Mike Rothschild and Peter Bolton from England, Bob Tullius, Charlie Gates, Ed Deihl, Bob Cole, Bruce Kellner and Jim Spencer. The vehicles finished overall 22nd, 24th, and 35th of 65 entrees, and in the 2.5 GT class the TR4 scored 1st, 2nd, and 4th.

This would be the start of the Triumph Competition Department that Kastner would head for numerous years and used to market the TR4. A privateer TR4 finished last in the '64 Sebring 12-hour race the following year. In 1966 Kastner returned to Sebring with four carefully prepared TR4As, three of which would finish winning the class. That same year Bob Tullius threw a piston in the most highly tuned vehicle, and didn't finish. The 1965 SCCA D Modified Championship was won at Daytona, driven by Charlie Gates against Ferraris and other prepared racecars.

During the mid-sixties the TR4 proved to be a celebrated rally car in the UK and Europe. As late as 1991 the TR4 continued to win an SCCA class championship and be raced in vintage sports car events. It was a common occurrence to see the TR4 in Australia hill-climb events, circuit racing events and various club rallies. 3 TR4s factory sponsored Team Triumphs were entered in the Canadian Shell 4000 rally. These models were apparently constructed with gussets on the chassis members and aluminum body panels to keep the car light as well as strengthen it. These engines were prepared by Kastner in NY after import and also fitted with lightweight magnesium wheels. Unfortunately they didn't place well in the rally, but the surviving models have proved to be quite valuable today. Neil Revington, proprietor of Revington TR in the UK owns one of these cars. Various replicas continue to be campaigned by privateers in vintage rally events throughout Europe.

The TR4A with IRS or independent rear suspension was the successor the TR4 in 1965. There wasn't much difference between the two models except for the rear suspension, which used trailing arms and a differential bolted to the redesigned chassis frame and a few minor updates. It is estimated that around 25% of TR4As not equipped with IRS were instead reverted to a live axle design like the TR4, which was adapted to fit the new chassis.

With only forty-three models ever produced, the most rare production TR4 model is the Dové GTR4. Rebuilt as a coupé by specialist coachbuilder for the Dove dealership in Wimbledon, London, and most conversions were based on the TR4 model, though the sales brochure pictures a TR4A version of these cars. Harrington Motor Bodyworks, who were well known for their construction of the Harrington Alpine, which was a similarly converted Sunbeam Alpine, did the convertibles.

Powering the Dové GTR4 were engine with period extras like a heater in the water jackets, which assisted in early morning starts. Optionally offered in the sales catalogue was some conversions fitted with fully balanced motors by Jack Brabham Motors of Laystall Engineering in London. Using the same materials found in the originally equipped standard TR4 were two jump seats behind the drivers seat. Some models featured a wood-rimmed wheel with riveted perimeter and auxiliary lamps under the front bumper bars. The glovebox lid featured a metalized identifying sticker with 'Dové' proudly displayed. Another 'Dové' logo was found on the rear deck to the left below the lid. To fit the new roof like, the side window glasses were specially shaped with a flat top edge. Custom fitted options included tinted swing-down see-through acrylic sun visors. Each model was customized individually and no two models were the same.

The Dové GTR4 was an attempt to fill the GT category for Europe, which is why the French nomenclature sported an inflection at the end of the word Dové. The Dové had pretty decent acceleration from 80 mph to 100 mph when compared to the standard model. The Dové carried a hefty price tag of £1250, nearly as much as a Jaguar E-Type. Today nearly a dozen Dové GTR4 are thought to still be in existence today.

Sources:

http://en.wikipedia.org/wiki/Triumph_TR4

http://www.hagerty.com/price-guide/1965-Triumph-TR4

by Jessican Donaldson