URING its 16 years of evolution, Triumph have been able
to claim several firsts for the TR series. The TR2 was the
first British production sports car to do a genuine 100
mph. while costing less than £1,000. The TR3 marked the first
production application of front dise brakes. They might even elaim
that the TR4A was the first quantity produced sports car in its
class with independent rear suspension. Replacing the lusty 2,138
cc. four-cylinder engine (stepped up from 1,991 c.c. for the TRA
in 1962) with the 2,498 c.. six was logical enough as engines
usually grow as cars develop. But the TRS was sill able to claim
another innovation last Autumn with the fist application of fuel
injection on a British production model.
On the basis that high maximum and cruising speeds and vivid
acceleration are the essential ingredients of a true sports car, this
magnificent power unit is the answer to the enthusias’s prayer
Once above its rather lumpy ide it explodes its torque on to the
road with efforiess ease to the accompaniment of a melodious
howl from the exhaust which must delight even the most decibel
conscious ear. And, considering the margin of performance over
the TR4A, the inerease in fuel consumption is relatively smal.
Other improvements seem less significant beside the new engine;
the final drive i strengthened and the ratio stepped up from 3.7 to
3.45:1, the rear springs are slightly stiffer, and the powerful brakes
PRICE: £985 plus £275 13s, 114. equals £1,260 13s. 114. Wire
Wheels €38 6s. 8d. Overdrive £60 13s, 114. Tonneau cover
£13 8s. 24.
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Invigorating injection
Tremendous performance from fuel injection
engine; good handling and brakes with firm ride;
comfortable spacious accommodation for two
‘of the TR4A are even better with bigger discs and a vacuum
Servo, The gearbox is the same as before with a rather sticky
change on the test car and, unfortunately, no overdrive. Steering
fand roadholding are enjoyable though not outstanding and the
extra power tends to exaggerate the firm ride and tendency for
the tall to dip when accelerating and cornering hard. Some of the
scuttle shake and body dither on really bad surfaces that we have
criticized before are alo sil evident
Internal modifications have been decreed largely by the Ameri
ccan safety standards. The very civilized cockpit is comfortable,
well ventilated and trimmed, and now made safer by the new
concealed catches forthe soft top, one ofthe best and most easily
erected on any open car. When Tolded the hood takes up most of
the room on the flat shelf behind the comfortable bucket seats so
the car is a pure two seater with adequate luggage accommoda
Performance and economy
‘The six-cylinder engine is basically that ofthe Triumph 2000 with
longer stroke; most of the additional performance comes from the
fuel injection, its manifolding and a much fercer camshaft. As a
result maximum power goes up to 142 bhp. (net) at 5,500 rpm.
(compared with 104 bihp. at 4,700 rpm, for the TR4A) and
torque to 164 Ibi. against 132 IbsR. on the four cylinder unit,
itself a renowned slogger. The effects are most marked in
acceleration, both in top and through the gears. Despite higherirae hing tt sae eggs Spies he yf
fanvart for acca tothe sel bind. The hood fate doen comeeey io
MAXIMUM SPEED
75.180. 859095. 100
Ting TS
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105
MGMGC over)
Triumph TRS continued
searing (21.2 mpc. /1,000 rpm. against 19.8) the 30-50 me
Grops from 8.8 t0 7.0 seconds, and from a standstill to SO mph
from 8.4 50.6.3 s. At 28.7 «the 0-100 mpzh. time is beter by
nearly 20's OF acedemic interest only to most owners isthe ears
ability to pul strongly and smoothly from below 1,000 r.psm. in
top gear. Our straight line top speed, the mean of oppesite runs in
ideal conditions on the Paris Avtorovte, was 117.2 m.phh-—a litle