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Wedge-shaped into the American market - Triumph TR 7 and the end of the TR series

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Created on September 1, 1987

Reading time 5min

Written by:

Rob de la Rive Box / Werner Bartholai (2013)

Photos:

Archiv

40

Archiv

40

Triumph TR 7 (1978) - aus einem Verkaufsprospekt

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Triumph TR 7 (1978) - im Parkhaus

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Triumph TR 7 (1978) - ein Modell in heller Farbe

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Triumph TR 7 (1978) - ein rechtsgelenkter TR 7 auf der "falschen" Strassenseite

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Triumph TR 7 (1978) - im heissen Umfeld

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Triumph TR 7 (1978) - Durchsichtszeichnung - das Sonnendach war eine Aufpreis-Option

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Triumph TR 7 (1978) - Durchsichtszeichnung

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Triumph TR 7 (1978) - Interieur

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Triumph TR 7 (1978) - Interieur der rechtsgelenkten Version

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Triumph TR 7 (1978) - Blick in den Motorraum

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Triumph TR (1953) - mit ihm begann die Erfolgsgeschichte, der TR, später auch TR 2 genannt

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Triumph TR 3 (1957) - Seitenansicht, links

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Triumph TR 4 A (1966) - Promotionsbild mit Dame

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Triumph TR 4 (1964) - Promotionsaufnahme

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Triumph TR 5 PI (1968) - Chassis und Karrosserie stammen direkt vom TR 4 ab, der Motor aber hat sechs Zylinder und in diesem Falle eine Einspritzung

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Triumph TR6 (1974) - die von Karmann geprägte deutsche Linie beim Engländer

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Triumph TR 7 (1975) - Entwurfszeichnung von Harris Mann

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Triumph TR 7 (1975) - Design-Skizzen von Harris Mann

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Triumph TR 7 (1977) - das Coupé mit der auffälligen Keilform

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Triumph TR 7 (1977) - Klappscheinwerfer als Zugeständnis an die tiefe Schnauze

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Triumph TR 7 (1978) - am Design des Coupés wurde während der ganzen Bauzeit kaum etwas verändert

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Triumph TR 7 (1977) - von aussen sah die Automatik-Version nicht anders aus als die handgeschaltete

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Triumph TR 7 (1975) - Durchsichtszeichnung zeigt die Innereien des Coupés

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Triumph TR 7 (1975) - sportlich unterwegs

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Triumph TR 7 (1975) - Skizze des Interieurs

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Triumph TR 7 (1977) - in den USA auch mit Getriebeautomatik erhältlich

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Triumph TR 7 (1977) - auch mit Automatikgetriebe erhältlich

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Triumph TR 7 (1975) - der Reihen-Vierzylinder

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Triumph TR 7 (1977) - der Kofferraum und die mattschwarze Stossstange hinten

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Triumph TR 7 (1978) - RAC-Rallye '78, Tony Pond in #7

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Triumph TR 7 (1978) - Schnittzeichnung mit Erklärungen zum Rallye-Auto

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Triumph TR 7 (1980) - 183 km/h schnell und zeitgemäss sparsam

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Triumph TR 7 (1980) - das Coupé von schräg vorne gesehen

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Triumph TR 7 (1979) - für Sonnenanbeter der Convertible

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Triumph TR 7 (1980) - die offene Version

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Triumph TR 7 (1981) - im offenen Triumph macht das Fahren allen Freude

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Triumph TR 7 (1980) - Interieur der offenen Version

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Triumph TR 7 (1981) - das Cabriolet hatte wie das Coupé 106 PS

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Triumph TR 7 (1981) - das Cabriolet sah auch mit verschlossenem Verdeck gut aus

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Triumph TR 7 (1981) - ein Testwagen

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Summary

Triumph was able to sell around 100,000 TR 6 sports cars. Even more were sold of the TR 7, although this car was under a bad star at the beginning: strikes and shoddy work delayed production; when the various teething troubles had been cured, the value of the dollar - and thus the American market - collapsed. This spelled the end for the Triumph company. This report tells the story of the TR 7 model and shows it in many illustrations and four sales brochures.

This article contains the following chapters

Successful predecessor TR 6
The beginning of the end
Just a coupé and a new factory
Teething troubles rectified
Wedge-shaped bodywork
Also as a convertible
And finally with an eight-cylinder engine
Aimed at the American market
Japanese sedans instead of sports cars
Production overview of Triumph sports cars in the TR series
Further information

Estimated reading time: 5min

Preview (beginning of the article)

Triumph was able to sell around 100,000 TR 6 sports cars. Even more were sold of the TR 7, although this car was under a bad star at the beginning: strikes and shoddy work delayed production; when the various teething troubles had been cured, the value of the dollar - and thus the American market - collapsed. For the Triumph company, this meant the end. Until spring 1973, the TR 6 remained mechanically identical to its predecessor. However, many TR 6 riders complained that they often had problems when they had to ride their souped-up engine in slow-moving city traffic. The factory technicians only saw a camshaft with flatter cams as a solution to this problem. However, the fact that the output of an engine equipped with the new shaft then dropped to 124 hp had to be accepted. Hardly any changes were made to the TR 6 during its 7 years of production.

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