How To Restore Triumph TR7 & 8

Chapter 1

Selecting your first TR

Which TR to choose?

In all probability you have already decided which TR is your heart’s desire; a decision probably made quite subconsciously on the basis of a very brief glimpse of some lucky so-and-so flashing past you, the long, blonde hair of a drop-dead-gorgeous girl blowing in the wind, or some other, equally illogical reason. Me, well I LOVED the sound of the six-cylinder engine and lines of the TR6. Anyway, I am (almost) past noticing blondes; on the very rare occasion I might spot one, as it takes all my concentration to focus on the lady in question, I rarely notice the car she’s in!

However, if you have not quite made up your mind, there are some very logical and unemotional points we should discuss as part of your TR selection process. Sadly, the first consideration must be money; decide where you think you fit into the various price bands for each model as, clearly, it is pointless looking at £10K cars with only £5K available. Take care, however, for you need to cross-check prices carefully.

Along with the basic price issue is the related question of whether you are buying from a dealer or privately. What is your Safety Net Position? Put another way, how much redress do you want? Only you can decide this; many will be happy to pay, perhaps, £1000 more to a reputable dealer, comfortable in the knowledge that if anything goes wrong - even, say, on the M25 on a Bank Holiday Monday - they can pick up the ’phone and get help. Buying privately may save some money but there’s little comeback, so take this route only if you have good technical knowledge, or the close support of someone who ‘knows his onions.’

1-1 No, it’s not spot the TR, but this scene is very evocative of early TR motoring, at least in the UK. Not that I expect all readers to remember these days, but this was how things were when TRs first appeared on our roads.

Buying privately does not guarantee the lowest price, either. There are occasions when buyers take their privately purchased car to a dealer for work or restoration, only to discover that they could have bought a similar car for less from that dealer. Bear in mind, too, that it’s very difficult to value a classic car. Classic Cars magazine carries a monthly valuation review under the headings of Mint, Average, and Rough, whilst Practical Classics also offers valuation information under Excellent, Regularly used, and Rebuild required categories. Whilst it’s sensible to take into account these valuations, the price guide in Classic and Sports Car magazine is probably the best cost reference.

All price guides should be used very carefully, however, as, at best, they give an average price for each category of car. The ‘show’ (or, as I interpret the heading, ‘mint’) price of a particular model may be £10,000, when, in fact, several cars have an asking price of £15,000 - and may well be good value for money. At the other end of the scale, a restoration project may have a price guide of £4500, but several dealers may have examples for £2500! Nothing, therefore, beats seeing the car, asking questions, and getting a feel for the market.

It’s essential you view a number of cars which fall within your criteria of model, price, and condition, before actually getting your money out of the bank. If you’ve really not made up your mind which TR to shortlist, it will resolve several uncertainties simultaneously if we go through the range of TRs available to you, which will give you an appreciation of how each model looks (via a photo), and an outline of each car’s major features. We should also evaluate its scarcity and value at the time we went to press by recording the price range for each car as shown in a recent issue of Classic and Sports Car magazine. I hope you will accept in a spirit of fun the personal views I have of each model, even if they do not completely align with your own.

Lastly, I hope you find it interesting and relevant if I sketch in the major technical developments of the TR range, and the main competitors in the popular sports car market, for you will notice a definite correlation between each company’s technical improvements and what their competitors do next.

A review of the TR range

Origins

Spurred on by MG’s success, particularly in the USA, Triumph set about its own two-seater sports car design early in the 1950s. The contemporary MG that Triumph must have used as an initial benchmark was the highly successful MG TD model. This had a 57bhp, 1250cc engine and ‘traditional’ upright body styling comprising ‘humped’ scuttle, flat-folding windscreen, and cut-away doors.

The TR prototype, for what turned out to be an extensive range of Triumph TRs, was an amalgam of a Standard Nine chassis and Triumph Mayflower suspension. It had a relinered (to 1991cc) version of a 2088cc (85mm bore), wet-linered, ex-Standard Vanguard/Triumph Roadster engine, a Triumph Roadster 2000 gearbox, and 3.7:1 ex-Mayflower rear axle. The front suspension for all TRs up to 1976 was almost the same throughout the whole period, and was, in fact, based on the Triumph Mayflower Saloon of the early 1950s. The car was shown at the 1952 Motor Show as ‘20TS,’ and visitors to the show must have thought the TR’s smooth aerodynamic body shape both revolutionary and really far-sighted, compared to the traditional MG TD.

1-2 Interested in classic TRs but can’t tell one from the other? This picture should help. From left to right: TR2, TR3A, TR4A, TR6, and TR7.

However, the TR was subsequently tested by Ken Richardson, and the car - and chassis in particular - declared a death trap! Under Ken Richardson’s close supervision the car was redesigned. The characteristic TR2 faired headlamps and flat windscreen were retained, but the rear body shape was squared-up slightly from the original prototype. It was the chassis that received the most radical change in order to overcome the flexing problems of the original.

The prototypes that followed were called TR (for Triumph Roadster) 1 but no TR1 production units were made, and, to the best of my knowledge, all prototypes were scrapped. They were a vital step toward realising the Triumph company’s ambition to offer a choice to those seeking a low cost, fun sports car who, to date, had had to look no further than the nearest MG showroom. The next link in the TR chain occurred in 1953 with the introduction of the TR2.

Sidescreen TRs

My opinion is that the TR2, TR3, and TR3A offer the appeal of rarity, and will turn heads wherever they go. I think few would disagree, however, that they are not best suited as daily transportation except in the most pleasant of climates. The space available within the cockpit is limited, as is luggage capacity; they leak; the steering is heavy and, in standard form, there’s a couple of inches (roughly 50mm) of ‘play’ at the steering wheel. They come into their own as a second or third car for occasional use, and their cost should be considered in that context.

You should be aware that these cars do not have wind-up side windows. The TR2 and TR3 have (removable) sidescreens. Obviously, if you enjoy a Californian-like climate this is, as they say, no problem. If you live in less balmy climes, decide whether this is acceptable. It depends on how you want to use the car, and your own fortitude. If it’s your first and only mode of transport, I would not recommend a sidescreened TR in anything but the warmest of climates, but many TR owners would totally disagree. I can still remember the admiration I felt when I saw off a lovely couple I’d just met in their 2, top-down, from a hotel ‘do.’ Nothing remarkable about that, I hear you mutter, but it was a very frosty, mid-January night with a temperature of around -10C (about 20F). Mind you, they did don leather helmets, and, I guess, sneaked the heater on just a little after they had left the hotel grounds!

As a general rule-of-thumb, it’s sensible to steer towards the wind-up windows of the TR4 (and onwards) if you envisage the car providing long-distance, all-weather transportation. That said, there is a major focus these days on the sidescreened cars, and they are generally selling well, with good examples finding new homes quite quickly. Let’s look at each of the sidescreen cars in a little more detail.

TR2 (1953 to 1955) (photo 1-3)

By the time production of the TR2 started, the chassis had been dramatically stiffened, but the ex-Vanguard, wet-linered, four-cylinder engine was retained in 1991cc/83mm bore format. The original gearbox and rear axle were also retained. The formula proved a success, for 8636 cars were built, 5182 of which were exported.

The MG of the day was the ‘TF’ model, with its 1250cc engine and identical performance to the preceding MG model. MG was forced to uprate the engine to 1466cc but, not surprisingly, this did little to stimulate sales, and the TR2’s streamlined body shape must have seemed a significant improvement to the buying public and motor manufacturers alike. Furthermore, the TR’s 90bhp gave it a top speed of 108mph, which was faster than the TF and no doubt contributed to the TR2 breaking into a sports car market long dominated by MG.

This first TR used drum brakes on all four wheels. The front suspension was by unequal length wishbones and telescopic shock absorbers, whilst steering was by worm and peg. The rear suspension was totally conventional for the era, using a pair of leaf springs to provide the suspension and locate the rigid rear axle. Rear shocks were lever arm type. Overdrive was available as an optional extra on top gear, which was an innovative development.

One improvement was mooted during the production run. The original doors ended at the bottom of the sill, effectively hiding the sill, and cars with these deeper doors became known as ‘long door’ TR2s. Some found that the original doors struck the kerb, which made exiting the car difficult, so a shallower door with a visible sill was introduced in 1954. The later cars became known as ‘short door’ TR2s.

It’s estimated that a total of only some 2500 TR2s remain in existence today worldwide, the majority of which - nearly 1800 - are in the USA. I estimate that nearly 600 remain in the UK, however. Classic Car valuations range from £7500 (rough), £9000 (average), and £12,000 (mint) at the time of going to press.

1-3 The TR2, first of the TR range of sports cars. Introduced in the early 1950s, the TR2 is just as classically stylish today.

TR3 (1955 to 1957) (photo 1-4-1)

10,032 of the 13,377 TR3s produced were exported, maintaining Triumph’s steady penetration into this (for Triumph) new market. This was in spite of the fact that the competition was not standing still, and the improved handling (due to a lower centre of gravity), streamlined MGA was launched in 1955 with rack and pinion steering, and a new 1489cc, 72bhp engine.

TR innovation continued, too, with the introduction of 11 inch front disc brakes, several years ahead of Triumph’s arch rivals. These were initially an optional extra but were standardised in 1956. The TR3 retained the 1991cc, wet-liner Vanguard engine, which, as an aside, was a development of a Ferguson tractor engine, although power was increased to 95bhp. The TR3 used the more robust Vanguard Girling rear axle, but otherwise had few significant differences.

Approximately 1700 TR3s are thought to remain throughout the world, with close to 900 in the US, and approaching 600 in the UK.

Classic Car values are £7000 (rough), £8500 (average), and £12,500 (mint).

1-4-1 The second of what became known as the ‘sidescreen’ TRs; the TR3. A relatively small proportion of TRs left the factory with wire wheels, but this car is non-standard by virtue of its retro-fitted, heavy duty wire wheels, and broader section tyres. It still looks very attractive, though.

TR3A (1957 to 1962) and TR3B (1962) (photo 1-4-2)

MG upgraded the MGA in 1958 with a 1588cc engine and disc brakes, and again in 1961 with a 1622cc/93bhp engine; the car did much to revive MG’s image.

Triumph introduced the ‘3A’ with its optional 2138cc, 100bhp engine. The 3A’s appearance was revised slightly by a new front (panel and grill), and exterior door handles that were lockable. The Triumph had yet to match the MG’s handling, however, and weatherproofing was still by sidescreens. Nevertheless, the 3A was an outstanding success, as illustrated by the 58,309 cars produced - 52,478 of which were exported - or an average of over 10,000 cars per year; a production rate in the order of three times the average annual output of the previous model.

TR development continued and, in 1962, the TR3 standardised on the 2138cc engine and front disc brakes. To Triumph this was simply a continuation of the 3A’s production run but, to the majority of Triumph enthusiasts, this amounted to the introduction of the ‘TR3B.’ This model still does not officially exist, but 3334 were manufactured - solely for export markets. Whatever the model was called, this production run was the last of the sidescreened TRs, since the TR4 design showed the way forward by introducing TR drivers to the comfort of wind-up windows.

There are thought to be in the region of 9500 surviving TR3As, but perhaps only 250/300 TR3Bs are available for us to enjoy. Of the sidescreened TRs, the 3A is not only the most numerous, but probably the best-loved. This is probably why Classic and Sports Car values for the ‘A’ are £7000 (rough), £8500 (average), and £12,500 (mint), whilst the ‘B’ has the slightly lower, but still impressive, price profile of £7500, £9000, and £12,000.

1-4-2 The TR3A model was built in greater numbers than the 3. It would be difficult to tell the two apart at this distance were it not for the wide pressed aluminium radiator grille, although the 3A’s door handles are just visible. The 3A has a huge and committed following still.

Non-sidescreen TRs

The TR4, TR4A, TR5 (and TR250), and the TR6 provide much more in the way of creature comforts in almost every respect. To be fair, I do not believe many TRs made before the TR7 are still in true daily use. Many are available for daily use but when snow, ice, or salt are around their owners mostly take the bus. Not, mind you, because they’re concerned about their car’s performance or reliability, but understandably anxious to keep it in pristine condition.

These later TRs were made in (increasingly) larger numbers than the earlier models, which means two things: there were more to survive (and more did survive), and spares are more readily available to help keep the survivors on the road. Furthermore, commonality of parts within the TR4A, 5, 250, and 6 ranges means that, generally, more spares are used and they are cheaper to buy.

TR4 (1961 to 1965) (photo 1-5)

For the TR4 Triumph revealed its clever ‘one major change at a time’ development policy, retaining an almost unchanged chassis, suspension, and engine design, but introducing an Italian redesigned body style - the Michelotti shape, which was, in fact, retained for the subsequent TR4A and TR5. There were other improvements; notably rack and pinion steering, and a wider track (no doubt intended to improve handling), and synchromesh on all four forward gears. Manufacturing volume was retained at the 10,000 units per annum level with a total of 40,253 cars produced, of which a very creditable 36,803 (over 90 per cent) were exported.

Unfortunately, the competition leapt ahead by introducing the MGB in 1963. This was significant by virtue of its unitary construction that integrated a now redundant chassis into a stress-carrying bodyshell, with significant weight and rigidity benefits.

There are thought to be about 4000 TR4s worldwide, with the majority (2250) Stateside. The model has a UK valuation spread of £4000, £7000, and, in show condition, £13,000.

1-5 The TR4 is quite different in appearance with its very pretty Michelotti-designed body. Underneath, it was not so different, however, and took advantage of the best features of the sidescreen model’s engine and running gear. The TR4 offered greater comfort in the form of higher door lines and wind-up windows, and provided the basis for two subsequent models.

The TR4A (1964 to 1967) (photo 1-6)

Whilst the competition took developmental ‘time-out,’ Triumph took a leap forward with the introduction of the TR4A, with its new chassis and IRS (independent rear suspension). Critics of the day complained that the engine had not been updated, and that the car was under-powered. They may have been right, but it is my view that Triumph probably got its development program about right, and the introduction of a new chassis and IRS was enough to swallow in one step. Besides, the TR4A was actually more different than it appeared at first sight as the body had numerous under-the-surface changes, although the outer panels remained the same. I wonder if the critics of the day realised or cared about such detail?

However, this is hardly relevant to our current-day review of the offerings available to you, the prospective TR-er, so let us conclude with the current numerical assessment. Of the 28,465 TR4As produced, 22,826 were exported, and about 4000 remain worldwide. Some 1400 to 1500 can be found in the UK, but the US can boast something approaching 2500. Valuations range from a low of £4500, excellent examples are valued at £7000, and up to £12,500 is asked for show standard examples.

1-6 The TR4A had the same beautiful Michelotti body and basically the same four cylinder engine as earlier TRs. Underneath, however, Triumph introduced the exciting concept of independant rear suspension, and a number of detail changes, too. I doubt you need me to tell you that the 4A is on the left; we get another opportunity to enjoy the TR2 shown in photo 1-3.

The TR5/TR250 (1967 to 1968)

In 1967, with the introduction of the 150bhp, straight 6, 2912cc MGC, MG had what appeared to be, and should have been, a significant development. This MG appeared, initially, to have the major advantage of a unitary constructed bodyshell.

Fortunately, Triumph TRs also developed - at least in the engine department, and at least in some markets - with the introduction of the TR5 (photo 1-7), and its US version, the TR250 (photo 1-8). Both variants were fitted with a 2498cc, straight 6-cylinder engine developed from Triumph’s saloons, but the induction systems, compression ratios, and rear axle ratios were dramatically different, depending on the destination of the finished car. Vehicles bound for the USA had twin Stromberg carburettors, and low compression (and correspondingly low performance), and were designated TR250. Some 8480 were built, but only 600 or so survive.

1-7 Arguably the best - and certainly one of the rarest - of the lot: the TR5. The Michelotti body styling augments this technically superb vehicle, with its fuel injected, six cylinder engine, and independent rear suspension.

1-8 The USA received a carburettor inducted version of the TR5 called the TR250. The carburettors are the giveaway under the bonnet whilst, externally, it is easily distinguished by the bonnet cross stripes.

The UK and many other export markets did rather better in that not only was the TR5’s engine petrol injected (hence the PI), but the compression ratio, camshaft, and performance of the car were rather more compatible with a sports car. In fact, the 2947 TR5s produced were quite brisk as a result of their reputed (but probably optimistic) 150bhp. Top speed was in excess of 115mph but, more importantly, acceleration was very satisfying.

Why such a short production run? Retention of the basic TR4/4A Michelotti shape was only an interim ‘bridge’ until the restyled TR6 shape was ready. The 5 acted as the perfect development stepping stone for the petrol injected, 6-cylinder engine, and was completely compatible with Triumph’s development policy.

It’s very satisfying to report that about 800 TR5s are thought to survive, which is a lot, considering the small initial production run, and the years that have passed. For once the UK can claim the lion’s share, but I did establish, to my surprise, that at least 9 examples reside in the US.

TR5 valuations reflect its desirability, ranging from £5800, through £10,000 to £14,000. The TR250 comes, of course, solely with left-hand-drive with about 1500 remaining, mostly in the USA. I guess the Classic and Sports Car valuations of £3500, £5000, and £8000 in the UK reflects these factors.

Whilst many TR owners, and many non-owners, for that matter, would not agree, it is my belief that the TR5 is the most desirable of the TR range; its performance, rarity, spares availability, and superb lines make it the best. There must be those who do agree, however, as it is currently one of the most expensive TRs available.

The TR6 (1969 to 1976) (photo 1-9)

The TR6 enjoyed a 7 year life - the longest production run of all the TRs - but not the highest sales volume, as we will see shortly.

Like the earlier 5, the 6 was also produced in two versions: the de-tuned US model, and the sportier UK/rest-of-the-world offering. The situation is slightly complicated by the fact that the tune of both versions was adjusted in 1972: basically, further de-tuning both versions and (on US models) introducing the first of an ever-escalating amount of de-tox, anti-pollution equipment. The chassis of these cars was fundamentally the same as the TR5 (some variations are explored in the appropriate chapters), and, as we have already established, the engine from the 5 was put to further use.

What was different - but, cleverly, not as different as it at first appeared - was the TR6 body. The Karmann company redesigned it to utilise many of the existing TR4A/TR5 body pressings. The external boot/trunk and bonnet shapes were changed significantly, and Triumph TR6s still used a separate chassis and body construction, which does not bear comparison with the 6-13 year headstart MG enjoyed with the far superior unitary construction roadster bodyshell. I suppose it makes little difference to our perception and valuation today of how up-to-date a car’s design was at the time of manufacture. To prove the point, I confess to owning the TR6 in photo 1-9, and loving it! Just imagine, however, what a car the TR6 would have been with a unitary bodyshell; it would have knocked spots off the competition ...

1-9 The TR6 was a very clever updating exercise by Karmann (of Karmann Ghia fame), using all but the front and rear skin panels of the TR5. This 1972 car has a particular place in my affections, and is shown beside my 1970 3500cc MGB. This might not be the right place to say which is the quicker of the two, but the TR does have a rather nicer registration plate ...

In fact, perhaps fortunately for Triumph, it did not have to, for MG was being knocked about by press and buying public alike. All hated the MGC’s poor handling; as a consequence, it was withdrawn in 1969, leaving the TR6 without competition in the popular 6-cylinder sports car market. Sales reflected this and production figures were 77,938 (carburettor US), and 13,912 (UK). Average sales were 13,000 per annum.

The number of TR6s remaining today is also encouraging: there are nearly 6500 examples of the US carburettor model still around, and it is thought that some 4500 petrol injection cars still exist worldwide. Lately, values have slipped to around £4500, £7000, and £11,000 for show quality examples of the latter model. You can probably think in terms of a 10 per cent reduction for the carburettor version in the UK.

The ‘Wedgies’

These TRs had a surprisingly shallow (front to back) boot/trunk area, considerably smaller than that of its predecessor, the TR6. The 6, however, was unusually well equipped as far as luggage capacity was concerned. I’m not worried about luggage, you cry! Fair enough, but do note that the 7 and 8 are slightly more difficult to enter by virtue of the very deep sills (a la E-type Jaguar).

Once seated, however, two major 7/8 advantages become clear: the cockpit is wider than any of its non-sidescreened predecessors, and the top of the TR’s windscreen seems higher than on the earlier TRs, which not only assists forward visibility, but makes driving the TR7 quite comfortable, even with the hood raised.

The TR7 is known in the USA - I suspect not always affectionately - as the ‘flying doorstop,’ but even if you are not entirely sold on its wedge shape, take into account that it definitely reduces wind noise at high speed, doubtless aided by the lower frontal area and sharply swept screen.

The TR7 and TR8 (1975 to 1981) (photo 1-10)

I mentioned earlier that the TR6 had not achieved the distinction of being the highest number model TR produced. In fact, the TR7 achieved 112,368 units, and the 8 a further 2743, making a grand total of 114,463 in 6 years of production. Exports were a creditable 88,000 units, whilst the average annual sales figure was slightly over 19,000.

The car did finally enjoy a unitary construction bodyshell, and Triumph took the opportunity to make other changes, too. In fact, Triumph swept aside its previously conservative one major change at a time approach and changed everything, radically! The buying public of the day clearly liked the ‘clean sheet of paper’ approach, as sales figures show.

I believe sales could have been higher still had build quality and continuity of production allowed the car’s full potential to be realised. The sleek, wedge-shaped bodyshell was wider than on previous TRs; wind noise was much reduced, and the rear suspension reverted to a well located live axle with a consequentially improved ride. All factors that I applaud.

However, don’t go looking for a pre-1979 Roadster (open-topped) version of the TR7; there were only coupes up to this point. This ‘oversight’ may have something to do with the fact that the number of cars thought to remain in existence today (Roadsters and coupes) is in the order of between 15,000 and 20,000. The TR8 has stayed the course very well indeed, although I find the number of TR7s still in existence slightly disappointing. Considering that it is the most recently produced model, it appears to have suffered almost the highest attrition rate of all the TRs.

Triumph may not have engendered long-term love for the model, either, by reverting to a 105bhp, four-cylinder, 1998cc engine for the TR7 and, at least initially, a 4-speed, no overdrive gearbox. The gearbox decision was subsequently corrected with a good 5-speed ’box, but the V8 engine the car needed was not fitted until late in the model’s life, thereby creating the superb TR8. Too late, though, to undo the suicidal policies, actions, and poor quality of previous years.

So, despite its sad story, is this a TR you should contemplate? Yes: I believe the 7 has many fine qualities and the 8 (or a well-converted TR7-V8) is a great car. The attrition rate I spoke of earlier has the benefit of ensuring there are lots of spares available, which could work to your advantage. Indeed, the coupe versions are so readily available that their price almost enables Roadster owners to keep one in the back yard just for spares! Even more important is the fact that the unitary bodyshell build allows for the car to be used as everyday transport, and the coupe versions should allow even those without garaging to consider a TR7 as everyday use. It’s still a TR, after all ...

These TRs offer a more comfortable ride than earlier cars, yet have probably slightly superior cornering capability. Track is approximately 10 per cent wider than the non-sidescreened cars. If I had to drive 500 miles in a day, and could choose any of the TRs, it would be the TR7 (V8, of course!) Roadster.

This leads me to conclude on a cheerful note. There seem to be about 1700-1750 TR8s remaining; about 100 or so in Europe and the rest in the US. A very low attrition rate, from which, I conclude (as the advertisement says), that size really does matter!

1-10 The TR7 was a radical change of shape and technology, and is none the worse for that. The model attracted more buyers than any other TR. The same aerodynamic shape was also used for the 3500cc TR8 variant.

Conclusion

So, you think you’re narrowing down the field by virtue of the price you are prepared to pay; that’s not the end of it, however. The useful life of the car is an equally important factor.

Obviously, we all want our classic to last indefinitely, but even a well restored classic has a finite life span. You should reckon that an average, well restored car will probably require further major attention in about 8-12 years. Do you want a car that requires further restoration in 1 year or in 10 years? If it’s the former, then clearly you are looking for a car in the bottom half of the ‘Excellent’ category, or possibly top of the ‘Good’ category. If you’re not into restoration, and want years of (hopefully) trouble-free enjoyment, then you are into the ‘Show’ range of cars on offer; make your shortlist of TR models accordingly.

If you’re buying a donor car for its components, you’ll be more interested in the parts than the price. The completeness or availability of parts, rather than, say, condition of the chassis, will be most important, as you could have decided, even before seeing the car, that you will fit a new chassis. If you are buying a CP 150bhp, fuel injected 6, is the correct distributor and fuel injection equipment in place, or at least supplied loose with the car? If loose, why? The distributor is rare in that it has a mechanical tachometer drive, which you must ensure is there.

If you are after a car to bring up to concours standard, then you are looking for a host of original detail: far better to have an original part in any condition, than a brand new, shiny, non-original replacement.

Hopefully, by now you’ve settled on a shortlist of models; it’s now time to refine your options further by spending a few seconds on the matter of colour. If you’re buying a donor vehicle for immediate restoration, colour is not too important. If, on the other hand, you’re buying a car to drive and enjoy for the next 10 years, getting it in a colour you like moves up the priority list somewhat! There’s no point in even looking at a car - particularly one at the top of your price bracket - if you hate the colour. Furthermore, although it sounds obvious, do establish what colours you do wish to pass over; some have an impressive official name that may not identify what the colour actually is. I’ll upset too many if I mention the official colour by name, but I recall travelling many miles to view a Triumph that I thought would be a very nice shade of blue, but which turned out to be (to me) a quite unacceptable colour. Before you leave home, establish what the base colour is.

I have taken you through the practical steps, which I hope has helped. At the end of the day, you will have to go and see for yourself, in which case be prepared for the heart taking over! Everyone has a view and/or opinion of which is the best model, which colours are beautiful, and which body shape is the most pleasing. It might be as well to look at some of the problems and pitfalls that await the first-time TR buyer, starting with a few more golden rules ...

Buying - some golden rules

Take particular note of the first rule: do not buy the first car you see - shop around.

Strangely enough, the second rule applies to personal chemistry, and requires that, initially, you ignore the car. Talk to the person who is selling the car, and establish whether he is the sort of person you want to buy a car from. Are you comfortable with what he is saying, how he says it, and the general interaction between you? Of course, many vendors - particularly professional car salesmen - have a natural ability to sell anything; nevertheless, this is an excellent starting point.

Thirdly, establish that the vendor has the right to sell this car. Is it his car, does he have the log book? If so, ask to see it. Is he the registered owner, and if not, why not? Do all numbers in the log book tally with the car? Is the engine number (in particular) right for the car: a 150bhp CP engine in a 125bhp CR series TR6 may be no bad thing, but the reverse would devalue the car. TR2 engines appear in TR3s. Some six-cylinder cars have an engine with an MG prefix. This could be an ex-Triumph Saloon engine with 135bhp power output, but it could also be a factory replacement engine, in which case you should see the original receipt. If you don’t check this detail when you’re buying, you can be sure that your buyer will note the discrepancy when you’re selling