[This is forwarded from Tim Buja]
Thoroughbred and Classic Cars August 1990
TR7
Classic Choice
The last of the Triumph TRs had a controversial six-year career but its
status is growing all the time, as Graham Robson explains.
Fashions change, while the reputations of Classic cars come and go -
which explains why British Leyland's TR7 and TR8 are only now being
appreciated.
When it was new, most pundits were ready to criticise the TR7 - first
because it was 'export only', then because of its controversial
styling, and also for its so-so build quality. British Leyland didn't
help itself because the launch of the convertible and TR8 derivatives
was delayed by years, rather than months.
It was all overstated. Once one had fought through the whingeing of
TR 'traditionalists' - who liked to see a separate chassis, independent
rear suspension and six-cylinder engine - the TR7's true worth emerged.
It was stiffer and more durable than any previous TR, it was the best
riding and handling TR of all time, and it was comfortable and
comprehensively equipped. Add the easy supply of parts today and you
will see why the range's reputation is currently rising.
The convertible and V8-engined TR8 versions, in particular, were
attractive sports cars by any standards and they are desirable for one
very good reason - they were the last Triumph, indeed the last BL,
sports car of all time.
Triumph became one of the many marques controlled by British Leyland
in 1968. This new colossus took time to evolve a corporate plan for it
sports cars, but eventually decided to launch one new range. Triumph
beat MG in a 'design competition' and set out to produce an all-new car
which would be built at the Speke factory, near Liverpool; it went on
sale (USA only at first) in 1975.
The car was styled and constructed with an eye to the United States
market, where proposed legislation meant that the new car was designed
as a coupe. As with all previous TRs, the strategy was to use many
existing corporate 'building blocks' - engines, gearboxes and axles -
while the front suspension was to be common with a new Rover-Triumph
'SD2' hatchback, a project which was later cancelled.
Product quality was poor at first, sales fell below expectations, and
there was constant industrial strife at British Leyland. This explains
why the launch of convertible and TR8 versions was long-delayed, why
the 'Sprint' and long-wheelbase 'Lynx' versions were cancelled, and why
assembly moved to Canley in 1978, then to Solihull in 1980.
TR7/TR8 assembly ended in 1981. BL accountants said that it was a
big loss-maker, yet more TR7s were sold than any other Triumph TR
sports car. Something didn't add up, did it?
Model History
The new TR7 coupe, codenamed 'Bullet', was always intended for
assembly at Triumph's new Speke factory on the outskirts of Liverpool.
Series production began in 1974, ahead of public launch in January
1975.
The TR7 coupe was first available in two-litre, four-speed manual
guise; all of the original cars were left-hand drive USA examples.
Sales to the rest of the world (including the UK) began in May 1976.
>From the autumn of 1976 a five-speed manual 'box and heavy duty rear
axle option was unveiled, based on Rover 3500 SD1 components, along
with optional Borg-Warner automatic transmission. These options were
USA only at first, but became optional in the UK for 1978.
The Speke workforce went on strike for four months in 1977-78, which
resulted in a 127bhp/16-valve 'Sprint' version and a projected 'Lynx'
hatchback being cancelled. The launch of the TR8 was also delayed for
two years.
In May 1978 the Speke factory closed and TR7 production resumed at
Canley in the following October. The TR7 convertible and TR8
coupes/convertibles went into production at Canley in 1979, all of the
early models going to the USA. UK deliveries of TR7 convertibles began
in March 1980, but the TR8 was never officially sold in the UK.
British Leyland reshuffled manufacture again in 1980 by starting to
assemble TR7s and TR8s at Rover's Solihull factory from April, although
Canley production did not cease until August 1980. The last TR7s and
TR8s were built in October 1981, all late-model TR8s were convertibles.
Prices then and now
When the original TR7 coupe went on UK sale in 1976 it was priced at
3,000 and was only available with the four-speed manual gearbox. By
the beginning of 1978 it was listed at 3,573, or 3,835 for the
automatic version.
After production re-started at Canley towards the end of 1978, the
five-speed coupe cost 4,764 and the automatic version 4,963.
From the spring of 1980, when the convertible was available, TR7
prices ranged from 5,959 (convertible, manual transmission) to 6,454
(coupe, automatic).
In autumn 1981 the last recorded prices spanned 6,999 (convertible,
manual transmission), 7,258 (coupe, manual transmission), and 7,597
(coupe, automatic transmission).
TR8s were never officially price-listed in the UK. Purely for
guidance, I would estimate that in 1981 they *might* have sold for
1,000 - 1,500 more than the equivalent TR7.
For some years after that the values of all TR7s dropped like a
stone, and by the end of the Eighties conventional trade guides listed
late-model TR7 coupes at around 2,500 and the more desirable
convertibles at around 2,700 - 3,000.
TR7s and TR8s *are* now listed in our sister magazine *Collector
Cars, Price Guide and Auction Review*, and our experts state the
'Classic' values have already started to move up again:
-best-quality TR7 coupes may now command around 3,000
-best-quality TR7 convertibles may fetch around 4,000
-TR8s - especially convertibles - now sell for at least 9,000
At this moment, however, the appeal and the glamour is going out of
certain older and less worthy sports cars because prices are too high,
and this might mean that buyers turn to the TR7s and TR8s instead. The
values quoted above may be left behind in the next year or so.
What to look for
Although the TR7 has been out of production for nine years, we have
not heard of a restoration specialist. Enthusiasts must rely on Rover
dealerships for parts supply, and on fading memories for restoration
expertise.
Charles Golding of Dennis Golding Motor Engineers, Chingford (tel.
081-529-7979) not only used to run the workshop at the old
Triumph-London service centre on Western Avenue, but has rallied an
ex-works TR8 and has worked on many other TR7s in the past few years.
His TR7 experience is both good, and bad...
Bodywork
Except in isolated areas, the TR7/TR8 monocoque structure seems to
last well, until rust takes hold in several important places. Coupes
and convertibles have a similar corrosion record and there are some
awfully rotten TR7s about these days, since the oldest UK market
examples are nearly 15 years old. Although the whole car is
susceptible to rust when it gets older - none of the shell is
galvanized, or treated with ultra-efficient corrosion proofing material
- the worst visible area of the shell is the seam at the rear wing/sill
junction; it's external, and open, and can rot right through.
The biggest potential structure problem is where the rear suspension
trailing arms pivot from the underside of the floor; at this point
there is flexure, which tends to rot. To spot corrosion signs slide
the seats forward, lift up the carpets and look at the floorpan from
inside the car. Dennis has actually seen this section pulling out of
the floor. The semi-trailing arm locations, on the other hand, are
higher and better protected, and rarely give trouble.
More potential trouble spots are the front suspension turrets, which
are heavily stressed, and the front and rear wings (inner *and* outer,
where there are water and filth traps). But here's a cautionary
comment - not only do rear wings rot, along with the inner panels, but
replacement parts are no longer available from factory sources. The
headlamp pods are cast aluminium and regularly shed their paint.
The panel at the base of the screen, when removed, exposes a water
trap which may have attacked the whole of the bulkhead. The bonnet and
boot panels, where double-skinned, can start to blister through. Any
car offered with filler at the corners can be hiding real trouble
elsewhere.
The entire front suspension and steering is supported by a sturdy
sub-frame, which looks expensive. Unlike those fitted to Minis,
however, these seeem to be very robust and should not have gone
seriously rusty.
Engines
There are two types of engines to consider.
Over the years the Dolomite-based FOUR-CYLINDER ENGINE has been
slammed by pundits for head gasket failures and corrosion problems.
Some of this has been overstated, for later engines *if properly
maintained* have been totally reliable.
Dennis insists that engines which have been kept internally 'clean'
with the correct concentration of anti-freeze/inhibitor in the cooling
water do not suffer corrosion. The cylinder head problem was that two
rows of fixings - one of bolts, one of studs - were not parallel, and
that improper sequencing and torqueing down of heads meant that the
joint suffered a lack of gasket 'nip'. Engines which have blown
gaskets may have lost their water and warped the head; these may then
have to be skimmed but because of the angled stud/bolt locations this
is rarely satisfactory. New heads are still available.
The timing chains tend to slacken off, and at some point the
tensioner (a mechanical tensioner, operated hydraulically) reaches the
end of its adjustment and tends to pop out of its housing. A noisy
timing chain therefore should be a dreadful warning - change it before
mechanical mayhem follows.
The camshaft runs directly in the cylinder head which isn't a problem
unless there has been a gasket failure and the head has distorted.
Planed heads tend to result in cams running 'tight' in the head. On
very high-mileage cars Dennis has seem cam buckets which have actually
elongated their recesses in the cylinder head.
Another symptom of old age may be a jackshaft which has 'walked'
forward out of the engine, due to tight water pump/distributor
tolerances reacting on the skew gear.
V8 ENGINES, as fitted to TR8s, have a very easy time in this car, for
they are under-stressed. They are reliable unless over-revved, and
after-market tuning kits often bring pain as well as pleasure to the
owners.
On both engine types the SU carburettor spindles wear and may cause
sticking throttles, while TR7s with an over-run valve in the butterfly
can also suffer slow throttle closing action; the first requires a
rebuild, the second can also be solved by soldering the valve closed.
Water pump changes, often needed at this time, are much more tricky
than you might expect - consult the fitting instructions! Viscous fans
are somewhat expensive, the bearings wear and the viscous material
loses its effect. Distributor base plates seem to float around a lot,
and ruin the points settings - if originality isn't vital, a change to
something like Lumenition ignition seems to work wonders.
Quite a few 'TR8s' have been created by the re-engining of TR7s, but
many have been done badly. It's easy enough to drop a V8 engine into a
five-speed TR7, but to get the cooling system, the brakes, the wheels
and the transmission right is time-consuming, costly, and complex. If
you are tempted to buy a right-hand drive TR8, study the chassis
number/VIN number quoted here to see if you are looking at the real
thing (very rare) or a conversion.
Transmissions
Although automatic transmission cars were quite popular in some
markets, very few seem to have survived and we can't see them ever
becoming collectors' cars.
The later-spec, five-speed gearbox is much stronger (and more
desirable) than the original Dolomite-based four-speed unit, which was
mated to a Dolomite rear axle. Four-speeds tend to wear much more
rapidly than five-speeds.
Five-speeds (which are basically the same as used in Rover 3500s and
even some XK-engined Jaguar XJ6s) often have quite a notchy change but
are strong; in any case all spare parts are available and the unit can
easily rebuilt. Look for worn layshaft bearings, and worn third-gear
synchromesh on old cars.
Steering, suspension and brakes
There are various irritating wear points. The steering column nylon
bush (in the bulkhead) not only wears, but it also tends to squeak.
Badly lubricated universal joints on the column also wear and tighten
up, and this helps to promote a jerky action. Racks, on the other
hand, are very reliable.
Anti-roll bar rubbers (very cheap) need regular replacement,
front-end ball joints eventually develop slop, and it is easy to fit
replacement damper inserts to the MacPherson struts. Trailing and
semi-trailing arm rubbers wear quite rapidly, disrupting the rear axle
location and causing rattles. Dennis commented that this is a poor
substitute for a proper five-link system! One of the best restoration
tweaks to make TR7 handling more precise is to fit competition-type
(harder) rubbers all round the rear end.
Because of their restricted size and travel, the rear dampers don't
seem to last long, especially if the suspension rubbers are badly worn
and the axle is flailing around quite a lot. Replacements are readily
available and easy to fit.
Interiors
By comparison with earlier TRs, the interiors of TR7s are
well-equipped. The plaid interior fitted to some cars seems to get
dirty rather readily (but also cleans up well), while the seats have
been known to lose their shape at high mileage. The carpets suffer
quite badly from scuffing, especially on the driver's side.
Incidentally, don't be tempted to buy a left-hand drive USA-spec car
and attempt a conversion to right-hand drive. This, though not
impossible, is *very* complex, and we understand that right-hand drive
dashboard supplies have now dried up.
Road tests
The TR7 was always a controversial car and this was reflected in
Press comments and public perception at the time. When it was launched
in 1975, Jeff Daniels, *Autocar's* Technical Editor, thought it so
transatlantic that he wrote "one has to start with the basic idea that
the TR7 is an American car..."
Comments became more balanced as British Leyland's traumas died away;
the convertible, in particular, was received kindly. As for the
original four-speed coupe, *Motor* testers stated that it had
"startling styling" and that it was "fun to drive", but they thought it
was "let down by lack of refinement, an unpleasant gearbox and poor
visibility". Their summary, however, was that "The TR7 is a good car.
With a little further development it could be a great car. It has much
going for it...it is a very comfortable two-seater."
*Autocar* testers were in broad agreement, noting that the
"thoroughly modern TR7 may have an old-fashioned live axle, but it
beats its predecessors hands down when it comes to handling and
roadholding."
Five-speed cars were received with even more enthusiasm, especially
the convertibles. *Road and Track's* staff wrote that they found
themselves "very enthusiastic about the styling of the TR7 convertible.
It simply looks right - it's what the car should have been all along,
with a clean crisp shape..."
*Autocar's* opinion of the convertible was ecstatic, for it stated
that this was "much more than just a convertible version of the TR7.
The new Drophead presents a changed and greatly improved concept for
BL's sporting two-seater." Of the transmission, too, they wrote that
the "Rover-origin five-speed gearbox [gives] much more suitable
gearing...it is much higher geared and gives a pleasantly long-legged
feel to the car's cruising stride." The same testers commented
favourably about the convertible's structure. "The TR7 feels all in
one strong piece, even when bad bumps are hit at speed."
The TR8, though short-lived, had an even more varied reception. When
*Autocar's* John Miles tried a UK-registered car (though in
USA-specification), he wrote the "The normally superb Rover V8 engine
wheezed and struggled under the burden of its emission and conditioning
equipment." He also decided that "terribly soft suspension made the
car feel constantly uneasy. It wallowed a second or third time in
sympathy to gentle undulations taken hard ... Dammit, [Americans']
demands have turned this potentially super sports car into just another
floppy handling and riding boulevardmobile..."
*Road and Track*, on the other hand, was much more impressed with the
TR8: "It's 0-60mph time of 8.4 seconds puts the roadster in an
acceleration league populated for the most part by cars that cost more
than the TR8...Just when it seemed as though we would never again see
another mass-produced, lusty-hearted, convertible sports car, here
comes the Triumph TR8. You aren't going to have to track down a
Sunbeam Tiger or older Corvette after all."
Even so, its opinion of the handling matched that of John Miles:
"The front end is rather soft, diving sharply under braking ... Perhaps
an optional, stiffer suspension will be offered later."
When the TR7/TR8 range was killed off, *Car and Driver's* obituary
ran thus: "We may view convertibles somewhat unrealistically, because
we don't live with them every day, but they *are* just plain fun. If
we lived in California, we couldn't imagine being without one."
That is why these cars are attracting more and more Classic interest
as the Nineties open.
END
[sidebars to this article follow:]
Parts supply
Although there are already some difficulties in obtaining parts (as
Charles Golding told us, rear wings seem to have disappeared), the vast
majority of all TR7/TR8 parts are still available from stock.
The best way to find such parts is to get hold of the appropriate
Parts Manuals, then order what you need by PART NUMBER through a Rover
Group (was Austin-Rover, was BL, was British Leyland...) dealer. There
are 975 Rover dealers in the UK.
If you can make no progress through a dealer, contact the Customer
Relations Department at the Unipart Group, which holds the exclusive
franchise for supplying all factory parts for TR7s and TR8s. Contact
them at UGC Ltd, Unipart House, Garsington Road, Cowley, Oxford,
OX4 2PG, tel. 0865 778966.
Specification
TR7 (1975 to 1981)
LAYOUT: Steel unit-construction monocoque, front engine/rear drive,
two-seat coupe or convertible.
ENGINE: Four-cyl, 1998cc, ohc, with twin SU carbs, 105bhp (DIN) at
5,500rpm; 119 lb-ft torque at 3,500rpm. Note: USA cars had
Zenith-Stomberg carbs, Bosch fuel injection later, 86 to 92bhp
depending on model year, and were 13ft 8.5in long.
TRANSMISSION: Four-speed or five-speed manual gearbox (four-speed on
earlier cars), or optional three-speed automatic transmission.
SUSPENSION, STEERING AND BRAKES: Independent front suspension by
MacPherson struts/coil springs, anti-roll bar, live rear axle, coil
springs, trailing and semi-trailing radius arms, anti-roll bar. Rack
and pinion steering. Front disc/rear drum brakes.
MAJOR DIMENSIONS: Length 13ft 4in; width 5ft 6in; height 4ft 2in;
wheelbase 7ft 1in. Weight (approx) 2,205 - 2,360lb, depending on spec
and options.
TR8 (1979 to 1981)
As TR7, except for:
ENGINE: V8-cyl, 3,528cc, ohv, with twin Zenith-Stromberg carbs or
Lucas fuel injection. 133bhp/137bhp (DIN) at 5,000rpm;
174lb-ft/168lb-ft at 3,000/3,250rpm
TRANSMISSION: Five-speed manual gearbox or optional three-speed
automatic transmission.
MAJOR DIMENSIONS: Length 13ft 8.5in. Weight (approx) 2,565lb.
Clubs
Many years ago British Leyland supported its own club (Club Triumph)
and promoted the idea of it becoming an 'umbrella' for the smaller
organisations. The strategy foundered, so there are now two separate
major clubs which cater for TR7s and TR8s in addition to remaining (and
thriving) Club Triumph branches such as Club Triumph Eastern and Club
Triumph North London, and the recent TR86 Club in the north.
The TR Register is the largest of all. Founded more than 20 years
ago, it caters for TRs of all ages, has a permanently staffed office,
around 7,000 members, and no fewer than 40 local and regional groups.
It promotes the preservation af all types of TR, and organises rallies,
national meetings, a one-make racing championship and much social
activity. Contact The TR Register, 271 High Street, Berkhamsted, Herts
HP4 1AA, tel. 0442 865906.
The TR Drivers Club was founded in 1981 and tends to concentrate on
the more modern types of TR. Although it does not yet have a
permanently staffed office, the Drivers Club has 1,200 members and is
growing steadily. For more details contact Talbot Gainsborough-Field,
39 Brook Street, Benson, Oxon OX9 6LQ, tel. 0491 35456.
Chassis Identification
Note: This refers *only* to UK-market models
Series/Chassis No.
May 1976: TR7 sales began in the UK. ACG 1
Late 1977: Five-speed manual gearbox and
automatic gearbox both available as optional
equipment -
May 1978: End of Speke assembly, at: ACG 37661
October 1978: TR7 assembly begins at Canley
(Coventry), from: TCG 100001
End 1979: Last TR7 coupe with old numbering
system built at: TCG 114122
First VIN-number cars built at Canley, from: 200001
March 1980: TR7 convertible on sale in UK -
April 1980: TR7 assembly begins at Solihull,
from: 400001
August/September 1980: Canley TR7 assembly
finally ended at: 215080
Last Solihull 1980 VIN-numbers ended at: 401918
First 1981 VIN-number at Solihull began from: 402027
October 1981: Last VIN-number at Solihull
ended at: 408534
A VIN (Vehicle Identification Number) system was introduced for the
1980 and 1981 model years. The Home Market chassis number prefix was
TP AEJ 7 AT for a Canley-built coupe, TP ADJ 7 AT for a Canley-built
convertible, TP AEJ 7 AA for a Solihull-built coupe and TP ADJ 7 AA for
a Solihull-built convertible - followed by a number (see above)
TR8s, though rare and never officially sold in the UK, had a 'V'
instead of a 'J' in the fifth digit position.
Automatic transmission cars had a '4' instead of a '7' in the sixth
digit position.
The seventh digit was 'A' for 1980, 'B' for 1981, and 'C' for 1982
model year cars.
From May 1981 Solihull-built cars carried the prefix 'SAT' ahead of
the other long number!
Performance
TR7 coupe TR7 convertible TR8 convertible
four-speed five-speed five-speed (USA-spec)
Engine / power 2.0/105bhp 2.0/105bhp 3.5/137bhp
Top Speed 109 114 120
0-60mph 9.1 10.7 8.4
0-100mph 32.1 42.0 24.4
Standing 1/4 mile 17.0 18.1 16.3
Overall gearing (mph/
1,000rpm in top gear) 17.9 20.8 26.1
Typical mpg (overall) 29 28 19
Weight (lb) 2,130 2,360 2,655
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