A little while ago I made a request to this list for information about
Renowns. I received a number of interesting replies and have collated
these here, along with material from other sources.
Background: The first variation of the family of cars known broadly as
Renowns were produced in 1946. These cars are strictly known as the
Type TD 1800 saloon or roadster. This was followed by the Type TDA 2000 in
January 1949, and the Renown TDB saloon in October 1949. In October 1951 the
Limousine was announced. In January 1952 the Renown Type TDC apppeared. This
was like the TDB but with a longer wheelbase. Autumn 1954 production ceased.
Production: 1800 TD:4000, 2000 TDA: 2000, Renown TDB: 6501,
Renown TDC: 2611, Renown Limousine: 190, Total 15,302.
(Another Source gives total production as 15,491)
Specifications:
1800 Saloon: engine: 1776cc, OHV bore 73mm, stroke 106mm. Compression ratios
6.7:1, 63bhp@ 4,500 rpm.
suspension: IFS using transverse leaf spring and upper wishbones. Live
rear axle with half elliptic leaf springs and anti-roll bar.
These cars used a Standard engine and had a tubular steel chassis and
four speed gearbox.
TDA 2000 Saloon: As 1800 except Engine 2088cc, bore 85mm, stroke 92mm,
68bhp@ 4,200 rpm. This is the Standard Vanguard engine. These cars had a
three speed gearbox with synchromesh on all gears.
Renown TDB and TDC: As 2000 except front suspension IFS by coil springs and
wishbones, anti-roll bar. These cars used the Vanguard's pressed steel
chassis, Lockheed Hydraulic Brakes, Dunlopilo cushioning (what's that-shocks?),
Triplex Toughened glass, folding arm rests, heater and demister. Price in
1952 775 GBP Overdrive and radio extra. These cars also had new steering,
instrument panels and headlamps.
Renown Limousine: As Renown except long wheelbase chassis and central
partition.
Performance: anything fron 20 to 26mpg. Max speed - sources varied but
highest claimed was 88mph (!) (Most stated around 70 - 75mph)
Description: Mainly aluminium body with classical pre-war lines (ie separate
guards (wings), headlights above guards, upright radiator surround, wooden
frame, perpendicular lines.) The body style is known as razor edge because of
its sharp lines. Roomy interior is leather with wooden dash and door
cappings.
General: The TDB or TDC seems to be the model to go for. The Vanguard engine
is robust and was the basis for the TR2 - TR4 engines. Some parts are
interchangeable with Massey Ferguson tractor engines. The mechanical
overdrive is to be preferred over the later electrically operated unit. The
overdrive increases the top speed somewhat and improves fuel economy on
longer journeys. The pressed steel chassis appears to have lasted the ravages
of time better than the earlier tubular one. The gear change is mounted on
the steering column; on the right on earlier cars, and on the left in the
Renown. (This is a rhd car of course)
On the negative side front end parts and steering components are hard to
come by though the British Triumph Razor Edge Owners Club has produced
steering idler joints. Spare body parts are unobtainable due to the very
low production run. The wings and running boards (steel) tend to rust. The
worst area for corrosion being the rear wings, wheel arches and around the boot.
The boot (trunk) is disappointingly small. The Renown's wooden frame - all
important for body strength - is very prone to rot. Replacing this is a very
costly business. The rear window seals tend to leak. Tyres (tires) are 16"
which is an unusual size. Apparantly London Taxi tyres fit. Oil consumption
is heavy with rates given varying from 2,000 mpg to 1000 mpg. At the latter
rate of usage a heavier grade of oil is recommended. Performance is best
described as stately :)
On the road: I had hoped to correspond with list owners of Renowns but have
to settle for road tests and hearsay.
Popular Classics March 91, (defunct magazine), compares the 1949 TR Renown &
the 1947 Standard Vanguard Phase 1; the Triumph being very British in
appearance & the Standard with its very American styling. The Triumph was a
sober saloon with exaggeratedly squared-off lines recalling the "razor-edge"
Rolls Royces & Bentleys,popularised by coachbuilders such as Freestone & Webb
immediately before the war, at least that was Sir John Black's intention, he
admired the style and thought it would lend the TR a suitably upmarket cache
making the car attractive to British people trading down in the uncertain
economic climate of the time. (Another source states that Sir John felt that
the car was so sharply styled that he enquired if it was to have square
pistons as well!) The TR Renown, originally named the 1800 & 2000 Saloons,
was an expensive car, costing 991 GBP in 1948, when a Wolseley 6/80 cost only
767 GBP. But there was nothing else quite like it, and until the end of
production in 1954, it sold a respectable 15,491 The engine is the 2088cc
wet-liner 4 cylinder with pushrod overhead valves, this sturdy unit, versions
of which saw applications as diverse as tractors and sports cars, produced
68bhp at 4200rpm, returning 23.9 mpg. This torquey engine was matched to a
three speed all-synchro' gearbox operated by column mounted lever on the
left. The gearlevers are rather delicate looking with a leisurely
action. There is a somewhat bulky feel between positions and downchanges are
aided by double declutching. Some cars have overdrive on top gear only, by
pulling the gearlever towards the driver. Three gears are pefectly adequate
with the torquey engine, and the car can even be started in second. They are
also extremely flexible and will throttle down to 20mph in top, yet still
pull away cleanly, giving a 0-60 time of 24.3 secs. Not very lightweight,
(common at the time), the Renown weighs 26.25cwt, with a stout seperate
chassis underpinning substantial coachwork. Top speed is a creditable 75 mph.
The robust 4 cylinder engine is not the smoothest/quietest, but in the Renown
is subdued thanks to all that luxurious woodwork and carpeting. Compared with
the Vanguard the outwardly sedate TR feels more secure on the road. Aimed at
a bend, the TR understeers initially, but can then be persuaded to handle
quite tightly by drawing the tail out to compensate using the steering and
accelerator pedal, it's all terribly undignified while doing this, but at
least it responds. Brakes are Lockheed Hydraulic Drum and Steering is by Cam
and Roller. The ride is supple, however, the TR's coachwork suffers from
creaks and groans like a galleon at sea, although wind noise is surprisingly
low. Front suspension is independent by coil springs/wishbones whilst the
rear is by live-axle/semi-elliptic leaf-springs & anti-sway bar. The TR has a
vintage driving position with a pistol-grip handbrake mounted on the right,
which threatens to skin your shins, and a gearlever that caresses your thigh
when in top gear. Vision though, is very good with slender splayed windscreen
pillars. The interior has instruments arranged in a prominent polished wooden
altar-piece set in the middle, whilst the leather bench seat, with central
fold-down arm-rest and wood trimming gives the TR an upmarket air. The heavy
bootlid, concealing the spare tyre inside it, folds down to provide a load
platform. Renowns have always had a loyal following. They are full of
character, and were somewhat anachronistic even when new, highly individual
yet resolutely conservative in looks and manner, offering bespoke quality and
limousine comfort in a vehicle of modest size."
Clubs: Triumph Razoredge Owners Club; membership secretary David Wickens, 12
Cornwall Close, Camberley, Surrey, GU15 3UA, England. The Pre-1954 Triumph
Register of Australia and New Zealand. Sec Peter Faber P.O. Box 202 Whangarei
New Zealand, Central Districts Triumph Owners Club (New Zealand).
Sources: Magazines: Articles from Popular Classics, Practical Classics,
The Autocar, New Zealand Classic Car, Classic and Sportscar,
People: Leon Guyot send me HEAPS (a large quantity) - Thanks Leon. John
McEwen sent interesting stuff about Standard Vanguards including comparisons
between the two cars. Andrew Mace corrected some technical stuff.
John Reed wrote of a Renown for sale in Cincinati. I find this interesting as
another source claimed Renowns were not exported to the US. Perhaps this was a
private import.
Leon also listed a number of books and quoted liberally from some (is this
guy a walking library or what? :) )
"The Standard Car 1903 - 1963" by J.R. Davy. (1967)
"Triumph Cars, the complete 75 Year History" Langworth & Robson, (1979)
This book devotes a whole chapter to Renowns.
"Advertising Triumph 1928 - 68, Unique Motoring Portfolios" -"The Light Car"
(1952)
"The Book of Triumph Cars" Staton Abbey, Pitman's Motorist's Library (First
published 1953).
Thanks to all correspondants and to those who also welcomed me to the list.
Sarah Brown
New Zealand
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