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Triumph TR5/6 Club. Triumph TR6 1969-76 // £15,000-25,000 So many two-seater open-top sports cars. So much fun to ...
Triumph TR5/6 Club.

Triumph TR6 1969-76 // £15,000-25,000

So many two-seater open-top sports cars. So much fun to be had for remarkably reasonable money. How to choose between them? Easy... for me, it's the Triumph TR6.

All TRs have risen in value lately, but thankfully they're not out of control. The TR2, 3 and 3A are incredibly characterful but later cars are more practical. The TR4 is a lovely looker and far, far better than its ancient four-cylinder would have you expect, while the 5 and 6 give you the super-smooth 2.5-litre six-cylinder, which makes for a more relaxed and enjoyable drive at the expense of a little chuckability. The TR5 has the more classic looks but the TR6 is just as good to drive - and it will be a third cheaper.

All but the American TR6s had Lucas fuel injection. Stories about the system's unreliability may have been true back in the day, but everything is fixable. The fuel pump will likely already have been swapped for a Bosch unit, eliminating most problems. The difference between the quoted initial 150bhp and the 1973-on 125bhp may seem alarmingly significant, but changes to the way power outputs were measured mean there's little real difference.

Alternatively, the injection might have been ditched in favour of sidedraught Webers or similar, which is fine, while the US-market cars came with twin Stromberg carburettors as standard, with less power.

Parts availability is almost at MGB levels (very good) and construction is as uncomplicated as it gets, with separate chassis and relatively simple body panels. Uneven door gaps mean either a saggy chassis or poor restoration, and the worst areas for rust are usually around the rear suspension mounts, the differential mounts, the sills and under the battery.

Mechanicals are tough, easily fixed and uprated (much enjoyment to be had there). Overdrive makes a huge difference but wasn't standard fitment until 1974, and a hardtop is useful as long as you can store it.

There are still plenty of bargains in this category, especially down at the sub-£5000 end (think Spitfire, Spridget, MX-5 and even Scimitar SS1) but for a really usable sports car that can be driven all day -1 once drove one almost non-stop for 48 hours - at a decent price, it doesn't get much better and more enjoyable than the TR6.
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  •   Julian Balme reacted to this post about 3 years ago

    Car #Triumph-TR6 / #1972-Triumph-TR6 / #Triumph /
    Year of manufacture #1972
    Recorded mileage 19,504
    Asking price £25,500
    Vendor Beech Hill Garage, Beech Hill, Reading, Berkshire; tel: 0118 9884 774; www.beechhillgarage.com

    WHEN IT WAS NEW
    Price £1536
    Max power 150bhp
    Max torque 1 4lb ft
    0-60mph 8.2 secs
    Top speed 119mph
    Mpg 20



    At first glance, this TR6 seems extremely encouraging and those first impressions continue once you start looking in detail. The Triumph was restored in ’93 by specialist Revington TR – the history file showing receipts totalling over £14,000, a figure that translates to about £27,000 in today’s money once you account for inflation over the past 24 years.

    What is more impressive, however, is just how well the TR6 has been cared for since that rebuild: the paintwork looks almost new and the engine as if it has just been overhauled, but this could be down to the fact that the mileage of 19,504 is believed to be correct.

    The Triumph is not over-restored, though: the black trim is nicely worn and supple without cracks and the dash has an attractively aged finish rather than fresh varnish. Although not to everyone’s taste, the 185/65R15 Vitour Galaxy tyres with white narrow-band sidewalls look almost new and there are standard powder-coated wheels beneath the rimbellishers.

    Under the bonnet, the 2.5-litre straight-six is fed by triple throttle bodies – the injectors and metering unit having recently been replaced. On start-up, the twin stainless exhaust pipes provide a pleasing note that only gets better as you pull away and accelerate.

    Mechanically, the engine and transmission feel excellent: there’s plenty of power from the alleged 150bhp unit, plus the four-speed gearbox with overdrive is smooth and free from any untoward noises.

    The servo brakes pull the Triumph up nice and square, without deviation, the sharp steering is relatively light and responsive while the firm suspension copes well with less than perfect B-roads.

    The TR6 comes with a large box of spares (including a set of left-hand drive headlights from a period spent in France), and is being sold by the current owner only because he has fulfilled a dream of owning a Porsche 911. It will be sold with a fresh MoT and is ready to start enjoying.


    SUMMARY
    EXTERIOR
    ● Near-perfect paint finish, although door gaps could be marginally improved
    INTERIOR
    ● Taking on patina; needs nothing
    MECHANICALS
    ● Strong and powerful
    VALUE ★★★★★★★★✩✩
    For A well-restored example
    Against Tyres won’t appeal to some people, but they’re easily replaced

    SHOULD I BUY IT?
    In theory, it should be a safe buy for the money with known history and excellent performance to boot
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  •   Adam Towler reacted to this post about 3 years ago
    #Triumph-TR6
    YEAR: #1971
    MILEAGE: 987 766
    PRICE: £6950

    And now, as they used to say, for something completely different. Rather than trying and testing this TR6, we’re more prodding and poking... and standing back idly wondering just how easy it would be to get it running and MoT’d.
    We found this car on regular advertiser Bob Johnson’s stand at the NEC show and it’s such a fascinating proposition that we decided to pay him a visit after the show to take a closer look. Just off the boat from the USA – Oregon, to be precise – this 1971 car was last on the road in 2001 according to the licence plate tag and as you can tell from the photos, is by no means a concours proposition.

    What it is though is a tantalisingly affordable way into TR6 ownership for somebody who can see past the shabby paintwork and the part dismantled engine and recognise that a rot-free #Triumph TR6 at this kind of money is a very good starting point.

    It certainly must have been stored sensibly during its period of inactivity since although it’s scruffy, it’s also really remarkably sound underneath. As most readers will know, the bulk of the cost in restoring any car of this age is in the repair of rusty bodywork and this one neatly sidesteps most of that.

    It also appears to be essentially complete, with a boot full of parts and another plastic crate of Triumph bits too.

    We didn’t get to drive the #TR6 too far, mainly on account of the carbs and a few other parts not actually being attached to the engine. Pushing it out of the workshop though it rolled smoothly enough and the engine certainly had enough compression to hold the car on a slope in first gear which is a good start. The Triumph straight six isn’t exactly exotic and there’s nothing obvious to suggest any major drama has occurred that would prevent you getting it running in a weekend. More likely is that somebody started tinkering and simply lost track of what had been done. On the inside, the seats are tatty but still usable, while the veneered dash is crinkled and peeling, but interior parts for these cars are affordable from specialists and the seats can be retrimmed by a keen DIYer. Oh, and it will most likely need a new hood but again, these are affordable and easy to fit.

    All of which leaves the paintwork, but to my eyes there’s something really appealing about getting it running nicely, making the interior more habitable and then simply bombing around complete with the patina acquired during its 43-year holiday in Oregon before coming back home to Coventry. Certainly some basic tidying could be achieved with careful use of aerosols and patience, especially the lower part of the offside front wing and the rest of it may well come up well with a bit of buffing. But then as my friends will tell you, I’ve never been one for concours... and yes, of course it really needs painting to do a proper job.

    As an affordable way into Triumph TR6 ownership, this one really fired our imagination and looks like it could be a straightforward project for the keen DIY enthusiast to complete at home. Getting the engine running could be a stumbling block but equally may well prove to be entirely straightforward, while the interior shouldn’t cost too much to get looking reasonable too. With some basic tidying you could then enjoy the car for a while while saving up for the paintwork and with that done, you’ve got something worth a lot more than the very reasonable £6950 being asked for it.

    ENGINE: 2498cc
    POWER: 104 bhp (US) 150 bhp (UK)
    TOP SPEED: 119 mph
    FUEL CONSUMPTION: 22 mpg
    GEARBOX: Four-speed manual
    Contact: R I Johnson Coventry
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  •   Adam Towler reacted to this post about 3 years ago
    TRIUMPH TR5 / #Triumph-TR5 / #Triumph

    Year of manufacture #1968
    Recorded mileage 62,700
    Asking price £35,950
    Vendor Former Glory, Postcombe Service Station, Oxon; tel: 01844 281700;

    WHEN IT WAS NEW
    Price £1212
    Max power 150bhp
    Max torque 164lb ft
    0-60mph 8.8 secs
    Top speed 120mph
    Mpg 20

    This TR5, one of 1161 for the home market and originally white, was restored a while back and, though the Jasmine paint is getting a little aged with a few small imperfections, it’s still perfect within the engine bay. Michelotti/Karmann TRs are notorious for inconsistent door gaps, but we’ve seen worse and here they are at least the same top and bottom. Its bumpers are reproduction items so they’re almost like new, but the front repeater lamp plinths are a bit pickled.

    The chassis looks solid, with no corrosion on the rear crossmember. The suspension has been Polybushed, plus it has Gaz dampers all round. The tyres are Goodrich Profilers showing plenty of tread, with an old Kelly Springfield on the spare, plus there’s a new-looking stainless exhaust. Mechanically, there are lots of old bills for work and parts totalling £7000 over the past four years, including a gearbox and overdrive rebuild. The motor is very tidy, wearing a high-torque starter motor, electric fan and Lumenition plus finned alloy rocker cover. Its original airbox has been supplanted by K&N filters, but the breather pipes have been plumbed in rather than left open to the atmosphere. The brake master cylinder looks new, while its fluids are cleanish and to the top levels.

    Inside, the vinyl is fine bar a split in the driver’s seat, the carpets look quite recent and cover soundproofing. The dash timber is good, matched by a wood-rim wheel. The hood is in decent order, with a clear rear window. It goes well, once you’ve overcome the low-rev misfire (blame the illfitting plug leads) with a creamy howl from the ‘six’. The overdrive clicks in and out instantly. Oil pressure is 55psi at any revs and it runs cool in normal driving. Though there’s an alternator, the ammeter shows charge. It drives tautly, with a firm ride in that slightly harsh way from the rear in which independently sprung TRs let you know they have everything under control. The precise steering is play-free and the brakes pull up straight. The TR5 comes with a Heritage Certificate and an MoT until 26 May.

    SUMMARY

    EXTERIOR Good chassis, body and bumpers; minor flaws in the paintwork
    INTERIOR Newish carpets; split seat
    MECHANICALS Clearly looked after; drives well

    VALUE ★★★★★★✩✩✩✩

    For + A nice, well-priced TR5
    Against - But they’re now expensive

    SHOULD I BUY IT?

    Better than we expected for the asking, this is a perfectly usable British sportster with more performance than a Big Healey at less money. So, worth a look
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