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  • Richard Dredge created a new group

    Triumph GT6

    Triumph GT6 1966-1973

    The Triumph GT6 is a 6-cylinder sports coupé built by Standard-Triumph, based on their popular Triumph Spitfire convertible. Production ran from 1966 to 1973.


    Development history
    In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT...
    Triumph GT6 1966-1973

    The Triumph GT6 is a 6-cylinder sports coupé built by Standard-Triumph, based on their popular Triumph Spitfire convertible. Production ran from 1966 to 1973.


    Development history
    In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4 (also designed by Michelotti).

    An unmodified Spitfire 4 was delivered to Michelotti's design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc (70 cu in) Standard SC engine, and plans for producing the Spitfire GT4 were shelved.

    Michelotti's fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for the 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful, and in 1965 resulted in 13th overall and a 1st in class at the prestigious 24 Hours of Le Mans (beating their main rivals, the MG Midgets). The Spitfire's competitive success and the continuing commercial success of the production vehicle led Triumph to re-evaluate its shelved plans for a GT version of the Spitfire. To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 2-litre (1998 cc) Triumph inline 6 originally derived from the SC and then in use in the Triumph Vitesse (which shared a similar chassis with the Spitfire and Triumph Herald). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the "Spitfire" prefix) to emphasise its GT styling and its 6-cylinder engine.

    Contemporary Triumph marketing advertised the GT6 as being developed from the "race winning Le Mans Spitfires" to capitalize on their aesthetic similarities, whereas the Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme pre-dating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s.
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  •   Elizabeth reacted to this post about 1 year ago
    CAR: Triumph-2500TC / Triumph / Triumph-2500
    RUN BY Greg MacLeman
    OWNED SINCE June 2017
    PREVIOUS REPORT March

    / #Triumph-2500TC / #Triumph / #Triumph-2500TC / #Triumph-2500 / #Triumph-2500-Mk-2-Saloon / #Triumph-2500-Mk-2 / #Triumph-2000-Mk-2 / #Triumph-2000 / #1972

    Grand plans to battle through the winter and visit Paris for the biannual Traverseé came to naught, but thinking about the trip did prompt me to consider some rust protection for my cars. The Triumph was of most concern, given the age of the underseal – and the rather concerning MoT advisories referencing its excessive thickness that seem to get progressively more grumpy each year.

    I’m usually keen to roll up my sleeves and get stuck in, but I draw the line when it comes to lying down on the concrete and spraying bitumen into my eyes. So I took a trip back home to Spalding to see top specialist Rustbuster – by coincidence located just five minutes from where I grew up.

    It’s safe to say I wasn’t the most popular man in the Fens when Chris Allen and his team took a look at the car’s underside, which wasn’t undersealed at all – rather, it was caked in around 30 years’ worth of old engine oil and the muck that had stuck to it. The inches-thick layer of stinking black chewing gum must have been a nightmare to scrape off. I can’t confirm that, because I ran off when the going got tough – but I came back with beers to say sorry.

    Despite the grim task, the chaps had all of the muck removed in a matter of hours, getting down to bare paint across the underside of the car before steam-cleaning the chassis and applying a liberal dose of Chlor-X – a solution used to eliminate residual salt. From there, a layer of Corrolan penetrator was brushed onto the exposed metal, followed by a spray coat of Corrolan Pure – essentially an all-natural alternative to chemical underseals that is derived from lanolin. Holes were then drilled into sealed box-sections and subframes before a final fog of cavity wax was sprayed into every nook and cranny using a probe.

    The overall impression is a bit unusual, being light brown instead of black, but Chris tells me a black version is in development.

    The process was always going to be a bit unnerving – who knows what’s lurking beneath the underseal on their car? – but I was pleasantly surprised that the team only uncovered one small hole, which was at the bottom of the passenger-side wheelarch. Bad news on the face of it, but great that the rest of the car is as solid as I thought – and any further issues will be much easier to spot. Slightly more concerning was the return of the misfire that I thought I’d cured after my last running report. Nothing seemed to bring cylinder one back to life, so I borrowed Port’s compression tester before the journey north.

    Predictably, the problem cylinder was only holding 25psi. I broke up the trip home with a stop at Triumph specialist TRGB, where Jason Wright cracked out a leak-down tester and endoscope, revealing a burnt-out exhaust valve. Incredibly, you could see the chunk of missing valve by peering through the spark-plug hole.

    The car limped back to London, getting ever hotter with each passing mile. I just hope that it’s up to the return journey for a hastily planned engine rebuild!

    THANKS TO
    Rustbuster: www.rust.co.uk
    TRGB: www.trgb.co.uk

    ‘The team only uncovered one small hole; bad news on the face of it, but great that the rest of the car is solid’

    Clockwise from main: Triumph stripped and prepped; paint eventually resurfaced; cylinder issue diagnosed, the car was taken to TRGB. Main: Rustbuster’s work is meticulous. Right: single hole was found in the passenger wheelarch – a positive result.
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  •   Elizabeth reacted to this post about 1 year ago
    CAR TRIUMPH 2500TC
    RUN BY Greg MacLeman
    OWNED SINCE June 2017
    PREVIOUS REPORT May

    / #Triumph-2500TC / #Triumph -2500TC / #Triumph-2500 / #Triumph-2500-Mk-2-Saloon / #Triumph-2500-Mk-2 / #Triumph-2000-Mk-2 / #Triumph-2000 / #1972

    As a result of sharing my life with a woman whose primary interest doesn’t revolve around wasting money on old cars, my classics live a precarious existence. Their perceived pecuniary value and usefulness to the family are in a constant state of evaluation, each unexpected cost having the potential to weigh down the scheme just enough to pull its head beneath the water – and potentially mine along with it. So the news that the Triumph’s engine problems were serious came as a bit of a blow.

    My first instinct was to follow the example of pal Matt George and get a full engine rebuild from the ground up, but the more I looked into it, the more the costs seemed to spiral out of control – the antithesis of what has been, to this point, a budget restoration. With half an eye on my bank balance and the other on an anniversary tour to Chantilly in June, I decided to scale back the works and make as much progress as I could with the help of art editor Port (and a big hammer). In a display of diplomacy that ought to have him sent to sort out the Middle East, Clements managed to negotiate access to the office basement car park to give us the time and space to pull apart the engine. It took little more than an hour to strip off the ancillaries, carburettors, exhaust manifold and water pump then separate the head from the block, and in no time we’d wrapped it up and sent it by courier to deepest Derbyshire.

    Peter Burgess is a legend in MG circles, and his work on Triumph’s straight-six is just as well regarded, so there was never a doubt in my mind that he was the man for the job. Burgess will refresh and uprate the cylinder head to ‘fast road’ spec, including beefier valves with stiffer springs, reworked combustion chambers and a full port and polish, as well as a light skim to raise the compression ratio. In addition to solving the burnt-out valve that first highlighted the engine problems, the work should also unleash the potential of the ‘big six’ and mean it will be ready if I one day decide to go the whole hog and build up the bottom end, too. With the head off, we gained an insight into the state of the block, which seems to be in excellent condition: the bores were smooth and clean, with no discernible lip that could suggest excess wear. It looked good enough to back up the ‘documentation’ (a note scribbled on the back of a used envelope) that suggested it’s done about 10,000 miles on a reconditioned engine.

    Of course, there’s only so much improvement that head work will have in isolation, and with the block in such good shape it’s given me the encouragement to add a few other modifications. Our next step was to go fishing for cam followers with a magnetic wand before removing the radiator, electric fan, pulley and timing cover, then taking out the camshaft, which eased through the grille after the removal of both fuel pump and distributor drive.

    It’s now been sent to Piper Cams to be reprofiled to ‘yellow’ specification, a favourite among Triumph specialists that greatly improves torque and usable power.

    ‘The work should unleash the potential of the “big six” and mean it will be ready if I one day go the whole hog’
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  •   Jeffrey Aronson reacted to this post about 1 year ago
    NEW ENGLAND’S LEYLAND DEVOTEE
    Car #1980-Triumph-Spitfire-1500 / #1980 / #Triumph-Spitfire-1500 / #Triumph-Spitfire-1500 / #Triumph-Spitfire / #Triumph
    Car #1977-Triumph-TR7-FHC / #1977 / #Triumph-TR7-FHC / #Triumph-TR7

    OWNED BY Jeffrey Aronson
    FROM Vinalhaven, Maine, USA
    FIRST CLASSIC Morris Minor
    DREAM CLASSIC A Lotus Seven of any description!
    BEST TRIP Destination anywhere, east or west, I don’t care…

    I’m the progeny of an Englishmum who scorned small British cars and an American father who considered a full ashtray a sign to search for his next Buick. I, meanwhile, bought into the marketing of the British sports-car companies, especially Triumph and MG. Their advertisements assured me of a near-James Bond lifestyle, but, with no Casino Royale close by, their new-car prices stubbornly sat above my pay grade. Good fortune smiled on meas their ‘budget’ sports cars, the Spridgets and Spitfires, became affordable once used and abused by lead-footed American owners.

    Working in automotive journalism and education in rural settings, my classics had to perform to help me earn an income. A succession of low-rent used sports cars – Fiat 124 Spider, MG Midget RWA, rubber-bumper MGB, a brace of Spitfires and Corvair Monzas – came and dissolved into the heavily salted roads of wintry New England. By 2001, my affordable choices had been reduced to the unloved products of late British Leyland: my current 1980 Triumph Spitfire 1500 with its gargantuan ‘rubber’ bumpers and utterly emasculated engine; and my ’77 TR7 fixed-head coupé, whose startling styling still divides the US classic-car community. Naturally, both broke down on their first trips home.

    While the later examples of the Spitfire sold well in the USA in period, they didn’t capture the hearts of the flat-capped enthusiast. So I wasn’t surprised to discover a disco-era electric-blue Spitfire, replete with hounds tooth-check upholstery and chest-hair medallion shift knob, available for sale in 2014. This final-year example had been purchased by a student in Boston, who then gave it to his father. When he became too old to climb into it, he squirrelled it away in a barn in Maine A friend drove me the 80 miles to the car and then followed me to within a few miles of my ferry trip home. Just as I pulled in to board the ferry, the clutch pedal seized in place. Stranded, I had to call for a tow truck. A broken slave-cylinder bracket proved to be the issue, and a used one was sourced from a speciality garage. I’ve since relied on the car for 200-mile work trips and 500-mile jaunts throughout northern New England.

    The TR7 came into my life in September 2018, and I again appear to be the second or third owner. Its Java Green paint and interior panels of eye-searing green plaid closed the sale long before the end of my test drive. About 60 miles from my ferry terminal destination, 160 miles into my trip, I passed an exit with an auto parts store in view. The TR7 promptly began to stumble and then die on a bridge spanning a wide river. I rolled backwards against the traffic, managed to start the car and limped into the parking lot. Cleaning out the fuel filter enabled me to complete the trip. It’s behaved flawlessly since, entertaining bystanders who’ve never experienced its colour scheme or its ‘Shape of things to come’.

    In period I detested the styling of the TR7 fhc and felt dismayed by the soaring list price and safety-car bumpers adorning the Spitfire. Now I cherish and defend them to the hilt. While the actors who portrayed James Bond have either passed away or aged out of the role, my British Leyland sports cars enable me to maintain the same veneer of ‘Jet-set Man’ they provided me with decades ago.

    Rubber-bumpered TR7 (left) turns locals green and regularly catches the eye. Spitfire (above) and TR7 are both well-versed in long trips across the States, whatever the weather – after tricky starts under Aronson’s enthusiastic ownership.

    Among Maine’s other sports-car imports The rugged side of the Aronson collection.

    ‘My affordable choices had been reduced to the unloved products of late British Leyland. Both broke down’
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  • Jeffrey Aronson created a new group

    Triumph TR7

    Triumph-TR7 1975-1981
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  •   Jeffrey Aronson reacted to this post about 1 year ago
    CAR TRIUMPH 2500TC

    RUN BY Greg MacLeman
    OWNED SINCE June 2017
    PREVIOUS REPORT Dec 2018

    / #Triumph-2500TC / #Triumph 2500TC / #Triumph-2500TC / #Triumph-2500 / #Triumph-2500-Mk-2-Saloon / #Triumph-2500-Mk-2 / #Triumph-2000-Mk-2 / #Triumph-2000 / #1972

    Drive-My’s hardened campaigners mostly keep their cars on the road in winter, so we decided to drive to an old haunt to celebrate the closing of 2018’s final issue. I was under strict orders to be home in time for the journey north for Christmas, so the Triumph predictably struggled during the run around the M25 from Croydon to Chobham. It felt down on power and stuttered, before becoming apparent it was running on five as I arrived at The Four Horseshoes. Port was already there, so we popped the bonnet and did a bit of investigating. Cylinder one was the culprit, so we swapped on a new set of HT leads and borrowed a spare spark plug from the Landie, all to no effect. The dizzy cap was in a terrible state, but, frustratingly, my brand-new spare was faulty and the car wouldn’t even fire. It failed to start with the old cap on, too, until Port eventually managed to get the points to hold the correct gap. With the sun setting and time running out I decided to limp home and deal with the issue in the New Year. I hadn’t pulled out of the car park before smoke started to rise from behind the steering wheel. Bonnet up, we quickly traced the problem to the jammed wiper motor, which was roasting.

    Unplugging it seemed to solve the problem, and I made it back to Croydon. Thankfully, it didn’t rain. I arrived home after the holidays to care packages from Rimmer Bros and The Green Spark Plug Company, and it took just 10 minutes of fettling before the car was running sweetly and on all cylinders. The distributor cap was the problem, but I also replaced the mismatched and damaged plugs. I was then able to turn my attention to the Triumph’s tatty interior, starting with the original steering wheel – it had tears in the leather and the spokes were tarnished and corroded. I decided to upgrade to a Moto-Lita, because it was one of the firm’s wheels that gave me my earliest motoring memory while sitting in the front seat of my dad’s MG.

    The MkIV is a perfect replacement, beautifully made with a black anodised finish and chunky leather-clad rim. As well as cutting down on glare, the all-black scheme fits perfectly with the menacing feel of the rest of the car, and the beefier rim has made hauling the Triumph around at low speeds a bit easier – or at least it seems that way. It’s amazing the difference one top-quality component can make, drawing the eye and improving the look of the whole cabin. Now to tackle the hole where the stereo used to live.

    THANKS TO

    Δ Moto-Lita; www.moto-lita.co.uk

    Bonnet popped, a new HT lead, plug (borrowed from Port’s spares) and distributor cap failed to fix the misfiring Triumph.

    Mobile repairs via trusty factory manual.
    Six became five – and the M25 a slow slog.
    Distributor cap long proved problematic.

    A Moto-Lita MkIV has updated the interior and (hopefully) made life at low speed easier.
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  •   Greg MacLeman reacted to this post about 1 year ago
    The Triumph Is finally back on the road in Our classics

    / #Triumph-2.5PI / #Triumph-2.5PI / #Triumph / #Triumph-2000 / #Triumph-2.5 / #1965-Triumph-2000 / #1965

    CAR Triumph 2.5PI

    Run by James Elliott
    Owned since April 1998
    Total mileage 64,218
    Miles since January 2015
    report 224
    Latest costs £1170

    BEASTIE’S LONGAWAITED RETURN

    It was a funny old year, 2015. The last time you read about the Triumph, I’d just taken it off the road for a pre-50th birthday (its, not mine) spruce up. Nothing too dramatic: some filler here, a dash of rattle-can paint there, that accursed steering column bush, all putting off for a bit longer the bigger tasks that I can still ignore at the moment. And then work (namely DRIVE-MY – The London Show) overtook me.

    Suddenly it was November, our workshop was being demolished and the Beast needed to be shifted. Thankfully, Oli Cottrell of Classic Jaguar Replicas stepped in, allowing me to kill several birds with one stone: get the Triumph off site, give it a good home over the winter and get some of those jobs done while it was there. I borrowed a Kia Something-or-other from former editor Clements (today the God of all things caravan and motorhome), hitched up the DRIVE-MY trailer (now also sadly gone due to lack of storage space), loaded up the Triumph and made a dash for Berkshire as the bulldozers moved in.

    Oli’s principal job was to fit the new wiring loom, which I’d wanted to do myself until common sense prevailed. I’d bought the loom from Moss Europe and been hugely impressed by the process. Before I was allowed to order one for my Mk1/Mk2 cross, I took a call from fellow owner (and Moss employee) Adam Chignell. He then painstakingly talked me through the decades of mods and bodging to the Triumph, to make sure that the replacement was bespoke and would fit with minimal adaptation. It was nice to catch up with Adam and Triumph-mad son Will when I picked up the loom from Matthew Hutchins at Moss Europe’s London HQ, which was only a spit and a cough from our old office.

    Oli was certainly grateful of that extra attention to detail when he fitted the lovely new item. The previous horrible mess was so knackered that even I was content to watch him bin it rather than let me try to salvage some “get you home” emergency wiring from it. As a result of the loom being a near-perfect fit straight out of the box, Oli was done far sooner than expected and put the car in for an MoT test in mid-December. The good news from the point of view of my storage woes was that it failed.

    The bad news was that it failed. Typically for the Triumph, it was a similar list of problems to pretty much every year: some welding, a bush or two and something minor and electrical (in this case, the impeller pump for the washer bottle). That bought a little more time but my original thinking that the car would be away until spring was undone by 6 January when, for the first time in more than 12 months, the Beast became legal. On picking it up, I instantly became addicted all over again. In approaching 20 years of ‘ownership’, the joyous thrills of driving the Beast have never dimmed and it still brings out the hooligan in me.

    It isn’t the fastest car in the world, but it is the best-sounding and there is just something a bit lairy and outlaw about it. My relationship with it is like forever being stuck in the first three months of a romance, and I guess that’s why I’ve never parted with it when so many other classics have come and gone.

    With the car pressed into daily use (the kids love its attention-grabbing persona and springy back seat), my growing jobs list (carpets, heater, hi-fi, rust-holes, etc) is being topped by the fact that maybe it’s time to grow up and fit a steering wheel that takes a bit of pressure off my arms. If anyone has a MkI PI item, I would love to hear from them. There is another reason, of course, why I am so pleased to have the Triumph back: sadly, there is sombre news on the Jensen front.

    THANKS TO
    Moss Europe: 020 8867 2020; www.moss-europe.co.uk Oli Cottrell, Classic Jaguar Replicas: 0118 971 2091; www.jaguarreplicas.com


    Matthew Hutchins with replacement loom. Oli Cottrell with the old tangled remains. Corrosion to the sills required attention. Cottrell with his handiwork: the Beast is finally running and seducing Elliott all over again. Moss employees and arch Triumph enthusiasts Will and Adam Chignell with their cars. With the car rewired, it was time for an MoT; the short list of fails was easily addressed.
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  •   James Elliott reacted to this post about 2 years ago
    CAR: #Triumph 2500TC / #Triumph-2500TC / #Triumph-2500 / Triumph / #Triumph-2500-Mk-2-Saloon / #Triumph-2500-Mk-2 / #Triumph-2000-Mk-2 / #Triumph-2000 / #1972

    Run by Greg MacLeman
    Total mileage 25,213
    Owned since June 2017
    Miles since April
    report 62
    Latest costs £5760

    PIMENTO GLEAMS AT LONDON SHOW

    The last time that I saw the TC it looked, if anything, worse than when I bought it. Its organgey panels had been rubbed down to a blush pink, pockmarked with small patches of filler, and the whole scene was dusted with the residue of an afternoon’s sanding. The chrome trim was missing, as were the front and rear screens, plus the bonnet and bootlid were nowhere to be found. It was with some trepidation that I left the workshop, knowing that the next time that I saw the Triumph it would be transformed.

    Nervousness gave way to excitement as the date for the big reveal approached, and the night before was spent tossing and turning, trying to imagine what the finished car would look like. The veil was dropped at the London Classic Car Show, where the 2500 took a starring role as part of Barnet & Southgate College’s display. My first glimpse came as I rounded a corner and spotted the nose edging out from behind another stand and, as the whole car came into view, my jaw hit the floor. I’m rarely speechless, but I was on this occasion.

    The Pimento was supplied by Autopaints Brighton, and it looks the perfect shade – a deep, lustrous red with a hint of orange that leaps out in a way scarcely imaginable from a colour chart. The quality of the paint was top-notch, too, and laid down beautifully according to Ian Sutherland, who achieved the outstanding finish. The depth and sheen of the buffed bodywork was mesmerising – more like one of Mary Berry’s mirror-glazed cakes than a 44-year-old saloon. That impression was further enhanced by the eager apprentices who spent the weekend polishing it with products donated by Slim’s Detailing, the college’s next-door neighbour.

    I was struck by the attention to detail, and the many small elements that had contributed to the overall knockout effect. The grille and mesh, for instance, had both been sprayed black, and the wheelarches had been freshly undersealed.

    Perhaps controversially – I just couldn’t resist putting my own stamp on the car – I’ve had the rear panel sprayed in satin black, aping that of the Dolomite and TR6. I reckon that it improves the look, especially with the black wheels and new raised-letter numberplates, and Sutherland agreed.

    After the show the car returned to the college, where Tyrone How from Mobile Glass Replacement refitted the windscreen for just £75, against another quote of £300. With the windows back in, it was time for the 2500TC to come home. Even the snowy conditions, salted roads and the fear of overheating couldn’t wipe the smile from my face.

    There’s work still to be done, of course, notably fitting the door and boot seals and fresh door pins, but something tells me that devoting time and money to the project will be much easier now that the Triumph looks a million bucks.

    THANKS TO

    1 Kevin Haggarthy, Ian Sutherland, plus all the other staff and students at Barnet & Southgate College: 020 8443 3821
    2 Autopaints Brighton: 01273 328698; www. autopaintsbrighton.com
    3 Mobile Glass Replacement: 020 8502 4100; www.mobile glassreplacement.com

    Staff and students show off immaculate polished Triumph prior to handover and drive back to Croydon. Note funky Revolution five-spokes now on car.

    YFH attracted lots of attention – plus three offers of purchase – at the London Classic Car Show.

    Fresh black-and-silver Framptons plates. Key is to attach trim before fitting ’screen. Satin-black rear panel like TR6 and Dolly.
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