From Wikipedia, the free encyclopedia
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| Triumph 2000 Mark 1 |
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| Production |
1963-1969
120,645 made |
| Engine(s) |
1998 cc Straight-6 |
| Transmission(s) |
manual 4-speed gearbox or automatic Borg-Warner Type 35 |
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| Triumph 2000 Mark 2 |
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| Production |
1969-1977
104,580 made |
| Engine(s) |
1998 cc Straight-6 |
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| Triumph 2.5 PI Mark I |
| Production |
1968-1969
9029 made |
| Engine(s) |
2498 cc Straight-6 |
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| Triumph 2.5 PI Mark II |
| Production |
1969-1975
49,742 made |
| Engine(s) |
2498 cc Straight-6 |
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| Triumph 2500TC |
| Production |
1974-1977
32,492 made |
| Engine(s) |
2498 cc Straight-6 |
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| Triumph 2500S |
| Production |
1975-1977
8164 made |
| Engine(s) |
2498 cc Straight-6 |
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The Triumph 2000 was a mid-sized automobile produced in Coventry by the Triumph Motor Company between 1963 and 1977.
Using the six cylinder engine first seen in the Standard Vanguard in 1961 and 4 speed manual gearbox (overdrive and 3 speed automatic were options), the monocoque body had independent suspension all round using coil springs. The servo assisted brakes were disc at the front and drums at the rear. Triumph's 2000 competed with the contemporary iconic Rover P6 2000, which initially was offered only with a four-cylinder engine.
[edit] Triumph 2000 Mark I
The "Mark I" was built between 1963 and 1969; a substantial facelift styled by Michelotti came in 1969, updating the car for the 1970s. It came in saloon and estate forms. The estate, launched in 1965 with body shell partly built by Carbodies, was in the Mark I version the same length as the saloon.
In 1968 the 2.5 PI Mark I was launched, fitted with a Lucas Automotive mechanical fuel injection system. Performance was very good, but the PI models (along with the TR6 models) gained a reputation for unreliability and poor fuel economy. In Australia these models suffered badly because of the summer heat. The electric fuel pump commonly overheated causing fuel to vaporise and render the engine inoperable until the pump cooled down. The overheating of the pump was a combination very high pressure fuel loads (over 110 psi) and a pump that was adapted from what was originally a windscreen wiper motor. As such, it did not cope well with sustained pressures in moderate to high ambient temperatures. Because of the launch late in the Mark I's life, there are relatively few PIs in the original shape.
[edit] Triumph 2000 Mark II
In 1969, the Mark II range was launched, aping the look of the then-upcoming Triumph Stag grand tourer. There were entry-level 2000 models, which were the most plentiful, but the remainder of the range consisted of 2500, 2500 TC and 2500 PI models. Apart from the PI models, all Triumph 2000 and 2500s had twin Stromberg or SU carburettors, hence the twin carbureted configurations of these cars were designated with the prefix "TC". In 1975 the 2500S model, with 14 inch (356 mm) wheels and anti-roll bar, was added and replaced the PI models. The Estate in the Mark II version was 5 inches (125 mm) shorter than the MkII saloon, this is because the rear bodywork of the car was not restyled from the MkI version.
The Mark II, the last big Triumph car, ceased production in 1977, supplanted by BL's corporate executive car, the Rover SD1: Six cylinder 2300 and 2600 versions of the new Rover would nonetheless be powered by engines derived from the Triumph 2000. A few Triumph 2000s were still being registered in New Zealand as late as 1979, and many were still on the road in the 2000s.[citation needed] Sir Robert Muldoon, New Zealand's then-Prime Minister, privately owned a 2500S and had been known to drive to work in it.
[edit] External links
[edit] Links to pictures of Triumph 2000s
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