Triumph TR5
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| Triumph TR5 | |
|---|---|
 |
|
| Manufacturer | Triumph Motor Company |
| Parent company | Leyland Motors Ltd |
| Production | 1967–1968 |
| Assembly | Coventry, United Kingdom |
| Predecessor | Triumph TR4A |
| Successor | Triumph TR6 |
| Class | Sports car |
| Body style(s) | Convertible |
| Layout | FR layout |
| Engine(s) | 2498 cc Straight-6 |
| Transmission(s) | 4-speed Manual, optional overdrive |
| Wheelbase | 2.240 m (7.35 ft) |
| Length | 3.902 m (12.80 ft) |
| Width | 1.470 m (4.82 ft) |
| Height | 1.170 m (3.84 ft) |
| Curb weight | 1,030 kg (2,270.8 lb) |
| Fuel capacity | 51 L (11.2 imp gal/13.5 US gal) |
| Related | Triumph TR250 |
| Designer | Giovanni Michelotti |
The Triumph TR5 was built for a 13 month period between August 1967 and September 1968 by the Triumph Motor Company in Coventry, United Kingdom.[1]
Virtually identical to the Michelotti styled TR4[2], the TR5 hid the main differences under the body, and the most significant of these was the engine. The TR5 boasted a 2.5 litre straight 6 fuel injected engine developing around 150 bhp (112 kW). This engine was carried forward to the TR6.
At the time, fuel injection (or petrol injection as it was sometimes called back then) was uncommon in road cars. So much so that Triumph claimed in their sales brochure that it was the "First British production sports car with petrol injection".[3][4] This engine could propel the TR5 from 0 to 50 mph (80 km/h) in just 6.5 seconds, and on to a top speed of 125 mph (201 km/h).[3] It should be noted that road tests at the time got slightly different performance figures:[5]
| Sports Car World October 1968 |
Cars & Car Conversions September 1968 |
Motor May 4, 1968 |
|
|---|---|---|---|
| 0-50 mph (80 km/h) | 6.2 s | 6.4 s | 6.3 s |
| Top Speed | 118 mph (190 km/h) | 112 mph (180 km/h) | 117 mph (188 km/h) |
Standard equipment included front disc brakes, independent rear suspension, rack and pinion steering and a four speed gearbox. The available optional extras included overdrive, wire wheels and a hard top with detachable roof panel - known as the 'Surrey Top'.
In 1968, the basic price of the TR5 in the UK was £1,260 including taxes, with wire wheels being another £38, overdrive £60 and a tonneau cover another £13.[4]
The TR5 was produced in small numbers when compared with the later TR6, with just 2,947 units produced - the first car being assembled on 29th August 1967 and the last on 19th September 1968. Of these, 1,161 were destined for the UK market[6], the remainder being LHD TR5s and going to France, Belgium and Germany amongst others. In a similar period 8,484 TR250s were built for the U.S market.[1] At the end of 2007, there were approximately 500 TR5s registered in the UK with the DVLA.[7][8]
The TR250, built during the same period for the North American market, was virtually identical to the TR5. But, because of price pressures and emission regulations the TR250 was fitted with twin Zenith-Stromberg carburettors rather than the Lucas fuel injection fuel injection system, and took 10.6 seconds to get to 60 mph.[2][9]
A curious feature of the TR5/Lucas petrol injection system was the very frequent occurrence of an intermittant power failure when the fuel tank was no more than a quarter full. In order to provide fresh fuel at the distributor, free from overheating/soak, unused fuel was returned back to the tank where it entered very close to the high pressure fuel pump. The pump was situated within the tank, all of it's electrics completely immersed in fuel. When the fuel level fell below critical (about 3 gallons), sloshing would cause the pump to pick up a slightly aerated mixture which was sent to the distributor. Unused fuel (still aerated) then passed back to the tank and was discharged close to the pump, a proportion of it being picked up and recycled to the distributor. As this cycle was repeated, gradually the volume of air in the pumped fuel reached a level where it began to affect the running of the engine. Adding as little as one gallon to the tank seemed to cure the problem which did not manifest itself on the similarly engined contemporary saloon.
[edit] Specifications
Taken from the UK sales brochure.[3]
- Engine: 2498 cc, 6 cylinder, 74.7 mm bore, 95 mm stroke, 9.5:1 compression ratio
- Turning circle: 10.1 m (33.1 ft)
- Ground clearance: 152 mm (6.0 in)
- Luggage capacity:
- Max width: 1,180 mm (46.5 in)
- Max height: 510 mm (20.1 in)
- Capacities:
- Fuel tank: 51 litres (11.22 imp gal/13.47 US gal)
- Engine sump: 4.53 litres (1.00 imp gal/1.20 US gal)
- Gearbox: 1.13 litres (0.25 imp gal/0.30 US gal)
- Acceleration in top:
- 30 to 50 mph: 7 s
- 40 to 60 mph: 7 s
- 60 to 80 mph: 8 s
- Standing 0.25 miles (0.40 km) : 16.5 s
- Gear ratios:
| Top | 3rd | 2nd | 1st | Rev. | |
|---|---|---|---|---|---|
| Ratios | 1.0 | 1.33 | 2.01 | 3.14 | 3.22 |
| Overall | 3.45 | 4.59 | 6.94 | 10.83 | 1.11 |
- Available colours:[1]
| Paint | Trim |
|---|---|
| New White | Black / Matador Red |
| Triumph Racing Green | Black, Light Tan |
| Signal Red | Black |
| Jasmine Yellow | Black |
| Royal Blue | Black / Shadow Blue |
| Valencia Blue | Black / Light Tan |
[edit] References
- ^ a b c Original Triumph TR, Bill Piggott, ISBN 1-870979-24-9
- ^ a b TR for Triumph, Chris Harvey, ISBN 0-902280-94-5
- ^ a b c Original UK sales brochure, 387/168/UK
- ^ a b Motor Magazine, 4 May 1968, Volume 133, Number 3437
- ^ Triumph TR4, TR5, TR250. R.M.Clarke. ISBN 0-948207-53-1
- ^ Triumph TR4,5,6, Michael Richards, ISBN 0-85429-816-9
- ^ DVLA anonymised data providers
- ^ Email replies to TR5 numbers query
- ^ Road and Track Magazine, December 1967
[edit] External links
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