Triumph 2000/2500

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The Triumph 2000, along with its various derivatives, were highly successful until their demise in the late 1970s (displaced by the expanded Rover SD1 range) and remarkably, considering their incredibly short development time of just two years and many still survive and offer a great opportunity for the classic family daily driver who is after something with class and typical Triumph club and specialist support.

Driving

When new, its main rival was the advanced Rover P6 but the more orthodox Triumph scored with its silkier six-cylinder engine and overdrive; it still does and they make good family classics that are not out of place on modern roads. The 2.5-litre is basically a TR6 engine with a milder camshaft taken from the 2000 saloon for 132bhp which means they perform well, unlike the too sedate, albeit smooth 2000. Handling was good in its day apart from the tendency for the front end to smartly ‘lean over’ when cornering although largely eradicated on the later 2500S with its thicker front antiroll bar. Ride, despite the rear suspension taken from the TR4A, is only average although they are still comfy cruisers and really handy holdalls in estate guise.

Values

In common with other Triumph saloons, with the exception of Dolomite Sprints, they remain very good value even though values are on the move. That said top 2000s can be had for less than £5000 with the 2500/PI only a couple of grand more plus average cars are easy sub £3000 buys, although given how little the best models still sell for, it’s false economy to buy one with the intent to ‘do up’. While not so proficient, club and specialist support is good (Chris Witor is main man and go to plus http://www.t2000register.org.uk) it’s good body and interior parts that are starting to dry up.

Timeline

1963 Barb is launched, initially as the 2000 saloon using old Standard engine with twin carbs for 90bhp

1965 Estate launched with uprated rear suspension that October plus minor interior revamp the following month

1968 That July sees the 2.5PI introduced with detuned TR5PI engine (132bhp), sportier suspension and added luxury

1969 Mk2 range with longer, restyled body and improved interior. Power steering becomes a 2000 option, alternator now fitted

1974 Simpler 2500TC joins the range; similar to PI but uses twin SU carbs. Slight styling and interior revise with Stag-like radiator grille

1975 Engine upgrades all round. 2500S with 106bhp engine and thicker front anti-roll bar plus Stag wheels. Range dropped in 1977 as SD1 takes over

Best models

2500S

Regarded as the best all rounder thanks to more power (running on carbs) and sportier suspension plus Stag wheels and added appointments

2.5PI

One for the purest, especially Mk1 range, and values will reflect this over time, particularly if the original injection system is fitted

Estates

Almost BMW-like in style and prestige plus are hand-size holdalls; better, roomier five-door alternatives to Scimitar GTEs

Top five faults

Condition

Due to lowly interest and values, many cars are bodged so it’s best to buy a top 2000 rather than a scrappy 2500S and restos are false economies.

Rust

May 1974 on appear to be most rot-prone of all. The most common problem concerns rotten sills and footwells, while rear suspension pick-up points also dissolve, as do the top spring mountings on the rear suspension, which can also sag.

Engine

Excessive crankshaft end float is the major concern. Check for movement at the crank pulley. Repair work signal an engine strip down but up to 12-thou means a simple replacement of the thrust washer. Cylinder heads are known to crack.

Transmission

If noisy then a lack of oil may well have ruined the layshaft. Clonks on take-up may be U/Js (cheap), worn driveshafts or cracked diff mountings (expensive).

Rear suspension

Clonking indicates wear in the six universal joints or (more likely) play in the driveshaft splines. Complete failure is rare, but the rear will get twitchy when accelerating.