Triumph TR6

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Why should i buy one?

The TR6 was vintage even when it was new in the showrooms. But, unlike the MGC, history has been very kind to this ‘mini Big Healey’ and is probably a better prospect now than when it was new. In common with that MG sportster, it was a dated design from new and also went through an unloved stage in the 1970s when you could buy a ratty one for under a grand when enthusiasts moved on to more reliable, better handling, civilised Capri 3000 GTs and Datsun 240Zs instead. Then the TR6 became a classic where, today, is second only to the MGB as the UK’s best loved British sports car.

What can i get?

There’s essentially two models and the chief difference is engine power – yet is it? As the TR6 is basically a refreshed TR5 PI, it used the same mechanicals, including the hallowed CP-engined 150bhp 2.5-litre fuel injected engine. However, what was thought of as heresy by Triumph for 1973 cars came the detuned CR unit with over 25bhp lopped off in the interests of driveability. However, TR experts say as the change corresponded in how power was rated the difference is 10bhp at most; US engines (CC/CF) used a softer carburettor-fed tunes of 104-106bhp. The only change of note was Stag gear ratios and a standardisation of (the essential overdrive) during 1974.

As the vast majority went to the States, you can source TR250s easily and they are not bad buys as their bodies are in a better state. Bank on around £1200 for a specialist to convert a LHD to UK needs.

What are they like to drive?

The TR5 and 6 took on a new character once that enlarged Triumph 2000 engine was slotted, giving a performance as only a big straight six can do, although, the handling suffered over the TR4 due to the heavier mass up front. Touring is what the TR6 is better at where overdrive makes the going easy, even if the body still suffered from age old TR creaks and groans. The ride is old school sports-car firm – this means harsh – but a front anti-roll bar (never fitted to the TR5 PI) allied to IRS helps to make the handling predictable enough even if the tail still feels, especially in the wet, that it’s got enough on its plate.

Hustling a TR6 is something to savour but only if you’re prepared to take control of this tetchy Triumph – by the scruff of the neck and get your elbows out. Like the Big Healey, the TR6 is predominantly what was once called ‘man’s car’, with apologies to the PC brigade! As previously mentioned, the difference between the two UK engine tunes isn’t much in reality and easily sorted and bettered if desired.

What are they like to live with?

Parts supply is excellent and although complete bodies aren’t available from British Motor Heritage anymore, individual panels still are; new chassis frames are made as well from a number of suppliers making restorations feasible enough at home if you’re up for it.

That once fickle fuel injection can easily be sorted by TR experts and worth persevering with as it will affect future values. Talking of which, some specialists talk of £30,000 tags for top TR6s and half this for a decent one with a current MoT that won’t require too much annual work to keep it in a similar fashion. Some recommend you either spend a few grand on a complete basket case to restore properly – or pay top dollar for a top car as anything in between (as many sadly still are) is the real danger area.

We reckon

Even since the Big Healey was killed off, the TR6 became the apparent heir and it’s difficult to argue against the case for this Triumph. It’s a proper yesteryear sports car that’s a privilege to own.