Triumph TR6

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This the TR most enthusiasts, new to classics, hanker for due to those square cut looks and beefy character. The TR6 is rightly regarded as the Big Healey alternative at less cost. There’s no shortage of TR6s around – the problem shifting out the good ’funs from the bodged ones – and that’s not as easy as it sounds…

Driving

The TR5 and 6 took on a new character once that enlarged Triumph 2000 engine was slotted in with fuel injection, giving the sports car a performance as only a big straight six can do, although, the handling suffered due to the heavier mass up front. Touring is what the TR6 is better at where overdrive makes the going easy, as does the IRS taken from the TR4A. The interior looks inviting but the TR6 still suffered from age old TR creaks and groans. Don’t get hung up on the ‘150bhp’ tune as most never delivered it and the real world difference between the later, milder 125bhp engine is not as great as you’d expect say the experts and it can significantly influence the prices.

Values

Prices are now on the march for these beefy pair of Brits and some specialists talk of £30,000 tags for top TR6s and well over 40 grand for the rarer TR5. For the less well heeled, a decent TR6 with an MoT that won’t require too much work to keep it presentable should be available for around £15,000 but bear in mind will need some work to make it nice and reliable. Some TR experts 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 still are) is a real danger area. As with the TR5, American TR250s are derated and much cheaper; not a bad choice if RHD has been carried out right and easily uprated to UK tune.

Timeline

1968 A facelift by Karmann of West Germany grafts a new nose and tail onto the old centre section to create the TR6 with a crisper and more modern look

1971 Anti-theft steering lock standard, supports for the rear springs and trailing arms uprated. Carb-fed engines receive revised manifolds for a touch more power and all models, the gearbox gains a Stag-like design that’s more heavy duty

1973 Power output on UK PI versions is reduced to 124bhp to improve reliability and smoothness. Chin front spoiler is added. Desirable optional overdrive unit is improved and later becomes a standard fit; Stag ratios during 1974

1975 PI production ends for the UK market. Credible total of 91,850 TR6s were sold over a run of almost eight years

Best models

Originals

Values will be governed in the future, right down to the Lucas PI system still fitted although some mods are desirable for today’s roads

TR250

US cars are detuned but can be easily uprated and, being on carbs, are inherently more trustworthy plus can be very good value

Engine power

Too much is made of the hallowed engine tunes; condition counts the most plus many earlier engines never delivered that quoted power…

Top five faults

Bodges

While new shells aren’t made anymore individual panel supply from BMH remains excellent so dismiss bodged up examples unless so cheap you’d be a fool to turn down.

Engine

This long stroke six-cylinder suffers from the same TR problems, especially trouble with the crankshaft end float. Head can crack and gaskets fail as well; watch for overheating.

Fuel injection

The Lucas mechanical fuel injection is fine if set up – from tank to injectors – by a TR expert. A Bosch fuel pump, re-routed to keep it cooler is a worthy and accepted mod.

Rust

Check all areas inc trailing arm locating points. Body locating chassis outriggers are often badly repaired and the chassis arms located under the boot floor can give trouble as do floors, wings etc.

Imports US TR250;

check quality of RHD conversion (around £1200 by specialist) and RHD side swipe damage. Expect to pay £5000 min less than proper UK although condition may sway things more than origin.