Triumph TR5

What is a Triumph TR5?

It’s the shortest-lived of all the TRs, being built to fill the gap between the demise of the TR4A and the arrival of the TR6. The TR5 is also the best of the full-width TR bunch, with its macho Michelotti lines, smooth and torquey in-line six and independent rear suspension that gives far more predictable handling than earlier TRs - with the exception of the TR4A. It’s rarity will always ensure cult status.

History

When Michelotti’s sharp-suited new TR4 was unveiled at the London motor show in 1961, the car looked thoroughly modern, especially when compared with the TR3A that it replaced. But the reality was that under the skin the car was still a TR3A - it was little more than the outer skin that was new. Despite this, the TR4, and TR4A that succeeded it, were among the fastest affordable sports cars on offer throughout the 1960s. Cheap to buy and run, the cars’ road manners may have left considerable room for improvement, but as stylish transport they were pretty much unbeatable.

Apart from the completely new look, over the TR3A the TR4 gained rack and pinion steering, wider front and rear tracks to make it more sure-footed and an allsynchro gearbox. And although the engine used in the TR4 was essentially the same as that fitted to the TR3, it was bored out to 2138cc to up the performance a bit. The full-width styling that the TR4 offered also meant a novel roof arrangement could be specified. It’s essentially a targa roof, although the term hadn’t been coined back then. The lift-out top panel meant wind in the hair motoring could be enjoyed while the rear window meant occupants didn’t get buffeted as much by the wind. Unfortunately the panel was too bulky to fit into the car’s boot so Triumph also offered a light framework and canvas assembly, called the Surrey top, which was more easily stowed.

Throughout the TR4’s life there was little in the way of development, so when the most significant change was made in 1965, the car became known as the TR4A to mark the occasion. The chassis was tweaked comprehensively with a new design for the rear of the frame itself and independent rear suspension courtesy of coil springs with semi-trailing wishbones. This gave a more comfortable ride while increasing the amount of grip available, although the car’s weight increased as a result.

Having created an all-new body and sorted the antiquated chassis since the TR3’s demise in 1961, the only thing that the car was crying out for was a better engine – the four-cylinder power plant was starting to get a bit arthritic by the mid 1960s. The answer (after trying out the GT6 engine) was to put the thoroughly modern and beefier 2.5- litre straight-six under the bonnet, which happened in October 1967 with the arrival of the TR5. Complete with fuel injection, the car was externally barely discernible from the TR4A, but the new engine turned the TR into a genuine performance car with a handy 150bhp on tap.

Because of strict emissions regulations in North America, the car was fitted with twin carburettors instead of fuel injection, and cars for this market were badged TR250 instead of TR5. But even by the time the TR5 was introduced, it was looking pretty long in the tooth. Something more than a freshen up was needed, and the TR5 was never meant to be anything more than an interim model until Karmann had finished its work on a replacement – the TR6. That car arrived in January 1969 after 2957 TR5s and 8484 TR250s had been built.

Driving

There’s very little that’s bad to say about driving a TR5; the steering is light and direct while the brakes are perfectly capable of slowing the car from high speeds. With a slick gearchange and overdrive on second, third and fourth it’s easy to be in the right gear all the time - especially as the straight six is so flexible. While it comes into its own above 3000rpm, you need barely a third of that on the clock for the car to pull away without murmur - and the power plant remains smooth and refined at all times. Less endearing is the TRs prowess around the twisty bits,made worse once the suspension has worn a little. It’s no Lotus Elan but predictable and fun all the same. From a practical level the TR5 is a good tourer with enough refinement and civility to make long jaunts a pleasure.

Prices

The TR5 is by far the rarest of all the Michelotti-styled TRs, and because most have been rebuilt over the decades, restoration projects are hard to find. Even tatty runners aren’t that easy to source so expect to pay £6000 upwards for something that is fairly tidy albeit needs some work to make it decent. The best showroom standard TR5 fetch around £20-£25,000 these days and we’ve heard of factory fresh specimens selling for more. Darryl Uprichard, at Racetorations Tel 01427 616565, says his fully rebuilt bespoke TRs can cost around the £40,000 mark - and there are plenty of enthusiasts willing to pay this for a well sorted fast road TR that has been made to perform and handle well.

For most of us with lesser budgets, a decent car that’s a runner and doesn’t need significant work will hover around the £12,000 mark. Convert a TR4 into a Five? Well obviously it can be done, especially if you use carbs instead of fuel injection but it won’t be a real TR5 or command anything like the values. Similarly, American TR250s are detuned and downgraded TR5s and valued a fair bit less – reckon on a decent one for around £5000.