Marque: Triumph - Company History & Models - Cars By Brand

PAST: The 2000 was the BMW 5 Series of its era. Launched at the same time as Rover’s 2000, it was more orthodox, using twin-carb Vanguard Six power with an estate option. In October 1968, a detuned 132bhp TR5PI-powered flagship arrived while a year later larger, plusher sharper styled Mk2s took over. After years PI of woe, May 1974 saw new, twin carb model – the 2500TC and a year later the PI was killed off by the 2500S. Production ceased to make way for expanded Rover SD1 range in 1977.

PRESENT: If you can find a good one, they make fine comfy cruisers while the estates are extremely handy. Not fast, but okay and 2500 TC is the best all rounder.

FUTURE: Like the 1300/1500, the big brother is also in a void and look like remaining so for some time. This means that there are some good value, fine cars around making full scale restorations hardly worthwhile.

A curious car that on papaer could have saved Standard. Essentially Ensign was a derated Vanguard, equipped with a 1670cc engine. However there was a De Luxe model that boasted the TR3’s 2138cc engine, albeit in lower 75bhp tune. Disc brakes also made an appearance on later models. Good car that came too late to halt the slide.

PAST: Arriving at the same as the revolutionary BMC Mini and the pragmatic Ford Anglia, the new small car from Standard-Triumph was unusual in retaining an old fashioned and costlier chassis frame. Power was originally from the 948cc unit but upped through the years to 1296cc. Sporty S model (Feb 61) had twin carbs while 12/50 (1963-67) gained Spitfire-like 1147cc engine for 51bhp and standard sunroof. Rarities include classy Coupé and Courier van versions. Dropped in 1971 .

PRESENT: Heralds are full of charm and cheek while their interiors were luxurious for their class. An enjoyable enough drive but handling can be skittish due to quirky independent rear suspension – superb turning circle though! Front opening bonnet/wings for brilliant access.

FUTURE: With its separate chassis frame, restos are pretty easy although can be costly and certainly outweigh the value of many examples still.

The Herald Estate seems to be the least valued of the range but with its sharp Michelotti-bred styling, comfortable interior (including height adjustment for the front seats and the steering column) and a famed 25 ft turning circle, it still has a great deal to offer the classic car enthusiast. The 1200 Estate replaced the Standard Companion in late 1962 and lasted 1967 when it was superseded by the 13/60 Estate with its new perkier 1.3 engine, improved dashboard and ‘raised eye’ headlamps. Vitesse estates were also built, albeit to special order and in very small numbers, but the rarest Herald Estate model is the short-lived Herald Courier van. The last vestiges of the Herald were replaced in 1971 by the Toledo but there were to be no more small Triumph estates ever made. A good Herald is economical, versatile and pretty good fun. In winter it is a lot more practical than a Spitfire!

The now rarely seen estate car version of the attractive and upper crust Triumph 2000 was launched in 1965 and produced by Carbodies of Coventry to a very high standard, with even the rear side windows having wooden cappings. Better still, 1966-1969 l Mk1’s came with a leather trim and improved ventilation. Mk1 2.5 PI estates, recognisable by their mock-Rostyle wheels, were made for only a few months in 1969 as the entire range was replaced by the long-nosed Mk2 – although the load and passenger areas remained unaltered. The problematic Lucas fuel injected 2.5 was replaced in 1974 by the carburetor 2500TC plus there was also the very well-appointed 2500S with its standard PAS, alloy wheels, Sundym tinted glass and O/D (on the manual gear box) that probably offers the best value of the 2000/2500 range. That said all of the big Triumph estates represent excellent value as a big traditional sporting holdall – a sort of BMW Series of its day. Try finding one though…

PAST: The ‘Town and Country’ saloon sounded as old hat as it was featuring Morgan-style ash-framed bodywork, with alloy panels. For 1949 it was revised, powered by the Vanguard engine, albeit mated to a three-speed ‘box. This car evolved into the Renown. Overdrive was available from 1950 and a long wheelbase Limousine was offered from 1951: saloons featured same wheelbase from January 1952.

PRESENT: These quaint classics have charm and were comfortable and well-equipped plus gave good performance. These well-engineered, dignified saloons are reliable and relaxing, and provide an interesting alternative to some of the better known classic saloons of that era.

FUTURE: Like all early Triumphs these cars are a matter of taste but have the huge benefit of Triumph club support.

PAST: Much more than a chop top 2.5PI saloon, Stag was a brave attempt to move upmarket with unique V8 power, handsome Michelotti styled ‘two plus two’ bodywork and real class. On paper it was great… but sadly Stag’s reputation was soon sullied by that V8! Available in soft and hardtop form, most were automatics but overdrive was standardized in 1972. Modifications for for ’73 (best year for sales) featured improved cooling set up but Stag was culled four years later.

PRESENT: With almost 40 years of development behind it, Stag is now rightly the car it always should have been; a cut price Merc SL. Once modified using Rover V8 power, Stags now being hastily re-converted; rightly so as it suits the car a lot better.

FUTURE: Prices are steadily climbing and the 20 grand Stag is becoming common. Super club support means it’s a very easy car to own, service, restore and enjoy.

PAST: Essentially the same car but refined, restyled as the years rolled on; launched as TR2 (‘TR1’ was a prototype), in ‘53 featuring a separate chassis with power from the old Standard Vanguard wet liner, two-litre unit. TR3 (October 1955 on; more powerful, and identifiable by ‘egg crate’ style grille), TR3A (January 1958 on for UK with wider grille and recessed headlamp mountings). TR3B launched same time as TR4 with same engine; aimed at export markets who wanted to retain traditional styling.

PRESENT: All have bags of character especially TR2/3. Girling front disc brakes from 1956 of enormous benefit. The TR rivalled the MGA and both have a similar feel, perhaps Trumph is more refined.

FUTURE: Fantastic back-up comes as standard and good TRs will always make strong money (watch for body bodges). USA re-pat cars make good bargains.

PAST: TR4 met six pot power in 1967 to make a mini ‘Big Healey’. Michelotti-styled body similar to previous TR4A but performance now in a different league care of longer stroke fuel-injected 2.5-litre engine for 150bhp. US cars use carbs for just 104bhp but with reliability! Squarer-cut TR6 for 1969 has same mechanicals but more modern look. Many amendments were made in 1973 including detune to 125bhp for more flexibility. Car was dropped in 1975 for UK , US market a year later.

PRESENT: Still a class, if hardly civilised act, big-bore TRs are so satisfying. TR5 are for the purist but TR6s more plentiful and cheaper while US cars don’t suffer too much in pep drop and can be excellent value. Hard top cars may not come with convertible hood.

FUTURE: All are shooting up in value but rarer TR5 will always boast higher prices. Fab owner support, but specialists warn of tart up sub £10k TR6 buys that are waste of money.

Cribbed Plymouth design, the Vanguard was a novel fast-backed saloon and estate, for six people. It used the now legendary 2088cc four-pot engine that went to power Triumph saloons of that era. Phase II cars from ‘52 featured more conventional styling while Standard produced the first official British diesel private car in 1954.

PAST: Launched in 1962, Vitesse was a sporting saloon not unlike a BMW 3 Series. Replacing sluggish Herald unit was a downsized Standard Vanguard Six, to1596cc, delivering a useful and smooth 70bhp. In addition Vitesse featured front discs. ‘Mark 1 2000’ models (October 1966 on) employed gutsier GT6 1998cc unit and higher gearing. The Mark 2 (from October 1968) gained improvements to the cylinder head,  manifolds and camshaft, giving more power, plus major revisions to the rear suspension (thankfully).

PRESENT: Still appreciated for their swift and smooth performance, Vitesses are much nicer than the lesser Heralds but the handling can be heavily taxed in 2-litre form unless modified.

FUTURE: More valued than Heralds they are a better bet for modern use yet are as cheap to buy and run. Spares and club support is generally excellent..

Okay, it’s a Honda really but the last vehicle to bear the great Triumph name was actually an extremely effective family car that did much to boost the company’s reputation. In fact the model incorporated more British content than you’d expect and the Acclaim was – and remains - a lively, frugal, easy going, highly reliable saloon with few vices. Top of the range CDs were well equipped and had the option of air con. Best as the luxurious, leather/wood-trimmed Avon variants which are very scarce today. Avon Turbo versions also hen’s teeth but pacey (0-60 mph in under 9 seconds; top speed, 115 mph). If you fancy an Acclaim, ignore hearsay and go for it. Surviving examples are gaining acceptance in the classic world, but are still available for sensible prices. And apart from terminal rot, they are dead reliable.