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: Codenamed ‘Bomb’ Spitfire was launched to rival the Sprite/Midget (based upon modded Herald chassis) in 1962. Mark 2s (March 1965 on) more powerful (manifold and cam changes), and the engine was enlarged to 1296cc for the Mark 3, and best developed Mark IV. Final Spitfire was the 1500; 1974-80.

PRESENT: Popular user-friendly sports cars which are fun to drive, straightforward to work on and inexpensive to buy and to maintain. Performance mild rather than wild (some fit GT6 power) but overdrive makes for relaxed and frugal motoring. Handling can infamously tricky yet the ride is over hard and Spitfires are seen as more pretty and petite when compared to beefier-looking Spridget.

FUTURE: Spitfires are now starting to go for serious money. Mk3s and MkIVs are seen as best bets although earlier cars will hold money better due to rarity. Fantastic spares, club support makes ownership easy.

PAST: 1300-styled RWD Toledo replaces Herald in 1970 with (FWD) 1500 moving upmarket. This reverted to RWD after three years once conventional, more upmarket Dolomite arrived in ’72 using a 1.8 ohc engine co-developed by Saab. Dolomite Sprint joined the line-up in mid 1973 with 16V head. For 1976 all badged as posher Dolomites but all died a death in 1981!

PRESENT: Capable saloons offering class and luxury. Dolomite 1850 and especially the Sprint are seen as the most desirable; lower rank 1300/1500 are stodgier but comfortable, albeit fussy at speed. Much more modern in feel than the older 2000; 1850 is vastly underrated.

FUTURE: Most interest lies in the 16-valve Sprint of course and many lower cars have been scrapped to save them. All excellent value; arguably the more conventional models are safer buys (Sprint engine woes!) but it’s doubtful whether they will soar to TR or Stag level prices.

PAST: The most fundamental rework of the TR design with a totally new ‘full width’ appearance and a stretched chassis. Engine is upped to 2138cc with an all synchro gearbox and rack and pinion steering is employed. In 1964 the TR4A replaced it, using the more sophisticated independent rear suspension taken from the Triumph 2000 saloon, although carries a 100lb weight surplus. Car replaced in late ‘67 by the TR5PI.

PRESENT: TR4A is most civilised and best bet for touring thanks to an easier ride, although the handling isn’t as sharp as earlier TR4. Bigger engine is torque-filled and adequate plus can be tuned to TR6 pace. Option of a nice Surrey top makes TR4A an all weather classic.

FUTURE: With prices soaring for the best six pot Trs, values of the simpler TR4 and 4A are firming up. USA TR4s can make great bargain buys if performance isn’t a main issue but many will have suffered accident damage.

PAST: TR7 was a radical departure from previous TR designs. With a fixed head girly ‘wedge’ look, it was powered by a detuned eight-valve Sprint engine. Eventually a long-awaited drophead was introduced in 1980 but range dropped by October 1981! Rarities include 62 TR7 ‘Sprints’ built during 1977 with proper 16 valve Dolly Sprint power. The lusty and long-awaited TR8 was introduced to the US in 1980, but never officially sold in Britain, with only a handful taking to the roads here.

PRESENT: Forget the image… the TR7 is a decent, civilised and fun sportster, which is not just great value but also a viable daily driver (in five-speed guise). It’s really a Dolomite dressed in a sports jacket but the handling is much better than old TRs while TR7-V8s and TR8s go like the bargain TVRs they really are!

FUTURE: Is this the sleeper classic of today? TR7 prices are steadily heading north and the time to buy one is now!

Ditching a chassis for monocoque construction and modern looks, the Vanguard came of age and was well respected, especially the ‘58 face lifted Vignales. Sportsman was tuned version boasting extra power, better handling and a curious MG-like front. Just 900 made. Six best of the lot as it boasted new pot engine that powered later Triumphs.

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.