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Triumph Renown

Triumph Renown Published: 11th Jul 2017 - 0 Comments - Be the first, contribute now!

Triumph Renown
Triumph Renown
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Why should i buy one?

Canley’s classics, to most enthusiasts, will always be the great strain of TR sports cars as the saloons were decidedly dated before the Herald and the 2000 came along. And yet that’s one of the attractions of the Mayflower plus the larger 1800/200 and Renown saloon ranges. Other benefits include their pre-war razor-edged styling, complete with magnificent swooping wings and exposed headlights treatment.

These cars represented a time when Triumph prided itself on its traditional-built ‘Town and Country’ saloons, in this case aluminium bodies upon an ash frame and steel chassis – very Morgan-like in fact.

What can i get?

There’s essentially four ranges, the 1800 and 2000 and then later on the Renown which ran from 1948-54 – and the smaller brother Mayflower produced for four years up until 1953, which was the most popular of them all with just under 35,000 made.

The 1800 employed an old Triumph engine via a four-speed gearbox while the 2000 used the famous Standard-produced ‘wet liner’ 2088cc unit that went on to power tractors and TRs, albeit marshalled by just three speeds. The Renown was much the same, but the body sat on a lengthened, and modified Standard Vanguard chassis and so benefited by its more modern coil spring front suspension instead of the transverse leaf design. Produced at the same time was the elegent ‘Bergerac’ Roadster model (either as an 1800 and 2000) but these can cost four times that of the saloon on which they are broadly based upon. A Renown can sell for up to four figures (as can a 2000, chiefly because it was only produced during 1949) although the more common figure asked is around £8000; twice the value of the oddly styled Mayflower which looks like a shrunken Rolls-Royce Silver Dawn.

Apart from a regular saloon, a Renown limo was offered with an extra 3in (76mm) in the wheelbase for more passenger room. As befitting its lofty title, a glass partition was duly placed behind the driver – very regal! A heater came as standard, too.

What are they like to drive?

A TR they are not! Instead, they are quaint, sedate and comfortable cars where even the 2-litre models could just about muster our national speed limit with the Mayflower barely breaking 60 from its novel 38bhp 1272 alloy-headed side-valve Standard 10 unit. Such quaintness extends to the column gearchange – worked by your right hand on certain models!

On all, the handling is decidedly slow and steady meaning a stately style is best rewarded; Roadsters aren’t any quicker but the stiffened chassis and stronger brakes make them drive a bit better. The 2000 range also benefits an optional overdrive to make cruising easier. The Mayflower employs a much more modern chassis and handled surprisingly okay for its time.

What are they like to live with?

While not as popular or common as TRs, there’s still a strong support from the Triumph Roadster Club which boasts almost 50 members while the Razoredge Owners’ Club (TROC) purely caters for the saloons. The Roadsters, in particular, posses good spares availability; try Manchester-based Triumphroadsterparts. com, plus look to JC Whitley, and MEV Spares for generic bits. As the 2000 is basically a Standard Vanguard, look to their owners’ clubs for parts, too. With their Morgan-like build, they are restorable at home but the costs can easily outweigh their worth, particularly on the saloons.

We reckon

They’re not everybody’s cup of tea but there’s something endearing about these Triumphs not least the potential to slot in a TR4 power unit; who needs a Dolly Sprint?

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