The Triumph TR4

New style, by Michelotti For the new TR4, Standard-Triumph not only provided a completely new body style (shaped by its consultant Giovanni Michelotti), which came complete with wind-up windows, a more roomy cockpit with face-level ventilation, and a smart optional two-piece hardtop, which had a removable roof panel. Again as an option, a canvas 'Surrey' top with a simple bracing frame could be fitted instead of this roof panel.

Although based on the earlier chassis, the TR4 frame featured wider front (by four inches) and rear (by 2.5 inches) wheel tracks, along with rack-and-pinion steering. As before, both overdrive and centre-lock wire-spoke wheels were optional extras. For this model, a 100bhp/2,138cc engine became standard equipment, though the 1,991cc engine was still available to special order: very few such cars were ever built. The TR4 also got a new all-synchromesh gearbox, which was a direct descendant of the old type, though different in many detail ways.

Although the TR4 sold very well - more than 40,000 were built in less than four years., it was then replaced by the TR4A in the spring of 1965. Although this looked virtually the same as before, it featured an entirely new type of chassis frame, complete with independent rear suspension, featuring coil springs and semi-trailing arms (this being closely related to the modern Triumph 2000 saloon, which had recently gone on sale).

For sale only in North America (the USA and Canada), Triumph marketed an 'entry-level' TR4A with a lower price tag, that car having a beam axle/leaf spring rear suspension installation. It was a success, for about 10,000 of total TR4A production (of 28,465) had this layout.

Six instead of four

The last big change in this long-running product line then followed in the autumn of 1967, when Triumph finally replaced the legendary old 'wet-liner' four cylinder by the longer, smoother and eventually more powerful 2,498cc straight-six-cylinder engine, which had already been in use on other Standard and Triumph models since 1960. Many nostalgic tears were shed over this decision, but it made sound technical sense, especially as the first exhaust emission limiting rules were being brought in, in North America: the dear old 'four' could not meet the new rules, and was in any case at the end of its development life.

Two versions of the engine, and two new models, were unveiled at the same time. For sale only in North America, the TR250 was fitted with a 104bhp version of the engine, this using twin 175CD Zenith-Stromberg carburettors. Visually, this car was identified by having transverse 'speed stripes' across the bonnet and front wings. In later years, a number of TR250s were re-imported to the UK, as used 'classics'.

See our Triumph TR4 parts!

The Triumph TR4

New style, by Michelotti For the new TR4, Standard-Triumph not only provided a completely new body style (shaped by its consultant Giovanni Michelotti), which came complete with wind-up windows, a more roomy cockpit with face-level ventilation, and a smart optional two-piece hardtop, which had a removable roof panel. Again as an option, a canvas 'Surrey' top with a simple bracing frame could be fitted instead of this roof panel.

Although based on the earlier chassis, the TR4 frame featured wider front (by four inches) and rear (by 2.5 inches) wheel tracks, along with rack-and-pinion steering. As before, both overdrive and centre-lock wire-spoke wheels were optional extras. For this model, a 100bhp/2,138cc engine became standard equipment, though the 1,991cc engine was still available to special order: very few such cars were ever built. The TR4 also got a new all-synchromesh gearbox, which was a direct descendant of the old type, though different in many detail ways.

Although the TR4 sold very well - more than 40,000 were built in less than four years., it was then replaced by the TR4A in the spring of 1965. Although this looked virtually the same as before, it featured an entirely new type of chassis frame, complete with independent rear suspension, featuring coil springs and semi-trailing arms (this being closely related to the modern Triumph 2000 saloon, which had recently gone on sale).

For sale only in North America (the USA and Canada), Triumph marketed an 'entry-level' TR4A with a lower price tag, that car having a beam axle/leaf spring rear suspension installation. It was a success, for about 10,000 of total TR4A production (of 28,465) had this layout.

Six instead of four

The last big change in this long-running product line then followed in the autumn of 1967, when Triumph finally replaced the legendary old 'wet-liner' four cylinder by the longer, smoother and eventually more powerful 2,498cc straight-six-cylinder engine, which had already been in use on other Standard and Triumph models since 1960. Many nostalgic tears were shed over this decision, but it made sound technical sense, especially as the first exhaust emission limiting rules were being brought in, in North America: the dear old 'four' could not meet the new rules, and was in any case at the end of its development life.

Two versions of the engine, and two new models, were unveiled at the same time. For sale only in North America, the TR250 was fitted with a 104bhp version of the engine, this using twin 175CD Zenith-Stromberg carburettors. Visually, this car was identified by having transverse 'speed stripes' across the bonnet and front wings. In later years, a number of TR250s were re-imported to the UK, as used 'classics'.

See our Triumph TR4 parts!