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Triumph TR7
The Triumph TR7 is a sports car that was manufactured in the United Kingdom from September 1974 to October 1981 by British Leyland Motor Corporation (BLMC), which changed its name to British Leyland (BL) in 1975. The car was launched in the United States in January 1975, with its UK home market debut in May 1976. The UK launch was delayed at least twice because of high demand for the vehicle in the US, with final sales of new TR7s continuing into 1982.
It was initially produced at the Speke, Liverpool, factory, moving to Canley, Coventry, in 1978 and then finally to the Rover Solihull plant in 1980.
The car, characterised by its "wedge" shape and by a swage line sweeping down from the rear to just behind the front wheel, was commonly advertised as "the shape of things to come". The design was penned by Harris Mann who also designed the wedge-shaped Princess. The car has an overall length of 160 in (410 cm), width of 66 in (170 cm), wheelbase of 85 in (220 cm) and height of 49.5 in (126 cm). The coupé has a kerbside weight of 2,205 lb (1,000 kg). During development, the TR7 was referred to by the code name "Bullet". MG branding was considered for the upmarket versions compared to the TR badged entry level versions, with "MG Magna" being used on some of the early clay models, but this did not reach production.
The TR7 was the first of Triumph's 'TR' line to not be offered as a convertible in its initial form, instead using a 2-door coupé configuration. With the United States showing increased concern for automotive safety in the 1970s, legislation was being considered to ban open roof convertibles due to rollover risks. As the US statistically represented the most lucrative market for Triumph sports cars, BL decided to avoid these potential risks by offering the TR7 only as a fixed roof coupé. The legislation to ban convertibles was not implemented and in 1979, Triumph introduced a convertible version of the TR7.
Power is provided by a 1,998 cc eight-valve four-cylinder engine that shares the same basic design as the Triumph Dolomite 1850 engine, albeit increased to 2 litres and fitted with larger carburettors, mounted in-line at the front of the car. Power is 105 bhp (78 kW) at 5,500 rpm, maximum torque is 119 lb⋅ft (161 N⋅m) at 3,500 rpm, the North American version produces 92 bhp (69 kW). Australian buyers received the same version in order to meet local emissions regulations. The European version was tested as having a 0–60 mph (97 km/h) time of around 10 seconds, with a top speed of 108.5 mph (175 km/h). Drive is to the rear wheels via a four-speed gearbox initially, with an optional five-speed manual gearbox and a three-speed automatic available from 1976. The front independent suspension uses coil spring and damper struts and lower single link at the front, and at the rear is a four-link system, again with coil springs. There are front and rear anti-roll bars, with disc brakes at the front and drums at the rear.
The interior trim was revised in March 1977, with the broadcord seat covers being replaced with red or green "tartan" check inserts with black leather effect vinyl edging. The tartan trim is also reflected in the door cards in padded matching red or green tartan cloth inserts in the black leather effect vinyl.
The development of the convertible version of the TR7 required the interior light, which was in the headlining, to be removed. This was replaced by lights with integral switches in each of the door cards. A map light, mounted between the seats on the back panel below the rear parcel shelf, was deleted. The convertible also required a smaller fuel filler cap, as the deck area in front of the boot lid was reduced to allow for the stowage of the hood. These modifications were also applied to the hard top for the 1978 year model (starting after the factory's summer shutdown in 1977), presumably to maintain commonality of parts on the assembly line. The wheel trims were also changed at this time, from smaller black trims that covered only the centre of the wheels, to larger silver ones, covering the whole wheel.
External decor changes included simplification of the TR7 badge on the boot, the rear panel changing from black to body-colour, and the TR7 nose badge being replaced by a large laurel-wreath emblem with the Triumph name across its centre, this latter replaced on final production models by a small circular raised badge. Only a small number of 1978 year model cars, with the smaller filler cap and lights in the door cards, were produced at Speke, due to the industrial action there in 1977–78.
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Triumph TR7
The Triumph TR7 is a sports car that was manufactured in the United Kingdom from September 1974 to October 1981 by British Leyland Motor Corporation (BLMC), which changed its name to British Leyland (BL) in 1975. The car was launched in the United States in January 1975, with its UK home market debut in May 1976. The UK launch was delayed at least twice because of high demand for the vehicle in the US, with final sales of new TR7s continuing into 1982.
It was initially produced at the Speke, Liverpool, factory, moving to Canley, Coventry, in 1978 and then finally to the Rover Solihull plant in 1980.
The car, characterised by its "wedge" shape and by a swage line sweeping down from the rear to just behind the front wheel, was commonly advertised as "the shape of things to come". The design was penned by Harris Mann who also designed the wedge-shaped Princess. The car has an overall length of 160 in (410 cm), width of 66 in (170 cm), wheelbase of 85 in (220 cm) and height of 49.5 in (126 cm). The coupé has a kerbside weight of 2,205 lb (1,000 kg). During development, the TR7 was referred to by the code name "Bullet". MG branding was considered for the upmarket versions compared to the TR badged entry level versions, with "MG Magna" being used on some of the early clay models, but this did not reach production.
The TR7 was the first of Triumph's 'TR' line to not be offered as a convertible in its initial form, instead using a 2-door coupé configuration. With the United States showing increased concern for automotive safety in the 1970s, legislation was being considered to ban open roof convertibles due to rollover risks. As the US statistically represented the most lucrative market for Triumph sports cars, BL decided to avoid these potential risks by offering the TR7 only as a fixed roof coupé. The legislation to ban convertibles was not implemented and in 1979, Triumph introduced a convertible version of the TR7.
Power is provided by a 1,998 cc eight-valve four-cylinder engine that shares the same basic design as the Triumph Dolomite 1850 engine, albeit increased to 2 litres and fitted with larger carburettors, mounted in-line at the front of the car. Power is 105 bhp (78 kW) at 5,500 rpm, maximum torque is 119 lb⋅ft (161 N⋅m) at 3,500 rpm, the North American version produces 92 bhp (69 kW). Australian buyers received the same version in order to meet local emissions regulations. The European version was tested as having a 0–60 mph (97 km/h) time of around 10 seconds, with a top speed of 108.5 mph (175 km/h). Drive is to the rear wheels via a four-speed gearbox initially, with an optional five-speed manual gearbox and a three-speed automatic available from 1976. The front independent suspension uses coil spring and damper struts and lower single link at the front, and at the rear is a four-link system, again with coil springs. There are front and rear anti-roll bars, with disc brakes at the front and drums at the rear.
The interior trim was revised in March 1977, with the broadcord seat covers being replaced with red or green "tartan" check inserts with black leather effect vinyl edging. The tartan trim is also reflected in the door cards in padded matching red or green tartan cloth inserts in the black leather effect vinyl.
The development of the convertible version of the TR7 required the interior light, which was in the headlining, to be removed. This was replaced by lights with integral switches in each of the door cards. A map light, mounted between the seats on the back panel below the rear parcel shelf, was deleted. The convertible also required a smaller fuel filler cap, as the deck area in front of the boot lid was reduced to allow for the stowage of the hood. These modifications were also applied to the hard top for the 1978 year model (starting after the factory's summer shutdown in 1977), presumably to maintain commonality of parts on the assembly line. The wheel trims were also changed at this time, from smaller black trims that covered only the centre of the wheels, to larger silver ones, covering the whole wheel.
External decor changes included simplification of the TR7 badge on the boot, the rear panel changing from black to body-colour, and the TR7 nose badge being replaced by a large laurel-wreath emblem with the Triumph name across its centre, this latter replaced on final production models by a small circular raised badge. Only a small number of 1978 year model cars, with the smaller filler cap and lights in the door cards, were produced at Speke, due to the industrial action there in 1977–78.