Five Classic Trials
Triumph TR4
Sharp, handsome, sporting. Three words conjured up when asked to think of adjectives associated with the Triumph TR4. And a good thing too – because it needed to be associated with these words. It replaced the TR3 – a sales success and cash cow that was necessary to keep Triumph afloat. Especially in the US.
In fact, the US was such an important market for the new TR4, only demonstration vehicles made it onto the UK market between 1961 and February 1962. The first 4000 TR4s were built for American sales.
And the importance of the US was felt in the car. Triumph utilised the underpinnings of a reliable and well-known TR3 the States market loved, with a gorgeous new design on top.
The Michelotti body caused uproar here when it was first seen. Gone were the swooping doors of the TR3 that you could rest your arms on. The TR4 wore higher-framed doors, more mature looks, and wider hips. But the grille was what we’d now refer to as a family face – to let people know that this is a continuation from the TR3. The bonnet bulge allows room for the carbs, and above that is a wrap-around windscreen that gives great visibility. The doors even featured frameless windows with winding glass – a very classy touch.
Step inside those wide doors and you’re greeted with a large and airy cabin. Settle down in the leather seats and you’ll find yourself in a
de rigueur seating position for a British sports car; good and low down, with thin A-pillars allowing a good view of the road ahead.
Our test car has an aftermarket Mountney steering wheel – a popular mod. The smaller than standard wheel fits comfortably in your hands and makes cornering that little bit more enjoyable. Dead ahead of you is the rev needle, and to your left is the speedometer. Oil, fuel, and temperature can be found further left across the luxurious wooden dashboard.
As can the ignition. The 2.2-litre, carbfed straight-four is prodded into life by the starter motor and sounds raspy on start-up. Importantly, it has 127lb ft of torque, which makes it feel like a much more powerful engine. From new, it could put in a very respectable 0-60mph time of 10.9 seconds.
It might be ‘just’ a four-cylinder, but it has its own charm. Not quite as powerful, or as charismatic, as the straight-six in a TR6, but nevertheless, it’s a potent, great-sounding engine that can achieve mid-20s mpg. Interestingly, as an option, you could have the 2.0-litre version. Not many people chose it…
And we’re glad our test car has the full-fat 100bhp going to the rear wheels. You need it to fully enjoy the car, even though peak torque kicks in as low down as 3550rpm.
Swapping cogs is refined thanks to the allsynchromesh gearbox, and the action itself is heavily weighted and long-throw. It’s very rewarding when you slot it into its desired position with precision – it’s a ’box that’s meant to be enjoyed, not rushed.
On the road, the handling is balanced and it’d take a lot for it to lose its composure. The fourcylinder engine is relatively light, which helps with even weight distribution. This can be felt when pressing on – it never feels lumbering.
TR4s don’t have independent rear suspension – that wasn’t introduced until 1965 with the TR4A. But with just general driving in mind, we’d doubt you’d miss it. That’s just how good a ‘regular’ TR4 is to drive.
The unassisted steering is heavy, but precise. You can really feel your arms working on tight corners. Period advertising asked why the TR4 separated the men from the boys, and we suspect it meant this. But it’s no heavier than any other British tourer or sports car of this era. It’s all part of the driving experience. And a very rewarding one at that.