Own­ing a Tri­umph TR4-6]

Classic Cars (UK) - - Buying Guide -

Anne Nor­man, Suf­folk

When my hus­band Peter and I fin­ished restor­ing our VW camper, I sug­gested we should buy some­thing we can take out and en­joy on sunny days. We like the shape of the TR4 and found this one at a lo­cal dealer in 2015. It’s had lots of own­ers and lots of work done to it over the years, but still has the orig­i­nal en­gine and spec­i­fi­ca­tion. We had the Sur­rey top sprayed red – it was cream and didn’t look right – and had some bits ti­died up on the body. Since buy­ing it, we’ve en­joyed it a lot. Peter wasn’t happy with some parts, so we’ve worked on it to­gether – I cleaned up the chas­sis while he made a patch to weld in by the front sus­pen­sion, and I was sur­prised at the red sand that came out! It also kept jump­ing out of over­drive, so we took the trim out and fit­ted new switches on top of the gear­box, which cured that. We took it down to Laon this year with no prob­lems, and do around 1000 miles a year. We’ve spent about £500 a year in­clud­ing ser­vic­ing and re­pairs, all of which we do our­selves.

Neil Wragg, War­wick­shire

I bought my TR5 new in 1968. It was a fab­u­lous car, with one prob­lem – garages had no idea what to do with the me­chan­i­cal fuel in­jec­tion. For­tu­nately, my fa­ther did; he recog­nised that if it had a good sup­ply of fuel, cor­rect vol­ume and pres­sure, the sys­tem worked per­fectly. We had to strip down the pump and lin­ish the brass base plate smooth ev­ery six months.

In 1970 Anita and I drove to Italy on hon­ey­moon, via the Stelvio Pass. The TR be­came her trans­port to work, then be­came lit­tle-used, but still loved. In the early Nineties Anita and I lifted the body off and I re­paired and pow­der-coated the chas­sis. Then I light­ened and bal­anced the en­gine in­ter­nals, with a Stage 2 head, multi-branch ex­haust and much more. I re­paired the body­work, but qual­ity body pan­els weren’t avail­able. The fuel in­jec­tion re­ceived a Bosch pump, mod­ern re­lief valve, new in­jec­tors and a re­cal­i­brated me­ter­ing unit.

The car felt fab­u­lous. In 2000, we re­peated the drive to Italy, find­ing the Stelvio very tame this time. The last 10-15 years has seen a good bare-metal re­spray – the bodyshell was dip-stripped and all pit­ted metal cut away. The car goes good, sounds good, and looks good. We use it al­most ev­ery week, al­ways top­less, in­clud­ing light rain and heavy snow. It is to­tally re­li­able, with 33.7mpg cruis­ing. An­nual pro­fes­sional ser­vic­ing costs £620-640.

Ge­orge Ni­blett, East Sus­sex

I’ve had TRS pre­pared by Steve Hall at TR En­ter­prises for 25 years, in­clud­ing TR4S I used for ral­ly­ing, but my first was a TR6 which was too orig­i­nal to rally. When I gave up ral­ly­ing, I sold all my rally cars and bought a Us-spec TR6 for tour­ing. Steve re­built it in 2011/12 with a fast road en­gine pro­duc­ing 178bhp on triple We­bers, a roll­bar, ad­justable sus­pen­sion and right-hand drive con­ver­sion. It’s a very quick car and it’s been very re­li­able, though it doesn’t have the flex­i­bil­ity of a TR4, which is a bet­ter car for ral­ly­ing. The sus­pen­sion is set up more for tour­ing than com­pe­ti­tion, and I find the Us-spec seats with fold-down head­rests very com­fort­able. I spend around £2500 a year on it, for pro­fes­sional ser­vic­ing and prepa­ra­tion for tour­ing events.

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