1980 Triumph TR7 DHC 'the shape of things to come'
Discussion
Some might remember this 1976 caption for the dreadful four speed Speke tank-top but it took till 1980 to make the TR7 properly with a soft top in Canley. Only then did it became a credit to Harris Mann's original design, apart from the bumpers to placate the Americans. Sadly, with the dollar peaking at 2.40 to the pound, it failed to sell, so was cancelled. As a low mileage driver I needed a reliable car which wouldn't depreciate much and was fun as well as being practical (just me and a small case). Despite almost universal opprobrium from the teenage scribblers and sneery comments from influencers of the day ...' goodness, they've done the same to the other side....', it was clearly now a well built and well engineered car, as time has proved.
The Triumph Slant 4, so solid that Saab used it, remains continent despite its Achilles heel of a leaky water pump which I replaced many years ago. The head has never been off (apparently a nightmare to remove owing to its curious means of attachment to the block), the cam chain is fine and the valve clearances have departed only slightly from their recommended values. Even the HT leads are original although I once had to replace the capacitor (that's in the 'distributor' for the benefit of younger readers!) to cure a misfire.
The ubiquitous LT77 gearbox, designed to cope with V8 equipped Land Rovers, only gives trouble when either abused by farmers towing sheep in too high a gear, or filled with the wrong oil (it requires watery ATF). It's had a new front wheel bearing and new rear brake cylinders, but all the brake pipes, front discs and calipers are original, as is the oil in the diff.
It had done around 10,000 miles when I bought it in March 1981 for £4250; £4k for the car and £250 for the state of the art Akai radio/tape deck - which can still emit a somewhat trembly Layla. I suppose I should replace the worn and vandalised driver's seat (cigarette butt burn, presumably tossed in by resentful oik)......but it's part of its history.
Thanks to the injection at birth of immortalising tar (note Ziebart's yellow grommets in the door frame) it has required no bodily cosmetic surgery. Major bills were a respray and general tart up after its semiretirement in 1992 (c£400) and a Rimmer SS exhaust. For over 40yrs I have carried a spare fan/alternator belt under the seat (and a tow rope) but never needed them. It has never failed to start or complete a journey.
Here's a pic of its recent (this century) service history; has caused me very little trouble. I've just changed the oil and filter after only another very few thousand miles, which prompted me to prepare this thread. It's a shame it did not evolve into a popular sports car like the MX5 rather than the flawed MG TF which, with its stupid engine in a silly position, was a last ditch attempt to make a reliable and affordable British sports car for the global market. But that seems to be the mistake that was so often made back then - revolution rather than evolution.
PS even the pop-up lights have never failed!
Edited by Leveret on Monday 8th June 12:22
A TR7 was always my dream car whilst at school and when I started work my boss had one.
I did about 5 years ago go to see a couple for sale, although both unfortunately were much worse than their descriptions.
I still have one on my list to own although I can't remember the last time I saw one.
Great write up!
I did about 5 years ago go to see a couple for sale, although both unfortunately were much worse than their descriptions.
I still have one on my list to own although I can't remember the last time I saw one.
Great write up!
Leveret said:
<snip> Despite almost universal opprobrium from the teenage scribblers and sneery comments from influencers of the day ...' goodness, they've done the same to the other side....', it was clearly now a well built and well engineered car, as time has proved. <snip>
Legend has it that was Giorgetto Giugiaro on seeing the TR7 at the 1975 Geneva Motor Show.Nice car. I'd like a Coupe one. Apparently due to US rollover and safety concerns they're quite good to have a crash in.
It's part of life to sneer and criticise, and it's usually about things that the chatterer hasn't actually experienced and never actually seen. In more recent times, social media has made things much worse, as people can hide behind a keyboard, and imagine that sarcasm is is clever. And imagined "politics" or manufactured "status" confuses shallow minds, and diverts attention away from the genuine ability of the product.
The TR7 was hobbled by two things - it was born from the horror that was British Leyland, and it's modernity shocked those who were still wedded to the venerable MGB, hopeless outdated, but still undeniably characterful.
Your car proves that the exception is the rule - cars will last well if they are simply well maintained, and used regularly, making use of the inherent design and engineering. Some of the BL output was definitely rubbish quality, but that must be owned by the workshy labor force who thought that unionism was preferable to work. They shame themselves to this day.
The TR7 however wasn't the worst built car, and no worse than other marques of the decade.
Love to see more of it, they drive really well.
The TR7 was hobbled by two things - it was born from the horror that was British Leyland, and it's modernity shocked those who were still wedded to the venerable MGB, hopeless outdated, but still undeniably characterful.
Your car proves that the exception is the rule - cars will last well if they are simply well maintained, and used regularly, making use of the inherent design and engineering. Some of the BL output was definitely rubbish quality, but that must be owned by the workshy labor force who thought that unionism was preferable to work. They shame themselves to this day.
The TR7 however wasn't the worst built car, and no worse than other marques of the decade.
Love to see more of it, they drive really well.
I love TR7s but much prefer the coupe. Brilliant to read about your car and ownership regardless, thanks for taking the time to post. Tiff Needell loved his by the way. And I get the feeling Tony Pond was quite fond of his big 8 pot rally car!!
Edited by biggbn on Monday 8th June 18:10
That’s a brilliant post Leveret, it’s great to see a long term owned TR7.
I had TR7’s as a nipper, my first was a 4 speed white coupe, that ended up with a Dolly Sprint engine with 2” SU’s, STR91 cam etc (too much spent at TriumphTune). Then I had a Persian aqua convertible, twin 45’s, TriumphTune cam, it was booked into S&S for a V8 conversion, but then a Grinnall coupe came available, so I got that instead. A mate cooked the engine of his, so we purchased a SD1 and did our own V8 conversion, which I kept for a while. Would love another at some time.
It’s great to read about yours OP, thanks for posting.
I had TR7’s as a nipper, my first was a 4 speed white coupe, that ended up with a Dolly Sprint engine with 2” SU’s, STR91 cam etc (too much spent at TriumphTune). Then I had a Persian aqua convertible, twin 45’s, TriumphTune cam, it was booked into S&S for a V8 conversion, but then a Grinnall coupe came available, so I got that instead. A mate cooked the engine of his, so we purchased a SD1 and did our own V8 conversion, which I kept for a while. Would love another at some time.
It’s great to read about yours OP, thanks for posting.
That's a fantastic long term ownership story OP. 
Although I've never been a fan of convertibles this definitely looks better than the TR7 Coupe. But as the replacement for the TR6 I couldn't help thinking at the time that they needed a bit more performance, either with the 16V from the Dolomite Sprint or the Rover V8.
Although I've never been a fan of convertibles this definitely looks better than the TR7 Coupe. But as the replacement for the TR6 I couldn't help thinking at the time that they needed a bit more performance, either with the 16V from the Dolomite Sprint or the Rover V8.
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