The Triumph TR7 – the last of an illustrious lineage

Back
in the day, the Triumph TR7 looked like nothing else on the road. The
problem was, its modernistic outward appearance over-promised and
under-delivered. By that, I mean, the TR7 couldn’t match its showy
apparel with quite enough by way of oomph. However, despite its
shortcomings, the model went on to outlive the MGB and became the
best-selling TR of the lot.

BMC
and Leyland Motors, as separate entities, had proved to be very good at
making desirable sports cars. The MG Midget and MGB enjoyed huge
popularity in the USA, outselling their rivals the Triumph Spitfire and
TR6.

When
BMC merged with Leyland Motors to form BLMC, the new company faced new
dilemmas. Even before the merger, it was clear that the TR6 and MGB
models had reached the end of the line. This wasn’t because they were no
longer selling, far from it. Their demise stemmed from newfangled US
emission criteria and safety regulations. The Americans had even
considered banning convertibles due to safety concerns. This is why the
Triumph Stag appeared as a T-Top.

Biggest dilemma

The
biggest dilemma for BLMC was how to replace successful models that were
still selling so well. This question needed to be addressed before the
development of any new sports cars could begin. Suddenly, Triumph and MG
belonged to one big company after the 1968 merger. Up to that point, MG
and Triumph had been arch rivals. This scenario now created an
illogical overlap in the new company’s sports car range. So, would a
replacement car wear the famous Triumph wreath or would it donn the
equally coveted MG octagon?

Although
they were very different cars, the MG Midget and Triumph Spitfire were
aimed at the same pool of customers. Triumph TR6, GT6 and MGB/MGB-GT
were also facing the same problem. The result was BLMC had no fewer than
five models in direct competition with each other. In comparison with
other models that BLMC were producing, the five competing models in the
Triumph and MG stables were only selling in relatively small numbers.
Soaring development costs meant that it made more sense to offer a one
size fits all sports car.

Fascinating contrast

At
the time of the merger, both MG and Triumph were already working on new
interpretations of their respective sports cars. The contrast would
prove to be quite fascinating. In Abingdon, MG had been designing a very
promising new sports car, codenamed (ADO21). This was a shark-nosed
two-seater creation with an unusual mid-engine configuration, an idea
which reappeared some 25 years later in the MGF. Another interesting
technical aspect of the (ADO21) was its hydrolastic suspension system,
something else that later appeared in early incarnations of the MGF.

Over
at Triumph, they were keeping things simple. Their new sports car was
to be a lot more conventional than the new MG. Codenamed (Bullet), the
new Triumph was to be a front-engined car that borrowed some of their
saloon cars’ running gear. The two camps’ ideas may have been very
different but elements from both concepts would finally end up
incorporated into the final product.

Management
at BLMC realised that they needed to carefully pitch their new sports
cars to an increasingly sophisticated clientele. Despite their
popularity amid today’s classic car enthusiasts, back in the 1970’s,
BLMC’s ageing model line-up were looking decidedly old-hat. American
buyers were turning their attention to the likes of the Porsche 914 or
Datsun’s 240Z which was often hailed as a reliable E-Type alternative,
especially when it came in the zesty 280Z guise.

Quick and reliable

Basically,
whatever BLMC served up, the new sports car would have to both be quick
and reliable (like the Datsun). Some technical aplomb was also deemed
desirable, so the new offering also needed to cut it technologically (to
match Porsche). The new safety legislation (mentioned earlier) was
finally introduced in the USA, which made many people in the motor
industry believe that the days of open-top tourers were numbered. New
protocols and a more demanding customer base meant that BLMC’s purse
strings were stretched. The company wouldn’t survive on internal
brand-based vanity projects because there was an increasing requirement
to develop a range of viable family cars, which were BLMC’s bread &
butter. Therefore only one new sports car would emerge. The Triumph
TR7!

Market
research had provided some surprising insights. Americans still wanted
conventionally engineered cars with rear wheel drive. This configuration
provided reliability and hassle-free maintenance. And so, the Triumph
(Bullet) was chosen as the blueprint. Once the green light had been
given, the full weight of BMLC’s resources were put behind the new
Triumph in 1971.

Harris
Mann crafted the styling in order to give the TR7 a more expensive,
future-proof look. This had to incorporate the 5-mph impact cushioning
bumpers required to meet US standards. Harris Mann’s low nose, high tail
‘wedge’ design personified the TR7 as well as Mann’s Austin Princess
and Ambassador designs.

Revolutionary

The
TR7’s styling was certainly revolutionary with no throwbacks whatsoever
to Triumphs of old. When Italian designer Giorgetto Giugiaro first
clapped eyes on the TR7 at the Geneva Motor Show, he is said to have
taken a long, hard look; pondered the outlandish design and exclaimed
“Oh my God! They’ve done it on the other side as well!” However, the
styling proved that BLMC were keen on bold designs. Sadly, other factors
conspired against the success of their cars before they had much of a
chance to establish themselves.

I
always thought that the TR7 was (and is) a surprisingly relaxing car to
drive. It has torque laden, unstressed engines which make for a smooth
driving experience. It easily keeps up with the flow of modern traffic
but that does occasionally demand a little work. On the motorway, the
five speed box makes for long legged, calm cruising in a car that
doesn’t feel dwarfed alongside today’s modern offerings. Driving an MGB
or Spitfire makes me feel very vulnerable in comparison, a bit like
whizzing along on a skateboard. The TR7, however, has a spacious
interior with a nice driving position. The seats are comfortable,
there’s plenty of cubby space and the dashboard controls are well
designed. Even heating and ventilation work beautifully, simple but
effective. As long as you like tartan, the interiors look good too. You
probably won’t be blown away by fuel consumption figures, unless you
drive it like a vicar of course. Expect an average of around 25-mpg.
However, on a decent run, that figure will be markedly improved.

In
the late Spring of 1981, BL made public their plans to cease TR7
production as large stockpiles of unsold TR7’s built up. The closure of
the Solihull plant went ahead and 3000 BL employees lost their jobs.
This was the death knell for British sports cars, once such a common
sight on our roads.