Triumph TR-250 History

When, in 1966-67, Triumph considered updating its TR line, by then TR-4A with independent rear suspension (IRS), they knew the new car would need a much better powertrain.  The engine would go from an underpowered in-line 4 cylinder to a bigger in-line 6 cylinder, or Straight-six. The TR-5 would also introduce the revolutionary for the time Lucas mechanical fuel injection, a first in a British car.

At the same time, the American market, with its stricter emission regulations, forced Triumph to keep the new car carbureted but the change was made from SU to Zenith-Stromberg brand of carburetors. The TR-250 distinction was therefore used for North-American market instead of TR-5.

The debate is still open; some TR-5/250 owners like their capricious Lucas  mechanical fuel injection, some convert it to use a Bosch fuel pump and some others swear by the good old carburetors. Guess where we stand.

While bringing mechanical improvements, a compromise was made at Triumph to keep Michelotti‘s body design for another year, making future TR-5/250 owners a special and happy bunch indeed.

A little trivia. The TR-5 story also has its unicorn. The TR-5 Ginevra, a unique prototype of what Michelotti, the designer of the original TR-4, wanted the next TR-6 to look like until the contract went to Karmann. It appears very inspired by the soon to be announced Triumph Stag that Michelotti just finished working on. It’s beautiful in its own right.

There were 2,947 TR-5 produced with more than half left-hand drive destined for the European market. Less than 500 are known to have survived.

There were 8,484 TR-250 produced with less than 600 survivors, often outside North-America.