The live-axle was indeed a harder ride but was more predictable in corners. Triumph TR4A is the only TR ever sold with a choice of rear suspension systems. There was a new chassis to accommodate the IRS. TR4A had a few small detail differences to the trim but was essentially identical to Triumph TR4. The `Surrey-top` was still an option. Like all TRs it was a great British sports-car.
The new chassis was of box-section steel to permit the fitting of the IRS system. Coil and wishbone front suspension was utilised with IRS coils at the rear. Telescopic dampers were fitted all-round with a front anti-roll bar. Steering gear was by rack and pinion, giving the car 2.5 turns lock-to-lock. Lockheed disc brakes were fitted to the front as standard, drum brakes were fitted to the rear. The TR4A`s braking and handling was excellent although it was a little softer now at the rear. Wheels were 15” steel, 48-spoked wire wheels were an optional extra.
Engine and Transmission:
The Vanguard 2138 cc inline 4-cylinder OHV with a three-bearing-crankshaft was still the best in it`s class, although it was reaching it`s developmental limits at 105 bhp with 132 ft/lb of torque. With the bigger twin SU carburettors it performed very well reaching a top speed of 110 mph and a 0-60 time of 10.5 seconds. The compression ratio was 9:1. Triumph`s excellent, all-synchro, 4-speed gearbox with optional Laycock de Normanville overdrive on the top three gears was offered. This gave the Triumph TR4A seven forward ratios. Gear selection was tight and positive. All-round performance was excellent.
The steel, Michelotti designed, 2-seater body had wind-up windows, so the interior was now warmer and quieter with an acceptable level of luxury. The US market loved it and it sold very well. The TR4A had a large boot capacity and full-width chrome bumpers were fitted.
This was to be the last 4-cylinder TR. A new generation, the Triumph TR5 was waiting for it`s launch with the legendary 2.5 Pi engine. For the US market it would be badged as the TR250. We should thank Triumph for some wonderful traditional sports-cars.
Triumph TR4A 1965-1967 Specs
|Body Type||2 seater convertible, surrey top|
|Drive Type||Rear wheel drive|
|Cargo Volume||Big enough to take the Surrey top and your shopping|
|Engine||2.1 Vanguard OHV 8V|
|Displacement||2138 cc||130.5 cui|
|Power||78 Kw||105 bhp||4700 RPM|
|Torque||179 Nm||132 ft. lb||3000 RPM|
|Top Speed||175 km/h||109 mph|
|Acceleration||0-100 km/h - 0-60 mph||10.5 s|
|Fuel consumption||l/100 km||Imperial mpg|
|Gearbox||4 speed manual+overdrive (opt.)|
|Weight||1016 kg||2240 lb|
- Marcos Cars 1959-2002: Uncertain Future Classic - 13. April 2016
- Healey-Alvis G Type 1951-1953: Only 25 Classic Cars Made - 2. November 2015
- Ettore Bugatti 1881-1947: Pioneering Genius of Design & Engineering - 5. October 2015
- Mulhouse City of the Automobile: Or What I did On My Holiday - 2. September 2015
- Aston-Martin DB4 1958-1963: The First Aston Superleggera - 18. August 2015
- Berkeley T60 & T60/4 1959-1960: Another 3-Wheeler Sports Car - 29. June 2015
- Bristol 403 1953-1955: Bristol With Reduced Brake Efficiency - 22. June 2015
- Triumph TR4A 1965-1967: The Car With a Choice of Rear Axles - 1. June 2015
- Aston-Martin DB2/4 1953-1957: The First Hatchback - 18. May 2015
- AC Aceca 1954-1963: Car That Should Have Been The AC Cobra - 28. April 2015
I was born in Hereford UK in 1948 and brought up in Gloucester UK. I played Rugby football internationally as a schoolboy. At the age of 17, a new and wet driving license in my paw, I entered motor racing. I was supported and financed by my parents and so my journey began.
In 1965 I bought a 1293cc Mini-Cooper `S` and campaigned it for a season. Having quickly made some good friends in the racing fraternity, several interesting opportunities came my way. I joined a sports-car team and raced in the Le Mans 24 hours in 1968 and 1969 in a Lola T70. Mechanical failure defeated both efforts. During that period I owned and raced a `D type` Jaguar and an AC Cobra. In those days cars like that were available and not too expensive, now they reside in museums and private collections. I had a chain of interesting cars through my youth including Jaguars, Minis, Mustangs and Lotus-Cortinas.
As a young driver I had my share of accidents too. Often the car would only be worth scrap-metal value by the time I got it home! I worked for an Aston-Martin/Jaguar dealership for a while, which enhanced my experience and gave me the opportunity to sample some very exotic machines, Ferrari, Facel-Vega, Iso and Maserati to recall a few of them.
At the end of 1969 I moved to South Africa to work on my uncle`s farm but the S.A. government had other ideas and drafted me into the army. After five years had passed I was thanked and released from the service. While I was there I bought a beige Cadillac Eldorado, previously the property of Marilyn Monroe. While I was away on a patrol my girlfriend had it re-sprayed pink! I was unimpressed by both the joke and the bill for the work!
When I returned to UK in 1974 I left it behind. On my return I found that the once-mighty British motor industry was in decline and was headed for oblivion. Motor racing was now very expensive so I turned to commercial transport. Driving large trucks gave me freedom and a chance to see some of the world. I don`t remember ever making a career choice but for the next thirty years a truck was my home. For about ten years in that period I owned two trucks of my own.
I also owned a famous MGB-GT, known as `Lucky`. If you`d like to read `The Story of Lucky` there is an article in Inopian`s archive. I finally retired, due to ill-health, in 2008. Since I had varied knowledge and many experiences on our subject I decided to share the stories of the cars I enjoyed (and hated) with the new generation.
Enjoy Inopian… it is constructed and written for you.