Monday 22nd July 2019,

Triumph TR5 and TR250 1967 – 1969

The wonderful, but elderly Vanguard 2.1 litre motor had been laid to rest. Now Triumph launched the TR5 sports-car with the powerful inline 6-cylinder 2.5 Pi engine with appreciably better performance. It was an instant classic.

The new engine had the Lucas Pi fuel injection system which worked very well as long as it was not subjected to extreme atmospheric temperatures or high-altitude. If temperature or altitude proved to be a problem the injection could be changed for a twin Stromberg carburettor installation. The Pi system was also fussy about mixture settings.

The British police used the 2.5 Pi saloon in great numbers as patrol cars at this time. If they were tuned for performance they could be very difficult to start. If the starting problem was tuned–out the performance suffered. Finding a `happy medium` proved difficult, the Triumph TR5 suffered similarly.

The US market model, badged TR250 was equipped with Strombergs from day-one. US was getting fussy about emissions by this time. Apart from the Strombergs the two cars were identical.


The chassis was of box-section steel, in fact, identical to the TR4A. Both front and rear suspension was by coil & wishbone. Telescopic dampers were fitted all-round with a front anti-roll bar. Steering gear was rack and pinion. Lockheed disc brakes were fitted to the front, drum brakes fitted to the rear. The TR5`s braking and handling were excellent. Wheels were 15” steel, 48-spoked wire wheels were an optional extra.

Engine and transmission:

The power-plant was the excellent 2498 cc inline six cylinder with four crankshaft bearings. The induction system was Lucas`s Pi fuel injection, effective but fussy. For the US market twin Stromberg carburettors were fitted, this car was badged as TR250, not TR5. The compression ratio was 9.5/1. Triumph`s  all-synchromesh, 4-speed gearbox with optional Laycock de Normanville overdrive. Gear selection was tight and positive.


The steel, Michelotti designed 2-seater roadster had not changed much from the TR4A. The Surrey-Top was again an optional extra. The interior was nicely finished and quite luxurious. The Triumph TR5 had a large boot capacity and full-width chrome bumpers with over-riders. It was a very attractile and popular car.

Performance and Specs:

The Triumph TR5 was very powerful for it’s time. The TR5 developed a full 150 bhp with a kerb-weight of just over a ton; it could achieve a top speed of 120 mph and 0-60 mph in just 8.8 seconds. That is faster than most modern cars today. The TR5 is one of the very best classic British sports cars from the late 60s.

The TR5 was actually in production for only 13 months. In that time 2947 units were made, all in the Coventry factory. TR250 production was 8484 during the same period. By this time the Liverpool plant (Speke) was crippled by strikes. There was still time to save the motor industry but nothing was done. Morgan Cars is 100 years old and still makes fine cars, as far as we know Morgan have never had a strike. The secret is good man-management, Morgan has it and British Leyland did not.

Triumph TR5 and TR250 1967-1969 Specs
Body Type2 seater convertible, surrey top
Engine PlacementFront
Drive TypeRear wheel drive
Cargo VolumeBig enough to take the Surrey top and your shopping
Engine2.5i Pi OHV 8V (TR5)
Cylindersstraight 6
Displacement2498 cc152.4 cui
Power112 Kw150 bhp5500 RPM
Torque222 Nm164 ft. lb3500 RPM
Power/weight146 bhp/t
Top Speed193 km/h120 mph
Acceleration0-100 km/h - 0-60 mph8.8 s
Fuel consumptionl/100 kmImperial mpg
Gearbox4 speed manual+overdrive (opt.)
Weight1030 kg2271 lb
Engine2.5 OHV 8V (TR250)
Cylindersstraight 4
Displacement2498 cc152.4 cui
Power78 Kw104 bhp4500 RPM
Torque194 Nm143 ft. lb3000 RPM
Power/weight106 bhp/t
Top Speed172 km/h107 mph
Acceleration0-100 km/h - 0-60 mph10.6 s
Fuel consumptionl/100 kmImperial mpg
Gearbox4 speed manual+overdrive (opt.)
Weight985 kg2172 lb
GD Star Rating
Triumph TR5 and TR250 1967 - 1969, 9.4 out of 10 based on 5 ratings
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About Bev Roberts

Speed, the smell of hot oil, the roar of a straight-through exhaust and the scream of an engine at max revolutions. They have all been a large part of my life for almost 50 years. It is time to share my experiences with you, dear reader. Do you want to know more? Read on through my `Full Bio` and many articles.

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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.

1 Comment

  1. B nixon 25. March 2016 at 1:11

    Tr5 was fitted with rear lever arm shock abs not tube.

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