Men and Motors
Men and Motors
  • 7 months ago
Uncover the enduring passion of classic car collectors for Triumph vehicles and delve into the captivating world of these timeless automobiles. From the iconic TR2 to the gracefully designed Stag and an array of other remarkable models, the Triumph lineup holds an irresistible allure. Don't miss out on the intriguing tale behind these cars and explore their rich history. Experience the thrill of a drive in a classic Triumph and gain insights into the meticulous process of car restoration. This journey is accompanied by a wealth of invaluable tips for those contemplating their own restoration project, while providing a comprehensive view of every intricate feature these vehicles possess.

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Transcript
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00:55 There can't be too many pastimes
01:00 as pleasurable and rewarding than that
01:03 of the classic car owner.
01:05 And as this program will show, there certainly
01:08 isn't a classic car quite like a Triumph.
01:13 For the best part of the next hour,
01:15 you can expect to see a hand-picked selection
01:17 of Triumph's finest and take a front seat
01:21 whilst they're put through their paces.
01:24 Also awaiting our attention is the rich history
01:27 that lies behind each model featured today.
01:30 But for a moment, let's take a brief look at where
01:33 it all started for Triumph.
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01:38 The story behind the famous name begins in the year 1885
01:48 when Siegfried Britman started to make and sell bicycles
01:53 in the English city of Coventry.
01:54 Britman built his first motorcycle in 1902.
02:03 But it was almost 20 years after this
02:05 that he branched out into the business of motorcars.
02:10 Unable to commence manufacturing in his inappropriate
02:13 multi-story bike factory, Britman
02:16 decided to buy the assets of the Dawson Car
02:19 Company, which provided more suitable premises.
02:24 Britman soon produced his first ever car, the Triumph Light,
02:28 with a 1.9 liter engine.
02:31 However, it wasn't until the 1930s
02:35 that the company officially acquired the name of Triumph
02:38 Motor Company.
02:39 Also making his way into the limelight
02:46 was a young and ambitious gentleman
02:48 named Donald Healy, who was becoming
02:50 quite an achiever on the trial and rally circuit.
02:55 Success in an international rally or reclaimed tournament
02:59 was excellent publicity for a car manufacturer
03:01 and a virtual guarantee of good sales.
03:06 Triumph, competing in many events during the 1930s
03:10 and earning a sporty reputation, saw
03:13 how they could benefit from Healy's talents
03:15 and approached him to drive the Triumph's Super 7
03:19 in Le Mans 24-hour race.
03:23 This marked the beginning of a good relationship
03:25 between Triumph and Healy.
03:27 And by 1934, he'd become the company's experimental manager.
03:32 Healy's ideas always gave way to an exceptional car.
03:40 His first Triumph creation was the Dolomite,
03:43 a sleek two-seater with stretched bonnet
03:46 and exposed chrome exhaust.
03:49 The Dolomite name went on to grace a range
03:52 of successful Triumph cars.
03:56 Sheffield-based business TW Ward later
03:59 purchased the Triumph company and placed Healy firmly
04:02 at the top as general manager.
04:05 However, with a World War looming overhead,
04:08 the Triumph Motor Company felt the pressure
04:11 and sadly went into liquidation in 1939.
04:17 As we now know, this was far from the end for Triumph Motors.
04:21 In fact, some of its best years lay ahead.
04:25 Sir John Black, owner of the Standard Motor Company,
04:28 bought the bombed-out Triumph factory in 1945.
04:33 And with big plans in mind, Triumph engineers
04:36 got straight to work.
04:39 The next changeover occurred during the early '60s,
04:42 when the company was taken over by British Leyland Motors.
04:45 The Triumph creations that followed the Second World War
04:52 now make up a magnificent collection of family, touring,
04:56 and sports cars.
04:58 And today, we have the pleasure of exploring
05:00 some of these unique models.
05:04 Although we only have time to look at a handful of these cars,
05:07 you can be sure that the classics we've lined up for you
05:10 make a fine collection worthy of a top place on any Triumph fans
05:15 list.
05:17 So without further ado, let's jump
05:20 into the driving seat of our first featured Triumph classic.
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05:27 The TR2 was the forerunner of a long and successful range
05:36 of TR models and was responsible for popularizing the Triumph
05:40 name in America.
05:43 The concept behind its creation was
05:45 to make a cheap and cheerful sports car that
05:48 would give rival companies a run for their money.
05:52 Such aims were successfully achieved.
05:55 And it's easy to see how when we take a look at this long-drawn
05:59 TR2 model made in January 1955.
06:04 One of the first thousand to be made,
06:06 this early model would have originally
06:08 retailed at about 790 pounds.
06:13 In 1976, however, this particular car
06:16 was bought for an unbelievable bargain price of just 90 pounds.
06:22 As the price may well tell you, back in 1976,
06:26 this model did not resemble the gleaming, healthy specimen
06:30 that we see today.
06:33 Back then, as a young and enthusiastic 19-year-old,
06:37 this Welsh-based Triumph collector
06:39 had unknowingly taken on a three-year restoration project.
06:45 Initially, the car was purchased as a practical solution
06:48 for getting a young man from A to B.
06:51 Little did he know that the next few years would
06:54 be a valuable learning curve that
06:56 would result in his everlasting passion for the classic Triumph
07:00 sports car.
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07:06 Just as this collector started off
07:08 with a lot of hard work on his hands,
07:10 so did the engineers and designers at Triumph.
07:15 Sir John Black, managing director of Standard Motor
07:18 Company, which took over Triumph,
07:20 was motivated to create a rival sports car
07:24 when Standard failed to take over the Morgan company.
07:29 This initiated the 20TS project in 1952.
07:34 A tight budget restricted engineers and designers,
07:38 and the 20TS prototype caused little excitement
07:41 at the London Motor Show.
07:44 However, Sir John Black was not perturbed,
07:47 and a complete redesign was ordered.
07:49 The new, improved model fashioned a more rigid,
07:58 ladder-type chassis frame, longer body, and bigger boot.
08:04 A four-speed gearbox and coil spring suspension
08:07 were also installed.
08:10 Thanks to the robust four-cylinder engine
08:13 with overhead valve, powerful enough to power a farm tractor,
08:17 an impressive top speed of 100 miles per hour
08:20 could be achieved.
08:23 Demonstrating more speed, style, and smoothness
08:27 than the 20TS model, the TR2 was presented at the 1953 Geneva
08:33 Motor Show.
08:35 The first production TR2 rolled off the assembly line
08:39 at Canley in August of that same year, during which
08:43 only 250 cars were built.
08:48 Owners of the early models, such as this TR2,
08:52 experienced a slight problem when
08:54 they found that on opening their car doors,
08:56 the bottom would sometimes scrape along the curb.
09:00 As a result, the early model became
09:02 known as the Long Door TR2.
09:07 4,001 Long Door models were made in total.
09:12 And in response to the problem, Triumph
09:14 shortened the door skins, and the adjusted model
09:17 became known as the Small Mouth Short Door car.
09:26 This Long Door model took three years to restore.
09:29 But upon completion, the owner decided to take it all apart
09:33 and start over again.
09:35 Three years of self-teaching had opened up the exciting world
09:39 of classic car restoration that's become
09:42 addictive to so many people.
09:46 Embarking upon a restoration project such as this,
09:49 one may find that certain parts tend to be missing.
09:54 TR2 restorers have found that the steering wheel, horn
09:57 push, and seats are common missing parts.
10:02 The biggest problem that this TR2 enthusiast has encountered
10:06 is rust.
10:07 But as one can see, the rust hasn't won yet.
10:10 How does this TR2 owner manage to keep the bodywork so
10:14 vibrant and gleaming, though?
10:16 Expensive creams, waxes, and modern equipment
10:20 play no part.
10:22 Think more along the lines of vinegar, water, and newspaper.
10:27 A simple solution of water and vinegar
10:29 is made and polished over the paintwork with the newspaper.
10:33 Hey, presto, a good as new look is achieved,
10:36 not a smudge or a smear in sight.
10:39 One unique feature of owning such a machine
10:44 is the absence of any keys.
10:47 But who needs keys when you have a starter push button?
10:50 In this day and age, some people may
10:52 see this as a major disadvantage.
10:55 Others would see this feature as a mark of originality
10:59 and a sure sign of the timelessness of the classic TR2.
11:02 Besides that, what better advantage
11:07 is there than never being able to lose your car keys?
11:12 To overcome any feelings of insecurity,
11:14 an immobilizer device can be fitted,
11:17 allowing the electrical circuit to be isolated
11:20 from the starter push button.
11:22 During its years in production, the TR2
11:29 attracted the budding sports car market
11:31 on both sides of the Atlantic.
11:34 Being successful in a number of rallies and races
11:37 added to its popularity and stylish image.
11:41 It executed an outright win at the 1954 RAC
11:46 Rally of Great Britain, snapping up
11:48 both first and second place.
11:50 The TR2 proposed serious competition.
11:57 Its top speed exceeded that of the MG's TF by 20 miles
12:02 per hour.
12:03 And with optional overdrive, it could reach 108.
12:08 The Road and Track magazine in America
12:11 even recorded 0 to 60 miles per hour within 12.2 seconds.
12:19 America was particularly impressed with this,
12:22 not only fast, but also economic triumph car.
12:26 And the majority were exported to US dealers.
12:29 Colors in the TR2 range included black, pearl white,
12:36 British racing green, birch gray, olive, and of course,
12:41 the most popular of all, signal red.
12:46 With slight changes in style and an increased engine power,
12:49 the TR2 evolved into the TR3.
12:53 This was the first mass-produced sports car
12:56 to offer front wheel disc brakes as standard.
13:01 Further improvements led to the creation of the TR3A and TR3B,
13:06 then in 1961, the TR4.
13:12 One of 8,628 to be produced, this TR2
13:17 has lived a long and dynamic life,
13:19 traveling as far as Holland.
13:22 It's a fine example of the stylish model that
13:25 became forerunner to a line of successful TR collectibles
13:29 and displays all the glorious features that
13:32 made the TR2 such a definitive model within the sports car
13:37 market.
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14:44 In April 1959, the Triumph Herald was released for sale.
15:02 Unbeknown to Triumph at this time,
15:04 it would go on to have a very successful production
15:07 run spanning 12 years.
15:11 This fabulous car, a 1360, was the last model type
15:15 of this particular Triumph range and displays
15:18 all the advances in power and design
15:21 that were eventually made into the Triumph Herald.
15:25 Interestingly, the model number designation, 1360,
15:30 reflects the approximate engine cubic capacity
15:33 and maximum brake horsepower.
15:36 Even before its evolution into the 1360 model,
15:40 the Herald was still a cut above the rest,
15:43 as it was the first mass-produced car in Britain
15:46 to have all-round independent suspension.
15:50 Here we can see the coil spring mechanism that
15:53 constructs the front suspension.
15:57 Another characteristic that made the Herald quite advanced
16:00 for its time was its super tight turning circle,
16:04 making it easy to get in and out of small spaces.
16:09 The Herald was also fairly light to handle, a bonus in the days,
16:13 before power steering.
16:14 Harry Webster was the mastermind behind the design
16:20 of the Herald.
16:21 However, unable to find a supply of solid unit construction
16:25 body shells, Triumph had to think of an alternative.
16:30 The option was to use separate body panels bolted
16:33 and welded onto a separate chassis.
16:37 Once the decision to do this had been made,
16:40 Italian stylist Giovanni Michelotti
16:44 was called in to complete the design.
16:48 Although slightly old-fashioned, the separate frame construction
16:52 has its advantages, as it's possible to lift
16:54 the whole front section just by unclipping
16:57 two hinges on the wings.
17:01 The very accessible engine makes it
17:03 easy to carry out maintenance and repair work,
17:06 something the owner of this classic car
17:08 knows an awful lot about.
17:12 When it was bought in May 1996, a lot of restoration work
17:16 was needed.
17:17 And back then, the owner described it as a rust bucket.
17:22 Today, we see a very different picture.
17:26 In particular, the owner had to invest in new carpets, rubbers,
17:30 and upholstery.
17:32 This model was off the road for almost eight years
17:35 after being sold for just 400 pounds.
17:38 But as you can see, the time and effort spent on restoration
17:42 has been well worth it.
17:44 Triumph made full use of the separate body and chassis
17:50 construction.
17:51 Not only did this type of structure
17:54 make for cheap and easy assembly in the factory,
17:57 it was also very convenient for producing a whole range
18:00 of Herald derivatives.
18:02 The first Herald model was the Coupe,
18:10 soon joined by the more spacious Saloon.
18:13 In March 1960, the Convertible followed.
18:18 Engines of the Coupe and Convertible
18:20 were fitted with twin carburettors as standard,
18:23 as this 1360 also displays.
18:26 And later, this became an option for the Saloon.
18:31 The four-cylinder engine of this model with 1296 cc
18:36 is far larger and more powerful than that of the earlier
18:39 engines.
18:41 These only had a cubic capacity of 948
18:44 and were discontinued in 1964.
18:50 Triumph didn't make a straightforward leap
18:52 from the first Herald car to the more developed version,
18:55 like this 1360.
18:58 The popular 1200 series and the less successful Herald S
19:03 were both launched in 1961, followed by the 1250 Saloon
19:08 in 1963.
19:11 Sturdier frames, larger engines, and stylistic revisions
19:15 meant that bigger and better packages were offered each time.
19:21 The ongoing improvements were spurred along
19:23 by the competition that was ever looming,
19:26 each car manufacturer striving to dominate the market.
19:29 As we now sit back to experience the driving performance
19:37 of this Triumph Herald, we can also
19:39 take the time to explore the earlier models that
19:42 paved the way for the more advanced 1360.
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20:01 Not only offering the Herald 1200 series in saloon, coupe,
20:05 and convertible versions, Triumph also
20:08 introduced an estate car and courier van.
20:12 Unfortunately, due to disappointing sales,
20:15 the coupe model was soon dropped,
20:17 becoming one of the rarest cars of the Herald range.
20:23 But the 1200 series has a lot to be credited for.
20:27 When launched in 1961, its 1100 4.7 CC engine
20:32 was thought to be an ideal choice for the Amphicar.
20:37 Thoughts were soon turned into action.
20:39 In 1962, the first Amphicar to swim the British Channel
20:44 contained the Herald 1200 engine.
20:49 We must also consider the classic Vitesse,
20:52 a close relation of the Herald family,
20:55 often thought of as a more upmarket version.
20:59 Launched in 1962, the Vitesse incorporated the sturdy frame
21:04 of the Herald 1200 and a newly styled front section
21:08 with a six-cylinder engine shoehorned into place.
21:13 In fact, the bonnet and front grill of this 1360
21:17 were designed in line with that of the Vitesse.
21:21 The Triumph Herald also paved the way
21:22 for some of the other all-time classics, such as the GT6
21:27 and Spitfire sports cars.
21:29 The next step up from the 1200 was the 1250 saloon.
21:36 It beat the 0 to 60 miles per hour record of the 1200 series
21:40 by three seconds.
21:42 Although this was soon left behind
21:44 with the introduction of the 1360 in 1967.
21:50 Production of the 1360 went on to replace
21:53 that of all other Herald derivatives
21:55 until 1971, when it was discontinued.
22:04 With its unique character and practicalities,
22:08 Triumph Herald is highly regarded
22:10 among today's classic car enthusiasts.
22:13 Availability of spares is generally good,
22:16 but obtaining original parts can be more difficult,
22:19 with some panel work and early trim
22:22 appearing to be the most problematic.
22:25 Club support for the Herald is excellent.
22:28 Triumph Sport 6 Club, based in Leicester,
22:31 is a good one for any Triumph lover,
22:34 but one of its primary aims is to promote the preservation
22:38 of the Herald chassis.
22:46 For what was once worth 400 pounds,
22:48 this Triumph Herald is now valued
22:50 between 2,000 and 3,000 pounds.
22:55 Since it was made in 1969, it has been well cared for
22:59 and well used, doing over 74,000 miles.
23:04 This Herald owner would recommend any collector
23:06 to visit one of the countrywide shows
23:09 that cater for the Herald enthusiast.
23:12 But above all, he advises anyone taking on a similar project
23:16 to make sure it's OK with their wife first.
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24:12 Given the name, one may think that the TR7
24:16 is a direct descendant of the model range
24:19 that was inspired by the TR2.
24:22 As we can see from this drop head coupe soft top,
24:25 similarities are few and far between.
24:29 The first TR7s, unlike this 1980 model,
24:33 did not even fashion the typical sports car drop down top.
24:38 This was not a decision made solely by the designers.
24:41 As you'll see, other factors influenced
24:44 how the first models were to take their shape.
24:48 First though, let's explore this superbly cared for
24:51 two litre engine TR7.
24:57 In 1993, one lucky enthusiast found himself an offer
25:01 that was hard to refuse.
25:04 While similar models were selling for £2,000 to £3,000,
25:08 this one was bought for £1,750.
25:13 Ten years later, and the restoration process continues.
25:18 The headlights still remain a mystery to this collector
25:22 due to the complicated wiring,
25:24 and rusting has led to a new fuel tank being installed.
25:29 This seems to be a weakness of the TR7,
25:31 as water is able to drip into the petrol cap
25:34 and rust the tank from the inside out.
25:38 Nothing though, can put this keen collector off
25:41 as he continues to relish in the delight
25:43 of restoring this fine classic.
25:48 Enjoyed to the absolute maximum,
25:50 this TR7 has clocked up a mileage of 78,000,
25:54 taking regular trips across the channel to France.
25:58 A boot full of spares is always ready to hand
26:00 for that unexpected emergency.
26:03 As yet however, they've never been needed.
26:08 But let us now explore the concept behind the TR7
26:12 to discover how this model,
26:14 with its definitive characteristics, came about.
26:20 North America's avid sports car market
26:23 was seen as the primary destination for the new model.
26:27 With this in mind, British Leyland,
26:30 parent company of Triumph at the time,
26:32 took into account that new US legislation
26:35 proposed to ban the use of convertible cars.
26:40 Not only this, but the proposed legislation
26:43 would also require minimum bumper and headlight heights,
26:46 as well as bumpers that could withstand a 5 mile per hour crash.
26:53 Harris Mann, stylist at the old Austin Morris Studios,
26:57 was appointed principal TR7 designer
27:01 and had to come up with something that would comply
27:03 with the proposed legislation.
27:06 Thus, in the January of 1975,
27:10 the revolutionary wedge-like shape sports car was born.
27:15 During this year, the TR7 was available for American export only,
27:19 and in May the following year,
27:21 it went on sale to the rest of the world.
27:27 The low front, high tail characteristics,
27:30 truly distinguish this particular TR model.
27:34 In fact, advertisers based their campaigns on the unique shape,
27:39 producing slogans such as "The Shape of Things to Come"
27:43 and "Get into the Shape".
27:46 Very often, the car would simply be referred to as "The Shape".
27:52 However, the wedge-like appearance was not to everybody's taste.
27:56 On top of this, Triumph lovers were disappointed
27:59 with the mere four-cylinder engine
28:01 and Morris Marina four-speed gearbox.
28:08 As it turned out, the proposed legislation
28:11 that had influenced the TR7's design did not go through.
28:16 This was not good news for the TR7,
28:19 as the more traditional soft-top sports car,
28:21 such as the TR6, Spitfire and MG, were still available.
28:28 Triumph quickly addressed some of the criticisms
28:31 by replacing the four-speed gearbox with a Rover STI five-speed box.
28:37 Later, in 1979, the drop-top model was added.
28:43 At first, it was available to American buyers only,
28:46 but the following year, this option was open to all.
28:51 People tend to agree that the introduction of the soft-top version
28:54 marked a turning point for the TR7,
28:58 as it was now considered a "real" sports car.
29:03 Despite its early problems, export sales, especially to America, did well,
29:08 and overall, the TR7 became the most widely produced model of the TR range ever.
29:17 The TR7 also enjoyed some success in rallying,
29:20 for which Triumph fitted a twin-cam Dolomite sprint engine.
29:26 For the normal road car, they decided to install a Rover V8-powered version,
29:31 and this model became known as the TR8.
29:35 A mere 2,497 of these models were made, available for export sale only.
29:43 The new engine increased the top speed from 110 to 120 miles per hour,
29:49 and it could do 0-60 in just 8.4 seconds.
29:56 Such performance improvement enticed many TR7 owners to install the V8 engine themselves.
30:03 This became a fad that's believed to have reached endemic heights.
30:10 Other than the feeling of pride and pleasure of restoring and driving a classic car such as this,
30:16 there are further perks to enjoy.
30:18 One is the exemption of road tax, which applies to UK owners of classics made before 1973.
30:27 Although this collector does not benefit from this particular bonus,
30:30 he does enjoy a cheaper classic car insurance.
30:34 If one opts for a limited mileage policy, then the insurance is lowest.
30:43 Altogether, three different factories were responsible for manufacturing the TR7.
30:49 Although this specimen started off life in the Speak factory at Liverpool,
30:53 certain events led to its completion elsewhere.
30:57 This was due to the labour strikes of the mid-1970s
31:01 that affected Britain's automobile industry right across the board.
31:07 Sabotage was common and, unfortunately, the Speak factory suffered quite badly,
31:13 leading to its permanent closure in 1978.
31:19 Production continued at Canley. This is where today's model was finally finished.
31:26 The third factory opened in Solihull, where, in October 1981, the last TR7 was made.
31:33 The final model is now held at the British Motor Heritage Museum in Gaden, Warwickshire.
31:42 With its colourful history and revolutionary looks,
31:45 the TR7 has accumulated a faithful following among today's Triumph fans,
31:51 continually growing in popularity.
31:54 This collector would certainly agree and recommend any enthusiast
31:59 to join one of the nationwide TR clubs.
32:04 Many clubs publish an interesting and useful magazine,
32:07 and members are always keen to offer their help and advice.
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33:18 People may automatically think of the famous World War II fighter aircraft
33:36 at the mention of the Spitfire,
33:38 but the Triumph fanatics amongst you will probably be thinking more along the lines
33:43 of the all-time classic Triumph car.
33:47 The exact details of how Triumph adopted the famous name have been lost in the realms of history,
33:54 although it's thought that it could have been something to do with the company's role
33:58 in producing Spitfire aircraft parts during the war.
34:03 Unbelievably, when the owner of this now very fine-looking Spitfire made his investment,
34:09 he paid just £500.
34:13 Today though, after a gruelling restoration project,
34:16 it's now worth nine times as much, being valued at £4,500.
34:24 Built in 1974, this Mark V model makes up the collection of last-generation Spitfires
34:31 that Triumph produced.
34:33 The fifth-generation models were looked upon as the most definitive Spitfire variant
34:38 and were a mean contender for its ultimate rival, the MG Midget.
34:45 The first model of this series was the Spitfire IV,
34:48 although this isn't to be confused with the later Mark IV model.
34:53 The number four in the original Spitfire's title simply refers to the amount of cylinders in the engine.
35:05 Due to disruptions such as the company's near bankruptcy and the takeover by Leyland Motors,
35:12 it was a close call as to whether the Spitfire would be produced at all.
35:17 Designer Giovanni Michelotti was forced to abandon the original project, named the Bomb,
35:25 and it was only after a Leyland executive had enquired about what was beneath an old dust sheet
35:30 in a corner of the workshop that the venture was able to continue.
35:35 The first Spitfire was launched in 1962 at the London Motor Show and was an immediate success.
35:45 It was also the perfect contender for Triumph's main competition at the time, the Austin-Healey Sprite,
35:51 and although the Spitfire was a little more expensive, the public was completely won over.
35:59 The model was based on an old shortened Herald chassis frame and allowed for a much lower, sporty feel.
36:06 Unlike the Herald, the Spitfire's body panels were welded firmly together and attached to the frame,
36:14 although the useful hinged bonnet, a popular feature of the Herald, remained in the design.
36:23 It was a sure-fire hit in America, selling over 6,000 models during 1963.
36:30 Just two years later and over 9,000 had been sold in one year.
36:36 For a compact, value-for-money 1960s sports car, the top speed of 92 mph was something to be proud of.
36:47 The 1965 Mark II Spitfire model was introduced as a response to the improved Austin-Healey Sprite and MG Midget,
36:56 and once again it was an outright success.
36:59 With a more powerful Herald-derived 1147cc engine, additional door trims, and optional wire wheels and heating,
37:09 more than 37,000 Mark II models rolled off the assembly line.
37:15 A revised front grille and new badges were the most significant distinguishing features of this model.
37:22 The greatly improved Mark III Spitfire began production in 1967.
37:31 It had a larger 15-inch steering wheel, wood veneer dashboard,
37:36 and to comply with new American safety legislation, this model also featured a raised front bumper.
37:44 The most significant change, though, was probably the upgraded 1296cc engine.
37:50 Staggeringly, over 65,000 Mark IIIs were produced, including the 100,000th Spitfire model ever to be made.
38:00 The Mark III also came with a new and improved folding top,
38:06 which was previously more of a "build-it-yourself" roof to be stowed away in the boot.
38:12 The new roof was more or less permanently attached to the car.
38:17 For the introduction of the fourth-generation model,
38:21 Michelotti basically performed an all-over body rework, producing a much more modern design.
38:29 The wheel arches became slightly flared, the front less fussy in detail,
38:35 and the windscreen dimensions increased upwards.
38:39 The 12 bolts that had previously secured the welded body pieces were no longer needed,
38:45 as the frame became integrated into the scuttle construction.
38:49 The shape of the car was enhanced further still
38:53 by replacing the two small bumpers on the rear corners with an all-in-one larger bumper.
39:00 The stylists made further improvements to the roof,
39:05 adding plastic mouldings for increased head protection.
39:09 They also came up with a new hardtop version that offered a much flatter effect.
39:15 By the end of its production run in 1974, the Mark IV Spitfire had become slightly underpowered.
39:24 Although the 1493cc engine had been introduced onto the US market during the Mark IV series,
39:32 emission regulations meant that the engine power was not given the room to reach its full potential.
39:39 With a review of the situation, Triumph introduced the fifth-generation series, the Spitfire 1500,
39:48 which gave other markets around the world the option of the larger motor.
39:53 Now mated to a Marina gearbox, the new engine could produce 71bhp,
40:01 and for the first time in the Spitfire's history, the car could reach a top speed of 100mph.
40:08 Thanks to improved torque, the car also gives a far more flexible drive.
40:15 Over the following years, Triumph was particularly keen to keep up with the fashion of the times.
40:23 In 1976, the company decided to reduce the flashes of metal and chrome
40:29 by replacing the stainless steel windscreen wipers, along with the chromed door handles and mirrors,
40:35 with a less conspicuous matte black furnishing.
40:39 Further amendments the following year included the introduction of TR7 column stalks,
40:45 and seat furnishings were kitted out in a cloth vinyl material.
40:52 After 18 long years of production, British Leyland felt that the Spitfire could no longer contend with the increasingly competitive market.
41:02 Also falling victim to the constraints of American safety and emissions legislation,
41:08 the future of the Spitfire could sadly not be secured.
41:14 The last Spitfire, an Inca Yellow 1500, rolled off Canleys assembly line in August 1980,
41:22 and is now on display at the British Motor Heritage Museum in Gate.
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42:27 Made in Triumph's Coventry factory, this Mark I stag has received much care and attention
42:52 since it was purchased in June 1999 for £4,000.
42:57 Since then, restoration has been an ongoing affair, but this hasn't compromised anything,
43:03 as it's still been enjoyed to the full, clocking up a full 85,000 miles.
43:09 Although mass production of the Triumph stag began in 1970, the idea was planted several years before in 1964,
43:19 when Giovanni Michelotti decided to create a car for the forthcoming Turin Motor Show.
43:26 Already on good terms with Triumph, he approached engineering director Harry Webster
43:33 to see if they had a surplus works vehicle that he could use as a basis.
43:38 The result of Michelotti's stylish talents couldn't be more superbly displayed than in this 1972 model,
43:46 one of about 3,500 to be produced in the UK that year.
43:51 But it was still a few years after Michelotti's initial idea that the final model would be produced and assigned this stag title.
44:01 Originally, Harry Webster had provided Michelotti with an old Triumph 2000,
44:09 hot off the racing circuit, where it would be the support vehicle for the Spitfires in Le Mans' 24-hour race.
44:17 It was provided on the condition that Triumph could get first refusal if they thought they might want it for themselves.
44:26 Whilst retaining the drivetrain, suspension and floor pan,
44:31 Michelotti transformed the 2000 saloon model into a shorter, four-seat, two-door Grand Tourer.
44:39 Once again, Michelotti had applied his unique flair,
44:45 wowing the people at Triumph so much that the new creation was taken in and reviewed for mass production.
44:52 It never did grace the Michelotti stand at the 1964 Turin Motor Show.
45:00 Sales release was set for 1968, but the car, originally designed as a showpiece,
45:06 was not quite ready as a production vehicle,
45:09 and a few alterations had to be made before the public could safely get their hands on it.
45:14 One change was the incorporation of an overhead bar to provide rollover protection and a secure, rigid frame.
45:24 This T-bar has become a distinctive characterising feature of the Stag.
45:29 At the same time as these developments were being made,
45:33 Triumph was also producing an in-house engine, the 2.5-litre V8 with fuel injection,
45:41 soon enlarged to a 3-litre capacity unit.
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45:53 Eventually, by June 1970, the Stag, featuring Triumph's new V8 engine,
46:00 was available to the British public, and exports to America began the following year.
46:06 The new Stag also featured all-round independent suspension,
46:11 power steering, and a four-speed manual gearbox with optional overdrive.
46:17 The Mark I Stags made for the American market were slightly different,
46:24 having lower power emission control and side marker lights,
46:28 with the Stag motif positioned under the rear side lamp.
46:36 Holding so much promise with its sleek appearance and stylistic hallmarks,
46:41 the Stag was a potential hit. However, this was not to be.
46:46 The main offender was the unreliable V8 engine that had a tendency to overheat and, at worse, explode,
46:54 which was usually triggered by a blocked radiator.
46:58 America was most unimpressed. The number of warranty claims soared to a great height.
47:06 In 1973, just two years after it had appeared,
47:10 Triumph saw no other option than to remove the Stag from American showrooms altogether.
47:16 In total, America imported about 3,900 of the cars.
47:22 Early Mark Is also had a temperature warning light,
47:27 but they proved so inaccurate that they had to be discontinued.
47:32 Production factories were ordered to cut back the wire from the switch
47:36 so that the lights would no longer be able to operate.
47:39 Triumph was working hard to overcome the various problems and, luckily for this Stag model,
47:47 a new radiator had been installed by 1972.
47:51 Another improvement made at this time was a redesigned air filter box.
47:57 A heat-sensitive vacuum with a control flap was installed to draw in either hot or cold air,
48:04 depending on the engine's need.
48:07 With some further technical and cosmetic changes, the Mark II Stag models were introduced in February 1973.
48:22 Among other alterations, gauge needles that had pointed down in the Mark I model now pointed up,
48:29 the front seats were adjusted for headrest fixtures, and a smaller steering wheel was fitted.
48:35 A few changes were made to the engine, including a reshaped combustion chamber
48:42 and a dome top added over the pistons.
48:46 The manual with overdrive became standard in Mark II Stags and used a J-type overdrive
48:52 as opposed to the A-type in the Mark I models.
48:56 Other differences incorporated a laminated windscreen,
49:00 the absence of side windows in the soft tops, and a stylistic tweaking of the interior designs.
49:09 But even with such modifications, the Stag did not go on to be an outstanding marketing success,
49:16 and, although further minor improvements were continually made,
49:20 Triumph discontinued production in June 1977.
49:25 In total, over seven years, Triumph produced 25,877 of the Stag models.
49:36 Today, the Stag evokes a much happier story and is a greatly celebrated model of the Triumph range.
49:43 As we can see for ourselves, with proper care and attention, the Stag performs to a superb standard.
49:51 The original maximum speed of 120 mph and a 0-60 of 9.3 seconds
49:59 could certainly give some vehicles on the road today a run for their money.
50:05 Restoring a classic car is always a satisfying process,
50:11 and anyone embarking on a project of their own will be pleased to know
50:15 that obtaining spare parts for a Stag model shouldn't prove too problematic.
50:20 Embraced by thousands of loyal devotees, the Stag has become a true Triumph classic,
50:27 with a whole network of clubs at home and abroad to pursue interests and gain knowledge.
50:34 Events for the Stag are held at both local and international levels
50:38 and can vary from a day of competitions and fun social activities to a weekend break on the continent.
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52:29 And so, this sadly marks the end of our Triumph Classics Tour.
52:38 The company continued to deliver style and quality to the ever-demanding international car market for some time,
52:45 until finally, in 1981, the company embarked on a joint venture with Japanese company Honda
52:52 and produced the Acclaim.
52:55 The Acclaim was sold in three different models, the HL, HLS and Automatic,
53:01 and with its four-cylinder engine had a brake horsepower of 70.
53:06 Lasting a total production run of three years, the Acclaim was the last ever model to wear the Triumph badge.
53:14 To recap on some of Triumph's most distinguishing features, such as the unbeatable Spitfire,
53:21 the notorious V8 engine, not to mention Michelotti's stylish curves and angles,
53:26 define just a few of the factors that have made the Triumph name so famous and well-celebrated.
53:33 With today's thriving market of classic car collectors, Triumph has truly come into its glory
53:40 and is a popular choice among thousands.
53:43 There's still a whole range of fabulous Triumph cars out there waiting to be explored,
53:49 including the Mayflower, Southern Cross, Roadster and the TR8 Special
53:55 that was made for the 1981 Le Mans 24-hour race.
53:59 There's also the oldest surviving Triumph, the 1923 1020, of which there's only one known example left.
54:09 But only having had time to explore a handful of Triumph's finest cars
54:17 may have left some of you wanting a little bit extra.
54:20 So, for anyone wanting to get even more up-front and personal,
54:24 why not make it over to the Gaydon Motor Heritage Centre or a specialised Triumph event?
54:30 With a quick surf through cyberspace, you're more than likely to find one taking place close to your area.
54:37 You can think of joining a club, or if you haven't done so already,
54:42 why not invest in one of these beauties for yourself?
54:46 Remember, buying a classic Triumph, or any classic car for that matter,
54:51 doesn't have to break the bank, as there's always a bargain to be found.
54:56 There are also some huge benefits from owning a classic car.
55:00 For one, you can make use of the excellently valued insurance policies on offer for all classic models,
55:07 to mention the free road tax for British-based owners of cars over a certain age.
55:14 Collecting, or simply being an enthusiast, can also be a very sociable pastime,
55:19 and reusing a car that might have otherwise been sent to the scrap heap
55:23 is an excellent bonus for the environment too.
55:27 So, if you are looking for a little encouragement to justify an investment in a Triumph,
55:35 or simply wishing to relish in the world of this renowned car for the best part of an hour,
55:40 you can feel assured you've been given an access-all-areas tour of some of the most distinguished models.
55:47 From Triumph's early heydays to its popularity in the most stylish of classic car collections,
55:54 there is no doubt that the Triumph name is here to stay.
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