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  • Triumph TR5 Road Test 1968

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    triumph_friend
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    Motor 4 May 1968 - TR5 Road Test

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    Motor 4 May 1968 - TR5 Road Test

    Drepturi de autor:

    Attribution Non-Commercial (BY-NC)
    Descărcați ca PDF sau citiți online pe Scribd
    Indicator pentru conținut neadecvat
    324 vizualizări6 pagini

    Triumph TR5 Road Test 1968

    Încărcat de

    triumph_friend
    Motor 4 May 1968 - TR5 Road Test

    Drepturi de autor:

    Attribution Non-Commercial (BY-NC)
    Descărcați ca PDF sau citiți online pe Scribd
    Indicator pentru conținut neadecvat
    din 6
    URING its 16 years of evolution, Triumph have been able to claim several firsts for the TR series. The TR2 was the first British production sports car to do a genuine 100 mph. while costing less than £1,000. The TR3 marked the first production application of front dise brakes. They might even elaim that the TR4A was the first quantity produced sports car in its class with independent rear suspension. Replacing the lusty 2,138 cc. four-cylinder engine (stepped up from 1,991 c.c. for the TRA in 1962) with the 2,498 c.. six was logical enough as engines usually grow as cars develop. But the TRS was sill able to claim another innovation last Autumn with the fist application of fuel injection on a British production model. On the basis that high maximum and cruising speeds and vivid acceleration are the essential ingredients of a true sports car, this magnificent power unit is the answer to the enthusias’s prayer Once above its rather lumpy ide it explodes its torque on to the road with efforiess ease to the accompaniment of a melodious howl from the exhaust which must delight even the most decibel conscious ear. And, considering the margin of performance over the TR4A, the inerease in fuel consumption is relatively smal. Other improvements seem less significant beside the new engine; the final drive i strengthened and the ratio stepped up from 3.7 to 3.45:1, the rear springs are slightly stiffer, and the powerful brakes PRICE: £985 plus £275 13s, 114. equals £1,260 13s. 114. Wire Wheels €38 6s. 8d. Overdrive £60 13s, 114. Tonneau cover £13 8s. 24. eT Sd ee ES ceo ui i ae RR E SS a Invigorating injection Tremendous performance from fuel injection engine; good handling and brakes with firm ride; comfortable spacious accommodation for two ‘of the TR4A are even better with bigger discs and a vacuum Servo, The gearbox is the same as before with a rather sticky change on the test car and, unfortunately, no overdrive. Steering fand roadholding are enjoyable though not outstanding and the extra power tends to exaggerate the firm ride and tendency for the tall to dip when accelerating and cornering hard. Some of the scuttle shake and body dither on really bad surfaces that we have criticized before are alo sil evident Internal modifications have been decreed largely by the Ameri ccan safety standards. The very civilized cockpit is comfortable, well ventilated and trimmed, and now made safer by the new concealed catches forthe soft top, one ofthe best and most easily erected on any open car. When Tolded the hood takes up most of the room on the flat shelf behind the comfortable bucket seats so the car is a pure two seater with adequate luggage accommoda Performance and economy ‘The six-cylinder engine is basically that ofthe Triumph 2000 with longer stroke; most of the additional performance comes from the fuel injection, its manifolding and a much fercer camshaft. As a result maximum power goes up to 142 bhp. (net) at 5,500 rpm. (compared with 104 bihp. at 4,700 rpm, for the TR4A) and torque to 164 Ibi. against 132 IbsR. on the four cylinder unit, itself a renowned slogger. The effects are most marked in acceleration, both in top and through the gears. Despite higher irae hing tt sae eggs Spies he yf fanvart for acca tothe sel bind. The hood fate doen comeeey io MAXIMUM SPEED 75.180. 859095. 100 Ting TS {ots 105 MGMGC over) Triumph TRS continued searing (21.2 mpc. /1,000 rpm. against 19.8) the 30-50 me Grops from 8.8 t0 7.0 seconds, and from a standstill to SO mph from 8.4 50.6.3 s. At 28.7 «the 0-100 mpzh. time is beter by nearly 20's OF acedemic interest only to most owners isthe ears ability to pul strongly and smoothly from below 1,000 r.psm. in top gear. Our straight line top speed, the mean of oppesite runs in ideal conditions on the Paris Avtorovte, was 117.2 m.phh-—a litle

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