Triumph TR6 (1968 – 1976) Review

Triumph TR6 (1968 – 1976) At A Glance

Exciting to drive

Harsh ride, hairy chested image

Ask Honest John

Should I sell my TR6 in the winter or wait until spring?

"What’s the best way to sell my low mileage TR6 in winter? Or should I wait for spring?"

It's always a bit tougher to sell a car at the end of the year. Potential buyers have one eye on Christmas and there's a drain on their finances - plus people tend not to be thinking about buying soft-top sports car... if anything they're generally looking at something a bit more practical and possibly with four-wheel drive if we get snow and ice! That said, if a buyer is in the market for a TR6 then they'll be on the lookout. You may find that while you don't get as many responses as you'd expect, the quality will be higher. But traditionally values take a dip over the darker months. You could try a two-stage approach, marketing the car to Triumph club members and enthusiasts before Christmas and then listing it for general sale. Of course, if you're a rush and you want to get the car sold then getting it out there to as many people as possible is crucial. We've got some tips on selling your car here: https://classics.honestjohn.co.uk/how-to-sell-a-classic-car/

Answered by Keith Moody

What's the better classic car buy - an MGC or a Triumph TR6?

"I'm dithering between a 1969 MGC and a 1971 Triumph TR6. Both are in excellent condition and both a little over £20,000. Your views would be much appreciated."

Hankering after a six-cylinder British sports car? Good choice. Personally, we'd go for a TR6 - they handle better and look fantastic. The MGC falls foul of looking like an MGB with a swollen bonnet. It also wasn't quite up to the job of dealing with all that power and the heavier engine did compromise its on-road performance. That said, there are many modifications you can make (to both cars) to improve their handling and power, but we think the TR6 has the edge. Both have fantastic club support and enthusiastic owners. And whichever one you buy, you won't be disappointed. Ultimately, it will come down to which one you like best so - I'm afraid - there's nothing for it. You'll just have to go and drive both.

Answered by Keith Moody

Does my 1974 Triumph TR6 need an MoT?

"My 1974 Triumph TR6 is a year from its last MoT. DVLA have taxed it at zero rate with the phrase “this vehicle may or may not need an MoT”. How on Earth do I find out? By the way, I have every intention of subjecting it to an annual check with my local garage even though it has done less than 1000 miles this year. "

Vehicles more than 40 years old are now exempt from both car tax and the annual MoT test, so your Triumph TR6 does not require an MoT test. However, a condition of your insurance is that you keep your car in a roadworthy condition so it's good to hear that you'll be getting it checked over.

Answered by Keith Moody

I'm stuck for choice on buying a classic - what's reliable, comfortable and fun to drive?

"Having just retired, I want to treat myself to a classic sports car. I'm even having a garage built to tuck it away. Problem is, I can't decide what to get. With a budget of £25,000, I've considered and rejected so many. Priorities are that it's reasonably reliable, comfortable on longer journeys and fun to drive. I've owned three MGB and (briefly) a Jaguar XJR 4.0-litre. Any thoughts?"

With your budget, you've got plenty of choice. Triumph TR6s are excellent and there are plenty of mods available to make it more reliable and more comfortable. But if you want modern-car style convenience in a sports car, you're probably going to be looking at a Mercedes SL. There's always plenty of Porsche to choose from (911 or 928 if you look hard) that have a grin factor as standard - or you could get yourself a super-saloon like a Mercedes 190E Cosworth. If you're not sure, try and drive as many different models as possible - enjoy choosing your next classic.

Answered by Keith Moody

More Questions

Driving Triumph TR6 (1968 – 1976)

The Triumph TR6 was an interesting development of the long-running TR-line of sports cars. The engine was carried over from the TR5 but new styling was cooked up by German coachbuilder Karmann. Actually, ‘new’ is something of an exaggeration, for what was actually done was a strictly-to-budget redesign of the front and rear ends of the TR5 hull. It was surprisingly effective, as the new TR6 didn’t just look completely different but also came across as very fresh and modern.

The TR6 was a actually quite a success - with 94,619 units finding homes until the end of its life in 1976. Nevertheless, it came in for a few barbs because however good it looked on top, underneath it was the same old formula that had been going for years. And potential buyers were starting to notice that other rivals were now starting to surpass what the British had to offer.

Character

There’s is little pretence at cultivation with the TR6. It’s a blunt tool, a TR in the true sense of the letters. Despite the modern-looking body, it displays all of the traditional personality that made this range of sports cars such a success. It’s a driver’s car, one that rewards those skilled enough to tame it properly with the sort of old-fashioned charisma that makes it easy to remember why we all like classics so much.

On the road

It’s oversteer you have to be wary of with the TR6. Despite the best intentions of Triumph in fitting independent rear suspension and making this series much-better behaved than earlier incarnations of the breed, this is still a car that displays many traditional handle quirks…that quirky traditionalists seem to love.

If you change your mind about the speed you’re doing halfway through a corner and attempt to sort things out, you will find yourself in just the same sort of trouble as an MGC would put you in, with the rear end breaking away. But overall, the TR6 comes across as a lot more of a docile beast if you drive it with an ounce of sense or skill.

Performance is more than adequate, with a 0-60mph time of less than 10 seconds, and a rorty, deep-chested soundtrack to accompany it. So, if you plump for a TR6, you're be more than capable of keeping up with the flow with typical modern traffic - and you'll have a laugh in the process.

Ride

This is where it all gets a bit choppy. The TR6 offers a far from comfortable ride…but then again, neither would you expect it to. It's an old classic British sports car cast in the traditional mould, and so anybody should expect the rides to be firm and bouncy.

Hit a big bump in the road, and you’ll feel it straight away in the cockpit. This isn’t such a bad thing of course – the ability to feel what the road is doing beneath you and the provision of excellent feedback from the steering is something desirable. But if you’re looking for a drive that will leave you feeling fresh and relaxed by the end of the journey, then look elsewhere, because this car doesn’t do subtle.

Gearbox

The TR6 has a heavy, positive change as you'd expect with a car with this amount of torque. It sports an overdrive as standard, operating on the top two gears. It’s a useful fitment, because if your speed doesn’t drop too low, you can quite easily drive around just diving in and out of overdrive when you need a little bit of a lower ratio.

There really is that much grunt from the engine being translated through the transmission mechanicals. It's operated by a stalk that sticks out of the steering column. Somehow, too, it’s more satisfying too to use the TR6’s system. The means of engaging the overdrive on the Triumph somehow just doesn’t seem impressive enough.

Braking

The front disc/rear drum set-up does its job well enough with the assistance of a servo unit. You press the weighty middle pedal, the car stops within reasonable limits and without causing the driver to break out into a serious sweat unless he has left things late.

Cabin and Controls

No surprises from the inside of the TR6. Yes, it’s the trademark Triumph slab of wood in front of the occupants, beloved of TR enthusiasts the world over. The TR dashboard is as neatly organised as that of the MGC, although it prefers to have its instruments in the centre and put the knobs and switches grouped together around the steering column. The passenger compartment does its best to envelop any passengers and make them feel as if the car has shrunk around them.

Luggage Space

The obvious place to casually sling any items is in the small luggage area behind the seats. There isn’t a lot of space here, but it’s handy enough for just somewhere to put things when you’re in a rush. For those moments when a little more security is called for, there’s always the boot.

The Triumph is generously endowed, albeit still with a few sports car limitations. It’s commodious for a car of this nature. However, when Karmann revamped the TR5 into the TR6, one of the things it did was add a large lip at the rear, so you have a bigger lift upwards to get anything inside that you did with previous TRs. Still, that aside, extra points to Triumph for managing to incorporate such a useful boot on a convertible sports car.

Running Costs

IT’S the initial purchase cost that will take the lion’s share of your cash when it comes to owning and enjoying a TR6. Once you’ve got the car safely back to your garage or driveway, then it can get a lot cheaper. The TR6 is one of best-served classic marques when it comes to specialists. Parts suppliers and those with an expert knowledge of looking after a Triumph TR6 are positively oozing out of the historic woodwork.

There’s little to be frightened off when contemplating home maintenance. The fuel injection system on the TR6 can be a little off-putting, but elsewhere, it’s little more than bolt on, bolt off stuff. In fact, Triumph actually advertised the TR6 as such in America, trumpeting such features as the ability to change wings easily so you could have different looks.

Verdict

The TR6 is a very enjoyable car to drive with a rorty sountrack and effortless performances. As the ultimate development of the TR breed before things went wedge-shaped, the TR6 was a mature and well-rounded performer that still retained a lot of the character of the old school Triumph sports cars. But it could never be confused with just a four-cylinder Triumph TR4A…

Triumph TR6