1973 Triumph TR6

Our example is a 1973 UK supplied and specified car with the Commission Number of CR450. The CR prefix confirms it as an early example from after the TR6’s only significant update. For the 1973 model year the TR6 inherited a chin spoiler, seemingly not present on our car, snazzy chrome bezels for the instruments, new style seats and, more significantly, an updated J-type Laycock de Normanville overdrive. Despite this now only being deployable in third and fourth gears - as opposed to second, third and fourth for the older A-type - it offered a more useful 28% gear ratio reduction as opposed to 22% for the older unit. 

The remaining mysteries of the Commission Number are confirmation of the car’s fitment of the Lucas Petrol Injection system - carburettor cars being prefixed “CF” - and its position of number 449 of 2,911 built in this specification in 1973.

The TR passed through the hands of four previous keepers before being acquired by current owner Philip over 40 years ago in 1980. Philip describes the car as somewhat of a “Trigger’s Broom” suggesting it tests Theseus's Paradox about whether an object is the same entity after having had almost all of its original components replaced over time. 

Regardless of the answer to that the TR has been lightly used in recent times. Philip confirms that a new speedometer was fitted in December 1987. At that time the original showed around 83,500 miles. The current odometer reading of 17,974 miles amounts to the distance covered since then.  Mileages recorded at MoTs suggest that the car has accrued less than 4,000 miles in the last 19 years.

Some initially found the squarer, more modern form of the Karmann redesign a little brutalist compared to its more swooping and curvier predecessor. Time has proved it to be a highly successful make over, however, with the TR6 being almost universally admired for its brutish but characterful styling. 

Our car presents in classic TR6 Mimosa Yellow, surely a favourite for the car. Philip confirms that he had some extensive bodily refurbishment commissioned shortly after acquiring the TR. This work included the replacement of some panels and a full respray in its original Mimosa (64) hue. The application seems appropriately thick and smooth and more than capable of emitting a sunny shine. Naturally enough, a few battle scars are noted. These take the form of chips and flakes (such as those around the headlights), scrapes (as per the nearside rear wheel arch) and the odd bubble (witness the lower sills). However, none of this is beyond the pale for a 50-year-old sports car.

The black hood is confirmed as one of those “Trigger’s Broom” items, presenting really well and contrasting dramatically with the bright yellow paintwork. The rear windows appear clear and undamaged and the fit looks drum tight. The hood neatly conceals itself beneath a well fitted tonneau once opened. The TR6 rolls on the period correct, deeply dished 15-inch steel road wheels. These look to be great order and are centred with the correct, plastic TR6 wheel centres.

The brightwork on the TR6 was relatively minimal, by dint of the design modernisation, with the bumpers exhibiting the main chromed accents. These are in a reasonable condition with a little deterioration of the chrome finish noted in places. Cabin glass and light lenses appear original and undamaged.

The TR’s cabin is what you’d get if you called Central Casting and asked for a British sports car’s interior from the late ‘60’s and early ‘70’s. That is in no way to its detriment with it exuding a no-nonsense, analogue charm.

The ’73 cars acquired updated seats and the seat upholstery is courtesy of black, lightly textured smooth leather arranged into vertical box pleats. These have been re-covered during the current ownership and so the condition of these look very good overall. The door cards are identically trimmed and feature map pockets and chromed door furniture. The top roll of the driver’s side one appears damaged and been treated to the time honoured “gaffer tape repair.” A carpeted luggage shelf is situated behind the seats with the latter tilting forward for easy access. The carpets in this area, and extending down the transmission tunnel, appear to be brown in shade. The footwells appear to be carpeted in black with protective, carpet mats fitted.

The dashboard fascia is finished in the familiar Triumph wood veneer and sits between black vinyl top and bottom rolls. A full set of white on black, Smiths instruments are fitted with just one Lucas with the big speedometer and tachometer taking pride of place and four smaller, ancillary gauges being centrally placed. The original three spoke alloy and leather steering wheel is fitted, complete with its stitched leather Triumph boss. A later Pioneer head unit is fitted ahead of the passenger and feeds a pair of surface mounted speaker behind the luggage space. A downward facing interior light has been fitted ahead of the gear lever where the radio would normally be located.

The boot is a good size and practically shaped. It is finished in a mixture of carpet and vinyl panels and is home to the tonneau and hood covers. A removable floor panel conceals the spare wheel and accompanying tool roll and jack.

By this time Triumph’s 2.5 litre, straight six was boasting Lucas derived petrol injection but had inherited the milder cam from the carburettor car from ’73 onwards. This reduced the power down to about 125bhp but made the later cars significantly more drivable in everyday traffic. They still remained swift, however, with over 110mph possible and 0-60mph coming up in under 9 seconds. That updated overdrive system effectively delivered a close ratio six speed equivalent, greatly helping to keep everything “on the boil.”

Our car’s engine bay presents very nicely with plenty of polished metals and alloys greeting the eye. The ongoing replacement of parts seems obvious here with plenty of very clean and recent looking componentry being noted. The inner panels appear straight and free from corrosion and present the opportunity of further fettling and detailing if required.

What can be seen of the underside of the car looks to be in decent shape with no signs of leaks or major deformations. Again, this area offers the new owner some scope for further improvements in presentation should they see fit.

It is clear that Philip has stayed on top of maintaining and repairing the TR and a full ring-binder of associated paperwork is included. The current V5 registration document is present which categorises the TR as an Historic Vehicle. As such the car is MoT exempt and VED zero rated in the UK. Despite this the TR holds a current MoT which is valid until June 2025.

The remainder of the archive consists of numerous supporting documents recording parts acquired and repairs undertaken over the last 40 years or so. 

The TR6 marks the effective end of a family dynasty starting back with the watershed TR2 in 1953. Sir John Black’s Morgan cold-shoulder precipitated an outstanding lineage of iconic British sports cars. The TR6 stands as the apex predator of the TR food chain, the effete TR7 notwithstanding, and admired and revered as a result.  

This example comes from long-term enthusiast ownership which can only bode well as to its condition and history. Owner Philip has clearly kept on top of the ongoing demands that fifty-year-old machinery always makes. The result is a very honest example of a historically important model that is fit, able and deserving of regular use and enjoyment by its next keeper. 

Viewing is always encouraged, and this particular car is located with the seller in Bromley, to arrange an appointment please use the Contact Seller button at the top of the listing. Feel free to ask any questions or make observations in the comments section below, or try our ‘Frequently Asked Questions’.