When it comes to British-American hybrids, one might first think of Carroll Shelby's Cobra. Its most favorable power-to-weight ratio guaranteed an otherworldly acceleration unmatched by any production car of its time. Yet, there were many others, before and after the Cobra came along: from Allard to Marcos, from Jensen to Bristol: putting a fire-breathing Yank Vee-Eight below the bonnet of a svelte Brit was a popular choice, ever since the end of WW Twice.
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Innovative Americans re-powered countless British roadsters in backyard garages and specialist shops, too. Who doesn't fondly remember the countless V8-motorvated "big" Healeys of the 1960s?
For some reason, you won't find too many Triumphs that have seen a heart transplant. Sure, the factory tried hard, updating the venerable TR4 by launching the TR250 of 1968, featuring a smog-choked straight six and lasting exactly one year. A decade later, the engineers finally saw the light, but it was too late: this once proud marque disappeared into the twilight with a wedge-shaped TR7, re-powered with a compact Buick/Rover 3.5-litre V8.
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Instead of fiddling with a good design, they easily could have shoe-horned a V8 into the TR4 and called it a day. This amazing specimen successfully proves the point. We've never seen another one during our many years playing with vintage iron, making this particular car all the more desirable.
Sold new in California, the 1967 Triumph TR4A IRS Roadster presented here, VIN *74333CT*, spent its whole life on the West Coast. It was converted more than 30 years ago, and has been a reliable, exhilarating driver ever since.
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However, turning a meek TR4 sheep into a wolfish V8 is not a cheap endeavor by any means. Fortunately, a plethora of documents accompanies the car, enlightening us to the point. There are exactly ninety-seven (97!) receipts, mostly from the early-to-mid 1980s, detailing parts purchases, installation and repairs, totalling right around $10,000.00 in 1980s Dollars. Then, there are shop and competition manuals, parts catalogues, even a cam spec card.
Let's have a good look at this interesting hybrid now.
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Hellooo! What's under that hood? Wow - looks like it was meant to be. Yep, it's a U.S.-made V-8 engine, one that has powered many a Brit. Morgan, Rover, Land Rover, MG, TVR - at one time or another, they all were available with this derivative of General Motors' 215 cu.in. Buick all-alloy motor, which was licensed to be produced in Solihull, way back in 1965. Compact dimensions and light weight ensure a perfect fit - no extra hood scoops, flares, or fender vents needed!
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Beautiful to behold, the aluminum 3.5-litre Buick Rover V8 is approximately 40 pounds lighter than the iron 4-banger, yet boasts almost twice its displacement, developing twice as much horsepower. Instead of SU carbs and LUCAS ignition, this one comes with an EDELBROCK Performer intake and CARTER AFB 4-bbl carburetor with electric choke. A custom valve job and pistons with 10.1:1 compression add extra ooomph to this ultra-smooth runner. Note uncut wheel wells and super sanitary installation.
Since this car had been fresh out of long hibernation when we acquired it, extra care was taken to perform a good service, including removing the oil pan and inspecting the bottom end--we're happy to report that crankshaft and bearings look brand new! There are no leaks.
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Another highly interesting feature of this Triumph is its unusual and rarely seen, factory-installed Surrey Top. This removable, two-piece hardtop actually pre-dates Porsche's celebrated Targa configuration. Here's all the fun of driving a weather-tight, rattle-free Coupe, served up with convertible-style, open-air fun!
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Super light, bolt on, aluminum top panel is in magnificent condition. Headliner is brand new.
Also included is a folding soft top, which can be mounted in place of the hardtop, if that's what rocks your boat. Most likely, it's the original one that came with the car in 1967; seemingly, it has never been mounted.
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Here's the TR, shown as a Coupe. Nice! You'd never suspect that potent V8 lurking below the flat bonnet.
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Royal Blue finish suits the Triumph exceedingly well. Painted once, decades ago, it still displays a mellow shine, a myriad signs of age creating a patina to die for. Here's a car with genuine history, not a sterile trailer queen, but a cherished toy that has been driven and enjoyed. Amazingly, there's no rust or accident damage to note. Body panels are straight, with factory fit. Brightwork, including the expensive grille, is in very good to excellent condition, without any chrome pitting.
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Triumph rolls on a set of custom-built, super strong, genuine ZENITH center-lock 72-spoke knock-off wheels and slightly oversized, antique, raised white letter B.F. GOODRICH Radial TA tires. We've driven the car everywhere on this old rubber since we're in love with its period look; however, a fresh set would do wonders for the car's handling. Since there are many potential choices, we'll leave tire replacement up to the new owner.
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Let's look inside now, shall we?
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TR4s could boast of real walnut veneer dashboards, the 4A added face level ventilation outlets. This one is in fine fettle, augmented by a gorgeous wood-and-alloy volant, complete with its hard-to-find bakelite horn push surround.
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Triumph's interior is partly original, has lovingly been refurbished where necessary. Door and side panels, black carpeting, dash surround and wood veneer, everything looks clean and fresh. All instruments are the original, chrome-rimmed British SMITHS units, the gauge faces looking brilliantly sharp, bearing mute witness to the fact that this TR4 was always garaged.
Console shifter blends in harmoniously. Period BOMAN Astronics AM/FM radio is silent and we didn't try to find out why.
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Classic British Roadster seats sport black upholstery with pleated leather inserts and white piping. They are surprisingly comfortable and look great. Note custom center console with practical arm rest, upholstered in a matching pattern.
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Lots of luggage space behind the seats. Excellent carpeting.
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Ready for a test drive?
So are we, but before we take off, let's check out trunk and undercarriage.
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Trunk looks very impressive, with straight sheet metal and no sign of surface rust anywhere, not even in the spare tire well. There's storage for the folding convertible top; the battery resides here, too.
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Matching, chromed spare with truly ancient dual-stripe tyre.
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Triumphs underbelly looks mind-bogglingly clean. These mid-sixties roadsters were not known to be particularly corrosion resistant, however, this special car somehow has always managed to stay out of harm's way. There is no rust, there has been no prior rust or accident repair, and there are no suspect nooks or crannies where the brown cancer would be hiding. The tough x-frame is superbly straight and rust free, too. And, feast your eyes on the true high-performance exhaust system, which we just had hand-fabricated, header flange to tailpipe, by Jerry of Higgins Muffler & Brake in Santa Barbara, the best pipe bender in the West. Needless to say, it sounds as good as it looks! Click on the image to the left for an XXL-sized view |
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Monday, January 24 was another sunny "winter" day, here in our Southern California paradise. We were happy to take the blue TR out for an extensive test drive and photo session.
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The car starts instantly and idles as smooth as you would expect from a Buick Vee Eight. We put the shift lever controlling the TH 350 in gear, and off we go. Hmmm, adding some solid U.S. engineering seems to make a very docile driver out of a potentially capricious, classic Brit.
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We enjoy every minute of our road trip. Especially the wonderful Surrey Top, with its perfect blend of protection from wind buffeting and open-air ambiance, scores high points with us. Then, there's the car's confident display of power, making merging onto the freeway or passing big trucks an effortless affair. Datsun-sourced third member makes for easy freeway cruising speeds. Except for the speedo, which needs to be calibrated, all gauges and lights work well. There are no ill manners, such as overheating, to report. Breaking, with discs in front, is very good. Thoroughly enjoying the burbling V8 sound, we marvel at this civilized performer, the one that the men from Coventry should have built, back in '67.
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Returning home, we are very impressed, indeed. The integration of good ol' Yank power with the TR4's timeless, Michelotti-penned beauty really floats our boat--and it'll certainly wow 'em at any car show or gathering of enthusiasts.
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The time is now. We doubt you'll be able find another V8-powered TR anywhere, and if you would, it might not be engineered as well as this one. Build one yourself? Find a prime, Surrey Top-equipped TR4A IRS first, and then open your checkbook wide, real wide . . .
Here's a unique opportunity to purchase a fantastic example of a very unusual, attractive British hybrid, powerful enough to play with the big boys, well-sorted, and ready for the open road.
Live a little!
Addendum:
We sold this unusual TR4 in March 2011.
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