The wedge that Triumphs future was and was caught between dream and reality

De Triumph TR7 and Ton Cornelissen share a close bond. The British sports car from the mid-1970s long ago stole the heart of the Nijmegen native and has become an indispensable part of his life. Does this opening line sound familiar? As a loyal reader of Auto Motor Klassiek I'm sure. It's about a seasoned Triumph-lover and about his passion for the Triumph TR7. Read in the latest edition of Auto Motor Klassiek. An interesting model by the way, that TR7. The sports car that will shape the future of Triumph had to save, but got caught in his time.

Text and photos: Peter Vader

End of an era

In the early 1970s, the world still seemed manageable for the British car industry. Sports cars were more than just means of transportation. They served as calling cards, dream machines, and export products that represented British craftsmanship worldwide. Brands like MG and Triumph They had built their reputation with simple, affordable roadsters that were especially popular in America. No one could have imagined then that a single model would be the culmination of that long tradition. Yet that was exactly what the Triumph TR7 would become.

New course needed

When the TR7 was developed, there was no talk of saying goodbye. On the contrary. British Leyland, the company in which MG and Triumph After the 1968 merger, the companies still saw sports cars as an essential part of their identity. But behind the scenes, unrest was growing. The models were outdated, costs were rising, and competition from Japan and Germany was growing stronger. The TR7 was intended to address all these problems simultaneously.

Too many rivals under one roof

The merger between BMC and Leyland Motors brought MG and Triumph together, but it didn't solve much. For years the brands had been competing with each other and suddenly they were in the same showroom. The MG Midget and Triumph The Spitfire was aimed at the same buyer. The MGB, TR6, and GT6 also clashed. Five sports cars in one segment was not only confusing, it was also economically unsustainable. British Leyland had to choose.

Mid-engine versus classic

That choice led to an internal battle between two completely different visions. At MG in Abingdon, they were working on project ADO21, a daring mid-engine sports car with hydrolastic suspension and a distinctly futuristic design. Enthusiasts would later say that MG had built an MGF a quarter of a century too early. Triumph In Canley, they opted for safety. Their project, the Bullet, had a classic layout with a front engine and rear-wheel drive, based on existing technology.

America takes the wheel

The decisive factor, as so often happens, came from the United States. For British Leyland, America was by far the most important market for sports cars. Therefore, product planners and engineers traveled to American dealerships to listen to what customers really wanted. The answer was remarkably down-to-earth. No technical experiments and no exotic solutions. Americans wanted reliability, simple repairs, and a car that felt familiar.

Bullet gets green light

This was in favor of TriumphA mid-engine sounded exciting, but was difficult to maintain and expensive to develop. The Bullet offered economies of scale, used existing components, and could be brought to market faster. With a tight deadline of 1975, this was crucial. The MG project quietly disappeared back to the drawing board, while Triumph got the green light.

From Bullet to Triumph TR7

Technically, the new sports car was anything but revolutionary. The slant-four engine came from the Triumph Dolomite, the rear axle was rigid, and the first versions had a simple four-speed gearbox. Originally, a six-cylinder engine was even considered, but that was scrapped to save costs. Later, the idea of ​​using the Rover V8 was briefly considered, but that too was shelved for the time being.

Wedge-shaped and sharp

Where the car did need to be convincing was its appearance. British Leyland knew that a new sports car had to be more than just a rational product. However, the first designs looked too ordinary. Therefore, designer Harris Mann was brought in, who gave the TR7 its definitive form. With its wedge-shaped body, sharp nose, rising beltline, and pop-up headlamps, the TR7 was radically different from anything that had come before. Triumph had built earlier.

A sports car of its time

When the TR7 was introduced in 1975, reactions were divided. Some praised the modern design and saw it as a necessary break with the past. Others missed the classic character of earlier models. TriumphUnder the hood, the four-cylinder engine disappointed those expecting sporty performance, although the car was never intended as a pure racer. The TR7 was designed as a comfortable grand tourer, primarily aimed at the American market.

American challenges

Sales figures gave Triumph Initially, it was a win. The TR7 became the best-selling TR ever, thanks in part to its competitive price and modern look. However, problems soon arose. Production at the Speke factory was plagued by strikes and quality issues. Finishing and reliability left much to be desired, just as American buyers were becoming increasingly demanding.

Relocations and setbacks

British Leyland tried to turn the tide by moving production, first to Canley and later to Solihull. But each move cost money, time, and energy. Meanwhile, the world was changing. The oil crisis made sports cars less common, regulations in the United States led to heavy bumpers and stricter emissions standards, and competitors like Datsun and Porsche offered increasingly attractive alternatives.

Open and V8

A revival came in 1979 with the introduction of the TR7 Convertible. Finally, there was a car for open-top driving, and it was a hit, especially in America. Even more promising was the arrival of the TR8 in 1980, equipped with the 3,5-liter Rover V8. This was the car the TR7 always should have been: fast, characterful, and convincing. The press was enthusiastic, but production remained limited and came too late to save the brand.

A legacy with nuance

In 1981 the curtain fell. British Leyland stopped production of the TR7 and TR8, thus ending Triumph as a sports car brand. What remained was a car with a complex legacy. The TR7 wasn't a classic success story, but it wasn't a complete failure either. It was a product of its time, shaped by mergers, cost-cutting, regulations, and economic headwinds.

Rally career Triumph TR7

From 1976 to 1980, British Leyland entered a team of TR7s in rally competitions to emphasize their sporting character. Initially, these cars ran with the 16-valve Dolomite Sprint engine. Later, they switched to the powerful Rover V8, even before the introduction of the TR8, earning them the nickname TR7 V8. They performed well on paved roads, but their results on gravel were less convincing. Tony Pond proved to be the most successful driver behind the wheel. Other stars such as Per Eklund, Simo Lampinen, Roger Clarke, and Brian Culcheth also raced the TR7. The TR7 V8 models remain popular in classic rally events today.

American triumphs

The TR7 was also successful in the United States. John Buffum won the SCCA Pro Rally Championship from 1977 to 1980 with the TR7 and TR7 V8. The TR7 also made a name for itself on the track. Bob Tullius of Group 44 dominated SCCA racing in 1979. So successful was it that the SCCA added extra weight, enough to allow the car Tullius drove in the Trans Am to successfully compete in the IMSA GT class. This success contributed to the reputation of Triumph as a sports car brand, despite increasing competition.

Homologation 16-valve

The 16-valve TR7 rally car was homologated for Group 4 as early as October 1975, well before any actual 16-valve TR7 Sprints were produced. This was made possible by the so-called 100-off rule in the FIA ​​International Sporting Code. This rule allowed for the optional production and sale of parts without requiring every car to be equipped with them. For example, engine components, suspension, and the four-speed overdrive transmission from the Dolomite Sprint could be legally used in the rally car. Larger brakes and other upgrades were also considered optional equipment, with no minimum production requirements.

Problems with homologation

For the 1978 season, BLMC had to re-approve the 16-valve head. Other brands, such as Lancia, Toyota, Vauxhall, and Ford, faced the same challenges. The FIA ​​had abolished the 100-off rule from 1976 onward, although existing parts could still be used until the end of 1977. This partly explains the production of approximately sixty TR7 Sprints in 1977, primarily for homologation purposes. Photos from the British Motor Museum show these cars as "TR7 Sprint Homologation."

V8 introduction

The V8 version was officially homologated on April 1, 1978. Officially, it was the new TR8 model, but because it hadn't yet been launched, it was temporarily called the TR7 V8. FIA regulations required 400 cars for sale, while fewer than 150 were likely produced. John Davenport recalled: "In those days, the FIA ​​didn't enforce strict controls. A production overview from a manager was sufficient." Thus, through clever negotiations and a bit of creativity, homologation was achieved.

Similar cases

This phenomenon wasn't unique. The Ford Escort Mk2 RS1800 and other rally cars also sometimes followed creative routes to obtain homologation. Although officially the cars had to be fully delivered and ready to drive, there were often exceptions and informal agreements. For the TR7 V8, this meant it could legally compete in Group 4 races, even though production lagged behind the requirements.

Love at first sight

Now that you, as an AMK reader, have the complete history of the Triumph If you've read about TR7 and TR8, you'll undoubtedly understand AMK reporter Peter Vader's fascination with this British sports car. "We were at home, a British Leyland dealer, Vader's Auto's, and in the spring of 1976, a green TR7 suddenly appeared in our showroom. Because of the introduction of this new, unusual TR from the Triumph-stal. From the very first moment, I fell in love with the fashionable wedge model. My other half even bought one in wine red. So every weekend we went out with our TR7.”

Even greater fascination

The fascination grew even stronger when, prior to the Tulip Rally, my father decided to provide technical support to the only TR7 rally car in the Netherlands in the International Dutch Rally Championship. This championship was held in the Benelux region and the border region with Germany. The car was owned by driver Pierre Angenent from Limburg and his navigator, Hans Anthony, who worked for the British Leyland importer in Gouda. This finally gave him the right accommodation and the right technical support. In those days, with many warranty claims, this was crucial. It was a different time. Everything wasn't as tightly controlled as it had been since the 1980s.

TR7 rally adventure

The TR7 rally adventure lasted over two years. With the Morris Marina service vehicle, we participated in all the Dutch rallies from the mid-1970s. Chasing the red TR7, ensuring it would tear through the special stages without any problems. And not to forget the countless hours spent tinkering in the workshop. We had to figure everything out ourselves, as little was known yet. Nevertheless, it was always a blast for everyone involved. But it simply became too professional and too expensive.

Reunited after fifty years

He continues: "That's why I admire Ton Cornelissen so much, because he's now filling in where we left off. I was immensely satisfied when, after almost fifty years, I was reunited with a genuine rally TR7. Old love never dies. And yes, it was Ton Cornelissen's car. Even with a 3,5-liter V8 instead of the 2,0-liter 16V engine in our red rally car. Fantastic."

Historical assessment

Today, the TR7 is viewed more mildly. Not as the ultimate Triumph, but as a courageous attempt to remain relevant in a rapidly changing world. It marks the transition from the romantic British roadster to the more rational sports car of the 1980s. It is precisely for this reason that the TR7 has earned its place in history, thanks in part to its motorsport successes. The TR7 was the final chapter in the illustrious sports car tradition of Triumph and nowadays also Ton's great passion. But you can read all about that in the latest edition of Auto Motor Klassiek.

(More photos below.)