The Official Magazine of the Triumph Sports Owners Association

of Queensland

May June 2014

TRtotheEND

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This Month in TRendContentsYour 2013 Management Team 3The President’s Thoughts 5Subscriptions Due! 6Coming Events 7TSOAQ Drive Days 8 TRack Days for TRiumphs 9 TRack Talk with TRent TRack TRamp 10How’s this for a Find! 12 Photos 13They Don’t Make TRiumphs Any More Part 2 17Press Reports on TR7 and TR8 Part 1 22For Sale 25

Half Page (colour) $240 per yearFull Page (b/w) $200 per yearHalf Page (b/w) $150 per yearTriumph Trading Free to Club members

The TSOAQ appreciates the support of advertisers in this magazine. Acceptance of an advertisement does not necessary imply endorsement by the Club of the advertised product or service

Come and Join UsThe Triumph Sports Owners Association (Qld) Inc. meets on the 2nd Wednesday of the month at the Vintage and Veteran Car Club Rooms, 1376 Old Cleveland Road, Carindale at 7.30 p.m.

Club RunsThe Gold Coast Chapter of the Club holds a Run on the 1st Sunday of the month. The Brisbane Chapter holds a Run on the 3rd Sunday of the month (see Coming Events for details)

Contact UsThe TSOAQ welcomes interested parties seeking membership to write to the Club or speak to our Club Contact on 0427 672 145 or email secretary@tsoaq.org.au. For more information, visit our website today www.tsoaq.org.au

Please keep a check on the website for new events, changes or updates for all events

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Your 2013 Management TeamExecutive CommitteePresident Phil Strong (07) 3390 1790Vice President Frank Jacobson (07) 3356 1727Secretary Michael O’Brien 0408659222 m.obrien_mail@yahoo.com.auTreasurer Richard Graveur 0439 626474Acting Editor Carole Cooke (07) 5536 9730 cazcooke30@gmail.com Ex Offi cio Positions Acting Membership Secretary David Linz (07) 3822 7039Concessional Registration Richard Graveur (07) 3857 3850Club Contact 0427 672 145CAMS Delegate Frank Jacobson (07) 3356 1727Web Master Adrian Deihm 0429 910 339 adrian@lwd01.com.au Providore Geoff Johnson 0407 690 704Club Historian/Librarian Frank Jacobson (07) 3356 1727Points Secretary Rita Bingham (07) 5596 1870Gold Coast Rep Paul Bingham (07) 5596 1870 AHSunshine Coast Rep Brian Falloon (07) 5447 7842Darling Downs Rep Graham Thompson (07) 4634 3074

Marque CaptainsTR2/3/3a/3b Stephen Rochester (07) 3202 8117TR4/4a Phil Strong (07) 3390 1790TR5/250 Eric Burgaty 0417 754 074TR6 Paul Bingham (07) 5596 1870TR7 Daryl Tonkin (07) 3388 2417TR8 Simon Rowe 0488 420 216Sedan Mk 1 (63-69) Adrian Deihm 0429 910 339Sedan Mk 11 (70-78) Murray Clark (07) 3286 1180Dolomite/Sprint Don Milner (07) 3216 9293Herald/Vitesse Richard Graveur (07) 3857 3850Spitfi re Ashley Beruldsen (07) 3374 0752GT6 Cindy O’Beirne (07) 3814 3762Stag Greg Bird 0427 672 145Pre-War (1923-1939) Terry O’Beirne 0417 687 161

The Committee meets on the 4th Monday of the month at the Clubrooms at 7 pm

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The President’s ThoughtsActually these are the Vice President’s thoughts. As you will recall from the last edition of TRend, Phil has been on a working holiday in the UK and Europe but is due back as this edition of TRend goes to the printers.

In Phil’s absence the TSOAQ has rolled on like a well oiled machine (or is that a well oiled TRiumph?). My perspective and Phil’s are normally very similar and are regularly refi ned and co-ordinated by virtue a regular exchange of views and opinions by email and in discussions before and after meetings as the opportunities present themselves. It’s a process that works quite well despite being a process of necessity given that we live on opposite sides of town and that we have many other activities competing for our time. In his absence that communication is missing and it makes me realise just how benefi cial it has been to us in trying to fulfi l our roles for the club and how in turn, through working with other members of the Committee, that has been effective in keeping the club on the move.

One of the pleasing things I have noticed this year is the improved attendance at General Meetings. Some of those who attend come quite a long way and it is really commendable when I think that I am comfortably at home about to conclude another day when they are still clicking off the kilometres on the way home. The committee (your committee) regularly considers ways to make meeting attendance more appealing and a pre meeting bar-b-que has proved to be a very successful way of doing that. Anything that is done takes effort; from the providor’s preparation of refreshments and nibbles for a basic meeting, to that extra work involved with a bar-b-que and guest speaker. However, the committee feels that it is worth the effort as it brings members together to share their interest in TRiumphs and that in turn feeds the enthusiasm about how we act on that interest.

In Phil’s absence there have been very well attended 3rd Sunday runs organised by Graeme Spender and Ian Black. Along with the continued support of Paul Bingham’s 1st Sunday runs it is encouraging that organisational efforts are rewarded with good results. With the cooler weather the drive days have much more appeal and the coming mid year months will hopefully provide other opportunities to enjoy our cars in the company of like minded people. On that note look for information on a proposed weekend away on the 1st Sunday weekend in July. This is only in the planning stages at this stage but as we haven’t had a weekend run for some years it will be something quite special if we can pull it together and get suffi cient interest.

If you’ve been reading your TRend carefully you will be aware that the TSOA Nationals are in Western Australia this year. The Program and Registration form were on pages 17 and 18 of the January/February TRend and if you are looking for a holiday destination get that issue out and study it. If you’re looking for some reasons to go try these. It’s a planned week. There will be a whole bunch of other people to help you enjoy the experience.

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If you haven’t been to Western Australia before, what better way to have a maiden trip. Apart from the social activity it’s all about TRiumphs and if you haven’t been to a Nationals Week do yourself a favour and go there. You will also see on the bottom of the Registration Form an instalment plan and even though it is already underway it still eases the cash fl ow side of the visit.

A few weeks back Mike Taylor and I helped Daryl Tonkin retrieve a TR7 Coupe from Noosa. The car didn’t look well and efforts to sell it had not produced a result so the owner had decided to send it to the wreckers where it would probably have been cubed and come back to us in due course as a toaster or steam and dry iron. This reminds me of the Laidley Triumph rescue some of the proceeds of which are still resident in the Club’s garage. However, the point of this information is to send out a request.......... “If anyone is aware of a location where rescue cars could be stored let the Committee know”. I realise this is a long shot as there aren’t a whole lot of old storage sheds just lying around waiting the be used but if you don’t ask you never get an answer.

Even basket cases are a source of useful parts and it seems such a pity not to at least make an effort to keep them from the crusher.

Frank JacobsonVice President.

Urgent - Subscriptions Due!

This is a reminder that subscriptions are now overdue. Our Webmaster sent out via email your details to pay the Club. If you have deleted your email, please contact us on 0427 672 145 or email us at secretary@tsoaq.org.au.

Please write clearly when fi lling out your form. Also please give your reference number when paying by direct debit. We do have a couple of payments that we cannot recognise who made them.

This will be your last TRtotheEND unless payment is received asap!

Dave Linz – Acting Membership Secretary.

Richard Graveur - Treasurer - randagraveur@gmail.com

Editor - Carole Cooke - cazcooke30@gmail.com

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Coming Events 2014 May 25 – Queensland Vintage Swap – School Road, Capalaba. www.qvva.org for details.

May 29 – Golden Era Auto Racing (GEAR) at Lakeside Park – From 8.30am until mid to late afternoon.

June 01 – Gold Coast Run (9am to 3pm) – Meet at Arthur Earle Park at 9am for 9.30am departure for destinations unknown (Highway Exit 71).

June 11 – General Meeting – Refreshments and Nibbles from 7.30pm for meeting start at 8pm at the Carindale Club Rooms.

June 15 – This Third Sunday Run is now an open date – What was to be the Woolly Sheep Run has been postponed to another date. If anyone wants to organise a run please contact a Committee member. If we can get something going look for details on the clubs website and advice via an email.

June 21 - Caboolture Show and Swap Meet – Held at the Caboolture Show Grounds, Beerburrum Road. Phone 3888 7209 for details.

July 05 – Tenterfi eld Weekend??????? – The possibility of a weekend trip is being considered but its confi rmation will depend on the level of interest. The proposal is for a Saturday (July 5th) start from Arthur Earle Park at Nerang, our traditional First Sunday starting point. Day one sees us heading to Murwullimbah for a morning tea stop and then on through Kyogle to Casino for lunch with the fi nal leg of the day along the Bruxner Highway to our overnight stop at Tenterfi eld. The focal point of the weekend is the market day on Sunday 6th at Wallangarra a short drive north from Tenterfi eld. It is known as the Border Railway Market, “The Best Little Country Market between Qld and NSW”. After the market visit we travel to Stanthorpe (for lunch?) then across to the Summerland Highway where at its junction with the Mt Lindsay Highway the group could split, with those from Brisbane, Ipswich and points north travelling the Mt Lindsay and those from the Gold Coast continuing along the Summerland to their destinations. We could possibly fi t in a winery visit or two or some other venue(s) of interest.

Accommodation availability in Tenterfi eld is still being investigated. When details are to hand they will be made available to interested members so that you can make your own bookings. A venue will be sourced for dinner on the Saturday night.

It is important that if you are interested in this weekend that you advise me as soon as possible, preferably by email at jacowun@optusnet.com.au or by phone on 0407 650 703. If there is suffi cient interest we can go ahead with planning the weekend as soon as possible.

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TSOAQ Drive DaysIn recent months our Drive Days have been particularly well attended and it is hoped that the trend will continue and grow. However, that growth has highlighted the need for us to refresh our thoughts on the best practices for our running of these days. With larger groups there is an increased pressure to keep the group together on the road or at least to get them all to the various destinations on the day. There is also a greater need to ensure that comfort and sustenance stops are identifi ed and timely.

To achieve these aims and make these Drive Days enjoyable and drama free for all I have compiled the following points that should contribute to comfortable and smoothly run Drives. They refl ect the views of several TSOAQ members who have Drive Day experience.

Once the convoy is on the move try and keep the car behind in view. In the interests of safety this can be diffi cult at times alternating between watching the road in front, keeping to speed limits etc and watching for the car behind especially if the gap between you is lengthening. Multiple roundabouts, as on the Gold Coast and around Noosa and Tewantin, can make this practice especially tricky.

If the proposed route is not known to the person preparing the Drive Day a survey drive is a good idea. As this is not always possible, or practical, there are other ways to assemble as much route information as necessary. Google Map is very handy for plotting routes and distances as they are up to date as road maps from RACQ and Service Stations. Ideally, prepare an A4 map with the route and proposed stopping points highlighted and provide copies for each of the expected attending cars. This may not be necessary on some runs but is particularly helpful on longer, new runs over unfamiliar roads.

Avoid including any extra long legs between stops and try to include stops with toilet facilities.

When including coffee and lunch stops and venues of interest, information regarding what services are provided is most helpful. Ideally, direct contact with the proprietors of commercial premises will help them prepare for our attendance and ensure that they can look after a sudden infl ux of travellers. It also gives us an idea what they can provide.

Mobile phones have proved their worth on Drive Days and the provision of two or three (or more) phone numbers of the day’s participants on the route map can prove useful in some circumstances especially in the (unlikely?) event of a Triumph “failing to proceed”.

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Despite preaching to the converted, participants should be sure their car is ready to travel. At least make sure tyres (including spare), fuel, water and fl uids are correct. We really don’t have many on road car problems because the forgoing preparations have been in place and those that do occur are usually the unforseen issues that can occur anytime with aging vehicles. Fortunately there is individual or collective expertise available that can turn a problem situation into “willing to proceed”.

Frank

TRack Days for TRiumphsMay17 TTT Hillclimb Mt. Cotton MGCCQ29 GEAR Lakeside GEAR31-1 Qld Sprint Series “A” Morgan Park WDSCC

June1 Qld Hillclimb Champ. Mt. Cotton MGCCQ7 General practice Ipswich QR7 Street Sprints Ipswich QR20-21 2 Days of Thunder Ipswich QR21 Open Sprints Lakeside QR25 Mid-week Sprints Lakeside QR 28-29 State Champ Race Meet. Morgan Park QR

July2 GEAR Ipswich GEAR5 General Practice Lakeside QR5 Street Sprints Lakeside QR13 General Practice Ipswich QR13 Street Sprints Ipswich QR16 Mid-week night Sprints Ipswich QR 12-13 Historic Qld Morgan Park HRCCQ26-27 Qld Sprint Series “B” Morgan Park WDSCC26-27 Lakeside Classic Lakeside QR31 GEAR Lakeside GEAR

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TRack talk with TRent TRackTRamp This column is supposed to be a periodic report on the antics of those TSOAQ Members who are promoting the marque in motor sport. It was never intended to be the ‘The life and times of Robert Hanton’ however that is the way it is evolving. The reason this is happening is that our lad enters just about everything that is on the cal-endar in which he and his car are eligible. He then goes on to dominate the day, or at least take a podium place. Full marks to him for letting the world see the potential of our Triumphs.

There are other Members who are still doing a bit on the track, I will try to give them a men-tion too. On the 24-25 May the Milner and Tottey/Bennett sedan teams are off to Morgan Park for the Short Circuit Motor Sport Club’s Sprint weekend. This I believe is a new event that seems to have a reasonably priced Entrants fee. I hope it goes well for the organisers and our participants.

In my last column I reported how Bruce Scammells bought a Ferrari Testa Rossa thinking that it was a TR Wedge. Well as it happened Bruce decided to give it a run at the last GEAR Day at QR on the 10th of April. The thing went like a rocket for a couple of laps but dumped itself in a gravel run-off when it arrived at a corner with no brakes. Fortunately there was no damage. This would never have happened in a true TR like your TR3, Bruce. Barry Tanton has been spotted campaigning a Gemini in HQ/Gemini combined events and David Dumolo seems to be the only Member Triumph driver in the Hillclimb scene lately. This just about wraps up all the news that does not feature Robert Hanton so I had better get on with it.

Since my last report Robbie has plundered the silverware for the Regularity and Sprints held as part of major meetings at Lakeside, Morgan Park and on the weekend of 3-4 May he won the HRCCQ Regularity Group. This tight tussle was part of the undercard for another new event being the Willowbank 300. The biggest collection of oddball modern sedans and sports cars you could imagine. Daryl Tonkin also drove in the Regularity Group and for the fi rst time ever had something like competition tyres under his old green growler. Combined with a stack of new power in his motor he should have produced some quick laps. However he seemed to spend the weekend relearning how to drive the car. Eventu-ally, on his last two laps, he knocked out a couple of near personal best times thus making him happy and reducing the amount of whingeing on the journey home. Daryl said he is looking forward to the next GEAR Day on May 29 to see if he has learnt anything.

All classes, including Regularity, were required to use the audio communication equipment at this meeting. The cost of $110 or $50 hire seemed like a bit of a slug initially but all agreed it was an excel-lent tool for Race Control, improving safety and the effi cient running of the event. Trent?See you next timeTRent TRackTRamp

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Every Friday evening the TSOAQ are invited to a run starting between 6 and 7 pm with a culmination at the Rock n Roll Emporium Cafe at the Petrie Historical Village in Samford Road. It is run by the Northside Hot Rod Association.We as a club are always invited to attend QHMC events. These details if not in our mag are accessed via the QHMC website. If any of our members have SIV cars that need an excuse to get on the road this is available to us/them. Just have your membership cards, a mag or a website printout with you.

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How’s This for a FindDoes anyone out there remember this day and event in the above photo, taken at Strathpine airstrip May 1956? The driver of the TR3/A No: 18 is B Griffi th being hotly pursued by the fl ying W Wolseley Lancia Special No: 10 driven by RW Fechner from Beaudesert.

On the day, the TR3/A won the open handicap by 2 seconds with the Wolseley special in second place. In the group A (?) handicap the Wolseley Special took fi rst place and the TR3/A came in second. These two cars would have raced at Lowood and other places and they would have competed in hill climbs at Burleigh and Whites Hill, which is only a stone’s throw from the TSOAQ club rooms near Camp Hill.

Does anyone know the driver of the TR3/A, and is the car still in existence?

Sadly, the Wolseley special suffered an inglorious end to a short but very successful racing career. I was told by one of the original owner builders, that as 18 – 21 year old lads, a lack of funds to keep the car racing and the discovery of “girls” and other things led to the Wolseley eventually being cut up and used as a watering pump. But as fate would have it, the discovery of a photo and the original engine, has led to the Wolseley being rebuilt in SA to its original Spec. under CAMS guidance.

How good would it be to see these two cars renew their rivalry on the race track? Maybe one day they will turn up at Leyburn or such like.

PS please phone 07 5541 3480 or 07 5541 2709 or email eeeparker@gmail.com with any information on the TR.

Regards to all, yours in all things Triumph,

Gary Parker.

Thanks for the photos in this magazine go to Carole Cooke, Daryl Tonkin, Graeme Spender, Darren Cooke, Gary Parker

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Champagne Run on March 20.The host for this run was Graeme Spender.

The drive went to Birches at Mt Mee. There was a good roll up – about 28 people.

French Champagne raffl e won by Frank Jacobson – to share with his wife on her return from Paris that week – very appropriate!

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Easter Sunday Run organised by Ian Black

Southside members met with northside members at Petrie Historic Village and travelled the Triumph roads to Buderim Forest Park.

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Below - Members Les Whelan and Kel Bankin (Escort) racing non-TRiumphs

Bruce has more fun with his pants off!Below - Bruce, where’s your TRiumph? Hope your Testa Rossa a good one!

Mystery TRs at Willowbank

Below - a Sidescreen at Phillip Island

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‘Twas our fi rst cold morning when we met for the FSIM on the Gold

Coast.A run to to R i v e r m i l l for morning tea and then to Heritage Park, Pim-pama, to see lots of VWs and working machinery

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They Don’t Make TRiumphs Any More - Part 3

What would make Triumph successful?There are some cars that become cult cars. The Ford Mustang is a typical example. Have a look at one to-day and go back to the fi rst ones produced in 1964. Anyone comparing the two can see a resemblance 50 years later. I am suggesting that Triumph could do the same. I look at my TR8 and with small updates, it’s a car that still looks to me to be saleable to-day. Further proof of what I am saying is the Mazda MX5, although it is not a cult car by any means. Very little has changed in well over 20 years of production. The Mini is another great example and indeed could be described as a cult car.

To make Triumph a cult car then the company would have to return to serious competition on the race track and in rallies. Again a costly exercise but win on Sunday means selling on Monday. In marketing parlance, the brand “sticks”. Most Triumph owners have had more than one model, some many more.

When BMW purchased the Rover Group, the sellers didn’t want Triumph included. BMW refused and said that it was a deal breaker if Triumph wasn’t in the deal. BMW didn’t want Triumph back in the marketplace as it saw the company as one of its biggest potential rivals. The Dolomite destroyed BMW 3 sales in particular as well as those of the Audi A4. Lesson number one from Professor Michael Porter – remove barriers to entry!

So dream on – the rebirth of Triumph is not likely to happen. BMW aired the idea of reintroducing the TR a few years ago but their dealer network convinced them not to. They didn’t want any new brands on their hands where markets had to be re-established. Would a TR sell to-day? Of course it would, the MX 5 has proved that. It would simply get down to the numbers that could be sold on a profi table basis. Would annual output of 26,000 be enough? Not on its own as the fi xed costs in producing the car would be too high. You need to have other models so you can achieve 100,000 units. What would a TR8 need to look like to-day? It would have to have a resemblance to the TR8 of 1979 but updated. Make a call to Michelotti! His sons have carried on the business in Turin which is only a stone’s throw from Milan. To-day’s TR8 should be a 4 litre OHC V8 with ABS disc brakes all round, updated interior, including seats in particular, lighter steering – despite power assistance, the TR8 is a heavy handling car, 16” wheels with low profi le tyres (my TR8 has this feature), cooling system enhancements, air horns for idiots who don’t look before they change lanes and of course, reliable electrics and EFI. If an updated Stag motor was used, it would need to be all alloy.

What needed to be done?The concept of British Leyland was doomed from the start. I say this because management failed to understand Strategic Management and therefore couldn’t implement a do-able plan. Strategic Planning undertakes an analysis of the

environment in which the organisation operates. The environment is made up of two parts, the internal environment which are those forces and resources over which the organisation has control and the external environment which are those things outside the organisation which the organisation hasn’t control. The external environment is then analysed in two parts, what is known as the Direct and Indirect Action elements. Let’s not get too bogged down with this other than to understand that to survive and prosper, an organisation has to have core competencies that will deliver a competitive advantage.

How do we assess the likelihood of developing a competitive advantage? We analyse 4M Theory of Management – Management, Markets, Money and Moat (Economic). This is a theory I developed over the last two decades and is contained in a number of management papers. We stack them up against what Professor Michael Porter described as the Barriers to Entry.

Let’s look at the easy one fi rst. Did Leyland have a market for its products? Most certainly yes, at least for most of the products and certainly for Triumph. At the time of amalgamation, BL were the third largest auto manufacturer in the world.

Money was an issue but not as large a one at fi rst. In the fi rst year of amalgamation, BL declared a profi t of £29 million, a sizeable sum for the 1960’s. The only trouble was, it went downhill every year thereafter and quickly became loss making. Losses come out of capital reserves and eventually, they run out. So what caused the losses? Bad Management who failed to have a strategy. Back in the 1960’s, management emphasis was focused on production and BL was no different. There was no such thing as strategic planning back then. It wasn’t until a guy called Alfred Chandler started asking management, “Well what are your goals and objectives?” that people started to realise that they really didn’t have any at all!

BL’s problems were extensive. They included fragmentation of their factories. They were everywhere. TR7’s were assembled in three locations and when you consider that bodies, engines and other signifi cant inputs were produced in up to a dozen other factories, the logistical nightmare of co-ordinating all this is very real. BL failed to plan its production coherently in order to have genuine economies of scale and reduce costs. The other problem was that, in the main, the factories were old and decrepit. There is a photo of the Triumph factory in Graham Robson’s book which shows a dark and dank factory fl oor with Spitfi res, GT6, 2000 and Dolomites all being made on the same production line. When BL fi nally started to understand that modern facilities were necessary and they built the Liverpool Number 2 factory, it was too late and the factory just happened to be built in the wrong place anyway.

Management also failed to deal with the unions effectively. Yes anyone given that job would need the Wisdom of Solomon and the patience of Jobe to be at all successful but had the issue been dealt with in the fi rst place, rather than giving in and hiding the problems, then BL would have had a better chance of establishing a harmonious workplace. These days management understands the importance of inclusion when

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dealing with unions and from my own experience it is very worthwhile. It happens to be a crucial step in establishing an effective workplace culture and Total Quality Management.

Other examples of fragmentation were in the cars themselves. MG competed with Triumph, Austin with Morris and all the other badge engineered cars. What should have happened was that Jaguar built prestige, luxury cars which they did but often badly, Triumph should have built sports cars and executive sports saloons from 2,000 cc upwards, MG entry level sports cars like the Midget and I would have had MG making the Mini (MG Mini). Rover would not make cars but concentrate on their hugely successful 4WD concepts and instead of saloons, produce SUV’s for the US and other emerging markets. Even to-day, Rover still don’t make an SUV! Mass produced cars like Austin/Morris 1100, 1800 and other versions would be made under one brand, Leyland and bury badge engineering for good. As quickly as possible, mass market cars should have been moved to Japan for production where union militancy didn’t exist and the quality of cars was just as good and getting much better thanks to the work of Edwards Deming who introduced TQM to Toyota.

Deming’s story is an interesting one. In the 1950’s he worked for GM in the US. He analysed warranty claims and realised that most were preventable. He devised his quality assurance programme and took it to management who rejected it. Later he went to Japan and met the Toyoda family who grasped the opportunity and engaged Deming to introduce the programme into Toyota. Interestingly, I spoke to a retired Toyota executive last year and he said that the best built Toyotas were those made in New Zealand with only 3% of production ever needing a warranty claim.

Graham Robson commented in his book that both management and workers alike were astounded to fi nd that when they assembled Honda’s, every part fi tted perfectly. Conversely, the workers at Seneffe found that they were returning up to 70% of components back to the UK due to poor quality.

Establishing an economic moat, a term fi rst used by Warren Buffett, is the most diffi cult part of 4M. A moat is the defence an organisation builds around itself to protect against competitors. Economies of scale can be a moat but BL failed to grasp their initial size and build on it as a defensive mechanism. An organisation’s balance sheet can also be a moat but again this was frittered away. Technology is to-day’s moat and BL had lots of technology at the time. Examples are the intellectual property of the front wheel drive design of the Mini and the Triumph 1300. BL needed to build a bank of technology to keep themselves ahead of competitors.

In summary, a simplistic answer was to move the mass produced cars to Japan and specialised cars to smaller but new plants in Italy (Milan) and Belgium (Seneffe). BL had a brand new plant built at Seneffe in 1965. It produced nearly 1 million cars between 1965 and 1982. The Seneffe story is almost identical to that of Innocenti which is incredible really, didn’t anyone learn from their mistakes?

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DeLorean – it nearly happened!In 1981, John DeLorean was building his DMC-12 dream car in Ireland at Dunmurray, near Belfast. Financially all was not going great for DeLorean for as I have pointed out on a number of occasions, you need volumes in order to mass produce at a price that can be afforded. The DeLorean operation was run by Barrie Wills who bought with him vast industry experience and valuable connections. As Leyland were downsizing, Wills identifi ed many opportunities stemming from their predicament. The TR8 was identifi ed as one opportunity and negotiations were held and agreed to with Leyland for DeLorean to acquire the rights to build the car. DeLorean’s secured creditor was the British government so they also had a vested interest in making DeLorean a success. Leyland agreed to the proposal subject to a number of conditions. It wasn’t to be called a Triumph – there were other events in the wind that would prevent this and the car’s look should be changed so as to make it look different.

Wills successfully entered into an agreement with Donald Healey’s family to call the car the Healey TR8. They then went to the German tool making and die casting fi rm of August Laepple who just happened to have a factory in Ireland at Carlow to redesign the body of the car. The changes made were to take the side crease out of the car and redesign it to look very similar to the failed Lynx.

Finally, the question of fi nance had to be solved and the investment bank, Hill Samuel came up with the solution by underwriting a capital raising for the project, which basically guaranteed the success of the venture. The only trouble was that DeLorean was being investigated by the FBI for narcotics traffi cking and was subsequently arrested. As a result, the Thatcher government withdrew their support and the deal collapsed.

AcknowledgementsMuch of the research done for this article can be found in the following brilliant books, DVD’s, magazines and websites;CAROnlineCar & Driver MagazineRoad & Track MagazineTriumph TR7, the Untold Story, David Knowles, Crowood PressTriumph Sport and Elegance, Bill Piggott, Haynes Classic Makes Series.Triumph Cars, Graham Robson and Richard Langworth, MRP Publishing.The DVD’s produced by John Clancey and available for purchase through the club. Innumerable references found on the internet.

I have also referred to a number of management papers I have personally written, in particular 4 M Strategic Management. I hope you have enjoyed this article, I had much pleasure in putting it together.

Michael O’BrienNovember 2013.

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Press Reports on the TR7 and TR8 - Part 2by Michael O’Brien

.John Christy of Motor Trend had an even more eventful trip driving from Florida to California. He was forced off the road by a truck in a snow storm and rolled his car. He reported,

“The structural rigidity being one of the things about the car that was really top quality, there was surprisingly little damage to the car and none to myself.” He went on to say, “If I had to roll a sports car, I’d rather do it in a TR7.”

Road & Track published its fi rst full road test in May 1975. John Dinkel wrote,“The TR7 is a new direction for British Sports Cars. As soon as you climb into its padded cockpit you know you’re surrounded by substance and solidarity. The dashboard is massive looking, you’re sitting low within the car and everything looks, well ‘heavy’. The engine is about average for a 4 cylinder, it runs smoothly, without any annoying vibration periods, although the exhaust resonates noticeably on deceleration. The road holding, handling, ride and even the brakes are all satisfactory. You can’t ask for much more except perhaps for good looks.”

ENTER THE CONVERTIBLEGenerally speaking, the press gave the car the thumbs up and as the model developed and improved. Importantly, many of the original quibbles were addressed. The biggest improvement came in May 1979 with the introduction of the convertible. What a pity this option wasn’t available from the start. To me, the car just looks right and many journalists agreed. The pre-release was conducted at the Donington Race Circuit in the UK and the feelings of everyone present were summed up by Thos L Bryant, the Editor at Large for Road & Track who stated,

“Frankly we were all getting rather exasperated about ever having a chance to see, let alone drive, the TR7 convertible. The new open version simply looks right. It’s what the car should have been all along with a crisp, clean shape that evokes feelings of speed and sports car driving excitement. Driving the TR7 convertible is virtually the same as the coupe, except that now you can be out in the open, where every right thinking sports car driver should want to be! The smooth wedge body and raked windshield reduce wind buffeting to a nearly undetectable level, even at highway speeds and the structural rigidity is immediately apparent when you hit the fi rst bit of rough pavement – no squeaks or rattles. All in all, it rates as a fi rst class rag top. Various minor criticisms notwithstanding, we’re quite impressed with the TR7 in convertible form. It is one of the most comfortable, practicable and entertaining sports cars on the market to-day.”

Larry Griffi n fi led a report for Car and Driver in September 1977. His report was very upbeat,

“The open TR7 is a sunshine roadster skating through life with a bounce, a wiggle and a wink all of its own. Light hearted ragtops throw an arm around the world and ask it in for a good time. Purists the world over are probably breathing a collective sigh of relief because of the

23

new roadster, saved from the comfortable life and not a moment too soon! Bad news cretins, the TR7 roadster is as cushy and pleasing as the coupe, a far cry from the cantankerous open air creations that still scuttle out the gates of many British and Italian factories.”

David E Davis Jnr declared,“The TR7 convertible is the best English car since the Jaguar XJ6L.”

Bob Nagy of Motor Trend described the car as,“The wedge with an edge. At a basic price of US$7,995, the new model had been well worth the wait.”

Three cars were made available, one of which just happened to be a prototype TR8. Quite remarkably, the press didn’t report on this car at the time.

ENTER THE TR8When it fi nally arrived on the scene, the TR8 was received with enormous enthusiasm by the press. One of the fi rst to report was Don Sherman in Car and Driver,

“Please be patient while your reporter sets the Olivetti for a full tilt rave review. It’s the Triumph TR8 here after one of the most protracted gestation periods in automotive history. Now that all the heavenly bodies are in alignment, the TR8 is too. And (sic) it’s good too. Nothing less than the reinvention of the sports car, mate!The TR8 is an amalgam of three simple elements that have combined in one of those rare reactions where the end product far exceeds all expectations …… the fairy princess has touched this car with her magic wand somewhere along the line. The TR8 is a joy to drive because it’s fast without a fuss. There’s a nice rumble to the dual pipes when you crank it up and back out of the garage, but hardly any commotion under the hood thereafter. Put it into gear, step on the pedal and the TR8 goes. The V8 brings a balance to this sports car that it never had in the TR7. There’s a little understeer while turning towards the apex of a bend, but you can trade this for manageable drift angles just by stepping on the gas pedal. The TR8 weighs almost 200 pounds more than a TR7 and really could use 14 inch wheels and some hellacious disc brakes all round.”

The issue of brakes seemed to be the only issue any journalist had with the car, something I agree with. I have 15 inch wheels on my TR8 with low profi le tyres which works well but whilst the brakes don’t fade, I always have the feeling that they are underdone.In later reports, Sherman and his colleagues said,

“The Datsun 280ZX was fairly fat by now, the Porsche 924 and even the Ferrari 308 were underwhelming. So we were hungry for encouraging sports car news and the TR8 convertible fi lled that need quite nicely.Basically, this was a Corvette sired by British parents … as you can see from the photos, we whipped that test car thoroughly and it took the abuse well. In its day, the TR8 stood out from a dreary background with a rare combination of virtues – decent looks, reasonable price and satisfying performance. The car’s competition record also sparked interest and enhanced the pedigree.”

Road & Track reported on the TR8 in June, 1980 under the heading, “Good news from the other side.” The car tested was an EFI version to Californian

24

specifi cations. Unfortunately I haven’t been able to fi nd a copy of this test other than to note in other publications references to it. Basically the commentary was very good but again the brakes drew criticism.Fred Gregory reported for Motor Trend in June, 1980,

“The TR8 V8 gave the new open V8 powered TR a hearty welcome. Trust the British to step backwards in time and paradoxically, reveal the future. The TR8 feels like a sports car should.”

Walt Woron reported for Road Test,“The TR8 is the best new sports car of 1980. Yes the body of the coupe is 5 years old but it was 5 years ahead of its time when it was launched. You only have to look at the wedge shapes coming out of Europe, Japan and Detroit to see that Triumph pioneered it. If any car deserved success because of its engine, it’s the Triumph TR8.”

Australian writer, Peter Robinson, wrote for Car Magazine in the UK,“The acceleration is hefty. Leyland talk about a standing quarter mile of around 16 seconds. Whether these are for the American specifi cation car or the further off British version wasn’t mentioned, but one suspects they are for the American car. There is power everywhere in every gear and this accentuates the car’s lift off oversteer characteristics. It’s fun but it needs learning and concentration.

Nick Valery wrote for Car Magazine in December 1980,“Few muscle cars are much of a match for the beefy little Triumph with its fi ve speed box. A Porsche 911 driver was taken aback when the TR8 failed to run out of puff in a traffi c lights grand prix. At the next set of lights his eyes are crawling all over the Triumph. Once bitten twice shy, he stays in the next lane respectfully staying behind the Triumph.The car is as solid as rock and as predictable as gravity.”

I have owned two TR7’s, both coupes. The fi rst one I purchased new and it was stolen within a year. It was one of the very fi rst to hit our shores. I remember it being bullet (pardon the pun) proof with the only complaint being the air-conditioning switches that constantly broke. It was a Canley built car so it didn’t have the Speke problems built in. My biggest complaint was the underwhelming performance but it handled superbly unlike any previous TR. The next TR7 is still in the family. My eldest daughter has it in Newcastle. It was a Solihull car and again I found it extremely reliable. It has done over 1 million kilometres and is on its second engine and really needs to be completely restored but that wouldn’t be cost effective. The TR8 is a fantastic car. It was imported from California in 1990 and is in original condition and I am the third owner. It still has its original owners hand book. The fi rst owner rarely used it as the mileage was so low when imported. The second owner who lives in Melbourne, again cared greatly for the car and so I was lucky to fi nd such an original car in such good condition and low mileage. The only thing that doesn’t work is the old radio. It needs updating to include a CD player. I miss being able to have the hood down with Puccini blasting away in tune with the twin exhaust. The only modifi cations are 15 inch Minilite wheels with low profi le tyres and twin electric fans to further assist cooling. I also intend to add air horns to remind those idiots who don’t use their mirrors when changing lanes that there is a very rare and wonderful car on the road that doesn’t want to be dented.

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1980 Triumph TR7. A very reliable car (used daily) with the following features: Factory-fi ed air condi oning (comfortable cold air when necessary!)

Uprated springs. Adjustable shock absorbers (front and rear). Fi ed with 15” Australian Performance ‘Superlite’ wheels. Good panel fi t and paint quality (repaint a few years ago). Quality interior (black leather seats etc). Upgraded lights (including an elevated brake light). The car drives well and performs above expecta on. The original 2-litre motor is strong. It has been fi ed with: ceramic-coated extractors and an ef-fi cient exhaust, sport air cleaners with appropriate carbure or jets and an ambient air delivery system, an electronic igni on system, and has recently had the water pump overhauled.

The car has had only two owners. The fi rst was a mechanic at a Sydney Leyland (Triumph) dealership, and the second (current) owner is active in the Triumph Sports Owners Association. The car is over-all very good (but there are a few things to give the next caretaker opportunity to improve and personalise the car).The car has been looked after by Greg Tunstall Mechanical, and Greg is happy to talk about the car and its maintenance. Bare facts: VIN is TCG115363KF, Engine No is CL41534UE. Odometer at 115000kms. Full Qld rego to 8/14. This car is not Concourse condition but is fully sorted and is more than your average TR7. Asking $7500. (The original exhaust manifold, lights and air cleaner have been retained and will go with the car as does a workshop manual). Call Neville at 3820 6121 or 0419213009.

Triumph TR7 FHC 1979, Canley built, TCG 35926KF, Engine No CL38153UF, white with sunroof and air conditioning. This vehicle has undergone ground up restoration with rotisserie mounting, bare metal respray, primer, 2-pack undercoat and colour fi nish. New carpets and windscreen. All electrical equipment checked, rebuilt or replaced. Suspension upgrades include springs, polyurethane bushes, 25 mm sway bar, anti-dive blocks, Koni shockers front and new gas shockers rear. Front brakes have 4-pot calipers with 14mm TR8 discs. Rear brakes are standard drums. New brake and fuel lines, rebuilt master cylinder and proportioning valve. Standard 13 inch alloy wheels. Five speed gearbox rebuilt and new clutch. Engine is standard 4 cylinder 2 litre with Stromberg carburettors, electric fuel pump and electronic ignition. Approximately 500 km since completion and currently on Club Permit plates (non transferable), RWC. On-hoist inspection, photos, receipts and spare parts available. This is the last of the rebuilt TR7s from Winchelsea Wedge Works; an ideal road car with potential as a competition or concours car. $14,500. David Kelly, dpkelly37@ozemail.com.au 0439 872 723.

:Dolomite Sprint 1976 repainted in 2pack vinyl roof, exc. cond. re-upholstered and roof lining, door cards, window winders, etc. New windscreen and back and front rub-bers, newe clutch, new brake rotors, slave cylinder, shocks, rack & pinion, excellent wooden dash (needs fi tting), new wooden steering wheel, etc. All receipts, $6,000 ONO. David Evans 0412076276

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FOR SALE OR WANTED :::For Sale - Boot lid BRG for TR7V8 very good condition for sale $150. Several manuals of varying cars - make an offer. 2 sets of Cromadora rims/wheels for sale $200 per set. Please phone Eva on 5630 9307:1976 Triumph 2500 TC.Classic blue . VG condition. On Sunshine Coast. $3000. Anna. 0427611174

:Triumph TR7 1979 Convertible. Sprint Motor, MegaSquirt EFI Spark and Fuel, Extractors, New Exhaust System, Davies Craig EWP with Controller, Thermo Fan switched by EWP Controller, Spin-On Oil fi lter. Soft Top, Soft Top Cover, Lenham Detachable Hard Top, Front Air-Dam. Koni Front Suspension Inserts, Spax Adjustable rear shock absorbers. (Approx 5000klm). Strut Brace.MGF 15” Wheels and good tyres. 85 Amp Bosch Alternator, 100w Semi-Sealed Beam Headlights, Driving Lights, all relayed. Electric windows.Included but not fi tted. Power Steering System using rebuilt Subaru Rack, Ford Pump and Volvo Tie-Rods. Honda Prelude Front Brake Calipers and Honda Civic Discs. Roll Bar incorporating Stag Type T-Bar. Sway Bar Spacers incorporating caster angle adjustment. Handbrake extension levers. On a Scale of 1-10, Body and Interior 7, Mechanically 9. $7500. Ph 5462 3764 or 0429 138 452.Although I am not a member I had every intention of purchasing, restoring and driving a Triumph Stag of which I have fond memories from the 1970’s in my native England. I own the Queensland registration “TR STAG” and wish to sell it as it is unlikely that I will fulfi l my former ambition. It would be nice if I could get my money back (around $3250 from memory) but the main thing is that I would be very happy to know that it was travelling around Queensland on a Triumph Stag.Please contact Tony Rogers at tonyrugrogers@gmail.com

I have a 1978 TR7 which I am wanting to sell. It currently has a 186 Holden motor ad Toyota gerarbox fi tted, however I also have the original Triumph motor and gearbox as well as the raidiator. It is in not bad cndition and the body is good. It is a unfi nished project but due to circumstances I have decided to sell it. I am open to offers. The car and I are both located in Landsborough on the south side of the Sunshine Coast. Please contact me if any of your members are interested.Stan King 07 54948354 karenking.1@bigpond.com1974 Stag automatic, original motor reconditioned 5-6 years ago, set up for unleaded petrol. Has a new cloth top and original hardtop. Serviced by Greg Tunstall. Upholstery needs to be redone, the paint work is reasonable but for a couple of rust spots. Car drives well, no overheating problems as fan has been fi tted. I am selling the Stag as I am going overseas for an extended period . It is currently Club registered with All British Classic Car Club. I have personalised plates, rego 74DOE (female deer) Price is $9500 or an offer to good to refuse. I can be contacted on 5545 3906, evening is best, car is at Mt Tamborine, Nyla Wild

Queensland personalised registration plates. TRI-59. Bicentennial style plates (this style were only issued in 1988). Plates are in perfect “As New” condition, and are ideal for any Triumph. Make an offer over $445. Dr John Barletta Tel: 041 383 1946 or john@johnbarletta.com

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Grand Prix Melbourne The TR Sidescreens drove the GP drivers around the track, what a lovely site to see. Photos were taken by Glen at NARRA Photography and are on the TR Register website. The TRs driven by Tony Xerri (above) and David Dumolo.