Part 1 Triumph Acclaim Restoration Removing The Trim
http://www.retrorestore.com In this video I start work stripping off the
trim from the triumph Acclaim HL I just bought. I am going to repair the
minor surface rust and respray the whole car from home. Not the ideal
scenario but you have to make do with what you got.
The Triumph Motor Company was a British car and motor manufacturing
company. The Triumph marque (trade-name) is owned currently by BMW. The
marque had its origins in 1885 when Siegfried Bettmann (1863--1951) of
Nuremberg initiated S. Bettmann & Co and started importing bicycles from
Europe and selling them with his own trade-name in London. The trade-name
became "Triumph" the year next, and in 1887 Bettmann was joined by a
partner, Moritz (Maurice) Schulte, also from Germany. Beginning in 1889 the
businessmen started producing their own bicycles in Coventry, England.
In November 1944 what was left of the Triumph Motor Company and the Triumph
trade-name were bought by the Standard Motor Company and a subsidiary
"Triumph Motor Company (1945) Limited" was formed with production
transferred to Standard's factory at Canley, on the outskirts of Coventry.
The pre-war Triumph models were not revived and in 1946 a new range of
Triumphs was announced, starting with the Triumph Roadster. The Roadster
had an aluminium body because steel was in short supply and surplus
aluminium from aircraft production was plentiful.
In the early 1950s it was decided to use the Triumph name for sporting cars
and the Standard name for saloons and in 1953 the Triumph TR2 was
initiated, the first of a series that would be produced until 1981.
This is Triumph
Like many auto companies, Triumph started out making bicycles but like the
others found a new life in the four wheel world.
Known mainly for its sports cars the company also produced family cars but
it was the roadsters that got the attention.
Unfortunately, the company dissolved along with the rest of British Leyland
and the brand's name is now owned by BMW.
Global ImageWorks, LLC.,
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Triumph Acclaim by SP Performance
this is a project, that had really started now! have it for 2 years, but it
was far way from where I live, because of that, I will start now the
project for real! I will be up on date with the project!this project is
want to swap it an Honda 1.6dohc engine.
Design with Style -- The Rover SD1
Rover and British Leyland were beset by problems in the mid 1970s. Out of
this cauldron of mismanagement came the Rover SD1 in 1976. It was called
SD for the Specialist Division and 1 for the first car to come from the
in-house styling department. Despite a dramatic, innovative design both
inside and out, the option of classic V8 grunt, and more or less
universally praised dynamics, the SD1's reputation -and its longevity
suffered at the hands of a company in meltdown.
And it could all have been so different. The car, which was styled by
Rover's design genius David Bache, had some grand ambitions. It had been
designed to look like a family version of contemporary Italian supercars
(they even got a load of Italian supercars in for comparison purposes early
in the design process), while the attractive interior was intelligently
designed from both a user's and an engineering perspective. Such was BL's
confidence in it that they ploughed £31 million into a new factory (which
in the end would be mothballed after just five years
it even received rave reviews from the motoring press. "It is hard to be
over-enthusiastic about the new 3500" said Autocar. "On every score, its
qualities justify any kind of enthusiasm. It would have been hard to
predict, especially looking at the bald paper specification, just how well
the car would perform, handle and ride.
"Add to that the spaciousness and aerodynamic efficiency of the body, and
the attention paid to ensuring that the car will last, and it is easy to
see why all competitors are casting worried glances, not only at the car
but also at its price. If the 3500 will be built in sufficient numbers, if
the quality can be maintained along with the price, and if the ground is
not cut from under its wheels by ill-advised legislation, the new 3500
should be one of the successes of the decade."
But production numbers, of course, could not be maintained and nor could
the quality. And all we are left with in the 21st century is a whole bag of
'what ifs' and a dwindling handful of what was once one of the most
promising cars ever to be created in Britain.
Triumph Spitfire - 1965 Le Mans 24hrs (19th June 1965)
Spitfires at Le Mans (1965)
June 19th 1965 From the Standard Triumph archives
Commentary by Raymond Baxter
This is a promotional film produced by the Standard Triumph Motor Company
of Coventry, England. The film documents the 1965 24hr of Le Mans and the 4
Triumph Spitfire racing prototypes entered by the company.Triumph never
identified their cars other than Spitfire racing prototypes with 1.1 litre
inline 4 cylinder engines and aerodynamic hard tops.
Carjam: Triumph TR4 TV AD Original Classic Car Commercial
Carjam Radio Show -- A Car Show About People
The Triumph TR4 was a sports car built in the United Kingdom by the
Standard Triumph Motor Company and introduced in 1961. Code named "Zest"
during development, the car was based on the chassis and drivetrain of the
previous TR sports cars, but with a modern Michelotti styled body. 40,253
cars were built during production years. The TR4 proved very successful and
continued the rugged, "hairy-chested" image that the previous TRs had
In America, the TR4 also saw a number of racing successes, primarily
through the efforts of the Californian engineer Kas Kastner and his top
driver, Bob Tullius, the TR4 in 1962 won the E Production national
championship. The SCCA reclassified the car to D Production, and Tullius
won that class title in 1963 and '64. Soon after the TR4 was introduced Kas
Kastner along with Mike Cook who was in the advertising department at
Triumph in New York City convinced the company to provide three new TR4s to
race in the 12 Hours of Sebring race in 1963. Beginning in Sept 1962 the
cars were prepared in California where Kastner was Service Supervisor for
Triumph. The cars were then flown to Florida for the endurance race in
March on 1963. These cars were driven by Mike Rothschild and Peter Bolton
from England, Bob Tullius, Charlie Gates, Ed Deihl, Bob Cole, Bruce Kellner
and Jim Spencer and finished overall 22nd, 24th, and 35th of 65 entries,
and 1st, 2nd and 4th in the 2.5 GT class. This was the beginning of the
Triumph Competition Department which Kastner headed for several years
subsequently and used to publicize and market the TR4. The next year a
privateer TR4 finished dead last in the 1964 running of the Sebring 12-hour
race and Kas Kastner returned to Sebring in 1966 with four carefully
prepared TR4As, three of which finished winning the class. In 1966 at
Sebring, Bob Tullius threw a piston in the most highly tuned car and did
not finish. Perhaps the greatest racing victory for the TR4A was at Daytona
where a Kastner prepared car driven by Charlie Gates won the 1965 SCCA D
Modified Championship against Ferraris and other prepared race car exotics.
Top Gear guide to Buying a Banger
Top Gear's Quentin Willson takes a look at buying a quality banger, from
1997. The advice is still as valid today as it was then, all that's changed
is the cars.
Triumph TR 250
The Triumph TR250 was built between 1967 and 1968 for 15 months by the
Triumph Motor Company in the United Kingdom, during which time 8,480
cars were built, all of which were for the American market. Many can now be
found outside the United States, primarily in Europe. Approximately 600
remain worldwide today.
The TR250 was mechanically similar to the follow-on TR5 except for the fuel
delivery system. The TR250 sported a new Independent Rear Suspension
system, retained in the TR5, but it did not have the TR5's fuel injection
system. Instead, the TR250 was fitted with twin Zenith-Stromberg
carburettors. The TR250's straight-six engine delivered 111 bhp (81 kW), 39
bhp less than the TR5.
The reasons for this difference came down to price pressures of the
American market, and tighter emissions regulations.
In 1968, the TR250 sold in North America for approximately $3,395, with
wire wheels being another $118, overdrive $175 and air conditioning another
Austin Metro Review (Top Gear 1991)
Quentin Wilson gives a review of the first generation Austin Metro (1980 to
1990 models), pointing out it's short comings, such as the rust issues and
the somewhat unreliable Hydragas suspension and the A-Series engine. As a
result, these cars are now as rare as hen's teeth.
This video is the property of the BBC .