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Triumph Acclaim Advert

Advert from the 80's for the Triumph Acclaim, owners club at www.triumphacclaim.org


 


More Videos...


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.





Triumph Story
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. S041 For Licensing: Global ImageWorks, LLC., 65 Beacon Street Haworth, New Jersey 07641 info@globalimageworks.com telephone: 201-384-7715 fax: 201-501-8971





Part 3 Triumph Acclaim Restoration Sorting Out The Rust Spots
http://www.retrorestore.com In this video we tackle the small rust patches on the Triumph Acclain and have some news on Jimmy's Classic Mini





Part 5 Triumph Acclaim Restoration Applying The Stone Chip Guard
http://www.retrorestore.com In this video we apply Gravi tex stone chip guard to the triumph acclaim





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 from portugal! want to swap it an Honda 1.6dohc engine.





TOPGEAR TR7





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. Source: http://www.pistonheads.com/gassing/topic.asp?t=996733





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 Website: http://www.kclr96fm.com/presenters?id=531 Twitter: http://www.twitter.com/carjamradio Youtube: http://www.youtube.com/user/CarjamRadio 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 enjoyed. 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.





1973 Austin Allegro television advert
Ex-EastEnder Bill Treacher takes a customer out for a spin...





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[1] 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 $395.[2] From Wikipedia.





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 .





Austin Princess advert - for Germany
Leyland Princess TV commercial. Dubbed for German market.





Which car is faster? Which Car is Faster?




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