The Triumph TR-6 is a British six-cylinder sports car and the best-seller of the TR range built by Triumph when production ended in July 1976. This record was then surpassed by the TR-7. Of the 94,620 TR@6s produced, 86,250 were exported; only 8,370 were sold in the UK.
The bodywork closely resembled that of the previous model, the Triumph TR-5, but the front and back ends were squared off, reportedly based on a consultancy contract involving Karmann. This is referred to as a Kamm tail, which was very common during 1970s era of cars and a feature on most Triumphs. The body shape was similar to the TR-4/TR-5 except for the rear and front.
All TR-6 sports cars featured inline six-cylinder engines. For the US market the engine was carburetted, as had been the US-only TR-250 engine. Like the TR-5, the TR-6 was fuel-injected for other world markets including the United Kingdom, hence the TR-6PI (petrol-injection) designation. The Lucas mechanical fuel injection system helped the home-market TR-6 produce 150 HP at model introduction. Later, the non-US TR-6 variant was detuned to 125 HP for it to be easier to drive, while the US variant continued to be carbureted with a mere (but more reliable) 105 HP.
The TR-6 featured a four-speed manual transmission. An optional overdrive unit was a desirable feature because it gave drivers close gearing for aggressive driving with an electrically switched overdrive which could operate on second, third, and fourth gears on early models and third and fourth on later models because of constant gearbox failures in second at high revs. Both provided "long legs" for open motorways. TR-6 also featured semi-trailing arm independent rear suspension, rack and pinion steering, 15-inch wheels and tires, pile carpet on floors and trunk/boot, bucket seats, and a full complement of instrumentation. Braking was accomplished by disc brakes at the front and drum brakes at the rear. A factory steel hardtop was optional, requiring two people to fit it. TR-6 construction was fundamentally old-fashioned: the body was bolted onto a frame instead of the two being integrated into a unibody structure; the TR-6 dashboard was wooden (plywood with veneer). Other factory options included a rear anti-roll bar and a limited-slip differential.
The UK version TR-6PI could accelerate from zero to 60 mph in 8.2 seconds and had a top speed of 120 M.P.H. according to Autocar magazine.
As of Q1 2011, about 2725 licensed and 1320 SORN TR-6s were registered with the DVLA in the UK.
Some say that the car is one of Leyland's best achievements, but a number of issues were present and remain because of poor design. These issues include a low level radiator top-up bottle and a poor hand-brake. As is the case with other cars of the era, the TR6 can suffer from rust issues, although surviving examples tend to be well-cared for. The TR?-6 can be prone to overheating. Many owners fit an aftermarket electric radiator fan to supplement or replace the original engine-driven fan. Also the Leyland factory option of an oil cooler existed. Parts and services to support ownership of a TR-6 are readily available and a number of classic car owners' clubs cater for the model.
