Triumph TR

An all-new TR7, with a unit body, an overhead camshaft four-cylinder engine, and a live rear axle, was introduced in late 1974.

[5] The TR-X used the Standard Vanguard's frame and engine, the Triumph Renown's suspension, Laycock de Normanville electrically operated overdrive, and a 94-inch wheelbase.

[5] Fisher and Ludlow and Mulliners both refused to build bodies for the TR-X,[9] and negotiations with Italian firms Carrozzeria Touring[3][9] and Pininfarina also failed.

[9] Sir John Black, chairman of Standard-Triumph, was determined to have a sports car to compete with Morgan, which he had earlier tried to buy.

[7][10] Public reception was mixed; the front styling and the potential for speed were praised, the cramped interior, stubby rear end, and lack of boot space were not.

[7][11] The redesign and development of the 20TS led to a longer, roomier car with a larger boot, built on an all-new frame with revised suspension and brakes and an uprated engine.

The TR3 acquired external door handles and a lockable boot in 1957, and was available with a larger 2138 cc engine from 1959;[13] the restyled car was unofficially known as the TR3A.

Two different models were made: the TR250 with two Stromberg carburettors for the US market, and the TR5 with Lucas fuel injection for the rest of the world.

While the TR7's unit body and wedge shape were advertised by Leyland as major improvements, these were offset by the TR7's return to a four-cylinder engine and a live rear axle.