58-592: The Triumph Fury is a prototype two-door drophead coupé commissioned by the Standard-Triumph Company of Coventry , England. It was the first Triumph sports car built on a unitary construction platform. References to a "TR5" began to appear in the minutes of meetings of the Standard-Triumph board in 1964, and some photos of the car in the company archives are labeled "TR5 Fury". In 1964 Triumph's Chief Engineer Harry Webster visited
116-401: A counterbalanced crankshaft and an aluminium cylinder head. The bore was reduced to 57 mm in order to get into the 8 hp class, while the stroke remained at 100 mm. At 1,021 cc swept volume, maximum power was quoted to 31 bhp at 4,000 rpm. A 3-speed gearbox was used, as well as Bendix mechanical brakes operated by cables. Two versions were available from the launch of
174-606: A new badge in 1947 for their own models, first seen on the Vanguard , a highly stylised motif based on the wings of a Griffin . With the introduction of the TR2, a version of this badge appeared for the first time on the bonnet of a production Triumph, while the Globe continued to appear on the hubcaps. This same double-badging also appeared on the TR3 and TR4, the 2000 and the 1300. However,
232-702: A place for it . I can't think of anything that is in the production timeframe that would not be wearing a BMW badge - be it ' i ' or just BMW." In 2023, automotive design house Makkina (with permission from BMW) revealed the Triumph TR25 concept car for its 25th anniversary, as well as to celebrate the 100th anniversary of Triumph Cars itself. Based on the BMW i3S , the TR25 pays homage to the Triumph TR2 MVC575 'Jabbeke' of 1953, featuring many design cues from
290-513: A second legacy brand and adding extra showrooms . In late 2007, the magazine Auto Express , after continued rumours that Triumph might be revived with BMW ownership, featured a story showing an image of what a new version of the TR4 might look like. BMW did not comment officially on this. In 2011, BMW applied for a European trademark to use the Triumph laurel wreath badge on vehicles, as well as
348-659: A simple upgrade for a production version of the car. Drawings are said to exist of the Fury with a V8 engine installed — possibly anticipating it using the single overhead camshaft Triumph V8 engine developed as a variant of the Triumph slant-four engine . The V8 appeared in the Triumph Stag . Upon receipt by Triumph, the Fury was road tested by factory test drivers Fred Nicklin and Gordon Birtwhistle. The Fury did not receive its factory project code of X749 until 7 June 1966. It
406-535: A top speed of 61 mph (98 km/h) and could accelerate from 0–50 mph (80 km/h) in 26.5 seconds. A fuel consumption of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg ‑US ) was recorded. The Standard Ten of 1954 shared the bodyshell and running gear and would outlast the Eight by continuing until 1961. The Eight was replaced in 1959 by the Triumph Herald , which used
464-410: A wide variety of merchandise. The application was published in late 2012, and further stirred rumours regarding the revival of the Triumph brand. Piers Scott, head of corporate communications for BMW Australia stated in an interview with Drive that: "[The Triumph brand] is always there to be rejuvenated should we choose, I don't think people realise we have Triumph in our stable, but I struggle to see
522-730: Is a small car produced by the British Standard Motor Company from 1938 to 1959. The car was originally launched in 1938 as the Flying Eight . After the Second World War the Flying range of Standards was dropped but an updated car called the 8 hp was re-introduced in 1945. In 1953 a completely new car, the Standard Eight was launched sharing virtually nothing with its predecessor. In 1959
580-552: Is unknown. Production at Standard's Canley plant continued into the early weeks of 1940. The highest chassis number now known is 33433, a saloon first registered on 11.7.1940. The Glass Guide quotes 34,601 as the final pre-war (saloon?) chassis number. The saloon was road tested by The Autocar magazine in their issue of 30 September 1938, and the drophead in the issue of 26 May 1939. Both recorded top speeds very close to 62 mph (100 km/h), and standing start 0–50 mph acceleration figures of 26.2 sec and 25.3 sec respectively –
638-608: The Dawson Car Company and start producing a car and 1.4-litre engine type named the Triumph 10/20 designed for them by Lea-Francis , to whom they paid a royalty for every car sold. Production of this car and its immediate successors was moderate, but this changed with the introduction in 1927 of the Triumph Super 7 , which sold in large numbers until 1934. In 1930 the company's name was changed to Triumph Motor Company. Holbrook realised he could not compete with
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#1732782821692696-535: The Mazda MX-5 . This new car was speculated to be branded as either an Austin-Healey or a Triumph. Development of the car took place, although production did not commence. In 2005, it was reported that BMW's Designworks studio in California proposed reviving the Triumph brand for use on the new Mini Roadster , branding and styling it as a Triumph. The idea was rejected by Mini dealers, averse to selling
754-523: The Morris marque in 1984 as well as the Triumph brand. The trademark is owned currently by BMW , which acquired Triumph when it bought the Rover Group in 1994. When BMW sold Rover , it retained the Triumph and Riley marques. The Phoenix Consortium , which bought Rover, attempted to buy the Triumph brand, but BMW refused, saying that if Phoenix insisted, it would break the deal. The Standard marque
812-674: The TR8 were terminated when the road car section of the Solihull plant was closed (the plant continued to build Land Rovers .) The last Triumph model was the Acclaim , introduced in 1981 and essentially a rebadged Honda Ballade built under licence from the Japanese carmaker Honda , at the former Morris Motors works in Cowley , Oxford. The Triumph name disappeared over the summer of 1984, when
870-651: The Triumph TR2 was initiated, the first of the TR series of sports cars that were produced until 1981. Curiously, the TR2 had a Standard badge on its front and the Triumph globe on its hubcaps. Standard had been making a range of small saloons named the Standard Eight and Ten, and had been working on their replacements. The success of the TR range meant that Triumph was considered a more marketable name than Standard, and
928-479: The "globe" badge that had been used on pre-war models. When Sir John was forced to retire from the company this range of cars was discontinued without being replaced directly, sheet aluminium having by now become a prohibitively expensive alternative to sheet steel for most auto-industry purposes. In the early 1950s it was decided to use the Triumph name for sporting cars and the Standard name for saloons and in 1953
986-615: The 19th and 20th centuries. The marque had its origins in 1885 when Siegfried Bettmann of Nuremberg formed S. Bettmann & Co. and started importing bicycles from Europe and selling them under his own trade name in London. The trade name became "Triumph" the following year, and in 1887 Bettmann was joined by a partner, Moritz Schulte, also from Germany. In 1889, the businessmen started producing their own bicycles in Coventry , England. Triumph manufactured its first car in 1923. The company
1044-494: The 8 was phased out, Standard-Triumph's next small car was the Triumph Mayflower . It was only after this model had failed to meet its sales targets that a new Standard Eight was launched. The 1953 Eight was a completely new car with unit construction and the new Standard SC overhead valve engine . It was offered only as a 4-door saloon . The new overhead valve engine of 803 cc produced slightly less power than
1102-745: The Acclaim was replaced by the Rover 200 , a rebadged version of Honda's next generation Civic/Ballade model. This was the first phase of a rebranding of the Rover Group which would also see the Austin and Morris brands disappear by the end of the 1980s and the Rover brand dominate most of the company's products. The BL car division had by then been named the Austin Rover Group , which also retired
1160-402: The Fury to accelerate from 0 to 60 mph (0 to 97 km/h) in 12.5 seconds, and have a top speed of 115 mph (185 km/h). The engine is backed by a four-speed manual transmission . The Fury was not fitted with the overdrive offered as an option on the saloon. The front suspension on both cars is a MacPherson strut design, and in the back both use semi-trailing arms . The 2000
1218-494: The Spitfire and TR4. The headlamps are hidden behind movable covers operated by engine vacuum. Each cover consists of two parts — an upper part that raises when activated, and a lower part that drops. Steering is by a rack and pinion system sourced from the Triumph 1300 . Brakes are discs in front and drums in back. Triumph Motor Company The Triumph Motor Company was a British car and motor manufacturing company in
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#17327828216921276-468: The Spitfire, GT6 and 2000. Leyland Leyland's corporate badge, a design based on the spokes of a wheel, appeared on the hubcaps of the 1500FWD, and next to the Triumph name on the metal identification labels fitted to the bootlids of various models. It was also used for the oil filler cap on the Dolomite Sprint engine. However it was never used as a bonnet badge, with models of that era such as
1334-734: The TR4A.) Both the 2000 and the Fury are powered by the 2.0 L Triumph 6-cylinder engine , although the engine in the Fury received the sump from the Triumph Vitesse and the intake manifold from the GT6 . With bore × stroke dimensions of 74.7 mm × 76 mm (2.941 in × 2.992 in), this overhead valve engine displaces 1,998 cc (121.9 cu in). Fitted with two Zenith Stromberg CD150 carburetters, it produces 95 bhp (70.8 kW) at 5000 rpm, and 115 lb⋅ft (155.9 N⋅m) at 3000 rpm. These figures allow
1392-573: The TR6 and the second generation 2000 carrying a badge simply stating the name "Triumph". Stag The Stag model carried a unique grille badge showing a highly stylised stag. Laurel wreath The last versions of the TR7 and Dolomite ranges received an all-new badge with the word Triumph surrounded by laurel wreaths, and this was also used for the Acclaim. It was carried on the bonnet and the steering wheel boss. Standard Eight#Eight The Standard Eight
1450-605: 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. Triumph's new owners had been supplying engines to Jaguar and its predecessor company since 1938. After an argument between Standard-Triumph managing director, Sir John Black , and William Lyons ,
1508-465: The Triumph Motor Company went into receivership and the factory, equipment and goodwill were offered for sale. The Thos. W. Ward scrapping company purchased Triumph, and placed Healey in charge as general manager, but the effects of the Second World War again stopped the production of cars; the Holbrook Lane works were completely destroyed by bombing in 1940. In November 1944 what was left of
1566-555: The Triumph bicycle and motorcycle businesses were sold, the latter to Jack Sangster of Ariel to become Triumph Engineering Co Ltd. Healey purchased an Alfa Romeo 8C 2300 and developed a new car model with an Alfa inspired straight-8 engine type named the Triumph Dolomite . Three of these cars were made in 1934, one of which was used in competition and destroyed in an accident. The Dolomites manufactured from 1937 to 1940 were unrelated to these prototypes. In July 1939
1624-540: The Triumph marque are currently owned by BMW , who purchased the Rover Group in 1994. S. Bettman & Co. was renamed the Triumph Cycle Co. Ltd. in 1897. In 1902 they began producing Triumph motorcycles at their works in Coventry on Much Park Street. At first, they used engines purchased from another company, but the business prospered and they soon started making their own engines. In 1907 they purchased
1682-586: The ability to easily produce entirely new bodywork without having to redesign the chassis. The Fury was sold by the factory to dealer Rod Leach. It was later sold to John Ward, the curator of the Patrick Collection in Birmingham, where it underwent a sympathetic restoration. After Ward's death in 2000, the car was sold to Ken Chisholm. In 2009 the Fury was bought by collector Jane Weitzmann. The new owner had some corrosion damage repaired, then had
1740-524: The associated factory and field-based training courses. For most of its time under Leyland or BL ownership the Triumph marque belonged in the Specialist Division of the company, which went by the names of Rover Triumph and later Jaguar Rover Triumph , except for a brief period during the mid-1970s when all BL's car marques or brands were grouped together under the name of Leyland Cars. The only all-new Triumph model initiated as Rover Triumph
1798-576: The boot was by folding down the rear seat, which had the backrest divided in two (an innovation copied in saloons from late 1980s onward to extend their boot-space into the passenger-compartment). The 1954 De luxe got wind up windows and the Gold Star model of 1957 an opening boot lid. From mid-1955 all the Eights finally got wind up windows. At launch the car cost £481 including taxes on the home market. An example tested by The Motor magazine in 1953 had
Triumph Fury - Misplaced Pages Continue
1856-443: The car scanned to create a 3D model of it to facilitate production of replacement panels. She makes the car available for hire through her classic car rental business. The Fury shares many features with the contemporary Triumph 2000 saloon, including a six cylinder engine, a strut-type front suspension, an independent rear suspension, and a unibody chassis. (Some sources report that the Fury's transmission and rear suspension are from
1914-600: The car was dropped to be replaced by the Triumph Herald , as the Standard brand was being phased out. The Flying Eight was the smallest member of the Standard Flying family. It was launched by the Standard Motor Co Ltd late September 1938, prior to the 1938 Motor Show at Earls Court in October of that year. Apart from the power unit, it was a brand new design, and marked Standard's first entry into
1972-434: The carrozzeria of Italian designer Giovanni Michelotti , where he was shown a wooden mockup. On 12 November 1964 a Triumph engineer went to Italy to arrange for a prototype "TR5" to be built. Triumph engineer David Eley took the lead on the Fury's chassis development. The car was delivered in 1965. The Fury was built with a 2.0 L inline six cylinder engine. Triumph's later 2.5 L version of this engine would have been
2030-465: The creator and owner of Jaguar, Black's objective in acquiring the rights to the name and the remnants of the bankrupt Triumph business was to build a car to compete with the soon to be launched post-war Jaguars. 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
2088-478: The drophead being 57 lb (26 kg) lighter than the saloon. The tourer was priced at £125, the saloon at £129, the saloon de luxe at £139, and the drophead at £159. The 8 hp model, now without the Flying name, was rapidly re-introduced after the Second World War with the first models appearing within ten days of VE day . It is sometimes referred to as the Standard 4/8A. The only major update from
2146-435: The larger car companies for the mass market, so he decided to produce expensive cars, and introduced the models Southern Cross and Gloria . At first they used engines made by Triumph but designed by Coventry Climax , but in 1937 Triumph started to produce engines to their own designs by Donald Healey , who had become the company's experimental manager in 1934. The company encountered financial problems however, and in 1936
2204-530: The merger of the British Motor Corporation and Jaguar two years earlier) which resulted in the formation of British Leyland Motor Corporation . Triumph set up an assembly facility in Speke , Liverpool in 1960, gradually increasing the size of the company's most modern factory to the point that it could produce 100,000 cars per year. However, only a maximum of 30,000 cars was ever produced as
2262-399: The model: A two-door all-steel saloon, and a 2/4-seat open tourer. The former body was built for Standard by Fisher & Ludlow at a newly erected plant at Tile Hill, Coventry. The open tourer bodies were built by Carbodies at Holyhead Road, Coventry, and these cars were probably also assembled there. These tourers featured cut-down door tops, and a fold-flat windscreen. Around the turn of
2320-547: The new car was introduced in 1959 as the Triumph Herald . The last Standard car to be made in the UK was replaced in 1963 by the Triumph 2000 . Standard-Triumph was bought by Leyland Motors Ltd. in December 1960; Donald Stokes became chairman of the Standard-Triumph division in 1963. In 1967 Leyland Motor Corporation bought the Rover company and in 1968 Leyland Motor Corporation merged with British Motor Holdings (created out of
2378-466: The next TR model, releasing the six cylinder Triumph TR5 in August 1967. One possible reason for Triumph's decision to abandon the Fury is that they were either unwilling or unable to invest in the production line and tooling facilities needed to build the car. Other possible justifications include the ability to assemble cars with separate chassis in overseas markets from complete knockdown (CKD) kits, and
Triumph Fury - Misplaced Pages Continue
2436-533: The original Herald, Spitfire, Vitesse and GT6 models all carried only the Griffin badge on their bonnets/radiator grilles, with unadorned hubcaps. The TR4A appeared with a Globe badge on the bonnet, apparently signifying a return to the original Triumph badging. This was short-lived, as a policy of Leylandisation mean that neither Globe nor Griffin appeared on subsequent models from the TR5 onwards, or on later versions of
2494-434: The outgoing larger side-valve unit with 26 bhp at 4500 rpm but this was increased to 30 bhp at 5000 rpm in 1957. The 4-speed gearbox, with synchromesh on the top three ratios, was available with optional overdrive from March 1957. Girling hydraulic drum brakes were fitted. To keep prices down, the car at launch was very basic with sliding windows, single windscreen wiper and no external boot lid. Access to
2552-447: The plant was never put into full production use, being used largely as an assembly plant. During the 1960s and '70s Triumph sold a succession of Michelotti -styled saloons and sports cars, including the advanced Dolomite Sprint , which, in 1973, already had a 16-valve four-cylinder engine. It is alleged that many Triumphs of this era were unreliable, especially the 2.5 PI (petrol injection) with its fuel injection problems. In Australia,
2610-487: The pre-war Flying Eight. The pre-war tourer body by Carbodies was dropped, being replaced by a new tourer body in the form of a simplified drophead coupe, with cut-down door tops, detachable sidescreens and a fixed windscreen frame. Estate cars were produced in 1948 only and were not on general sale. The car was pitched by Standard against the Austin 8 and Morris Eight rivals and was priced at £314. After this version of
2668-407: The pre-war model involved the fitting of a 4-speed gearbox. The cylinder bore was reduced to 56.7 mm, giving 1,009 cc swept volume while dropping the tax horsepower rating from 8.06 to 7.98 as the rules for rounding off numbers had been changed. Maximum power was now quoted to 28 bhp at 4,000 rpm. The absence of bonnet louvres on the 8 hp model provided visual differentiation from
2726-544: The premises of a spinning mill on Priory Street to develop a new factory. Major orders for the 550 cc Model H were placed by the British Army during the First World War; by 1918 Triumph had become Britain's largest manufacturer of motorcycles. In 1921 Bettmann was persuaded by his general manager Claude Holbrook (1886–1979), who had joined the company in 1919, to acquire the assets and Clay Lane premises of
2784-565: The record breaking car. Speaking with Auto Express , Makkina director Michael Ani stated that the TR25 is intended as a concept, although the BMW platform and powertrain provide scope to bring the car to production should the opportunity arise. Globe Pre-war Triumphs carried a stylised Globe badge, usually on the radiator grille, and this was also used on the first three models produced under Standard's control. Griffin Standard had introduced
2842-1072: The saloons at Standard's Canley plant seems to have commenced early September 1938, and it seems probable that 23,069 home market (RHD) saloons had been assembled by the end of August 1939 (end of company's 1938/39 financial year). The number of home market open tourers seem to be 1,500 (two batches of 1,000 and 500 respectively). Assembly of these seem to have begun in early November 1938, and continued uninterrupted until about July 1939. Number of drophead coupes were certainly less than 1,000 – only one proper batch of 500 has been identified. 550 left hand drive (LHD) completely knocked down (CKD) sets were supplied to Denmark for assembly by their importers, Bohnstedt-Petersen AS in Copenhagen. 500 of these were saloons, 50 were open tourers. CKD sets were also supplied to Australia, and assembled there by Mortlocks of Perth. For open tourers they used locally built bodies by Richards. The number of Flying Eights assembled in Australia
2900-423: The smallest 8 hp market. The chassis frame was all new, with box section longitudinals, and independent front suspension (ifs) by a transverse leaf spring. It was the first British 8 hp family car to feature ifs. At the same time, an updated Flying Ten and a Flying Twelve were introduced, incorporating the same chassis features. The engine was a development of the previous Flying Nine/Ten, but now with
2958-441: The summer heat caused petrol in the electric fuel pump to vapourise, resulting in frequent malfunctions. Although the injection system had proven itself in international competition, it lacked altitude compensation to adjust the fuel mixture at altitudes greater than 3,000 feet (910 m) above sea level. The Lucas system proved unpopular: Lucas did not want to develop it further, and Standard-Triumph dealers were reluctant to attend
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#17327828216923016-617: The year 1938/39 a drophead coupe became available. This body was built for Standard by Mulliners of Birmingham, who were already building drophead bodies for the Standard Flying Twelve. The initiative for this version probably came from Mulliner's and not from Standard themselves, as it appeared 4–5 months after the original saloon and tourer versions. The prewar production ledger has not survived. The saloon and tourer prototypes (DDU 514 and −516 respectively) were both registered on 15 February 1938. However, series production of
3074-446: Was acquired by Leyland Motors in 1960, ultimately becoming part of the giant conglomerate British Leyland (BL) in 1968, where the Triumph brand was absorbed into BL's Specialist Division alongside former Leyland stablemates Rover and Jaguar . Triumph-badged vehicles were produced by BL until 1984 when the Triumph marque was retired, where it remained dormant under the auspices of BL's successor company Rover Group . The rights to
3132-471: Was in short supply and surplus aluminium from aircraft production was plentiful. The same engine was used for the 1800 Town and Country saloon, later named the Triumph Renown , which was notable for the styling chosen by Standard-Triumph's managing director Sir John Black . A similar style was also used for the subsequent Triumph Mayflower light saloon. All three of these models prominently sported
3190-675: Was the TR7 , which was in production successively at three factories that were closed: Speke , the poorly run Leyland-era Standard-Triumph works in Liverpool , the original Standard works at Canley , Coventry and finally the Rover works in Solihull . Plans for an extended range based on the TR7, including a fastback variant codenamed "Lynx", were ended when the Speke factory closed. The four-cylinder TR7 and its short-lived eight-cylindered derivative
3248-439: Was the first Triumph of any kind to use a unitary construction chassis, and the Fury the first Triumph sportscar to use such a platform. Standard-Triumph's first unibody car was the Standard Eight of 1953. The Fury's body is of hand-formed steel panels. Reminiscent of an enlarged Spitfire, it is a two door, two seat body with low doors, and a low package shelf behind the seats. The windscreen surround has been compared to those of
3306-471: Was three years before Triumph registered the Fury as TVT 990G. It was re-registered as GL 484 by a later owner, then had its original registry restored after being sold again. By 1966, Triumph's attention had shifted to a different Michelotti prototype built on a Triumph 2000 platform that led to the Stag, and development of the Fury ended. Triumph opted to revise their existing ladder-chassis-based platform for
3364-467: Was transferred to British Motor Heritage Limited. The Standard marque is still retained by British Motor Heritage, who also have the licence to use the Triumph marque in relation to the sale of spares and service of the existing 'park' of Triumph cars. Proposals were reportedly made in the early 2000s for BMW to market a cheaper, four cylinder, rear wheel drive car based on the Z4 Roadster to rival
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