TRIUMPH TR7

The Mike Cutmore Website!

Triumph TR7
DHC (DROPHEAD COUPE).

The TR7 was launched in the USA in 1975 at a time when conventional cars looked like bricks on wheels. It caught everyone by surprise for being unlike any previous TR. It was a revolutionary design with its bonnet sloping downward and its tail in the air. The strict two-seater became informally known as “the wedge” – a vehicle seemingly as futuristic as the plot of the 1933 Wells novel whose title inspired its advertising slogan - “The shape of things to come.” The main sales target was America, but fierce safety legislation had to be met - including a proposal to ban open top cars! This therefore involved a completely new, & ‘fixed head’ style design radically different from the ‘old fashioned’ TR6, although the TR7 did return to the original ‘TR2 recipe’ of a 2 litre engine, the Convertible could not be introduced until 1980 when it was realised that the proposed outlaw of open top cars would never actually materialise.

Nothing like the TR7 had been seen before. And it really did prove to be ‘the shape of things to come’, because within a few years almost every production car on earth displayed a similar rakish, sloping profile. Almost all still do today. Production ceased in Oct 1981 with only 5527 UK specification Convertibles built. Although more TR7’s were built than any other TR, few TR7’s have actually survived in their original form & less than 432 Convertibles are currently licensed in the UK today. Well over forty years on, the TR7 is a sensible classic to own being less temperamental than previous TR’s. It has good spares support, inexpensive insurance & is economical & ‘modern’ enough to be used every single day. In a six month long readers vote in “PRACTICAL CLASSICS” magazine the readers voted the TR7 in the top ten of 100 best classics, the highest placed TR.

The Triumph TR7 5-speed is a rear wheel drive car, with its engine positioned in the front, (this was not a common combination back in the day). It was also one of the first cars to have side impact beams & was crash tested well beyond any UK car of its time.

* Bonnet will not go through window as it gets held by crash pins

* Steering wheel will go up out of drivers way on impact

* Gearbox will drop down to ground on impact out of drivers way

* You will still be able to open doors on a front impact.

It was one of the first cars to have wiper arms located under the front bonnet top edge (almost all cars now do today) & one of the first cars to use transfer decal lettering as badging. It had pop up headlights & was also one of the first cars tooled for a complete plastic moulded dashboard (controversially different to all previous ‘wooden dashed’ Triumphs). Early models & the Convertible had plastic wheel trims as standard that were properly bolted on integrally with the actual wheel nuts themselves. When new & even today a standard 2.0L can & will average 30 mpg+ & also runs on unleaded fuel from new without any conversion or additives.

With an original Basic Price for the Coupe of £5229, & the Conv. £5045 it out sold every other Triumph model ever made. In total approximately 115,000 TR7 models were built which included 28,864 soft top/convertibles, & approximately 2,800 TR8 models (destined for the USA). It was made with 2.0L 8v, 2.0L 16v and 3.5L v8 variants all from factory. It was an extremely successful Rally car. (John Buffum won the SCCA PRO Rally Championship from 1977–1980 driving TR7 and TR7 V8 cars. The fastest road race TR7 was built by RMP Motors in Canada, winning two back to back GT1 championships in 2012–2013).

Contrary to popular belief, painful memories & stigma that surrounded the car when it was first launched, & myths that still exist today, the TR7 has a great following as a new generation of enthusiasts are discovering what a superb car it actually is with clubs, part stores, & events. Now regarded not just as a true classic car in its own right, but also as the last truly iconic British sports car ever made. Many legislative concerns that crippled the car have gone on to become even more restrictive today, & for the right reasons. However; enthusiasts, have come to learn & accept some shortcomings that for the most part have actually been overcome by modern technology, & since the TR7 was really the first of its kind it had every right to be dubbed ‘The Shape of Things to Come’.

My TR7 is a 1981 car, one of the very last ever built and registered in 1982. The last TR7 ever made (VIN SATTPADJ7AA408534) can be seen at the British Motor Museum at Gaydon, Warwickshire.

I found my TR7 privately in Wood green, London after a long (> six month) search for such a car. I had owned fixed head TR7's previous, but always wanted a convertible.

She had 37,000 miles recorded and was in excellent all round condition. I remember parting with my three thousand pounds cash at the time almost to see the seller shedding a tear even though he was counting the money.

Today the car is in even better condition than it was at that time. Over the years I have tried, rather than just maintain the car, to actually improve it's overall condition by slowly replacing old parts (where necessary or desirable) with brand new original or heritage approved remanufactured parts.

Having got the car to it's present condition, there is of course little point in taking it out on wet muddy roads, but driving the car is of course what it's all about and it really is a different sort of driving experience than the 'I have to get from A to B stuff'. One tends to take it easy, look around, take the countryside routes, hang out the journey and just enjoy the fresh air!

The original engine was removed, dismantled, rebuilt and refitted with new big and little end bearings, new oil and water pumps and a reconditioned cylinder head with new valves and guides in 1993. The crankshaft was reground. The engine bay was subjected to total bare metal respray. The replacement copper brake pipes and complete stainless steel exhaust system I had fitted is all still on the car today. Only deviation from factory specification includes the advantages of electronic ignition which I have fitted myself (and without drilling holes)!

Over thirty years on from the TR7's original conception one of the things I love is that they have never looked like an 'old style' car. Tagged 'the shape of things to come' in the mid seventies the TR7 was so different- it's wedge shape hated (or loved) by many.

I still prefer the angled styling of a TR7 and sharper body lines with pop up lights (too expensive to implement into production engineering today), than the curved, bolbous look and teardrop lights portrayed by other sports cars today)!

My TR7 is an award winning car. It's awards include...

Third place concours (6th national TR7/8 day, Gaydon 1994).
First place concours (7th national TR7/8 day, Bentley wildfowl & motor museum, Halland, E.Sussex, may 1995).
Runner up concours TR7 DHC standard (TRDC national weekend, Billing aquadrome, Northampton, july 1999).
Runner up concours TR7 DHC standard (TRDC national weekend, july 2000).
Winner concours TR7 DHC standard (TRDC national weekend, july 2001).

Winner concours TR7 DHC standard (TRDC national weekend, july 2002).

Winner 'best trim' (TRDC national weekend, july 2002).

'Highly commended'- Rosette award (Battlesbridge motorcycle museum, may 2003).

Runner up concours, & ' Car of the show' TRDHC standard (TRDC national weekend, july 2003).

Winner concours TR7 DHC standard (TRDC national weekend, july 2004).

Winner: Modern classic cars 1960 on (Colchester loins club vehicle show, august 2004).

Winner concours TR7 DHC standard (TRDC national weekend, july 2005).

Winner concours TR7 DHC standard (TRDC National weekend, july 2006).

Pride of ownership award and Best Non MG Post 1960 (Queen Vic. Classic Car Show, Billericay, july 2007).

Runner up concours TRDHC standard (TRDC national weekend, Skreens park, Roxwell, Aug. 2007).

Top Ten prize Award National TR7/8 day (TRDC Billing aquadrome, Northampton, july 2008).

Top Ten prize Award National Weekend (TRDC Billing aquadrome, Northampton, july 2009).

Top Ten prize Award National Weekend (TRDC Billing aquadrome, Northampton, july 2010).

Top Ten prize Award National Weekend (TRDC Billing aquadrome, Northampton, july 2013).

Top Ten prize Award International Weekend (TRDC Billing aquadrome, Northampton, july 2014).

Top Ten prize Award National Weekend (TRDC Billing Aquadrome, Northampton, july 2015).

Top Ten Winner National Weekend (TRDC Billing Aquadrome, Northampton, july 2016).

AFX 632A was actually registered XCF 267T when I bought her (back in 1984). I managed to change this registration. Such was the condition of my car then, it made everyone perceive the car to be virtually new at the time,-WoW! I also did the same tactic to my second TR7 that I owned in 1987 from KTW 982V to CYC 702A! This car was converted to V8 by its following owner and has survived.

During 1996 I also ran a pharaoh gold fixed head XVX 303X for everyday transport. Sadly though that car was written off during the very bad winter.


				*The Mike Cutmore Website!* *TRIUMPH TR7*



	Introduction \| Videos \| Mike's tumblr. \| TR7 \| Computer \| about Mike


		Triumph TR7 DHC (DROPHEAD COUPE).



		The TR7 was launched in the USA in 1975 at a time when conventional cars looked like bricks on wheels. It caught everyone by surprise for being unlike any previous TR. It was a revolutionary design with its bonnet sloping downward and its tail in the air. The strict two-seater became informally known as “the wedge” – a vehicle seemingly as futuristic as the plot of the 1933 Wells novel whose title inspired its advertising slogan - “The shape of things to come.” The main sales target was America, but fierce safety legislation had to be met - including a proposal to ban open top cars! This therefore involved a completely new, & ‘fixed head’ style design radically different from the ‘old fashioned’ TR6, although the TR7 did return to the original ‘TR2 recipe’ of a 2 litre engine, the Convertible could not be introduced until 1980 when it was realised that the proposed outlaw of open top cars would never actually materialise. Nothing like the TR7 had been seen before. And it really did prove to be ‘the shape of things to come’, because within a few years almost every production car on earth displayed a similar rakish, sloping profile. Almost all still do today. Production ceased in Oct 1981 with only 5527 UK specification Convertibles built. Although more TR7’s were built than any other TR, few TR7’s have actually survived in their original form & less than 432 Convertibles are currently licensed in the UK today. Well over forty years on, the TR7 is a sensible classic to own being less temperamental than previous TR’s. It has good spares support, inexpensive insurance & is economical & ‘modern’ enough to be used every single day. In a six month long readers vote in “PRACTICAL CLASSICS” magazine the readers voted the TR7 in the top ten of 100 best classics, the highest placed TR. The Triumph TR7 5-speed is a rear wheel drive car, with its engine positioned in the front, (this was not a common combination back in the day). It was also one of the first cars to have side impact beams & was crash tested well beyond any UK car of its time. * Bonnet will not go through window as it gets held by crash pins * Steering wheel will go up out of drivers way on impact * Gearbox will drop down to ground on impact out of drivers way * You will still be able to open doors on a front impact. It was one of the first cars to have wiper arms located under the front bonnet top edge (almost all cars now do today) & one of the first cars to use transfer decal lettering as badging. It had pop up headlights & was also one of the first cars tooled for a complete plastic moulded dashboard (controversially different to all previous ‘wooden dashed’ Triumphs). Early models & the Convertible had plastic wheel trims as standard that were properly bolted on integrally with the actual wheel nuts themselves. When new & even today a standard 2.0L can & will average 30 mpg+ & also runs on unleaded fuel from new without any conversion or additives. With an original Basic Price for the Coupe of £5229, & the Conv. £5045 it out sold every other Triumph model ever made. In total approximately 115,000 TR7 models were built which included 28,864 soft top/convertibles, & approximately 2,800 TR8 models (destined for the USA). It was made with 2.0L 8v, 2.0L 16v and 3.5L v8 variants all from factory. It was an extremely successful Rally car. (John Buffum won the SCCA PRO Rally Championship from 1977–1980 driving TR7 and TR7 V8 cars. The fastest road race TR7 was built by RMP Motors in Canada, winning two back to back GT1 championships in 2012–2013). Contrary to popular belief, painful memories & stigma that surrounded the car when it was first launched, & myths that still exist today, the TR7 has a great following as a new generation of enthusiasts are discovering what a superb car it actually is with clubs, part stores, & events. Now regarded not just as a true classic car in its own right, but also as the last truly iconic British sports car ever made. Many legislative concerns that crippled the car have gone on to become even more restrictive today, & for the right reasons. However; enthusiasts, have come to learn & accept some shortcomings that for the most part have actually been overcome by modern technology, & since the TR7 was really the first of its kind it had every right to be dubbed ‘The Shape of Things to Come’. View my Flipboard Magazine. The TR7 is an extremely 'adaptable' car. Many owners have decided to take advantage of modifications and have increased performance and characteristics to various uprated configurations. There appears to be no limit to what can be done to the TR7. It can be one hell of a sports car. There was of course a TR8. There were only (it is believed) 18 UK specification TR8's made. As for myself, personally, I admire the TR7 (in drophead and fixed head form) for what it was and I would never undertake any major changes or modifications that alter my car's original specification. Check out the Maintenance History as it happens on my TR7 here My TR7 is a 1981 car, one of the very last ever built and registered in 1982. The last TR7 ever made (VIN SATTPADJ7AA408534) can be seen at the British Motor Museum at Gaydon, Warwickshire. British Motor Museum



		The TR Drivers Club The TR Register I have been a member of two TR Clubs for many years now. The TR register and the TR DRIVERS CLUB. The TRDC also caters for all the TR range of sports cars, the majority of members being TR7 owners. Note well that you DO NOT need to own one of these cars to be a member of a club. Club membership is a godsend for information, articles and general details on everything to do with TR's. I found my TR7 privately in Wood green, London after a long (> six month) search for such a car. I had owned fixed head TR7's previous, but always wanted a convertible. She had 37,000 miles recorded and was in excellent all round condition. I remember parting with my three thousand pounds cash at the time almost to see the seller shedding a tear even though he was counting the money. Today the car is in even better condition than it was at that time. Over the years I have tried, rather than just maintain the car, to actually improve it's overall condition by slowly replacing old parts (where necessary or desirable) with brand new original or heritage approved remanufactured parts. Having got the car to it's present condition, there is of course little point in taking it out on wet muddy roads, but driving the car is of course what it's all about and it really is a different sort of driving experience than the 'I have to get from A to B stuff'. One tends to take it easy, look around, take the countryside routes, hang out the journey and just enjoy the fresh air! The last TR7's were built at the Solihull factory, near Birmingham, today this is a land rover plant (pictured right). There are many spares suppliers for the TR7 today and most parts can be obtained, many are remanufactured to original specification and supplied by or through heritage approved suppliers worldwide. It is not my intention to advertise or link discretionarily to any favoured outlets or trade related sites here. If you want, or have to spend some money I'm sure you'll know where to go !!! TR7 parts catalogue (Rimmer bros). The original engine was removed, dismantled, rebuilt and refitted with new big and little end bearings, new oil and water pumps and a reconditioned cylinder head with new valves and guides in 1993. The crankshaft was reground. The engine bay was subjected to total bare metal respray. The replacement copper brake pipes and complete stainless steel exhaust system I had fitted is all still on the car today. Only deviation from factory specification includes the advantages of electronic ignition which I have fitted myself (and without drilling holes)! My TR7 remains garaged throughout the year. The vehicle covers up to 1500 miles annually and every year when the weather allows the hood to be stowed, I visit the national show days and car show events at various locations around the country. It really is great to get the car out post winter and enjoy driving her again. Over thirty years on from the TR7's original conception one of the things I love is that they have never looked like an 'old style' car. Tagged 'the shape of things to come' in the mid seventies the TR7 was so different- it's wedge shape hated (or loved) by many. I still prefer the angled styling of a TR7 and sharper body lines with pop up lights (too expensive to implement into production engineering today), than the curved, bolbous look and teardrop lights portrayed by other sports cars today)! My TR7 is an award winning car. It's awards include... Third place concours (6th national TR7/8 day, Gaydon 1994). First place concours (7th national TR7/8 day, Bentley wildfowl & motor museum, Halland, E.Sussex, may 1995). Runner up concours TR7 DHC standard (TRDC national weekend, Billing aquadrome, Northampton, july 1999). Runner up concours TR7 DHC standard (TRDC national weekend, july 2000). Winner concours TR7 DHC standard (TRDC national weekend, july 2001). Winner concours TR7 DHC standard (TRDC national weekend, july 2002). Winner 'best trim' (TRDC national weekend, july 2002). 'Highly commended'- Rosette award (Battlesbridge motorcycle museum, may 2003). Runner up concours, & ' Car of the show' TRDHC standard (TRDC national weekend, july 2003). Winner concours TR7 DHC standard (TRDC national weekend, july 2004). Winner: Modern classic cars 1960 on (Colchester loins club vehicle show, august 2004). Winner concours TR7 DHC standard (TRDC national weekend, july 2005). Winner concours TR7 DHC standard (TRDC National weekend, july 2006). Pride of ownership award and Best Non MG Post 1960 (Queen Vic. Classic Car Show, Billericay, july 2007). Runner up concours TRDHC standard (TRDC national weekend, Skreens park, Roxwell, Aug. 2007). Top Ten prize Award National TR7/8 day (TRDC Billing aquadrome, Northampton, july 2008). Top Ten prize Award National Weekend (TRDC Billing aquadrome, Northampton, july 2009). Top Ten prize Award National Weekend (TRDC Billing aquadrome, Northampton, july 2010). Top Ten prize Award National Weekend (TRDC Billing aquadrome, Northampton, july 2013). Top Ten prize Award International Weekend (TRDC Billing aquadrome, Northampton, july 2014). Top Ten prize Award National Weekend (TRDC Billing Aquadrome, Northampton, july 2015). Top Ten Winner National Weekend (TRDC Billing Aquadrome, Northampton, july 2016). View Battlesbridge Classic Car Show Video The first TR7 I owned was a yellow fixed head coupe (pictured below). It was a 1978 Coventry built car which I owned for three years from 1984. It ran like a dream and I covered almost 30000 miles in this car. AFX 632A was actually registered XCF 267T when I bought her (back in 1984). I managed to change this registration. Such was the condition of my car then, it made everyone perceive the car to be virtually new at the time,-WoW! I also did the same tactic to my second TR7 that I owned in 1987 from KTW 982V to CYC 702A! This car was converted to V8 by its following owner and has survived. During 1996 I also ran a pharaoh gold fixed head XVX 303X for everyday transport. Sadly though that car was written off during the very bad winter. Current: The Mike Cutmore Website!