Back in the day, the Triumph TR7 looked like nothing else on the road. The problem was, its modernistic outward appearance over-promised and under-delivered. By that, I mean, the TR7 couldn’t match its showy apparel with quite enough by way of oomph. However, despite its shortcomings, the model went on to outlive the MGB and became the best-selling TR of the lot.

BMC and Leyland Motors, as separate entities, had proved to be very good at making desirable sports cars. The MG Midget and MGB enjoyed huge popularity in the USA, outselling their rivals the Triumph Spitfire and TR6.

When BMC merged with Leyland Motors to form BLMC, the new company faced new dilemmas. Even before the merger, it was clear that the TR6 and MGB models had reached the end of the line. This wasn't because they were no longer selling, far from it. Their demise stemmed from newfangled US emission criteria and safety regulations. The Americans had even considered banning convertibles due to safety concerns. This is why the Triumph Stag appeared as a T-Top.

Biggest dilemma

The biggest dilemma for BLMC was how to replace successful models that were still selling so well. This question needed to be addressed before the development of any new sports cars could begin. Suddenly, Triumph and MG belonged to one big company after the 1968 merger. Up to that point, MG and Triumph had been arch rivals. This scenario now created an illogical overlap in the new company's sports car range. So, would a replacement car wear the famous Triumph wreath or would it donn the equally coveted MG octagon?

Although they were very different cars, the MG Midget and Triumph Spitfire were aimed at the same pool of customers. Triumph TR6, GT6 and MGB/MGB-GT were also facing the same problem. The result was BLMC had no fewer than five models in direct competition with each other. In comparison with other models that BLMC were producing, the five competing models in the Triumph and MG stables were only selling in relatively small numbers. Soaring development costs meant that it made more sense to offer a one size fits all sports car.


Fascinating contrast

At the time of the merger, both MG and Triumph were already working on new interpretations of their respective sports cars. The contrast would prove to be quite fascinating. In Abingdon, MG had been designing a very promising new sports car, codenamed (ADO21). This was a shark-nosed two-seater creation with an unusual mid-engine configuration, an idea which reappeared some 25 years later in the MGF. Another interesting technical aspect of the (ADO21) was its hydrolastic suspension system, something else that later appeared in early incarnations of the MGF.

Over at Triumph, they were keeping things simple. Their new sports car was to be a lot more conventional than the new MG. Codenamed (Bullet), the new Triumph was to be a front-engined car that borrowed some of their saloon cars' running gear. The two camps' ideas may have been very different but elements from both concepts would finally end up incorporated into the final product.

Management at BLMC realised that they needed to carefully pitch their new sports cars to an increasingly sophisticated clientele. Despite their popularity amid today's classic car enthusiasts, back in the 1970's, BLMC's ageing model line-up were looking decidedly old-hat. American buyers were turning their attention to the likes of the Porsche 914 or Datsun's 240Z which was often hailed as a reliable E-Type alternative, especially when it came in the zesty 280Z guise.

Quick and reliable

Basically, whatever BLMC served up, the new sports car would have to both be quick and reliable (like the Datsun). Some technical aplomb was also deemed desirable, so the new offering also needed to cut it technologically (to match Porsche). The new safety legislation (mentioned earlier) was finally introduced in the USA, which made many people in the motor industry believe that the days of open-top tourers were numbered. New protocols and a more demanding customer base meant that BLMC's purse strings were stretched. The company wouldn't survive on internal brand-based vanity projects because there was an increasing requirement to develop a range of viable family cars, which were BLMC's bread & butter. Therefore only one new sports car would emerge. The Triumph TR7!

Market research had provided some surprising insights. Americans still wanted conventionally engineered cars with rear wheel drive. This configuration provided reliability and hassle-free maintenance. And so, the Triumph (Bullet) was chosen as the blueprint. Once the green light had been given, the full weight of BMLC's resources were put behind the new Triumph in 1971.

Harris Mann crafted the styling in order to give the TR7 a more expensive, future-proof look. This had to incorporate the 5-mph impact cushioning bumpers required to meet US standards. Harris Mann's low nose, high tail 'wedge' design personified the TR7 as well as Mann's Austin Princess and Ambassador designs.


Revolutionary

The TR7's styling was certainly revolutionary with no throwbacks whatsoever to Triumphs of old. When Italian designer Giorgetto Giugiaro first clapped eyes on the TR7 at the Geneva Motor Show, he is said to have taken a long, hard look; pondered the outlandish design and exclaimed "Oh my God! They've done it on the other side as well!" However, the styling proved that BLMC were keen on bold designs. Sadly, other factors conspired against the success of their cars before they had much of a chance to establish themselves.


I always thought that the TR7 was (and is) a surprisingly relaxing car to drive. It has torque laden, unstressed engines which make for a smooth driving experience. It easily keeps up with the flow of modern traffic but that does occasionally demand a little work. On the motorway, the five speed box makes for long legged, calm cruising in a car that doesn't feel dwarfed alongside today's modern offerings. Driving an MGB or Spitfire makes me feel very vulnerable in comparison, a bit like whizzing along on a skateboard. The TR7, however, has a spacious interior with a nice driving position. The seats are comfortable, there’s plenty of cubby space and the dashboard controls are well designed. Even heating and ventilation work beautifully, simple but effective. As long as you like tartan, the interiors look good too. You probably won't be blown away by fuel consumption figures, unless you drive it like a vicar of course. Expect an average of around 25-mpg. However, on a decent run, that figure will be markedly improved.

In the late Spring of 1981, BL made public their plans to cease TR7 production as large stockpiles of unsold TR7's built up. The closure of the Solihull plant went ahead and 3000 BL employees lost their jobs. This was the death knell for British sports cars, once such a common sight on our roads.

Author

Douglas Hughes is a UK-based writer producing general interest articles ranging from travel pieces to classic motoring. 

Douglas Hughes