Read this then. Its from the May 1980 issue of CCC mag reviewing the new TR7 convertible & shows a more informed approach to car journalism. Interesting hints of future turbo power for the 2L...
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<blockquote id="quote"><font size="1" face="Century Gothic, Verdana, Arial, Helvetica" id="quote">quote:<hr height="1" noshade id="quote"><font size="2">Five years on the road, and never been kissed- it's a long time to have been out courting and never to have caught any¬thing much besides some MGBs and the comments of a host of the disappointed, wondering why it didn't have a 16-valve head, better visibility, why it deceitfully pretended to be a high-waisted mid-engined road burner when it fact it was no more than a soft riding, soft-centred two seater saloon.
Now, after an extensive redesign, and a change of birthplace from Speke to Canley (a move that effectively occupied a year) the TR7 convertible is with us; mechanically identical but with that ghastly roof removed as it always should have been.
The engineering required for this operation is both comprehensive and lengthy - the TR7 was designed to have a roof - so there has been much stiffening and fabricating, but, aesthetically, one can now see what Harris Mann's much maligned shape was getting at. From most angles except the rear, (new tail lamp clusters soon?), this convertible, with its excellent hood either up or down, looks svelte and almost chic - who could have thought anyone would say that about a TR7?
It's a very well designed hood as well, snug and tight while erected, neat and unobtrusive while stowed; the operation required to turn one into the other a simple matter of following instructions printed on the reverse side of the driver's sun vizor. So the new hood is a success story not only in itself, but also in that it vindicates the shape, and exploits the TR’s excellent cabin with those most comfortable seats, fine controls/ instruments and impressive driving position, (though heeling and toeing could have been made simpler) - only the fit and finish of the detail work lets it down.
So, basically, everything is fine then, isn't it?
Well, not exactly; because although the TR is unquestionably a much improved product since it left the northwest, it's still that same machine you've got to ask yourself carefully about.
If you want a soft top, then the hood is a good one, buffeting from the air stream is comparatively subdued at speed; BL's multi¬purpose heater is excellent, and with the weatherproof hood erected, wind noise is very acceptable. So undeniably, at £6000 this is a good convertible, one that is bound to sell well, both here and in the States where I'm sure BL Cars will be unable to meet demand.
Better still, for us ageing roués who need all the help we can get, girls seem to like this TR and it turns a lot of heads in appreciative glances. (The fixed head elicits similar reactions but one instinctively knows that the glances are not appreciative!) So with this car, it's possible both to have fun and to influence people.
It's also possible to go very comfortably from A to B because the TR's ride is soft and absorbs ruts and potholes well, which as in the Rover 2600/3500 just shows what can be done with simple, even crude mechanical specifications. But going fast - well, that's another matter, and this is where you've got to ask yourself the question.
As a comfortable and (providing you don' rev the unremarkable engine much beyond 5000 rpm) quite refined open tourer, this machine is good value which will doubtless add some stability and respect to the TR7’s ludicrous resale value in the used car market: but as a road machine it is still a TR7, and while it will totally destroy the MGB in eve respect save that of sentiment, it certainly doesn't have to be remarkably competent to manage that.
Let's start by examining the engine and transmission. A design such as this one, engineered for low costs in terms of production, servicing and durability, should nevertheless be able to offer alternative transmissions and other components from the common parts bins. This the TR now does with a most acceptable five speed gearbox from the SD1 designed to withstand V8 power and torque, and therefore pleasantly understressed in this role.
The gearlever protrudes too far from the centre console, but the change itself is fine and more important, the ratios are ideally chosen to make the best of an engine, which we're not especially sorry to say has no longterm applications in BL's future.
The 1998cc SOHC slant four is shortly to be dropped in favour of the cheaper-to-install hardly more inspiring O-series. (With a turbo charger, the latter might be something else!) In the meantime however, the Dolomite unit does an acceptable if unremarkable job of powering this car. It's unobtrusive at low and medium revs, and in conjunction with the gearbox ratios produces acceleration times which are much more respectable than they seem from within.
The TR will comfortably hit 60mph from rest inside 10 seconds; it will cruise at 90mph if You’re not too worried about the law, and it will manage about 11Omph - this from an engine that sounds and feels very saloon-like which it is) and which possesses impressive low-down torque, thus making for easy fifth gear pottering in town. The engine may not -inspire you, but neither is it going to embarrass you with tractor-like impersona¬tions, with overall feeble response, or with fussy machinations - it just does the job, and you’ll be hard pushed to make it return less than 24mpg.
And so to the open road where one's initial impression of a comfortable ride is a little spoiled by the pitching of this short wheelbase design, and the rather feeble disc/drum brakes which require beefing up for any serious hard driving.
Nevertheless the steering, despite nearly four turns of lock, feels sharp and responsive, though scarcely 'alive', and until the cornering forces begin to build up appreciably, the car goes faithfully where it is pointed.
Once you really press on though, the understeer becomes prodigious - it's all very safe, and roll is kept to within acceptable limits by front and rear anti-roll bars, but so too is it a little frustrating. The best way to do something about this situation is either to shut down suddenly, which dramatically tightens the line as the nose shuffles into the heart of the apex, or trail the brakes into the corner which will convert the attitude into easily held (on that pleasant, viceless steering) oversteer.
Not the way to drive on the road perhaps, and not a particularly quick way round a bend, but one can enjoy the chassis behaviour this way.. You see, the Triumph does handle, even though it's very easy to make it much better by discussing the matter with BL Special Tuning, Andy Dawson and/or Dave Bulman, (or by reading CCC. of course!)
In wet or damp conditions however, there is precious little grip available and the reassuring feel of control which one gradually gains after a few days, despite sitting almost over the rear wheels, evaporates rapidly as a combination of the wayward rear axle and poor visibility saps confidence - these are the times when we actually begin to sympathise with a few rally drivers of our close acquaintance, and as far as the road machine is concerned, certainly on the Michelin XVS 185-70 x 13 covers with which this car' arrived, discretion is much the better part of valour; unless that is, you like the feel of being aboard a runaway roller skate, and can afford the consequences.
One of the best things about a simple design is that is can be continually and cheaply refined - this should be the case with the TR7 which has V8, 0-series and probably turbo power in the pipeline, plus "MG" badging.
Fit and finish of the shell and its trimmings still leaves a lot to be desired and compares disastrously with foreign products, despite evidence of improvement, so there is still a long way to go there, but the car is endearing in many ways and at £6000 has no real rivals.
The basic design will always ensure that the occupants suffer vision difficulties (especially on wet nights) and luggage restrictions commensurate with a mid-¬engined car - that's something you've either got to live with or buy something else, and if it had a bit more power (a Sprint unit would do nicely) and suspension just a little sharper, we would undoubtedly love it, despite its chicken wire grille vents and the haunted house fit of its body panels.
As it stands, the TR7 is mechanically probably about right, as it will appeal to the greatest number of people in exactly the state of tune is in now. It's not the fastest 2-litre on the street, either up the straights or round the corners, but it's not nearly the slowest either - BL still make those if you want them.</font id="size2"><hr height="1" noshade id="quote"></font id="quote"></blockquote id="quote">
The map:
http://tinyurl.com/wedgemap . The blog:
http://www.forum.triumphtr7.com/topic.asp?TOPIC_ID=8548