Triumph TR4

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With the TR range now an established model line since the first TR2 of 1953, the clean flat-panelled lines of the new Giovanni Michelotti-designed TR4 made it look as if the new model would be quite a technological departure from the old car when it was unveiled at the 1961 London Motor Show.

However, underneath the sharp Italian suit, much was still TR3A – which was no bad thing. Still, there were important improvements; steering was now by more precise rack-and-pinion (with a collapsible column), and the four-speed gearbox was all-synchromesh. The car had a very welcome boot and the cabin was several inches wider. Indeed, with wind-up side windows and face level vents, the whole experience had become rather more civilised.

Although still basically the same in-line four, the engine had grown slightly to 2,138cc, yielding 105bhp and passing 60mph in about 11 seconds on the way to a top speed of 105mph. Early cars were fitted with SU carburettors but these were soon replaced by Strombergs which, in conjunction with a reworked cylinder head, helped the engine produce a few more horses and upped the top speed to 110mph, more grunt being readily available with straightforward tuning.

The gearbox had full synchromesh on all forward gears, and the optional Laycock de Normanville electrically operated overdrive could be selected for 2nd, 3rd and 4th gear, effectively providing the car with a seven-speed close ratio gearbox.

Some 40,250 TR4s were sold before it was replaced by the TR4A independent rear suspension version in 1965, the vast majority to the booming American market, with only 980 still road registered in the UK today, according to DVLA figures.

Dating from 1963, this TR4 is one of those export cars and was only recently imported from America with all duties paid, thereby pushing the current UK quota up to 981 cars. At the time of cataloguing there was very little history with the car but we are told that the last owner was an Ohio-based gentleman who had owned it for over 25 years and used it frequently, attending many classic car meetings with various photos on file recording some of these events.

Clearly restored to a high standard at some point in the not-too-distant past (with a few photos showing some of this work), it has never been exposed to salt-laden UK roads and the vendor states that the underside is virtually as good as the topside and shows no signs of any significant previous welding. A desirable overdrive model, it has also been fitted with an uprated aluminium radiator, an alternator conversion and a professionally fitted roll hoop with integral brake light and interior light, perhaps hinting that other components may also have been tweaked?

Now UK registered as NWU 112A, it is said to drive beautifully with an MOT until September 2016 with no advisories recorded. It comes with a full set of weather gear including hood and tonneau cover, both in good condition, a rear luggage rack, Mota-Lita steering wheel, discreet under-dash phone charger/iPod connection plus an original owner’s handbook.

In superior condition to most UK cars, it could easily be converted to RHD using a kit of parts readily available from one of the many specialists who cater for this ever-popular model.