Description
H&H Classic Auction @ The Imperial War Museum, Duxford/ Cambridgeshire
9th October, 2024 13:00
1980 Triumph TR8 Convertible
Estimate
£10, 000 - £12, 000
Registration No: NNT 628W
Chassis No: WDC2030652RO35160
MOT: September
Genuine factory-built example
LHD and therefore ideal for touring the Continent
Fast, rare and fitted with a plethora of desirable upgrades
Recently MOT inspection, with very low emissions recorded
TR8 coupes based on the original Harris Mann TR7 design made from 1978 to 1980 are quite rare; it is estimated that only about 400 TR8 coupes ever existed - this number from records kept by members of the North America-based wedge club, the Triumph Wedge Owners Association. To the roughly 150 pre-production coupes mentioned above, another 250 or so coupes were produced, some sold in Canada as 1979 models but most ended up being held back and then finally sold in the US as 1980 models. In 1979, a long-anticipated Michelotti-refreshed TR7 convertible was introduced, and almost all subsequent production TR8s were convertibles. Total worldwide production, as best as can be determined throughout all the labour turmoil at the time, is only around 2750, give or take a "handful". (Enthusiast Richard Connew went through the records at British Motor Heritage Industry Trust and counted 2746.) Other estimates exist. The German version of Wikipedia claims 2722 and cites the TR Register-Austria as source; 2815 is the number quoted in an article from Classic & Sports Car, March 1986 and in William Kimberley's 1981 book as well. Both the TR7 and TR8 were made until October 1981 when production ceased. Very few genuine TR8s exist outside of the United States and Canada. In other countries the TR7 is often converted to a "TR7V8" with the same ubiquitous Buick / Rover 3. 5 litre V8 powerplant used in original factory TR8s. In Australia a popular TR7V8 conversion is to use the 4416 cc version of this engine that had been developed for the Leyland P76.
Supplied new in 1980 to Michigan, USA, ‘NNT 628W’ was reputedly used sparingly early in its life by its full-figured first owner that found it increasingly difficult to get in and out of!! It was purchased in 2005 by an Englishman, now living in France - an engineer by trade; he had spent years building a Cobra replica, but the French refused to register it, being rather adverse to anything that resembled a kit car... He made the decision to sell it and instead invest in the the best original ‘factory’ TR8 he could get his hands on. It was reputedly meticulously kept in his workshop alongside his collection of old motorbikes and he set about making every improvement recommended in Roger Williams book “How to improve your Triumph TR8”. The previous keeper states “We drove it from Limoges to Hertfordshire and it was flawless - it drives unbelievably well and was Ziebarted from new with zero corrosion now.” More recently purchased as a birthday present for the vendor’s wife (to use in Portugal), sadly the authorities there want over €30, 000 to register it, hence it’s now available for sale!
The following enhancements have been carried out to improve handling: Uprated front brakes using the big brake kit utilising Wilwood 4-pot alloy callipers, slightly larger diameter discs which are thicker and vented to improve the cooling of the brakes. In the process of fitting this braking kit, the vendor replaced the flexible hoses with stainless steel braided units to improve the pedal feel which previously they found to be a little spongy. The vendor opted for the Wilwood compensation unit which allows the setting of the front - rear brake balance to be modified by the driver. They uprated the front springs and replaced the suspension leg with a firmer unit imported from a recognised TR8 specialist in the USA. To balance this, the vendor also replaced the rear suspension with Spax adjustable units and similarly uprated springs - this provided a really improved stance and much better cornering and handling. At a later date, the vendor changed the old rubber suspension bushes which were showing their age with polyurethane units - this applies to the rear suspension legs and also the anti roll bar mountings front and back. The bottom ball joints were replaced at the same time and an ‘anti-dive’ kit was fitted to reduce the nose dive on heavy braking (seen as one of the best mod’s you can make to the car). A number of the original ancillaries have also been replaced which include: Electronic ignition and high performance leads, new Holley 390 four-barrel carburettor with performance manifold, extractor exhaust manifolds and stainless steel exhaust system, uprated alternator, High torque starter, 15” Minilite-style alloy wheels and roll bar.
After purchasing the car, the vendor tasked specialists Robsport of Royston to make further improvements and sort anything that needed rectifying. These Robsport additions (approx £4000 in total), included a Coolex-made 56mm core aluminium radiator with twin fans and a specially designed shroud, various hose, bushes and mounts renewed, whilst the brakes/ suspension were all thoroughly checked. The Holley carb diaphragm/ seals/ gaskets were renewed and the car MOT’d with a very low emissions result. Ready to use and enjoy, the only faults recorded are - the left hand seat has split on the seam (maybe a trimmer could repair this), plus there's a couple of rust bubbles on the front corner of the Right Hand door. The bonnet has a few small dents in it and the left hand quarter light needs repainting and there is a small scratch to LH rear wing.
