Solid Sports Car: 1966 Triumph TR4A
The Triumph TR4A was an evolution of the TR4. The “4A” was built between 1965 and 1967 while the “4” was produced during the four years prior. The primary difference was the use of an independent rear suspension (IRS), though a fixed rear axle was also available like that on the seller’s car. This example from 1966 appears to be in nice condition and has had some mechanical work done in recent years. The weekend cruiser is in Lake Forest, California, and is available here on eBay where the bidding holds at $14,100.
Though the big news with the TR4A was the IRS, distributors in the U.S. lobbied for and got a rear live axle option for the car (almost reverting to the TR4). And buyers had to pay extra for that change which the seller says affected about 25% of the cars imported. That means two versions of the TR4A were available during the time the auto was sold. The motor was the same as before, a 2,137-cc inline-4 with twin carburetors. It had a higher output thanks to changes to the heads and manifolds. We don’t know if the fixed rear axle resulted in a lighter product as the IRS had added 110 lbs. to the Triumph.
This Triumph presents well but is not perfect. There are a couple of rust spots behind the passenger side door as well as the driver’s front rail. But the rest of the sheet metal and body is said to be fine, and the Royal Blue paint still shines up. The black interior is certainly passable, and the matching bonnet looks tip-top. The car is offered by a dealer who has a long list of the work performed.
The engine has been partially rebuilt, and the exhaust, battery, and tires are new or newer. The 4-speed does not come equipped with an overdrive, but the car stops with disc brakes up front. Those classic wire wheels are original to the TR4A and look to have held up well. The wooden dash looks great as it’s been redone with new compounds. If you were looking for a weekend runabout then would turn heads, this Triumph should be up to the job.
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Comments
Gorgeous car! This would be the way to get into a TR4. It will draw good bucks, but taking on a rusty one would be crazy expensive. IRS would be nice, but man this thing is fantastic.
This was a good TR4A and listing ended. Don’t know if it was sold or back in the garage. 🐻🇺🇸
Always thought the TR4s were the best looking, best driving of the TR line. Nice one here.
After watching a TR4A jack one of its swing axles under the car like a tent pole while it was autocrossing, I’d be more than OK with having a TR4 with a solid axle in back.
You’re memory is confusing the Triumph Spitfire (which did have a swing axle) with the TR4A’s independent rear suspension.
Nope. The 4A came with both configurations – swing axle and IRS. (It’s in the article). There are advantages to both, but the IRS is dramatically improved by ditching the leaver shocks in favor of the piston-shock conversion kit. DEFINITELY the best thing I ever did for my TR250.
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There were even more versions of the TR4 because a two litre engine was available as a no-cost option for those who wished to compete in classes (FIA, SCCA etc) with a capacity limit. With wet cylinder liners, it wasn’t difficult for the factory to offer both.
I had a TR4A with the solid axle. Very fun car. A classic roadster. I considered the live axle to be an advantage (less things to maintain). What I did not like about mine was the wire wheels. They were in very poor condition. To add to that the wire wheels are very heavy, especially when you figure in the splined hub adaptor which bolts on like a conventional wheel. No apologies, I am very sour on wire wheels.
Nice looking car, and it appears to be in very good shape.
To echo others, the IRS was a PITA. Had a friend with one from new and it spent a lot of time in the shop having bushings replaced, vibrations chased, etc. If I ever have one, it will be a live axle version. This looked like a nice example, and that’s probably why it’s gone already.
I agree regarding the IRS but even the solid axle has issues. My wife has one when we got married. The axle tubes were pinned to the chunk and they sheared on hers, allowing the differential to rotate on the tubes, which rendered to play bell with the u-joints. I accused my wife of marrying to get a cheap mechanic.
I remember when the TR4A/IRS came out. The lower control arms for the irs are MASSIVE – no wonder the added so much weight. That said, I’d take any TR4/250/6 in a heartbeat. One of my all-time favorite lbcs.
My buddy down the street had a BRG 4A when I was growing up in northern VA. He was 4-5 years older, a very “cool” U of K college guy and somewhat of a role model (although a little misogynistic).
I will never forget summer cruises in Georgetown and downtown DC with my buddy, top down, and thinking that the 4A was the ultimate in coolness.
Can someone verify my memory that, while stopped at a light in front of the White House, I rolled back the floor mat on the pax side to use a stamped hole in the floorboard large enough to gently set an empty beer van onto the pavement?
Yes! There was a factory whole about 12 ounces in diameter ;-) that was normally fitted with a large rubber plug.
Thanks.
I’ve been telling that story since 1966!