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For the Mark 2, Triumph focused on improvements to the rear suspension by fitting new lower wishbones and Rotoflex half-shaft couplings. This system, also shared with the new GT6 MKII (GT6+ in the US market), and the first GT6 MkIIIs, improved higher speed handing and roadholding.
Triumph GT6 Mk I. The new car was introduced in 1966 and called the Triumph GT6. The new body was a sleek fastback design with an opening rear hatch, earning the GT6 the nickname of poor man's E-Type. [2] It was really a 2-seater, but a small extra rear seat could be ordered, large enough for small children.
1923 Tatra 11 chassis Cut through the rear axles of backbone chassis of Tatra 26 Backbone tube chassis is a type of automobile construction chassis that is similar to the body-on-frame design. Instead of a two-dimensional ladder-type structure , it consists of a strong tubular backbone (usually rectangular in cross section ) that connects the ...
The front suspension on both cars is a MacPherson strut design, and in the back both use semi-trailing arms. [7] [5] [8] The 2000 was the first Triumph of any kind to use a unitary construction chassis, and the Fury the first Triumph sportscar to use such a platform. [12] Standard-Triumph's first unibody car was the Standard Eight of 1953. [13]
Kastner and Brock had been talking about this project for several years prior to Kastner's trip to England. Triumph approved the project, and provided a budget of $25,000. The car, christened the TR-250K, was based on a standard Triumph independent rear suspension chassis, but with a tubular structure added to support the alloy bodywork ...
The 2-litre GT was available as a closed coupé and, later, as a convertible. The car was capable of 100 mph (161 km/h) with respectable acceleration. Horsepower and suspension improvements were made in line with Triumph's Mark 2 upgrade of the Vitesse in Autumn 1968, and the convertible was introduced at the same time.
Triumph TR5 Trophy with sprung hub. The Triumph sprung hub is a motorcycle suspension unit contained within a rear wheel hub. It was designed by Triumph engineer Edward Turner to give Triumph's existing rigid frames the option of rear suspension. It was one of the first motorcycle components to have a safety warning cast into its housing.
The Herald's rack and pinion steering and coil-and-wishbone front suspension carried over, having derived from systems used by the former Alford & Alder company that had been acquired by Standard-Triumph in 1959. Rear suspension was by a single transverse-leaf swing axle, [9] an arrangement, that unless ameliorated by any of several options ...