Welcome to the Web Site of my Triumph TR6 petrol injection and so this website is dedicated  to the Triumph TR6pi.

Even with the aerodynamics of a brick it is still my favourite TR. Remember Nowhere’s far in a TR

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For those interested, below is the background and a photo album of my first TR6 restoration which was carried out from 1980 until 1985, which started the interest, and passion for this model when I bought it back in 1979.It is of a typical restoration project many enthusiasts have carried on their TR6, due to the dreaded rust which is so predominant on the home market TR6.

 My TR6 pi was built at Standard Triumph (then British Leyland), Canley, Coventry on Tuesday 8th.August 1972.

       Body Colour:            Triumph New White.

       Commission No:       CP 77283"O"

       Engine No:              CP 77315-HE

       Trim Colour:            Black Ambla

                  Dispatched from the factory on Thursday 10th.August 1972 to Henlys (Manchester)

       The TR6 remained in the showroom until sold and first registered on Thursday 28th.June 1973 as NBU 324 L. (Oldham registration) PEE 5, a Whitby registration number was transferred by the owner on 13/01/1978.  I transferred A TR6 0K  on to the TR6 in 1986, after the restoration was completed.

I currently own one TR6 but I have owned a few more! I have restored five TR6 s' to Concours condition over the years observing originality totally, This was my first TR6 and the one that started my interest and enthusiasm for them.. It was bought while I was in the Merchant Navy, shipping in and out of Southampton docks on a RO RO vessel on a weekly service. I used to scour the Exchange & Mart which was the second hand car "bible" at the time (the classic car magazines of the time were not as prolific as they are today). Anyway I found a TR6 pi advertised and as it fairly local to where the ship berthed, in Verwood, which is near Southampton. I phoned up about it, the guy said it was having some work done on the differential?? alarm bells should have rung, but didn't. I arranged to meet him the following week which was February 5th 1979. The TR6 pi looked very nice in its fresh new Triumph White paintwork!!. Mileage on the speedometer was 35,067 and had 11 months MOT to run. I had a test drive it performed very well, it pulled a little to the side due to a low tyre pressure in one of the front tyres. (I hadn't driven a TR6 since 1972, when I worked at the Triumph factory, at that time I had a spell ashore away from the MN, and got married). The princely sum of £1,475 was handed over and I drove away my first TR6 pi, registration number Pee 5. I used the TR6 regularly to go back and forward from Southampton to Coventry as well as using it on leave, to various club do's and classic car shows etc.. It was about six months later the dreaded rust bubbles started to appear, I suppose the salt air had accelerated it even though it came with me on the ship.  I decided to run the TR6 for a few months more. It was 17th January 1981 (when the MOT expired) PEE 5 was taken off the road then do a little bit here and there, foolish me, the more I rubbed down the more filler and holes I found. What looked to me a quick restoration job by replacing some outer panels ended up to be a major rebuild on the TR6, which was my first!

  Stripping the TR6;

After the bumpers had been cut off due to the bolts being rusted on and the exterior panels unbolted and peeled away, it became obvious that the rust had spread from the wings into the inner shell.  The inner shell was badly corroded. The remaining boot, bonnet, doors of which were amazingly sound and reusable and the windscreen were taken off the the inner shell, then separated from the chassis. Both were sent off to be sandblasted and primered.  Unfortunately the inner body-shell returned looking a lot less substantial than when it went off: it had to go! The chassis however was fine, unusually, only minor repair was required. It was re-primered and black gloss painted.  The running gear, using new original springs, shock absorbers, brake pipes, discs and callipers etc. etc.  The chassis was now a rolling chassis! What the chassis didn't know was that it would be about another six years before it would be re-united with its' body!


The engine had only done 42,231 but it was rebuilt just needing new standard piston rings, new seals, a new oil pump, and the crank shaft reground by 15 thou.  Gear box was stripped and as it did not have overdrive fitted originally I acquired a new "A" type overdrive unit and fitted a new TR6 150 bhp main shaft.

The engine and gear box were installed into the chassis and a standard Unipart exhaust system was fitted.

  The TR6 Restoration;

The panels I accumulated over quite a few months , were all original Stanpart. I acquired them from dealers, advertisers and auto jumbles in fact wherever I could get them, the same applied to anything TR6.   The only TR6 panels unavailable at the time were the scuttle top panel, outer sills, though a repair section sill was available which fitted  in the door apertures in between the wings? which is not the usual place for rust! (it rusted behind the wings) and the panel which is upright behind the battery, also the reinforcement panel that fit behind the rear valence.  (as these were not available at all from  dealerships). In about July 1982 I managed to acquire a good second-hand rear inner body shell with no rear valence from a scrap yard for £15 (a price you don't see nowadays!!) What remained of the floors along with the rear deck and valance was carefully chiselled off retaining the prop-shaft tunnel. I was pleased with the condition of the rear shell when it was returned to me from the blasters, the only repair required being feathering of the leading edges which would be replaced with new metal.

  The Assembly of the shell:

With all the panels purchased and the chassis completed, The thought turned to how am I going to assemble it! bearing in mind this was my first restoration. I had owned a Herald estate in 1972 but only done minor work i.e. changing wheel bearings etc. I decided to build the front half of the body-shell up on the loaded chassis using self tapping screws, to get an idea of how it would look. I could not attach anything to the rear as it was not repaired. It looked quite good! But the thought of actually welding it up gave me the shivers, it had to be correct in every detail! While I was in my garage at home I was approached by a man (he had noticed me working on the TR6) who visited his Aunt who lived opposite my house. We got talking, as you do and became friendly. He told me of a company in Nuneaton that was restoring his TR4a. As I lived in Bedworth, it was not far to travel. I went to see the same company and spoke to Brian Heath at Nuneaton Car Crafts in Nuneaton, Warks.  He was busy at that time but would be prepared to repair the rear shell and build the inner shell agreeing with me the shell would be spot-welded not mig welded and seam sealed to the same specification as it would have been built originally at the Triumph factory. In June 1983 the rolling chassis (which was used as a body jig), the rear shell and the panels including the doors, (to correctly align the door gaps) were on their way to Nuneaton. As I was not in any rush for the shell to be completed, Nuneaton Car Craft took their time to achieve the standard required by me.  I was able to go to the workshop to watch progress of the restoration during my frequent leave periods from my ship. At the finish it was agreed that the under side would be painted and Shutzed (a Rubberized stone protection finish) a decision I would later regret doing. On August 10th, 1983 the inner shell was completed and transported to my home. The photo album below will put the words into perspective.


This task was given to Henlys' which was a Triumph (BL) dealership (Accident body repair facility), quite close to the factory also on the Fletchamstead Highway in Coventry. They agreed to prepare the TR6 inner shell and the outer panels, then paint in primer and prepare again before painting the inner shell, bolt on the outer wings, prepare and mask of cockpit and wheel-arch  areas and spray complete shell. They also agreed I could help with the preparation if I wanted to. The enthusiasm of the young painter in his preparation and painting was excellent and I learned a lot from him. Unlike the same today," aah well, guv, it'll cost you extra if you want a good job doing" does that sound familiar?  The outer wings were painted off the inner shell. The leading edges painted, then bolted on to the inner shell then painted overall. Finally masking off to paint the semi matt black areas on the rear valence, boot lid, rear wing portions and front grille aperture (an area which is often missed on repaints) When the shell cooled down from the low bake oven they allowed me to inject the enclosed box sections with the same anti- rust compound  as was used on the current British Leyland production cars.


Crash pads and centre plinth were refitted as they were in excellent condition.  New black interior trim as original specification,. The seats were re- covered by Callow & Maddox (the original TR and TR6 trim suppliers to Triumph) in Bedworth, Coventry using new foams, diaphragms etc. The dashboard and instrumentation was also re-used as they were in excellent condition. The gearbox tunnel is the original  hard board one.


Toughened windscreen and door glasses replaced using new Triplex (Original Equipment suppliers)

TR6 Soft top was replaced with original (diamond pattern on underside of material). I also managed to buy new OE Hood bag and Tonneaux cover.


Head lights, side lights, wing repeaters, bumper light, rear light assemblies were all replaced using new OE parts. Wiring harness is the original.


Front and rear bumpers were the originals but were re-chromed, door handles were replaced.


Originally had steel ones but I replaced them with Dunlop 5.5k 72 spoke chrome wire wheels. They were transferred on to       COV 897 K which stayed on the car when I sold it and replaced them with original equipment steel rims. (chrome wires look great when they are clean and shiny but take a lot work to keep them like that, ask my wife, she had many broken finger nails over the years!!).


Initially I put 185x15 Goodyear G800 radial tyres on the 72 spoke chrome wire wheels. They lasted me for a very long time but as they were no longer available, I  replaced them with the standard 5.5J steel rims with 165x15  Michelin XAS asymmetric tyres, these are the original fitment tyres for the TR6 as were the Dunlop SP Sport which are also not available .

 Registration Number;

My wife did not like the registration number PEE 5, it was a little embarrassing when school children used to giggle at it. I acquired the registration mark A TR6 0K which was registered on a Ford Cortina mark 3 in October 1985 and was transferred to the TR6. Click this link below to see the photo album of the complete restoration. It has now been re registered MCL 242 L and was sold in August 2010 in the UK

If you click this link it will take to the photo album

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