Triumph 2000

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triumph
Triumph 2500 Mark II
Triumph 2500 Mark II
2000 / 2.5 PI
Triumph 2500 TC / 2500 S
Production period: 1963-1977
Class : upper middle class
Body versions : Limousine , station wagon
Engines: Petrol engines :
2.0–2.5 liters
(66–97 kW)
Length: 4420-4648 mm
Width: 1714 mm
Height: 1435 mm
Wheelbase : 2692 mm
Empty weight : 1105-1207 kg
Previous model Standard Vanguard
successor Rover SD1
Triumph 2000 Mark I.
Triumph 2000 Mark II station wagon; the conversion took place at Carbodies

The Triumph 2000 was a car of the upper middle class , which the Triumph Motor Company from 1963 to 1977 in Coventry produced. With the 2000 Triumph competed against the Rover 2000 .

technical features

The Triumph 2000 was equipped with the same six-cylinder in-line engine that had first been used in the Standard Vanguard from 1961 . The engine 1998 cc made 90 hp (66 kW) at 5000 min -1 . The engine power was passed on to the rear wheels via a manually shiftable four-speed gearbox (with overdrive or a three-stage automatic).

All wheels were individually suspended with coil springs, with transverse arms at the front and trailing arms at the rear. Disc brakes were installed at the front and drum brakes at the rear, supported by a brake booster. The rear assemblies were suspended from a subframe , the components in the front are located on the vehicle's frame floor assembly . The turning circle was only 9.5 m. The trunk held 410 liters.

Triumph 2000 Mark I / 2.5 PI Mark I; "Barb"

The "Mark I" was produced from 1963 to 1969; a variant that was substantially revised by Giovanni Michelotti came out as a 1970s model. This was available as a sedan and station wagon. The station wagon released in 1965, the body of which was partly manufactured by Carbodies , was just as long in the Mark I version as the sedan.

In 1968 the 2.5 PI Mark I came out. He had 2498 cc, made 132 bhp (97 kW) at 5,450 min -1 and was equipped with a mechanical injection system from Lucas equipped. The driving performance was very good, but the PI models (as well as the TR6) earned a reputation for being unreliable and consuming too much fuel.

In Australia , this model had problems with the electric fuel pump: it regularly got too warm in the summer, which led to vapor bubbles and the engine stalling until the pump had cooled down again. The reasons were, on the one hand, the high injection pressure (over 7.6 bar ) and, on the other hand, the fact that their drive motor was originally a windshield wiper motor. Therefore the pump had difficulties with the high pressure levels at medium and high outside temperatures. Since the 2.5 PI was introduced relatively shortly before the Mark I was discontinued, there are not many PIs left in this version.

120,645 copies of the 2000 Mk. I were made, and only 9,029 of the 2.5 PI Mk. I.

Triumph 2000 Mark II / 2.5 PI Mark II / 2500 TC / 2500 S; "Innsbruck"

In October 1969, the Stag- style Mark II was released. There was the base 2000 model, but the stars of the series were the 2500 TC and 2.5 PI . Apart from the PI, these models had double Stromberg or SU carburettors, which was already evident from the designation “TC” (Twin Carburettors). From June 1975, the model 2500 S with 14 "wheels and stabilizer replaced the 2.5 PI, which had disappeared from dealers' shop windows two months earlier. This meant the end of the injection engine in this model range. The 2500 S with double carburetor, however Said better acceleration values ​​and it was a little cheaper than the 2.5 PI. The new version was improved in some details; but most noticeable was the better road holding, which was due to the changes to the chassis, especially the new stabilizers.

The Mark II station wagon was 125 mm shorter than the sedan, as the rear part of its body was taken over from the Mark I without any changes.

The Mark II, Triumph's last big car, expired in 1977 and was replaced by the Rover SD1 , a new British Leyland model in the upper mid-range. The six-cylinder 2300 and 2600 versions of the new Rover were still powered by engines derived from those of the Triumph 2000. Some Triumph 2000s were registered in New Zealand in 1979 . Sir Robert Muldoon , then Prime Minister of New Zealand, owned a 2500 S privately, which he also used to drive to work.

104,580 units of the 2000 Mk. II were built, the 2.5 PI Mk. II was built 49,742 times. The models 2500 TC and 2500 S were built in 32,492 and 8,164 copies respectively.

literature

  • Nick Walker: A – Z of British Coachbuilders, 1919–1960 ; Bay View Books, Bideford, Devon, UK (1997), ISBN 1-870979-93-1 (English)

Web links

Commons : Triumph 2.5 PI  - collection of images, videos and audio files

Individual evidence

  1. ↑ Cardew, Basil (ed.): Triumph 2000 Mk. II , Daily Express Motor Show Review 1975 Cars, October 1974, p. 47
  2. ^ Culshaw, David & Horrobin, Peter: The Complete Catalog of British Cars 1895–1975 , Veloce Publishing plc., Dorchester 1997, ISBN 1-874105-93-6
  3. ↑ Rational production in the new Triumph 2000. In: Motor vehicle technology . 6/1964, p. 225.
  4. ↑ Used Car Test: 1971 Triumph 2000 Estate Car , Autocar No. 138 (nbr 4019), June 7, 1973, pp. 16-17
  5. ^ New from British Leyland: 2.5 PI gives way to 2500 S , Autocar, Heft 141 (nbr 4100), June 7, 1975, p. 59