HomePick of the DayPick of the Day: 1976 Triumph TR6 with low mileage and roadster...

Pick of the Day: 1976 Triumph TR6 with low mileage and roadster flair

British sports car is an apparently well-kept survivor in great original condition


The Triumph TR6 was a notable high point for small sports cars from the U.K., a handsome and powerful roadster that put some modern flair into the British tradition.  The styling and mechanicals were aimed directly at the U.S. market, with more than 90 percent of the nearly 92,000 produced exported from England, most bound for America.

The Pick of the Day is a 1976 Triumph TR6 from the final year of production. The TR6 launched in 1968, basically as an update of the Giovanni Michelotti-designed TR4 and the subsequent TR5 (TR250 in the U.S.) that pioneered the 6-cylinder drivetrain found in the TR6.


This TR6 is a rare low-mileage survivor, as most of these cars racked up loads of miles driven with brio by enthusiast owners. With just 42,000 miles on the odometer, this Triumph shows a high level of care and maintenance over its believed two-owner lifetime.

“Everything on this car is in excellent working order,” according to the North Royalton, Ohio, dealer advertising the Triumph on “Original paint with some minor patina from age; the metal on this car is outstanding, very clean throughout. 

“Original interior in outstanding condition along with the original convertible top, parade boot and interior tonneau cover.”


With a body updated by Karmann of Germany, the signature feature of the TR6 (aside from its plus-size wheels and tires) is the 2.5-liter inline-6.  These were not powerhouse engines, generating just 101 horsepower, but a decent 143 pound-feet of torque with a smooth, throaty delivery make them feel strong and sporty.

The Triumph is apparently all-original with a solid, rust free body with good glass and trim.  The seller shows some closeup pictures of dings and scratches, though seemingly nothing major, with other pictures showing the clean undercarriage.  Those massive rubber bumper guards mandated by the DOT are truly unfortunate, however. 

The engine recently received a major service that included the head being removed, cleaned and magnafluxed, a full valve job and installation with a fresh head gasket, the seller says.

“The motor starts easy, it sounds smooth, shifts excellent, stops, steers, and runs beautifully,” the dealer says in the ad. “It can truly be driven with complete confidence and reliability.”

While modern-looking, the underpinnings of the TR6 remain rooted in the early days of the TR4, and the feel of the roadster is decidedly vintage despite the addition of independent rear suspension (like the later-model TR4A and TR5).  Most fans love that stiff vintage feel, as well as the car’s exceptional cornering. 

This low-mileage example is modestly priced at $15,900.


Like most British cars from the era, the TR6 was not made for taller drivers, who should try the Triumph on for size before making any purchase decision.

To view this listing on, see Pick of the Day

Bob Golfen
Bob Golfen
Bob Golfen is a longtime automotive writer and editor, focusing on new vehicles, collector cars, car culture and the automotive lifestyle. He is the former automotive writer and editor for The Arizona Republic and, the website for the SPEED motorsports channel. He has written free-lance articles for a number of publications, including Autoweek, The New York Times and Barrett-Jackson auction catalogs. A collector car enthusiast with a wide range of knowledge about the old cars that we all love and desire, Bob enjoys tinkering with archaic machinery. His current obsession is a 1962 Porsche 356 Super coupe.


  1. You say the TR6 was derived from.the TR4, 4A and 5?
    I’ll say! I worked in parts for the New Zealand agents at the time and these things used exactly the same doors from the first TR4 to the last TR6.
    I don’t think they could’ve swung that trick with the TR7.

    • of course, the TR2 TR3 are a different kettle of fish, SU’s, live rear axle, et al. I had a TR3 once, with a junked TR2 as a back-up for parts. solid 15″ steel wheels (no wires, fortunately), rag top and side curtains intact, repainted to british racing green. i cried on the night it left me in 1971.

      Jon Steelman
      California USA
      [email protected]

  2. I have a ‘ 74 ,TR 6 with about 25 ,000 miles on it ,needs restoration but has original hard top as well as convertible top.
    Any ideas concerning places to have it restored, I live on long island,ny

    • I can recommend a repair shop in Suffolk County, Holbrook, I believe. British Car Repair, Mike Pellicano (631)750-1533. He has done work on my 74 TR6. He knows what he’s doing.

  3. I loved my yellow TR 6 that I bought in the mid 70’s! I had a TR3 when I first got my license and then A TVR Vixen!!I love the British cars!!!

  4. What are some of the obvious flaws to look for on the TR6 ? Certain places that rust out ? Engine or transmission issues with these models ? Do you owners like the TR6 versus, the older TR3 or TR250 ? Thanks W

  5. I have had 6 TRs – actually 5 and a 250.
    Just today I came across a “mimeographed” book on the electrical systems that is the best ever…by someone who worked in the factory and can tell when they ran out of a color wire and substituted another for example.

    Like all English – the electrical is a common problem….always do the ignition conversions (coil and distributor. The motor itself is strong…and pick whihcever carb you want to have troubles with…Weber does really increase performance, The overdrive ones are super – and uncommon. You will get very used to changing U joints 0 there are 8 in the rear tha go fairly often. Rust is of curse a problem (and while general in nature – certainly the rear deck between trunk and top – drainage channels – are always redone…and then redone – before doing them again…The top is a bitch and the rear window – better to have the zipper – although it hazes cracks regularly. Like all of that era. GASTROL GT DOT 4 brake fuid or your redoing cylinders all the time!. All that said – these are great fun and all parts are easily available – fairly reasonable – and super easy to work on generally.

    Now as to “versions”…I strongly prefer the earlier ones – 1969 – 1971. The oldest version seats are the best by far…the lesser smog – and for us who notice such things – the hanging gauges and light plaecment cosmetically better – BUT ESPECIALLY the NP BIG BULLET BUMPER. And while some of the layer colors may now be classics (albeit odd, like the one here)…I strongly prefer BRG – Primrose Yellow and white (red just never “English”. The stripes of earlier (and front wrap on the 250) – just nicer. It wears wire wheels very well.

    If anyone has by 1969 (white), wire, webers, etc (sold from NJ 2009 to someone in PA) – I would love to be reunited.

  6. The thing that ruins this car is those monstrous ugly rubber over riders on the front and rear ,which were only put on some British cars to suit the US market


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