The Triumph TR6, produced from 1968 through 1976 and generally sold as a 1969–76 model, was the final and most powerful development of Triumph’s traditional six-cylinder TR sports-car line. Combining a torquey 2.5-liter straight-six engine, rear-wheel drive, independent rear suspension and muscular styling by Karmann, the TR6 offered a distinctly British open-air driving experience at a price considerably below that of many contemporary European sports cars.
Although the TR6 appeared substantially different from the earlier TR4 and TR5/TR250, it retained much of their underlying engineering. Its separate chassis, suspension architecture and basic body structure were closely related to the Michelotti-designed TR4 introduced in 1961. The TR6’s principal visual transformation came from its squared-off front and rear styling, which gave the car a more aggressive, modern appearance while preserving the traditional long-hood, short-deck proportions of the TR series.
Two major engine configurations defined the TR6. Cars sold in most markets outside North America used Lucas mechanical fuel injection, producing approximately 150 bhp initially, while U.S.-market TR6s used twin Zenith-Stromberg carburetors and substantially lower compression ratios to meet emissions requirements. These differences make market specification and production year especially important when evaluating performance, originality and collector appeal.
The TR6 became one of Triumph’s most successful sports cars, with approximately 91,850 examples produced during its eight-year run. Most were exported to North America, where the car became a familiar and relatively affordable alternative to more expensive European roadsters. Its combination of straightforward mechanical construction, strong parts support and distinctive six-cylinder character continues to make it one of the most approachable classic British sports cars.
The Triumph TR Line Before the TR6
The TR6 was the culmination of a sports-car lineage that began with the Triumph TR2 in 1953. The TR2 and subsequent TR3 established Triumph’s reputation for rugged, relatively inexpensive roadsters capable of delivering strong performance and genuine competition success.
The TR4, introduced in 1961, represented a major styling and engineering advance. Designed by Giovanni Michelotti, it replaced the rounded bodywork of the earlier TRs with a more modern shape and introduced improvements such as rack-and-pinion steering and a wider, more comfortable cockpit.
The TR4A of 1965 added independent rear suspension on most versions, substantially improving ride quality and handling on uneven roads. The TR5 and TR250 of 1967–68 then introduced Triumph’s 2.5-liter straight-six engine, creating the basic mechanical package that would continue into the TR6.
The TR5 and TR250 Connection
The immediate predecessors of the TR6 were the TR5 PI and TR250, both introduced in 1967. These cars retained the Michelotti-designed TR4 body but replaced the earlier four-cylinder engine with a 2,498cc straight-six.
The TR5 PI, sold primarily outside North America, used Lucas mechanical fuel injection and produced approximately 150 bhp. The North American TR250 used twin Zenith-Stromberg carburetors and lower compression, reducing output to approximately 104 bhp SAE gross (roughly 76-80 bhp SAE net).
The TR6 retained these two basic approaches. Fuel-injected cars continued to offer substantially stronger performance, while North American carbureted models emphasized emissions compliance and smoother everyday operation. The TR6 therefore represented an evolution of the TR5/TR250 rather than an entirely new mechanical design.
1969 Triumph TR6 convertible, from an auction on April 16th, 2008
The 1968 Introduction of the TR6
The TR6 entered production in late 1968 for the 1969 model year. Triumph wanted a more contemporary appearance without the expense of designing an entirely new automobile, so the company commissioned Karmann of Germany to revise the existing TR body.
Karmann retained the central passenger compartment and basic door structure but redesigned the front and rear bodywork. The result featured a broad, nearly vertical grille, rectangular front-end proportions and a sharply truncated rear deck.
In addition to the central tub and doors, Karmann also retained the front windshield frame/A-pillars and inner fender pressings designed by Giovanni Michelotti. Only the outer front nose, bonnet, rear deck, and rear wing pressings were reskinned by Karmann to achieve the squared-off “Kamm tail” look.
The new styling gave the TR6 a noticeably more muscular appearance than the TR5 and TR250. Although the underlying chassis and drivetrain remained familiar, the TR6 looked sufficiently different to compete effectively in the rapidly changing sports-car market of the late 1960s.
Karmann’s Exterior Design
The TR6’s styling is one of its most recognizable characteristics. Its long hood, relatively upright windshield and short rear deck preserve the traditional British roadster proportions, while the squared-off nose and tail give it a more modern appearance.
The front features a wide grille flanked by round headlights, creating a distinctive combination of angular bodywork and traditional lighting. The rear incorporates a broad, flat panel with horizontally arranged taillights, emphasizing the car’s width.
Compared with the flowing lines of the TR4, the TR6 appears more aggressive and substantial. Its design has aged particularly well because it avoids the excessive ornamentation found on some contemporary sports cars.
The 2.5-Liter Straight-Six Engine
All 1969–76 TR6s used a version of Triumph’s 2,498cc inline six-cylinder engine, derived from the unit fitted to the TR5 and TR250. The engine used a cast-iron block and cylinder head, overhead valves operated by pushrods and a seven-main-bearing crankshaft.
With a bore of approximately 74.7 mm and a stroke of 95 mm, the engine was distinctly long-stroke. This configuration emphasized torque at relatively low engine speeds rather than exceptionally high-rpm performance.
The result was an engine well suited to a traditional sports car. It delivered strong midrange acceleration, a distinctive six-cylinder exhaust note and enough flexibility to make relaxed touring enjoyable without constant gear changes.
1972 Triumph TR6 convertible, UK-market car, from an auction at Silverstone on September 2nd, 2017
The Lucas Fuel-Injected TR6 PI: 1969–76
The TR6 PI, sold primarily in Britain and other markets outside North America, used Lucas mechanical fuel injection. Early cars produced approximately 150 bhp at 5,500 rpm, making them significantly more powerful than the carbureted U.S. versions.
The Lucas system used a mechanically driven fuel-metering unit to deliver fuel to individual injectors. It was sophisticated for a relatively affordable production sports car in 1969 and provided strong throttle response when correctly adjusted.
The fuel-injected TR6 was capable of acceleration that compared favorably with considerably more expensive contemporary sports cars. Its combination of 150 bhp, relatively low weight and strong torque made it a particularly effective high-speed roadster.
1974 Triumph TR6 convertible, from an auction on April 16th, 2021
The 1973–76 Fuel-Injected TR6
During 1973, Triumph revised the fuel-injected TR6 engine to improve drivability and reduce emissions. Output was reduced from approximately 150 bhp to 125 bhp, depending upon market and rating convention.
The lower-output engine used revised camshaft timing and other tuning changes intended to provide smoother operation and better low-speed behavior. Although peak horsepower declined, the engine remained flexible and capable of strong everyday performance.
The distinction between early 1969–72 150-bhp PI cars and later 1973–76 125-bhp PI cars is important to collectors. Early cars are generally favored by enthusiasts seeking the strongest factory performance, while later examples can offer more relaxed drivability.
Lucas Mechanical Fuel Injection
The Lucas fuel-injection system is one of the TR6 PI’s most distinctive features. Unlike modern electronic injection, it uses a mechanically driven metering unit that distributes fuel according to engine operating conditions. The system relies on a high-pressure electric fuel pump, pressure regulator, metering unit and individual injectors. Correct fuel pressure and consistent injector operation are essential for smooth running.
Age-related problems include deteriorated seals, worn metering components, injector faults and fuel-pump overheating.
The original Lucas electric fuel pump (mounted in the boot) was notoriously prone to cavitation and thermal shutdown in warm ambient temperatures because it was cooled only by the recirculating fuel. Modern enthusiasts frequently replace it with a Bosch electric fuel pump or fit a fuel cooler, which completely solves this classic failure mode.
The North American Carbureted TR6: 1969–76
The North American TR6, sold from 1969 through 1976, used twin Zenith-Stromberg 175 CD carburetors rather than Lucas fuel injection. The carbureted engine initially produced approximately 104 bhp SAE net, although output and emissions equipment changed during production.
The lower compression ratio and emissions-related tuning reduced peak power compared with the European PI cars. Nevertheless, the carbureted TR6 retained the engine’s strong low-speed torque and smooth six-cylinder character.
Because the overwhelming majority of TR6 production was exported to North America, the carbureted version is by far the most common in the United States. Its simpler induction system and strong parts availability make it particularly attractive to owners who intend to maintain their cars themselves.
The Zenith-Stromberg Carburetors
The North American TR6’s twin Zenith-Stromberg carburetors use a constant-depression design that provides relatively smooth fuel delivery across a wide operating range. The system is less mechanically complex than Lucas fuel injection but still requires careful adjustment.
Common problems include deteriorated diaphragms, worn throttle shafts, vacuum leaks and incorrect mixture settings. Later emissions-control equipment adds additional vacuum hoses and valves that can complicate troubleshooting.
When properly maintained, the carbureted TR6 should idle smoothly and accelerate cleanly. Poor running is frequently caused by ignition or vacuum problems rather than fundamental carburetor design deficiencies.
Emissions Changes During Production
The 1969–76 North American TR6 underwent numerous changes to meet increasingly stringent emissions requirements. These included revisions to compression ratio, ignition timing, carburetor calibration, evaporative-emissions equipment and exhaust systems.
Later cars generally produced less power than the earliest versions, although published horsepower figures are complicated by the industry’s transition from gross to net rating methods.
For collectors, it is important to distinguish genuine mechanical changes from differences in horsepower measurement. A later TR6 may appear dramatically less powerful on paper than an earlier car, but some of the apparent difference reflects the rating system rather than an equally large change in actual performance.
The Separate Chassis
The TR6 retained the separate steel chassis architecture inherited from the TR4A and TR5/TR250. The body is mounted to a substantial frame that carries the engine, transmission and suspension.
This construction was traditional by late-1960s standards, but it provided durability and made the car relatively straightforward to repair. It also contributed to the TR6’s characteristic driving feel, which is more substantial and less delicate than that of a lightweight Lotus Elan.
The chassis is vulnerable to corrosion, particularly around suspension mounting points, outriggers and areas where moisture can accumulate. Because structural repairs can be extensive, frame condition is one of the most important considerations when buying a TR6.
Independent Front Suspension
The TR6 uses independent front suspension with unequal-length wishbones, coil springs and telescopic dampers. The arrangement was carried over from earlier TR models and provided good handling for a traditional roadster.
The front suspension works with rack-and-pinion steering to deliver relatively direct response. Although the TR6 is heavier than some smaller British sports cars, it remains agile enough for enthusiastic driving on winding roads.
Worn ball joints, control-arm bushings and trunnions can significantly affect steering precision. Proper lubrication and inspection are essential because neglected components can become dangerous.
A classic TR owner pitfall is packing the front lower brass trunnions with standard chassis grease. Grease hardens and starves the threads, destroying the trunnion and snapping the vertical link stud. Triumph specified heavy gear oil (SAE 80W/90) for the trunnions, not grease.
Independent Rear Suspension
The 1969–76 TR6 uses independent rear suspension derived from the TR4A IRS. Each rear wheel is located by a semi-trailing arm, with coil springs and lever-arm dampers providing springing and damping.
This arrangement improved ride quality and traction compared with the live rear axles used on earlier TRs. It also allowed the TR6 to maintain better composure over uneven roads, particularly during high-speed touring.
However, the semi-trailing-arm geometry produces camber changes during suspension movement, and worn bushings can introduce unwanted rear-wheel steering effects. Correct alignment and suspension condition are therefore important to predictable handling.
Rear Suspension Mounting Points
One of the TR6’s most important structural concerns is the condition of the rear suspension mounting brackets and chassis attachment points. These areas carry substantial loads and can suffer from corrosion, fatigue cracking or previous poor repairs.
The differential mounting brackets are also vulnerable to cracking, particularly on cars driven aggressively or fitted with modified engines. Failure can produce clunking, vibration or significant drivetrain movement.
Strengthening repairs are available, but they should be performed carefully to preserve correct geometry. A car with documented chassis reinforcement and properly repaired mounting points can be preferable to one retaining weakened original components.
Steering
The TR6 uses rack-and-pinion steering, providing more direct response than the recirculating-ball systems fitted to many larger contemporary grand tourers. Steering effort is relatively light once moving, although parking maneuvers require more effort than in a modern power-assisted car.
The car’s long hood and relatively upright driving position create a distinctly traditional sports-car feel. Steering feedback is generally good, particularly when the suspension and tires are in proper condition.
Wear in the steering rack, tie rods and suspension joints can introduce play or wandering. A properly maintained TR6 should track predictably and respond accurately without excessive looseness.
Front Disc and Rear Drum Brakes
All 1969–76 TR6s use front disc brakes and rear drum brakes. This arrangement was conventional for the period and provides adequate stopping performance when properly maintained.
The front discs handle most braking effort, while the rear drums contribute stability and parking-brake operation. Brake balance is important because the relatively light rear end can become unsettled under hard braking.
Common problems include seized calipers, deteriorated hydraulic hoses, leaking wheel cylinders and incorrectly adjusted rear drums. Modern friction materials and properly rebuilt components can significantly improve braking consistency without requiring major modifications.
The Four-Speed Manual Transmission
The TR6 was equipped with a four-speed manual transmission, providing ratios suited to the engine’s broad torque curve. The gearbox is relatively robust but requires deliberate shifting, particularly when cold.
The transmission’s character complements the six-cylinder engine. Because the engine develops useful torque at moderate rpm, the driver can accelerate strongly without constantly changing gears.
Worn synchronizers, bearings and shift linkage can produce difficult gear engagement or excessive noise. A properly rebuilt gearbox should shift positively, although it will not feel as light or precise as a modern transmission.
The Laycock Overdrive
One of the TR6’s most desirable factory options was the Laycock electrically operated overdrive, available on many cars throughout production. Depending upon year and specification, different Laycock units were used.
Overdrive effectively provides an additional higher ratio, reducing engine speed during highway cruising. This makes a substantial difference in a car whose standard four-speed gearing can feel relatively short at modern highway speeds.
The system uses an electrically controlled hydraulic mechanism within the transmission. Proper operation depends upon correct oil pressure, electrical switches, solenoids and internal components. There were two variations:
- 1969–1972: Used the Laycock A-Type overdrive (engaged on 2nd, 3rd, and 4th gears, acting almost like a 7-speed transmission).
- 1973–1976: Transitioned to the heavier-duty Laycock J-Type overdrive (engaged on 3rd and 4th gears only).
A functioning factory overdrive is highly desirable for regular road use and generally adds appeal to an otherwise original TR6.
Differential and Driveshafts
The TR6 uses a conventional rear differential connected to the independent rear wheels through half-shafts and universal joints. The system is generally durable but can develop wear in the differential mounts, driveshaft joints and associated components.
Clunking during acceleration or deceleration may indicate worn universal joints, differential mounting problems or excessive backlash. Because the differential is mounted to the chassis, cracking around its attachment points deserves particular attention.
Some owners install upgraded half-shafts or constant-velocity-joint conversions to improve durability. These modifications can be useful, but correct installation and suspension geometry remain important.
Wheels and Tires
Standard TR6s used 15-inch steel wheels, with wheel designs and trim changing during production. Wire wheels were also available, although many cars have subsequently received aftermarket alloy wheels.
The original tire sizes were relatively narrow by modern standards, contributing to the TR6’s progressive handling and manageable steering effort. Wider modern tires can increase grip but may also alter steering feel and suspension loading.
For collector-quality restoration, correct wheel style and tire dimensions are important. Original steel wheels with appropriate trim can give the car a more authentic appearance than modern oversized alloys.
The TR6 Interior
The TR6’s interior is one of its most appealing features. The dashboard uses wood veneer, with large round instruments positioned directly in front of the driver and smaller gauges arranged across the center.
The seating position is relatively upright, with a long hood visible ahead and a short rear deck behind. Compared with the earlier TR3, the TR6 provides considerably greater cockpit space and more substantial weather protection.
Interior materials and equipment changed during production, particularly as safety regulations evolved. Later cars received revised seats, steering wheels and other details, making production-year accuracy important during restoration.
The Convertible Top
All production TR6s were sold as open two-seat roadsters with folding convertible tops. The top mechanism is relatively straightforward, but correct installation and adjustment are important for weather sealing.
The windshield frame, side windows and top seals must align properly to prevent leaks. Worn door seals and poorly adjusted glass can allow water into the cockpit, contributing to floor and chassis corrosion.
Replacement tops are widely available, but material quality and fit vary. A properly installed top should fold neatly, latch securely and provide reasonable protection from rain, although the TR6 remains a traditional British roadster rather than a fully weatherproof modern convertible.
The Factory Hardtop
Triumph offered a removable steel hardtop for the TR6, providing improved weather protection and a more coupe-like appearance. The factory hardtop incorporated a large rear window and distinctive roofline that complemented the car’s angular styling.
Original hardtops are desirable accessories, particularly when complete with correct trim, glass, seals and mounting hardware. Because many were separated from their cars over the decades, finding a complete original assembly can be difficult.
A factory hardtop can make the TR6 more practical for year-round use, although it adds weight and requires storage space when removed.
1974 Triumph TR6 convertible – North American bumpers – from an auction in Dallas on November 17th, 2017
The 1974–76 North American Bumpers
Increasing U.S. safety regulations led to significant changes in TR6 bumper equipment during the final production years. 1974–76 North American cars received progressively more substantial bumper overriders and protective equipment.
These changes altered the car’s appearance, particularly at the front and rear. Earlier cars generally have cleaner, lighter-looking bumpers, while later versions are more visually substantial.
Some owners remove or modify the later bumper equipment to recreate the appearance of early cars. Such changes can improve aesthetics but reduce originality, particularly on well-preserved late-production examples.
The 1975–76 TR6
The final 1975–76 TR6s incorporated the accumulated emissions, safety and equipment changes introduced during the model’s production run. North American cars generally had lower engine output and heavier bumper equipment than the earliest versions.
Nevertheless, these later cars retained the same basic 2.5-liter straight-six, independent suspension and traditional roadster character. Their mechanical simplicity and strong parts availability make them attractive to owners who prioritize usability over maximum factory performance.
Production ended in 1976, with the wedge-shaped Triumph TR7 already on sale. The TR6 therefore marked the end of the traditional six-cylinder, separate-chassis TR sports-car line.
Body Corrosion
The TR6’s steel body is vulnerable to rust, particularly in rocker panels, floors, lower fenders, door bottoms, wheel arches and trunk areas. Water intrusion through deteriorated weather seals can accelerate corrosion in hidden sections.
The body is mounted to a separate chassis, so corrosion can affect both structures independently. A car with attractive paint may conceal serious deterioration in the frame or body mounting points.
Correct rust repair requires careful inspection of inner panels and structural sections. Replacement body panels are widely available, but fitting them accurately can require substantial labor.
Chassis Corrosion
The TR6 chassis is particularly vulnerable around rear suspension mounting points, differential brackets, outriggers and boxed sections. Rust in these areas can compromise structural integrity and handling.
Because the frame is separate from the body, extensive restoration is possible, but removing the body can be labor intensive. Poorly executed chassis repairs may also distort suspension geometry.
A prospective buyer should inspect the underside carefully, ideally with the car on a lift. Fresh undercoating should not be accepted as evidence of sound metal, particularly around known corrosion areas.
Engine Reliability
The Triumph 2.5-liter straight-six is generally durable when properly maintained. Its cast-iron construction and relatively modest specific output contribute to long service life, particularly in the lower-powered carbureted versions.
However, the engine has known weaknesses involving thrust washers, crankshaft end float, oil pressure and cooling-system condition. These issues deserve careful attention because neglect can lead to expensive internal damage.
Regular oil changes, correct valve-clearance adjustment and proper cooling-system maintenance are important. A well-maintained TR6 engine should run smoothly, develop strong midrange torque and provide reliable service over long distances.
Crankshaft Thrust Washers
One of the most important TR6 engine concerns is crankshaft thrust-washer wear. The thrust washers control fore-and-aft movement of the crankshaft, and excessive wear can allow significant crankshaft end float.
The engine relies on two semi-circular washer halves fitted on either side of the center main bearing. Because they are held in place only by small tabs, excessive end-float can cause the lower washer to drop into the oil sump entirely. When this happens, depressing the clutch pedal forces the steel crankshaft webs directly into the cast-iron engine block, ruining the block beyond repair.
Checking crankshaft end float is therefore an important part of a pre-purchase inspection. Corrective repairs are generally manageable when wear is detected early, but severe damage can require extensive engine work.
Oil Pressure and Bottom-End Wear
The TR6 engine’s long-stroke design places substantial demands on the crankshaft and bearings. Oil pressure should be evaluated with the engine fully warmed, because cold readings can conceal worn bearings or oil-pump problems.
Low hot oil pressure may indicate bearing wear, excessive clearances or problems within the lubrication system. Some engines also develop oil leaks around seals and gaskets, particularly after long periods of storage.
A properly rebuilt engine should maintain appropriate oil pressure and operate without excessive bottom-end noise. Persistent knocking or significant pressure loss should not be dismissed as normal behavior for an older British engine.
Cooling-System Maintenance
The TR6 cooling system is relatively conventional but must be maintained carefully. Radiator condition, thermostat operation, water pump, hoses and fan performance all affect engine temperature.
Overheating can cause cylinder-head distortion or head-gasket failure, particularly on engines with accumulated corrosion or restricted coolant passages. Cars that have spent long periods in storage may require thorough flushing or radiator rebuilding.
Some owners fit upgraded radiators or electric fans to improve cooling in modern traffic. Such modifications can be useful, but they should not substitute for correcting underlying mechanical problems.
Ignition and Electrical System
The TR6 uses a relatively simple electrical system, but age can create problems involving wiring, grounds, switches and charging components. Original wiring insulation and connectors may deteriorate, particularly in engine compartments exposed to heat and oil.
Ignition problems can cause poor starting, hesitation and misfiring, sometimes leading owners to adjust carburetors unnecessarily. Distributor wear, incorrect timing and deteriorated ignition components should therefore be checked before making fuel-system changes.
Electronic ignition conversions are common and can improve reliability, although a properly maintained original points system works well. Reversible upgrades are generally preferable on collector-quality cars.
Fuel-System Maintenance
The carbureted North American TR6 has a relatively straightforward fuel system, but deteriorated hoses, leaking carburetors and contaminated fuel tanks can create problems. Ethanol-containing modern fuels can also affect older rubber components.
The fuel-injected TR6 PI requires greater specialist knowledge because of its high-pressure Lucas system. Fuel-pump condition, pressure regulation, metering-unit calibration and injector operation are all important.
A properly maintained fuel system should provide smooth starting, stable idle and clean acceleration. Fuel leaks should be corrected immediately, particularly because the engine compartment contains numerous hot components.
Modifications and Upgrades
The TR6 has one of the strongest aftermarket support networks among classic British sports cars. Common upgrades include electronic ignition, improved cooling systems, modern suspension bushings, upgraded dampers, five-speed transmissions and improved differential mounts.
Some owners convert North American carbureted cars to higher-compression or fuel-injected specifications, while others install larger carburetors or modified camshafts. These changes can increase performance but may also affect drivability and reliability.
For collectors, reversible modifications are generally preferable. A car retaining its original engine, gearbox, interior and body specification has greater historical integrity than one extensively modified without documentation.
Understanding the Major Triumph TR6 Variants
- TR6 PI, early specification (1969–72): European and other non-North American fuel-injected model with 2,498cc straight-six producing approximately 150 bhp. Generally the strongest factory-performance version.
- TR6 PI, later specification (1973–76): Revised fuel-injected engine producing approximately 125 bhp, with improved low-speed drivability and emissions-related changes.
- TR6 North American, early specification (1969–72): Twin Zenith-Stromberg carburetors, lower compression and approximately 104 bhp SAE net in early specification, with output and ratings varying by year.
- TR6 North American, intermediate specification (1973–74): Continued carbureted engine with evolving emissions equipment and revised bumper requirements.
- TR6 North American, late specification (1975–76): Final carbureted versions with additional emissions controls, substantial bumper overriders and lower factory-rated output.
- TR6 with factory overdrive (1969–76): Available across much of the production run, using an electrically operated Laycock overdrive to improve highway cruising.
- TR6 with factory hardtop (1969–76): Standard roadster fitted with Triumph’s removable steel hardtop, offering improved weather protection and distinctive coupe-like styling.
What Matters to Collectors
For any 1969–76 TR6, chassis condition should be the first consideration. The separate frame is vulnerable to corrosion and cracking, particularly around rear suspension and differential mounting points. Repairs can be extensive, making a structurally sound car more desirable than one with attractive paint but hidden frame damage.
Engine condition is also important, particularly regarding crankshaft thrust-washer wear and oil pressure. A pre-purchase inspection should include checking crankshaft end float, cooling-system condition and evidence of previous engine rebuilding.
The 1969–72 fuel-injected PI cars have particular appeal because of their higher factory output. However, the Lucas injection system requires knowledgeable maintenance, and a poorly sorted PI car can be considerably more troublesome than a properly maintained carbureted version.
For North American cars, originality, rust condition and overall restoration quality generally matter more than small differences in published horsepower. Early cars have cleaner bumper styling, while later examples may offer improved equipment and greater availability.
Factory overdrive is highly desirable for regular use, and original hardtops can add appeal when complete and in good condition. Correct wheels, interior trim and production-year details are also important when evaluating collector-quality examples.
Collector Hierarchy
The 1969–72 TR6 PI generally occupies the highest position among standard production versions because of its approximately 150-bhp fuel-injected engine and stronger performance. Well-preserved right-hand-drive British-market examples and original left-hand-drive export cars are both historically significant.
Among North American models, the 1969–72 cars are often preferred for their cleaner bumper styling and relatively early specification. However, condition and originality can easily outweigh production-year differences.
The 1973–76 PI cars offer a more refined fuel-injected driving experience, while the later carbureted North American versions remain attractive because of their simplicity and strong parts support.
A factory overdrive can significantly improve desirability across all years, particularly for owners who intend to drive regularly. An exceptionally original late-production TR6 may also be more historically interesting than an early car that has been heavily modified or poorly restored.
Important Sales Reviewed by SCM Experts
In each month’s issue for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Triumph TR6, you’ll likely find these profiles critical in helping you make the right decision. Each of the following is an article from our print magazine on a Triumph TR6 sold at auction.
1976 Triumph TR6The beautiful Java Green TR6 from 1976 presented here has led a particularly sheltered life, having been retained in a small collection of sports cars in Southern California from 2006 through 2021. This beautifully preserved TR6 showed just 12,150 miles at the time of cataloging, and has benefited from recent mechanical attention, which included rebuilding […]Read more
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Past Auction Sales – Triumph TR6
Average Triumph TR6 Sale Price by Year from SCM’s Platinum Auction Database:
Triumph TR6 Sales from SCM’s Platinum Auction Database:
Owls Head Transportation Museum
Condition: 3
Aug 21, 2026
$9,075
VanDerBrink Auctions
Condition: 3+
Jun 28, 2025
$13,000
Sullivan Auctioneers
Condition: 3
Mar 3, 2025
$11,825
Bring a Trailer
Condition: 2
Jan 10, 2025
$43,050
ACC Auctions
Condition: 3+
Sep 11, 2023
$10,247
GAA Classic Cars
Condition: 2-
Jul 20, 2023
$19,440
Barrett-Jackson
Condition: 2-
Apr 9, 2022
$22,000
Gooding & Co.
Condition: 2
Jan 28, 2022
$44,000
Mecum Auctions
Condition: 3+
Jan 16, 2022
$20,900
RM Auctions
Condition: 3+
Sep 2, 2021
$20,900
GAA Classic Cars
Condition: 2
Jul 22, 2021
$24,300
The Branson Auction
Condition: 3
Apr 16, 2021
$10,450
The Branson Auction
Condition: 3+
Apr 16, 2021
$17,325
Mecum Auctions
Condition: 3-
Mar 18, 2021
$15,950
Mecum Auctions
Condition: 2-
Jan 7, 2021
$30,800
GAA Classic Cars
Condition: 3+
Jul 23, 2020
$27,000
Worldwide Auctioneers
Condition: 3+
Oct 4, 2019
$14,500
Owls Head Transportation Museum
Condition: 2+
Aug 16, 2019
$11,000
Leake
Condition: 2-
Jun 6, 2019
$17,500
Mecum Auctions
Condition: 3
May 14, 2019
$16,500
The Branson Auction
Condition: 3
Apr 12, 2019
$12,500
The Branson Auction
Condition: 3+
Apr 12, 2019
$11,550
Mecum Auctions
Condition: 3-
Dec 6, 2018
$10,500
McCormick's
Condition: 1-
Nov 16, 2018
$24,150
Barrett-Jackson
Condition: 3-
Sep 27, 2018
$11,000
Lucky Collector Car Auctions
Condition: 3+
Aug 24, 2018
$15,510
Leake
Condition: 3
Nov 17, 2017
$11,330
Silverstone
Condition: 3+
Sep 2, 2017
$32,041
Barrett-Jackson
Condition: 2
Jan 17, 2017
$22,000
Leake
Condition: 3-
Jun 7, 2015
$16,500
Hollywood Wheels
Condition: 3+
Mar 15, 2015
$19,800
Bonhams
Condition: 2+
Jan 15, 2015
$28,050
Barrett-Jackson
Condition: 5-
Apr 12, 2014
$5,720
Gooding & Co.
Condition: 2-
Jan 17, 2014
$35,200
Leake
Condition: 4+
Nov 24, 2013
$9,900
Dan Kruse Classics
Condition: 3+
Sep 28, 2013
$7,975
Worldwide Auctioneers
Condition: 4-
Sep 21, 2013
$1,650
McCormick's
Condition: 3+
Feb 24, 2013
$7,613
Silver Auctions
Condition: 3
Jan 19, 2013
$10,800
Collector Car Productions
Condition: 3-
Oct 27, 2012
$7,726
H&H Auctioneers
Condition: 2
May 24, 2012
$19,754
Silver Auctions
Condition: 3+
Apr 30, 2012
$10,260
McCormick's
Condition: 3
Feb 24, 2012
$8,663
Barrett-Jackson
Condition: 1
Jan 15, 2012
$27,500
Collector Car Productions
Condition: 3+
Oct 21, 2011
$10,603
RM Auctions
Condition: 2
Jul 30, 2011
$17,600
Auctions America by RM
Condition: 2
Apr 30, 2011
$8,525
Auctions America by RM
Condition: 2
Apr 30, 2011
$8,525
Gooding & Co.
Condition: 2+
Jan 21, 2011
$22,000
Mecum Auctions
Condition: 4+
Dec 2, 2010
$8,800
See all 82 sales of Triumph TR6 cars from SCM’s Platinum auction database.
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