1975 Triumph TR6

Finished in British Racing Green with tan leather seats, ‘KVW 221N’ is a freshly restored Triumph TR6 that’s fitted with all the good stuff including the engine and gearbox from a 2500S, plus a High Velocity starter motor, a Fosseway Performance alternator, 123 electronic ignition, a lightened flywheel, a stainless-steel manifold and exhaust system, and an electric cooling fan – all on top of a bare-metal respray carried out by a time-served body man with decades of experience under his belt.

The seller hasn’t calculated his total outlay but says it runs to several tens of thousands of pounds for the parts even before he starts to estimate what his time is worth – and it is worth something because he and his dad own a highly regarded car restoration business.

This TR6 was intended to be his dad’s personal toy, so no expense was spared. He laughed when he explained his financial reasoning: “It started to cost so much that we had to make sure that everything was absolutely right to justify what we’d already put into it!”

Sadly, nine year after they started working on it, his father is now too ill to be able to drive it. It has been carefully shaken-down over 280-odd miles, and his son now feels it would be a waste of all their hard work to leave it sitting as a static tribute to his father’s craft, hence this reluctant sale.

This TR6’s iconic lines are reinforced by very good panel alignment; look at the door shutlines, for example, and the symmetrical gaps between the bonnet and the front wings. Admire too the way the upper swageline runs in a line along the length of the TR6’s flanks, flanks that are free of ripples and other problems.

We meant it when we said it is a tribute to his father’s skills. You see, his dad is a time-served panel beater who learned his business the old-fashioned way, turning sheet metal into whole panels rather than fitting cheap, Chinese-made pattern parts to keep accident repair costs as low as possible.

And he poured all his skill into this, the car that as going to be his retirement present to himself – and the finishing touch is the beautifully applied British Racing Green paint that works in conjunction with the excellent re-chromed bumpers to reflect its environment in an undistorted manner.

The rest of the chromework is generally very good being largely free of tarnishing, rust, and pitting – and the smaller details pan out too like the excellent lamp lenses that include a pair of very attractive P700 headlamps and are retained by rust-free screws.

Even the utilitarian stuff like the wheels is impressive: 15-inches in diameter and made of steel for the win, they’re finished in silver paint with chrome trims and are free of rust, scuffs, and other unsightly distractions.

And all four wear matching 196/65R15 Pirelli Cinturato P6 tyres too, albeit from 2010 and therefore in need of replacement.

Nonetheless, we will never get tired of telling you that experience shows that matching high-quality tyres are an infallible sign of a caring and mechanically sympathetic owner who is prepared to spend the appropriate amount in maintaining their car properly.

The black fabric roof is in good order with no rips, tears, and other damage to spoil the fun. It also rises and falls easily, and seals tightly when it is up. A matching cover keeps it out of sight when it is lowered, and a useful tonneau cover is included should you want to use the car in its most visceral format, with your lower body shrouded and warm but your upper body open to the elements.

As for the roof’s cosmetic condition, the three plastic screens are bright and free of cracks and yellowing.

Faults, therefore, are few.

The front numberplate isn’t level, the front ‘TR6’ badge has some marks to it, the headlamp bezels aren’t to the same high standard as the rest of the chrome, the offside door mirror glass is starting to desilver, the offside wing repeater has a small crack in it, the driver’s door is a bit stiff, and there are a few minor marks along some of the panel edges, the bonnet, and around both door locks.

The part-leather interior is finished in tan and burr walnut trim, giving you an iconic cabin that reeks of Old World charm – but without the Old World problems of damp carpets, cracked leather, and peeling veneer.

Because it all looks to be either new or nicely rejuvenated, and everything we pressed, prodded, or flipped worked as it should.

So, if you’re tight for time you can skip straight to the next section.

If not, you’ll be pleased to read that the seats, which match the rest of the trim, are piped in green to match the coachwork. Plump and comfortable, the new leather seat covers were fitted by the seller’s father, apparently a man whose talents aren’t just limited to coachwork.

The brown carpets have been finished with tan edges, an inspired flourish that ties them into the TR6’s colour scheme without having to resorting to the cliché of green carpets. They too are still like new, even down to the heel protectors that are fitted to either side.

Speaking of which, the carpet in the driver’s footwell also features two rubber protectors, one on either side, that will prevent the carpet from being rubbed through by the driver’s feet.

The footwells also contain a Pioneer speaker apiece, which channel the (untested) push-button radio that sits above the transmission tunnel.

The burr walnut dashboard shines wonderfully, and even its edges are free of peeling lacquer, chips, and cracks.

The instruments that are set within, which monitor road speed, engine revs, distance, fuel level, coolant temperature, oil pressure, and battery charge, are in fine fettle with shiny chrome bezels.

Oh, and the speedometer was zeroed when it was recalibrated to suit the new engine-and-gearbox combo.

The instruments’ lettering, like that of most of the switches, is still white and legible, with only those on the steering column having worn away to any significant degree.

The three-spoke, leather-trimmed steering wheel feels meaty in the hand and is free of apparent wear ‘n’ tear. However, the gear knob is starting to show its age but then it also contains the switch for the overdrive gearbox, so #swingsandroundabouts, eh?

The boot is a very good size for such a small car. It’s neatly trimmed too, and the luggage light works. Lifting the (very good) full-size spare steel wheel and (old and in need of replacing) 195/65R15 Pirelli tyre out reveals only a solid BRG metal floor with no apparent issues.

As for issues, there is an unused hole beneath the radio, the seat adjustment levers are a little tarnished, and the nearside seat has some light marks to its face material.

The engine and gearbox came from a 1977 Triumph 2500S. We understand the powerplant was stripped down and rebuilt using a 150 camshaft and a lightened flywheel. Of course, the carburettors were also stripped, cleaned and rebuilt, and consumables and/or safety-related stuff like the brake pipes and linings were replaced as a matter of course.

As was the exhaust manifold: The duo initially refitted the restored O/E item, but decided it looked grubby against the freshly painted panels and the newly refurbished engine and components, so they bit the bullet and bought a stainless-steel exhaust manifold to match the rest of the exhaust system, which added another £1,000 to the rapidly increasing bill they were trying to ignore.

The ignition system is an electronic unit from 123, High Velocity supplied the starter motor, Fosseway Performance sent an alternator, and cooling is now taken care of via an electronic fan.

We are told the gearbox, which has overdrive on the gearstick itself rather than a remote switch elsewhere, is also from the 2500S, so it a touch lighter than the unit it left the factory with.

The changes make a noticeable difference to the way the TR6 drives – and they should also do wonders for its reliability.

As the video demonstrates, it starts well, even from cold, and shows good oil pressure and a healthy charge to the battery. It also idles with the smoothness that only comes from an inline-six, and revs with a lovely induction rasp.

It also has an appealing exhaust note from the twin stainless-steel exhaust pipes that, as a bonus, look like they’re flipping a double-bird.

Our man also reports that it “drives great!” which would be solid praise from him at any time but is especially noteworthy given it was issued before 9am on a Monday morning.

Even so, the seller, who’s clearly a fastidious man, thinks it’s probably running a bit rich and says it would benefit from a session on a rolling road to get everything dialled in.

As for the underneath, he tells us it was finished with a stonechip-resistant finish and epoxy primer before being sprayed the same colour as the coachwork.

The seller informs us that a new wiring loom was fitted but unfortunately can't find the receipt for it. 

The TR6 doesn’t have a current MoT certificate, and the recent Vehicle History Check is clear bar a marker for being an import.

As for the latter, we understand it left the factory in left-hand-drive destined for Canada. It also left Bristol Docks finished in French Blue (paint code 126) with black trim (trim code 11), something the chassis plate, V5 Registration Certificate, and the HPI check show as still being the case.

(You’ll need to update the engine number too; the seller meant to do it himself, but it kept slipping to the bottom of His To Do list until he forgot all about it.)

As for paperwork, because they were building it for his dad they didn’t bother keeping it neatly collated because they didn’t think they’d ever need it. So, you’ll have to bid based on its condition alone, but he’s very happy to answer any questions you might have.

If you’re looking for a hairy-chested British sportscar, the TR6 will be right up your street.

And this is an especially good example of the breed: Professionally restored to a standard he estimates would have cost a paying customer more than £50,000, our estimate of between £30,000 and £40,000 means he’s probably only going to recoup his costs, even at the upper end.

But it’s been a genuine labour of love, and he’ll be a happy man if it goes to someone who can enjoy it in the way his father hasn’t had been able to.

Because he’s a nice bloke and, as we all know, the best cars come from the nicest people, so be sure to factor this into your calculations.

Viewing is strongly encouraged, and this lot is located at THE MARKET HQ in South Oxfordshire. Viewings are STRICTLY BY APPOINTMENT and we are open weekdays (apart from Bank Holidays) between 10am - 12pm or 2pm - 4pm. To make a booking, please use the ‘Enquire About This Vehicle’ button on the listing. Feel free to ask any questions, or try our ‘Frequently Asked Questions’.