1982 Triumph TR7 Convertible

This splendid TR7 V8 is not like other conversions.

Where mere mortals in the TR7 V8 firmament come equipped with Rover’s trusty 3.5-litre V8, this roaring, snorting beast is packing a full 4.6 litres of V8 under the bonnet.

We have driven it and can report that it picks up speed and keeps accelerating in a way that would be wholly unfamiliar to any owner of a ‘standard’ TR7 or TR8.

And it does all of that while making delightfully throaty and guttural barks, snorts and bellows that sound for all the world like Tom Waits and Iggy Pop shouting at each other across a canyon.

A previous owner took the car to V8 builders ‘Real Steel’ in the late 1990s and they really went to town on it.

The result of their expert endeavours was a fast-road car prepped for track days and events. 

Real Steel bench tested the hand-built, blueprinted 4.6-litre V8 engine and found that it was good for 245bhp. Which is plenty in a car that only weighs 1.2 tonnes.

The car went off to marque and model specialists S&S preparations a few years later and had everything refurbished, restored or replaced as necessary - and all in pursuit of enhancing the car’s faithful transformation from TR7 to fast-road TR8 specification.

Among countless other jobs carried out (which are documented), their work included replacing the bonnet, front panel, apron, wings and inner wings, door skins, rear wings and boot lid, plus a bare metal respray in Ferrari Rosso Corsa 300/900. The car’s original hue, as evidenced by a BMIHT certificate, was ‘Carnelian Red’.

Since being rebuilt, reimagined and reinvented, the car has covered just 4,101 miles.

The casual observer will see a soft-top TR7 that presents very well from every angle.

The more forensic observer will notice the TR8 decals and the 4.6-litre badging and, if he or she has working ears, they’ll be left in no doubt that this car is really rather special as soon as the big V8 fires up. 

The bodywork is very good and there are no dinks, dents, creases or other aberrations of consequence anywhere that we can see.

The double-lined black mohair hood is following the same script in terms of quality and condition, fits snugly, and goes and down with a minimum of fuss.

The red paintwork has retained plenty of pop, shine and vibrancy, and is set off to good effect by the black rear panel and black rear light cluster lenses.

The wheels are in very decent order and are shod in matching Continental Conti Premium Contact 2 tyres with plenty of life left in them.

The panel gaps and shut-lines are probably rather better than they would have been when the car left the production line at Canley in August 1980. 

We noticed a few blisters under the paint on the bonnet and the n/s/f wing.

There is a little paint run and some signs of a previous touch-up at the top rear corner of the driver’s door, and we spotted a few blisters and the odd small bubble on the ‘A’ pillars.

The surround to the black plastic fuel filler cap is showing some wear and tear.

Overall, it’s all really rather impressive and the car’s exterior has survived the passage of time with commendable stoicism and fortitude. 

The good news continues pretty much unabated on the inside, where the blue leather seats are matched by blue door cards and dashboard trim, red Wilton carpets and black TR8-branded mats.

The Connolly leather upholstery is fine, save for a few scuffs and some signs of light wear here and there, and the seats are comfortable and supportive.

There are a few scuffs on the driver’s door card, and the lid is loose and becoming detached on the centre armrest storage box.

The hood lining is good, as is the quilted, padded cover on the roll-bar.

The blue plastic dashboard is free of any faults that we can see and the wood-effect inserts appear to have resisted any temptation to crack or fade.

The steering wheel, gear lever and handbrake are in good order. 

The sun visors have not fared so well, and are now thinner and crispier than an artisan sourdough pizza.

As far as we and the vendor are aware, all dials, knobs, buttons, switches and instruments do as they’re instructed without delay or deviation, 

The boot is also in very solid, sound condition and contains some spare mats. 

There is no spare wheel.

The engine and engine bay are impressively clean, dry and orderly.

Everything looks to be in its right and proper place.

It also looks notably purposeful and performance-oriented. It has evidently been ‘built to the hilt’ as our America cousins would say, and there are heavy-duty braided hoses and other clues to track-day capability wherever you look.

A typed description of the car’s mechanical and other upgrades has the following to say.

“Blueprinted hand-built V8 engine with balanced and ported flowed cylinder heads and hardened exhaust valve seats made by Real Steel of Cowley incorporating Viper Hurricane camshaft, special springs to valves, adjustable push rods, new cam followers, forged pistons and rings (c/r 9.75:1), McLeod head gaskets (Felpro), Holley 390 carb (rebuilt with heat proof carb gasket kit), Edelbrock Performance manifold, K&N 14"x3" 'pancake' chrome air filter. Ethanol compatible fuel lines fitted.

Full-flow large bore s/steel twin pipe exhaust system. New clutch master cylinder. Hand-built aluminium double core TR8 radiator and hi-flow water pump, adjustable 16" electric fan. Complete external oil cooling system with braided pipe work, separate oil radiator/remote filter/high-capacity oil pump. High torque starter motor, new fuel pump, fuel tank and fuel pipes. Twin air horns. New HT lead set, distributor cap, rotor arm, ignition coil and spark plugs. TR8 battery box in boot. Uprated alternator. Momentum cut-out. Luminition ignition. Battery isolating switch in boot.

Hi-Spec Motorsport 4-wheel disc brakes with 4-pot callipers (red at front) upgrade fitted. Lowered progressive springs and new Konis. Front polybush suspension and bushes renewed/replaced. High ratio electro hydraulic power steering.

5-speed Rover LT77 (SD1) transmission with 3.08:1 rear axle upgrade (new rear axle with 4 wheel disc brakes set up). Shortened and balanced prop shaft, heavy-duty TR8 clutch.”

The car’s undersides appear to be possessed of plenty of structural integrity and we’ve seen nothing to make us question the car’s honesty or character.

The car comes with a big fat file containing numerous bills, invoices and receipts for the car’s conversion to V8 power and TR8 status, and for its ongoing maintenance, repair, servicing and fettling. 

It also comes with a V5C, full sets of keys and a BMIHT certificate.

Most people who set off on a journey to transform a TR7 to TR8 status limit their ambitions to Rover’s doughty old 3.5-litre unit.

That’s usually more than enough to give the car the performance its manufacturer always intended for it – unless, of course, you want to build a vehicle that can hold its own on the track and make the hairs on the back of your neck stand up.

As any true petrolhead knows, there’s really no replacement for displacement and this splendidly (and properly) engineered 4.6-litre example is all the proof you need.

We are happy to offer this vehicle for auction with an estimate in the range of £10,000 - £13,000.

Viewing is strongly encouraged, and this lot is located at Bonhams|Cars Online HQ. Viewings are STRICTLY BY APPOINTMENT and we are open weekdays 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’.