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Chuck:
Here is the proposed program article. The file is saved in 'WORD WPS for
Windows' format.
Bill Dentinger
TRIUMPH
If there is a sports car that was specifically developed, manufactured, an=
d
marketed for those of us who like me, are common and unwashed, then surely
that marque is TRIUMPH, and our marque is about to have another Day in the
Sun. TRIUMPH will be spotlighted at INDIANAPOLIS RACEWAY PARK on October 2=
nd,
3rd, and 4th, 1998, when the Vintage Sports Car Drivers Association=92s ho=
lds
its final vintage racing event of the year. The Third Annual Children=92s
Museum Vintage Grand Prix will spotlight the torquey, blue collared,
journeyman sports cars produced by the STANDARD TRIUMPH COMPANY. There wi=
ll
be a special competition paddock area for the TRs, the Spits, the GT6s, an=
d
any TRIUMPH specials, along with a special Feature Race HELD just for
TRIUMPHs.
TRIUMPH has long been known as the common man=92s sports car, or with tong=
ue in
cheek, the marque of the Great Unwashed. Surely early on this description=
was
meant to poke good natured fun at TRIUMPH=92s modest cost and shear number=
s. As
sports cars go, they were very economical. In the early 1950s their battl=
e
cry was, =93A million dollars worth of fun, for less than $2,500!=94 As s=
ports
cars go, they are common by comparison. Hundreds of thousands where
manufactured in England and shipped all over the world. The vast majority
came here to the United States. The common man could afford to buy one. =
He
could use it to go to work. He could take his wife shopping. And while t=
his
may be just a rumor some husbands told their wives that you could even get=
two
or three kids in the back to go on a picnic. But true or false, these wer=
e
TRIUMPH=92s short suits. Of critical importance were TRIUMPH=92s long sui=
ts, and
the fact that these cars were REAL sports cars. They were constructed and
built for motorsports. On the week this car would do hill climbs, rallies=
,
tours, time trials, and you could go racing. Not only that. YOU COULD WI=
N!
AND TRIUMPH DID WIN. Based strictly on its number of wins, TRIUMPH sports
cars hold a valid claim as the winningest marque in the history of
motorsports.
If you want to trace TRIUMPH=92s roots, you had better be willing to trave=
l down
more than one road. That is because TRIUMPH is more mongrel than
thoroughbred. TRIUMPH always tried to build their sports cars from existi=
ng
components, and therefore it had to maintain strong ties that run the gamu=
t
for various people and companies who manufactured automobiles, bicycles,
motorcycles, tractors, and all the many parts thereof. Truth be told, you
will even find a German accent if you look back far enough. TRIUMPH=92s o=
ldest
roots are said to go back to the late 1800s when one Siegfried Bettmann be=
gan
making bicycles in Coventry, England. As time went on, his company also b=
egan
a division to produce motorcycles, and later automobiles. These three
divisions were later sold individually to other companies, who expanded
operations, and in the case of the automobiles and motorcycles, actually w=
ent
on to greatness. The bicycle division was sold in the early 1930s, the
motorcycles in the mid-1930s, and finally the automobile division (to Stan=
dard
Motor Cars) in 1944. TRIUMPH=92s ties to the agricultural implement indus=
try
exist because it was a souped up Ferguson tractor engine that was selected=
to
power the early TR series sports cars. Hence, in the heyday of sports car
racing, TEAM TRIUMPH was affectionately referred to as TEAM TRACTOR.
Clearly the other personalities involved with TRIUMPH sports cars were
English. They included Donald Healey (of Austin/Healey fame), who was
critical to the development of the Gloria Southern Cross and Dolomite spor=
ts
cars in the 1930s. Of course Sir John Black held the purse strings, as Bo=
ss
of Bosses at Standard Motor Cars. No body at Standard Motor Cars knew muc=
h
about sports cars, and their first attempts in the 1940s (the 1800 and 200=
0
Roadsters) and early 1950s (the 20TS, later known as the TR1) were limp-
wristed efforts at
best. It as Ken Richardson and Harry Webster, who in five months converte=
d
the 20TS into the TR2 prototype, and took it to Jabbeke and set incredible
speed records (for a production based car). Richardson went on to run
TRIUMPH=92s Works Competition Department, including that period when they
finished First, Second, and Third in Class at LeMans. And there was even =
a
high level Clerk of the Works Bean Counter by the name of Alick Dick (real=
ly),
who was competition friendly, and managed to help keep TRIUMPH involved in
motorsports, when many of the others in TRIUMPH=92s Top Management were fa=
st
losing interest. Allotted space does not permit a list of the many famous
racers, who cut their teeth in TRIUMPHs, but there were many, and it is we=
ll
to note that here in the United States, it was Kas Kastner and Bob Tullius=
,
who ensured the marque=92s place in U.S. motorsports history. TRIUMPH=92s=
glory
spans more than fifty years. Back in the 1930s, it was the durable Gloria
Southern Cross (especially the long bonnet version), who battled successfu=
lly
against HRGs, MGs, MORGANs and other famous British vertical rads, but it =
was
the TR series (1952-1981), and then the Spitfire, GT6, and Vittesse cars w=
hich
followed, that put TRIUMPH on the Motorsports Map for good.
A sports car for the common man. What a concept! In the mid-1950s, when a
respectable sports car sold for anywhere from five to fifteen thousand dol=
lars
(or a whole lot more), a Road Racer Wannabee, with a far more modest budge=
t,
could purchase a TRIUMPH for around twenty-five hundred bucks. And it wou=
ld
beat any standard American car away from a stop sign, and if you had to, i=
t
would go over one hundred miles per hour right off the dealer=92s showroom
floor. It came with dual carbs, bucket seats, side-curtains, disc brakes,=
and
a wave in its belt line that allowed you to reach out and pat Mother Earth=
.
Now that=92s a sports car! Then there was a whole list of dealer stocked,
reasonably priced, factory developed, and
factory tested go-faster racing goodies. There was a God, and Life was Go=
od!
But in the end, TRIUMPH=92s basic mission probably contributed to its own
downfall. At the end, TRIUMPH probably was trying to do too much, too soo=
n,
and for too little. Clearly England=92s labor problems in the 1970s contr=
ibuted
to some shoddy workmanship. Models, particularly the radical TR7, was bro=
ught
out too soon, and well before all of the bugs could be fixed. It was sad.=
In
the late 1970s, TRIUMPH was setting the pace, but its own ill-health would=
not
allow it to maintain the pace, or even keep up. There are those that beli=
eve
the TR8, with its aluminum V8 engine, was the last real sports car. True =
or
not, it was the basis for a GREAT sports car. It also came too late to ke=
ep
STANDARD TRIUMPH in the sports cars business.
Not to worry! THE GLORY STILL EXISTS! Years and years after TRIUMPH stopp=
ed
producing sports cars, competitors continue to do battle in all aspects of
modern amateur racing. In venues like SCCA, Midwestern Council, and especi=
ally
in our own vintage racing TRIUMPH is a major player. Why in the late 1980=
s,
Hardy Prentice in a TR3, and in the early 1990s Jack Wheeler in a TR4 each=
won
E Production National Championships at the SCCA Run Offs, and always again=
st
far more modern machinery.
And thousands and thousands of TRIUMPH sports car aficionados still abound=
.
There must be more TRIUMPH SPORTS CAR CLUBS in this world than any other
marque. These people are fiercely loyal, and where others suggest TRIUMPH=
has
short comings, they find true character and style. TRIUMPH GLORY STILL EX=
ISTS
and it will be on display when the VSCDA visits INDIANAPOLIS RACEWAY PARK =
on
October 2nd, 3rd, and 4th, 1998.
=09=09=09=09=09=09=09=09=09=09=09=09=09=09=09=09...Bill Dentinger
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