Roger Ferris of the TR Register

Even with International Sales, the TR Sports car was only ever going to enjoy relatively small sales volumes. As such, there was no big budget for annual sheet metal changes. Besides, if it was right why keep changing it? Instead, Standard Triumph employed a policy of evolution, whilst also trying to lead the field. With the introduction of the TR2, the idea was born. The TR3 was the first British production sports car with disc brakes, then came the face-lifted TR3A and 3B, as they continued to develop the concept. A major body change came with Michelotti’s superbly penned TR4, but still using largely the under-pinning’s of the TR3A. Next in the evolutionary process was the new ‘IRS’ chassis for the TR4A, bringing Independent Rear Suspension to models right across the Standard Triumph Line Up. 

But the big four-cylinder engine had not really kept pace as the car had gained sophistication and weight. Experiments at enlarging that engine brought only limited results, and attention turned to the six-cylinder engine employed in the 2000 Saloon and Estate. While that brought smoothness it brought no real power gain, and so the decision was taken to increase the stroke, to take it to 2.5 liters. Standard Triumph were getting there, but still needed that technical edge, and the power boost that might bring. 

Standard Triumph had a close relationship with Lucas, who had taken their Grand Prix winning fuel injection system and adapted it for mass production. This, at a time when every motor manufacture was exploring every option to meet the forthcoming US Federal Emission laws. Standard Triumph earnestly hoped that the Lucas PI system would bring both the power increase needed along with cleaner emissions, while Lucas hoped that adoption by a major motor manufacture would bring about the mass sales needed to bring costs in line with any multiple-carburetor alternative. 

US laws were also bringing additional Safety Requirements and so the TR4A chassis and body tub were extensively overhauled to satisfy these needs, whist also incorporating lessons learned with the TR4A design.

With TR4A sales flagging, during the US ‘credit crunch’ of 1966, and the Federal requirements looming it was important to bring the new model to market. There was insufficient time and resources to introduce the revised body style as well, and so the TR6 would wait for one more year.

But what a result that proved to be, with the TR5 and TR250 perhaps merging the ‘best of both’ for their one short year of production, with the classic Michelotti body style coupled to the enlarged engine.

Ultimately, availability, cost, and the ability too readily and sustainably meet the US Emissions Regulations dictated that the car for the US Market would be fed by highly regulated carburetors, in a model identified as the TR250. Meanwhile the whole of the rest of the world, even the most rarefied and obscure markets, would revel in the TR5PI.

At the time, a few well-informed and connected American Nationals were fortunate to buy a TR5, and so a few entered North America quite early on. Only over the years has the number of examples in the US gradually increased. And this site celebrates those cars and their owners.

With only 2948 TR5s produced, and spread over most of the globe, they were never common. But the rarity and desirability as recognized by many owners, resulted in a surprisingly high survival rate with, I believe, some seven hundred cars still in existence.

Now highly sought-after, a genuine TR5 is one of the rarest and most desirable TR’s.

In Britain The TR Register has been the foremost Owners club for the past fifty years, catering for every model of TR and the numerous derivatives. TR Owners clubs, often affiliated to the TR Register, have developed around the world. 

I have owned TR’s for almost fifty years, and for almost forty I have served as a TR Registrar for the TR Register. During that time, I have witnessed these cars traverse from everyday working cars, to highly prized and (admired) examples of 1960’s sports car motoring. I welcome anything that encourages their appreciation, preservation, and most importantly their use.

In such a large land-mass as the USA and Canada, with still relatively so few TR5’s, one ‘physical’, ‘old school’ club is clearly not viable. So, what better way for his small, but growing, band of owners and enthusiasts to share stories, discoveries, highs, lows(!), ideas and projects, than through this site.

Roger Ferris