Owners & Cars

Welcome Kevin O'Hara with CP 2 O , Below is from Roger Ferris, the TR5 Registrar

Back in the early 90’s the car emerged from long term storage in a private garage about

one and a half miles from the Canley Factory.

I considered it, but rejected it on the basis of its condition, and ‘the vendors expectations’

It was purchased by John Sykes (TRBITZ), his guys had the time and ability to sort it out.

By number, it’s the second Production car, but in fact it is the first built on the Canley Assembly Line.

CP1 was built in Project Development (5 July 1967)

Kevin O'Hara with CP 2 O

A long Time Coming...

My appreciation for TR started early with my dad's TR4. Even today I can remember many a fun

time with dad in that little car. From there I was able to get my first Triumph, a TR250 at age 17. It was wedge wood blue with the most horrible homemade upholstery of furniture grade black and white houndstooth you ever saw. There was no TRF or for that matter any TR parts suppliers in those days. I figure I must have been one of TRFs first customers later. In those days it was called Triumph parts center limited. Anyway, I was a poor college student so my 250 was kept going with an array of junkyard TR6 parts. It was during those years that I first read about the TR5.

At the University of Florida, I met a fella who was a mechanic with the Rick Cline Triumph racing team. He had a Royal Blue HD TR5. First time I saw that engine bay I started wanting one. For years after that, the only one I ever saw for sale was a red one in nearby Seffner, Florida. I don't recall the asking price, but it was exactly how much I did not have. I presume both of those cars are owned by members of this group now.

As many will understand, after that, graduation, marriage, a son and a sidetrack interest in Fords carried away from the TR. About 15 years ago, I did track down and restore a TR4 and gave it to my dad for Father's Day. He had sacrificed his for a growing family years before, so it was a great thing to be able to do. I did not expect to get back into TRs, but I did. I found another TR250, nicely restored. That then rekindled my thoughts about the TR5. By now they were legal to import into the US however there seemed to be very few that came up for sale. I started seriously looking about two years ago. Over the last year I corresponded with the owner of the car I ultimately bought. Once the exchange rate leveled out it made the deal workable.

I have only recently gotten the car so plenty still to learn. It does not need restoration unless |

wanted it to be a trailer queen car, which I don't. Since it is the first production TR5. I have resolved to slowly improve it while keeping it almost entirely stock. Any changes I do make will be reversible. The first order of business is to refit the front mounted fuel pump since that was the way this car would have been fitted originally. (There is a cool Movietone newsreel of the 1967 earls court show that shows this car pulling away and driving at speed. With a brief hood open shot, you can see the front mounted pump. I am in the process of figuring the best way to do that given the inherent heatsink problems with the pump and filter, Interesting challenge.

I look forward to communicating with everyone in this group. I thank those who have already reached out to welcome me.

KO

Kevin's TR5 Featured at Earls Court Auto Show

Kevin's Photo Gallery

While living in New Jersey in the 1990’s I owned a couple of TR3A’s and had work done by Nick Hanges who was thought of as “Mr. Triumph” of the NY city area. Nick had a customer from London who was working in Manhattan for a couple of years and he brought his TR5 to the USA with him. I would see the car at Nick’s shop and was intrigued by it enough to start a quest to acquire one. That quest lasted about 10 years and resulted in the purchase of CP/324-LO. According to the British Motor Industry Heritage Trust Certified Copy of a Factory Record CP/324-LO date of build was December 15,1967 with a date of dispatch of December 20, 1967. The destination dealer was “Blanc and Parche S.A.” Switzerland. The car was then registered in various cities within Germany. It was imported into the USA by Bruce Weiner of Madison, GA. (Mr. Weiner is well- known by the collector car world as an executive of “Double Bubble” who once had the world’s largest micro-car museum.)

January 22, Eric Hoover out for a winter drive near Santa Fe.

Mr. Weiner consigned the car to “Lamborghini of Atlanta” to sell it for him as he owns Lamborghinis within his car collection and I found the car online. I flew to Atlanta to inspect the car and purchased it in January 2008. The car had been subjected to a poor “frame off” restoration with a color change to BRG in Germany prior to importation to the USA. With the help of a British car mechanic I knew in Brevard, North Carolina I had the P.I. system sent to "Prestige Injections" in the UK to be re-built and he did some other mechanical work.

The car that created my interest in TR5’s at my friend's shop in Saddle Brook, NJ

Upon the car’s arrival in New Mexico, it was determined the engine should be overhauled due to low oil pressure. After doing that and some other mechanical refurbishing I determined that I was so “upside down” in the car that I would never sell it and I may as well go “all in “and have it cosmetically restored as well. A frame-off restoration with a change back to its correct color of Royal Blue was done by Vintage Autocraft owner Tim Marinos, a master craftsman who had been the head of the body and paint division of Paul Russell & Company in Mass. and who has done body/paint work for several cars in the Ralph Lauren collection. Tim also retrofitted a “surrey top” that I located online shortly after buying the car.

What the car looked like when it arrived in New Mexico

A driving tour in Arizona with the “Wild West Racers” a group of (real) Cobras, English cars and a few other types of Sports cars

CP/324-LO has been shown at numerous events to include the La Jolla (CA) Concours, the Concours of Texas, The Colorado English Motoring Conclave, two national VTR conventions and “Triumphest”. The car is not a “trailer queen”. It has been driven regularly in New Mexico for pleasure and in quite a few long-distance tours such as “The Copperstate 1000” , the “Governor’s Cup Rally” in Arizona and the “Going to the Sun Rally” in Montana.

CP/324-LO will be featured in a spring 2021 release of “Bad Ass”, a new book by the automotive historian John Nikas and the automotive photographer Michael Furman.

My grandfather moved from Repton in Derbyshire to central Pennsylvania when he was sixteen years old. He was my role model as a youth and my appreciation for all things British was due to his influence. Subsequently, I have been told I have “British Car Disease.” Our garage in Santa Fe, NM currently houses a 1962 Austin-Healey 3000 MKII BN7 (Triple carb Roadster), a right-hand drive 1973 Lotus Elan Plus 2 S130, the TR5 and a 2017 Jaguar F-Type Convertible. A very pleasant malady indeed!

At Mesa Verde National park in Colorado touring with a friend in his Triumph Italia

Craig writes about his travels in the car, with two of his pieces — “You Can’t Tuna Fish, but…” and “The Tale of Two Doctors” — published on his own site.

You Can’t Tuna Fish, but…

by Craig Simon

Open the full article (PDF, 2 pages)

The Tale of Two Doctors

by Craig Simon

Open the full article (PDF, 4 pages)

Background on this car. It was originally imported to Panama City Panama in 1968 and was specifically designated to have US type headlamps, white front and red rear flashers. My father purchased it in Canada in 1995, brought it to Portland, Oregon and promptly disassembled it. It had been painted red and had triple webers in place of the throttle bodies and kind of ran. The PI metering unit was still in place but disconnected. The car was restored from 2016 to 2018 to its original int and ext colors. Non original items include surrey top, overdrive, bosch (clone) fuel pump with cutoff, 185 tires (165 were original for mine), AFR meter, and retractable seat belts.

I have a complete goodparts rear end in my TR4A with a Nissan limited slip diff, CV half shafts, upgraded hubs and adjustable trailing arm brackets. Not really much of a ride/handling difference in normal driving but the noise level from the diff is down and the alignment (camber) was able to be done perfectly without having to source different brackets. My 5 has lowered springs all around and goodparts upgraded rear hubs in addition to the new brackets. I kept the original diff and half shafts in it to keep it looking stock.

R. Cameron

VIDEO OF MY RESTORATION

1968 Triumph TR5 PI CP865LO

TR5PI CP865LO was built on 10 January 1968 and dispatched to Switzerland on 14 February 1968, according to her British Motor Industry Heritage Trust Certificate. The history of the car until I acquired it on 17 August 1974 is unclear. Repair records dating from December 1971 were with the car when it was purchased from Import Auto in Clarkson, Ontario; however, there was no record of when the car was imported into Canada. At the time of purchase, the car had an odometer reading of 66,723 km. It had been repainted Burgundy at some point in the past and had undergone considerable body work (unknown to me at the time). In 1978 when the body began to show considerable rust, it was taken off the road to await repair. Due to financial and other constraints, repairs were not initiated until 1989 at which time it had been moved in boxes twice – something most classic British car owners can identify with, I am sure. The car was ultimately repaired, repainted in British Racing Green, and put back on the road in September 1991. It now has 96,150 km on the odometer.

The Lucas petrol injection system does have a few unique characteristics. The fuel is delivered to the fuel metering unit and the injectors by a trunk (boot) mounted high-pressure Lucas electric fuel pump. At temperatures above about 30oC, the fuel pump vapour-locked, resulting in complete loss of power. With experience, cold wet towels or ice packs were always carried in the car on hot days to overcome the problem. In addition, the Lucas fuel pump was lubricated by lead in the gasoline, which resulted in wear problems and loss of pressure when lead was removed from gasoline. Ultimately, the Lucas fuel pump in this car was replaced with a Bosch unit which eliminated these problems. In addition, power can be lost due to aeration of the fuel and air lock in the fuel pump due to the return of excess fuel from the metering unit to the tank near the fuel pump intake. Apparently, this was solved in later fuel injected TR6’s by adding baffling to the fuel tank.

Since being returned to the road, she has provided us with relatively dependable service (considering its age and heritage), attending many British Car Days at Bronte Creek Park in Oakville, Ontario, one of the largest gatherings of British cars in North America. CP865LO was one of the anniversary cars (50th anniversary of the first TR5/TR250 builds) at the 2017 British |Car Day gathering on 17 September 2017. She was the subject of a featured model article in the 2017 Souvenir Program published by the Toronto Triumph Club (www.TorontoTriumph.com), sponsors of British Car Day.

Above is a photo of CP865LO at the 2017 Bronte Creek car show.

Richard's TR5 Story

I found my Tr5 posted on facebook, the guy thought he had a TR250. So the conversations began identifying the car and getting history from the 2nd original owner, William Deakin Jr sold to him by Buzz Marcus Motors on April 29 1969 for $3100, with an apparent overdrive added. So with this information I started putting a possible story together of how my car got to the US. After researching it my possible story is, Buzz Marcus being a dealer took delivery of the car according to my Heritage Certificate as a Destination Dealer, (Personal Export Delivery) So I wonder if the overdrive was added at the factory then or if it was done later at his dealership. (everything including wiring was factory perfect). Now if many aren't aware Buzz Marcus raced Tr4s at the time.

After flying back to New Jersey finalizing the sale and arranging transportation back to Utah, the challenge of my rebuild has begun. To date I have disassembled the car, sand blasted the donor frame because the original was so far gone I felt there was no saving it. We have cleaned most all the front and rear suspension parts and painted them. They awaiting assembly now. I will keep adding to my story as I go

And Yes that's my story and I'm sticking to it!

The Work Begins

Current progress on Richard's Project - March 22, 2022

The Story of My TR5

My work transferred me to southeastern Pennsylvania in the spring of 2004. A prerequisite for my new PA home was a 3 car garage for a sports car but I didn’t own one. Researching on the internet, I found the Delaware Valley Triumphs club to be very active with 2 to 3 monthly club events. So it looked to me like the Triumph was the way to go for a new guy in town. I’ve always liked the looks of the TR4 and performance of the TR6, so I began looking for a TR250. My work frequently takes me to Europe & I found a TR5, ‘1299’, in Brussels & I purchased it.

Now, I did not know anything about Triumphs; the TR5’s rarity or Lucas electrics or its mechanical fuel injection!! My learning curve has been steep, but I’ve had lots of help. The car is a Belgian CKD & Dutch registered in August 1968, sold by Kroymans in Amsterdam. I took delivery of a sound, condition 3- car; it ran relatively well with rough paint & interior.

Over the years, the car has been completely restored and upgraded, referencing the “How to improve your TR5/250” book by Roger Williams.

Neil Revington of RevingtonTR and his team were a great help. Over several phone conversations, Neil provided his ’fast road’ suspension, upgraded front disc brakes, steering rack, half shafts & alfin drum brakes.

While restoring the car, I had the opportunity to visit Triumph shops in the UK, meeting our Andrew Uprichard’s cousin, Darryl Uprichard of Racetorations in Gainsborough, England. I purchased alloy radiator, water pump & valve cover from Darryl. Not knowing who to help with the PI; I found & visited Malcolm of Prestige Injection in Wales. The seats are from Bob Ridgard near Cambridge. Locally, Triumph Rescue and Ragtops & Roadsters have rebuilt the car. A special shout out to our Kevin Kelly. Kevin is a master mechanic & lives near by. He’s got my car in the best tune I’ve experienced & I still use his tune ’sheet’!

The car has been a blast to drive & the Triumph club experiences have been a great way to meet people and make new friends. My car has taken me to 2 VTR Nationals, 2 TRA National meets & a 6-Pack Trial. I driven the car everywhere, never trailered with over 20,000 miles driven in 16 years and hopefully many more.

The story of my TR5

My Triumph TR5 was built in Malines, Belgium and shipped to Marseille, France in July 1968 . It’s first owner kept it for a few years before selling it to Mr Jean-Pierre Charazac at the end of 1973.

For work purpose Mr Charazac moved to Montreal, Canada in 1975 and left the TR5 behind in his father’s barn/farm checking on the car sporadically while visiting his dad in the south of France.

What was initially a trip of a year or two away from home became a journey of more than 30 years. He finally decided on bringing the TR5 over to Montreal in December 1999, which probably explains the unmolested and original condition of the car.

Unfortunately, around the same time he was diagnosed with cancer. Prior to his passing he decided on selling the car to a local car collector, Mr. Soltendieck. Mileage on the car was a mere 35,957 miles (57,868kms) at that time.

Less than 3 years later I was lucky enough to meet Mr Soltendieck through a common mechanic we were dealing with. He was then chasing a Jaguar xk140 and decided on parting with the TR5.

I’ve owned the car since November 2006. The odometer now reads 47,412 miles (76,303 kms). Being a huge fan of Triumph sports cars, I can easily say that the TR5 is one of most enjoyable car of the TR series you can drive.

Quite simply a wonderful, fun and rare automobile.

1973 picture of my TR5 with the «French stripe» on the bonnet.

Other Notes of Interest

If you have a sharp eye you will notice on the 1973 picture above, the «French stripe» on the bonnet. When I purchased the car the previous owner decided on removing them. They were not painted but simply applied on the bonnet with some sort of light sticking glue. I’m thinking of putting them back on since they are part of the history of the car! Also on the same picture you’ll notice the original Rostyle wheels were already replaced by the TR4 hubcaps which the car stills wears today. I’ve found a nice set of Rostyle wheels which will be put back on in the spring.

French website of interest:

The front end of my 5 now

Pictured above is 1CP1724LP that I purchased in Madrid, Spain. It was built in Belgium and shipped to France. In 1981 it was sold to a buyer in Spain where it has been since I purchased it in January and finally arrived in Virginia on March 22, 2022. It has a Surrey top, Overdrive, chrome wire wheels. She has been slightly personalized, and my taste runs to original style, so I have started to accumulate a few parts to make it more original.

1CP1724LP

Download PDF

My TR5 Story by Rob Ervin

The story behind my TR5

My own journey and love affair began a few years ago when my wife, Linda, was looking for the perfect project and 60th birthday present for me. With some helpful advice from a few friends, she found her way to Ragtops and Roadsters in Perkasie, PA. (www.ragtops.com). There she met Dave Hutchison the general manager of the shop. Dave did not have a current project but is so well connected and had a few in mind. There was a TR5, owned by a friend of his in Richmond Virginia, that had been partially restored. As any of these projects can go it seems easy to get overwhelmed and under water. There had been a, frame-on, body and chassis restoration as well as brake and suspension upgrades. The project had stalled at that point and was in the way at his mechanics shop. I had worked on many British cars growing up with my buds but never a Triumph. I did my due diligence and made an offer. It was well below what he thought the car was worth and what he was asking. Any of these car restorations are a gamble so I felt confident but alas, I probably upset the gentleman and he did not even come back with a counter. I kicked myself a little as I knew it would have been the perfect car for me. I sent an apology for my low offer and went about looking for the next car. I could not shake the TR5 out of my thoughts but kept looking. 6 months went by with no prospects on other cars and no word from Richmond. I had found a few barn finds in the Philadelphia tri-state area but they were scooped up with in hours of being listed. Then suddenly talks were back on with Dave's friend in Richmond and the price closer to what my due diligence had indicated. In the end he came down a little I came up and after a visit to see the car in person we closed the deal. I was super happy but now had a new challenge. I really had no space to work on the car and had intended to build a new shop, but that's a whole other story. Picture to the left is the car stuffed snugly in our old two car garage with all of my tools, welders and probably a bunch of things that should have been tossed years ago. But here she is and I am stoked!

Building the new shop

We had an old run down garden shed that had to go. In its place I imagined a beautiful two car garage with high ceilings, lots of light and even a twin post lift. My wife and I have always worked well together and with the addition of an attached "She Shed" to the design, and the 5 waiting patiently in the over stuffed old garage, we began the project. Little did my wife know that we needed a backhoe as part of the build. She has already earned her angel wings for putting up with my crazy ideas, but I was pretty sure I was pushing the boundaries with my large, orange, 4wd, Kabota L39 backhoe. Every man should have one, at least for 6 months or so.

Making Progress

It turns out that the initial footer pour was not level, not even close. The job foreman thinks he might have accidentally kicked the laser level....... After parting ways with the first contractor and over a cold few months of winter, rain and snow , the trench sidewalls had pretty much collapsed. With Spring came a new plan, new contractor and the big dig out. Footer was fixed and level, foundation walls built and slabs poured. Time to start building.

Next came backfill and gravel( 20 tons). This was followed by 2 inch foam insulation and radiant heat pipes in the 5 inch slab. Not hooked up yet but easier and cost effective to put the pipes in at this stage. I did measure and leave pad areas for a 2 post lift, should that be an option down the road. (Bad to accidentally drill through the pipes so why not plan for it).

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Down the home Stretch.

Even my wonderful wife jumped in to help work on the project. Not only was this going to be a two car garage but also a new garden shed. Aptly named her "She Shed". With the framing done my friend Chris came to help with the roof and before we knew it we were under roof and basically dried in. We decided to side the entire structure with reclaimed barn wood. The TR5 was moved into its new home to make way for the delivery of 7200 square feet of rustic barn siding, salvaged from a barn located near the New York - Pennsylvania border. (Found locally on FB marketplace). With the siding up and the garage door installed it was finally time to start work on the TR5. First job was to pull the engine, which was dropped in place for transport, and deal with the messy oil leaks and to check the thrust bearings. Additionally, this is a non-overdrive car so some thought and effort had to go into finding an overdrive transmission or sourcing a suitable conversion.

Engine teardown

With nothing in the way and the interior out it was very easy to pull the engine and transmission. Once again, FB Marketplace to the rescue and I secured a 2 ton engine hoist and engine stand, both in great shape and the pair for under $100.

Engine out and headed for partial teardown to replace oil seals and check thrust bearings.

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I purchased CP-2068-O through Charles Runyan's Roadster Factory ad-section from the 2nd owner in Florida, who drove it out to me in Los Angeles. This was in 1992. At the time there were about 6 known examples gathered all over the U.S. and Canada. I remember Stephen Nutt being an owner then, and I am glad to see that he still ownes his car today. Charles Runyan (RIP) was another owner. CP-2068-O has a long history. It was purchased in the U,K. by its first owner and driven in rallies bevor being wrecked and resurrected by a Brit living in Florida, who was the 2nd owner. He added a lot of personal touches to the car, which are still present today, such as repainting it in BRG from the original white, with a green TR250 stripe across the bonnet. It is a numbers matching car, with O/D and surrey top. Later on I added a set of original American Racing wheels (dealer option) with 185-15 Dunlops, instead of wires. At the time it was running on a Bosch fuel pump out of a Volvo 164 ? (and stil does today) which I bought through the local junk yard. It was my daily driver for many years, and it made trips up to the High Sierras, where I went flyfishing. Later on in its life it was featured in the first Austin Powers movie for a few seconds in the beginning, and an episode of JAG, a short lived TV series. In 2002 a journey to Switzerland was next... Now with over 305K miles on the odometer the car still gets me through the short summers here. Winter's are harsh and not designed for TR5's (salt). The car was never fully restored, retains its charm with a lot of patina, and plenty of dependability. It is till registered in California.

Peter Huppuch

My TR5 winter; rebuild engine & gearbox. New exhaust, upgraded rear hubs, miscellaneous maintenance. Am back running and way ahead of spring!

Alex's current TR5

Rand's TR5 Story — My TR5 Journey

I purchased my pristine RHD 1968 TR5, VIN # CP 2501 O, in late Sept 2023 and had it exported from East Sussex, UK, arriving at my home in mid November, 2023. Thanks to Kingstown Shippers and West Coast Shipping for a superb job.

The color is “Bentley Dark Sapphire Pearl”; interior is customized cream leather with a walnut dashboard and matching walnut doorcaps; installed backlight and matching dark blue Surrey Top. A frame off full restoration was performed from 2009-2014.

Previous ownership, and MOT (UK Inspection system) confirmed the mileage of approximately 78,000 at the time of restoration was correct. Approximately 7,100 miles have been added since.

The chassis was blasted, strengthened, powder coated and painted. Custom cream colored leather interior with a fitted walnut dash and matching walnut door cappings were added. The engine was fully reconditioned. An oil cooler, stainless steel braided oil feed hoses and a screw-on-oil-filter adapter were added. An alloy rocker cover, new alloy fuel tank, an alloy classic Radtec cooling radiator and electric cooling fan were installed.

A wrapped Extractor exhaust manifold and a Phoenix stainless steel single exhaust pipe system was fitted. All gauges (including the speedometer) were renewed during the restoration, using quality Smiths gauges.

From 2021 – 2023: New MWS Stainless Steel 72 spoke wire wheels and all new quality tyres fitted.

New upgraded CV-jointed rear drive shafts, new front and rear bearing hubs complete with new bearings and a new steering rack were installed. Engine bay wiring was organized and made tidy.

Genuine NOS Lucas injection system parts, (or refurbished where new was just not available), a new Bosch type fuel pump, all new fuel lines and stainless steel braided injector fuel hoses were installed. The rear differential unit was removed and refurbished with all new oil seals, gears, bearings, crown wheel and pinion fitted.

To be continued…

Jonathan Clegg, proud owner of CP 2972 O. You may remember we had Jonathan on the list as an unconfirmed car, but we can now confirm all of the following:

Jonathan bought the TR5 while working in South Africa in 1978. Some years later he relocated to Canada (Saskatoon) and brought the car with him. It arrived about 3 months after he did and was slightly the worse for the journey. In Canada he was never able to get it running anywhere close to its South African performance and he effectively took it off the road. Work and family kept him from dealing with it seriously until he semiretired and in 2014 he undertook a body-off restoration. The restoration is now 99% complete and he drives the car at irregular intervals while he deals with a contractor who doesn’t seem to want to finish what he started.

The restoration summary:

Ratco chassis

Complete engine rebuild

Complete gearbox rebuild

Fuel system sent to UK for rebuild fuel pump replaced with Bosch

Rewired with some relays added

Interior rebuild new carpets and new panels

New brake lines and brakes

New clutch

Complete body paint strip and respray

Some body fenders replaced and others rebuilt as necessary

Changed to left hand steering

Ratco Frame

Ratco Frame for my TR5

The Ratco chassis was very good to work with. It is extremely well made and comes with all the mounting hardware (not spacers) and brackets to mount brakes lines etc.

Mine was powder coated with foam filling.

You obviously need to be contemplating a full body off restoration to deal with something like this. I did find that everything fit without too much trouble in my case but I did have to do some shimming. But as you may have anticipated that is not necessarily the case for all and your “right corner challenge” could be a real challenge when mated up to a straight and true frame.

When I put the suspension together and checked the wheel alignment it came in very close without problems or special brackets. That was with appropriate loading in the driver and passenger seats.

If you haven’t already done so it is worth talking to Tony at Ratco, he is very helpful.

Hope that helps. I could go on for a lot longer but maybe the pictures will give you some idea as to what to expect. If you have any specific questions feel free to shoot them off.

All the best, Jonathan

I've been fortunate to own a couple of TR5s over the last 40 years. I bought the first in the late 1970’s. I was looking for a classic English sports car and was drawn to the classic lines and great engine note of the TR5.

I tracked down a small scale dealer in London, (I have no idea who it was), and bought a 5 on the spot.

That first TR5 was registered SVF 133G and I sold it after 6 years having had fun in the UK and across Europe.

A few years later a friend of mine in the UK was ready to sell his TR5 so I took it off his hands and became the owner of SRF 700 G.

In 1994 the firm I worked for asked me to transfer to Phoenix Arizona. A great opportunity for a change of scenery so Judi my wife and two kids, plus furnishings and a TR5 were shipped to the USA and here we’ve stayed.

The Az heat caused me surprisingly few issues and my trusty old Lucas PI system held up well. We now live in Texas where I can drive the 5 almost all year and where I’m a member of the Red River Triumph Club, (RRTC).

SRF 700 G has the commission number CP3087 and its build date is the last day of TR5 production. The build date was 19 Sept 1968 and the dispatch date 8 November 1968. I’ve left the vehicle largely stock except for a higher capacity aluminum radiator, (needed in Az), and an improved fuel pressure regulator, a spin on oil filter, Pertronix ignition, (that’s worked well for 15+ years) and an improved exhaust manifold.

I also own a TR250 that’s hardly been touched in 50+ years. While it’s a runner it’s a rougher specimen and a great project car.