Once again, it was MG who provided the impetus for the release of a six-cylinder update of the TR range.

Triumph's fiercest competitor had launched a 3-litre (183 cu in) version of the MGB (known as the MGC) in 1967, and Triumph followed suit the same year with the six-cylinder TR5.

Thepower unit for the TR5 was based on that used in the Triumph 2000 saloon, albeit with the stroke lengthened to bring capacity up to 2498cc (152 cu in) and with Lucas fuel injection fitted to increase power. Triumph thus became the first British company to use fuel injection on a production car.

Other changes included larger brake drums, a stronger rear suspension, and a safety-conscious interior. The body stayed the same as the TR4A, with even the bonnet budge still in position, if only for appearance's sake, as it was no longer required.

Unfortunately for Triumph, the Lucas system failed to meet American emission laws, so cars bound for the States were fitted with reworked Zenith carburettors instead, a set-up which produced a paltry 78kW (105bhp) instead of 112kW (150bhp).

 To distinguish between them, these less powerful models were named TR25Os instead.

In the United States, the TR5/250 was a big disappointment.

It may have had a smoother six-cylinder engine, but he truth was that the TR5 was no faster and no more potent than its TR4A forerunner and didn't look any different either.

Triumph was going to have to try harder if it was to hold onto its position of eminence in the US.

With fuel injection and a powerful engine, TR5s were all about performance with a top speed of 195km/h (121mph) readily attainable.

 

These impressive performance figures were not enough to save the TR5 from an “ early bath, ” and the model was discontinued in 1968, just over a year after the model was first released.

Coming in its place was the much more attractive but equally powerful Triumph TR6.