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Triumph 2500TC

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Triumph

Triumph 2500TC

1974 - 1977
Country:
United Kingdom
Engine:
6 cyl. OHV
Capacity:
2498 cc
Power:
99 bhp
Transmission:
4 spd. man overdrive 3 spd. auto
Top Speed:
104 mph
Number Built:
32,492
Collectability:
1 star
Triumph 2500TC
Triumph 2500TC
Reviewed by Unique Cars and Parts
Our Rating: 1

Introduction



The Triumph 2500TC and 2000TC were introduced by British Leyland following continued problems with the previous models fuel injection system. In what could only be considered a backward step, the new model Triumph dropped fuel injection and instead used (what Triumph knew was tried and tested) a twin carb configuration.

Such was the damage to the reputation of the car with the previous model (P.I.) that the marketers even included the designation "TC" (for Twin Carb) into the name. One shouldn't be too quick to denounce the car, however, as at that time there were only a handful of manufacturers that were successfully implementing fuel injection on the production line - naturally Mercedes being one of them.

The previous iteration was available in two engine capacities, the original 1998cc unit and a stroked 2498cc engine introduced with the 2.5 P.I. But the step up from the 2000's somewhat undernourished 90 bhp to the Pi's 132 bhp was a rather large one, the car gaining some 10 mph extra in top speed and slicing around five seconds from the 0-60 mph time.

The twin carb 2498cc motor produced a healthy 99bhp, which in turn gave the car a top speed of just on 105mph. It used the 2000's twin Stromberg carburettors to produce a marginal power improvement of 10 bhp, plus a considerable torque increase from 117 ft cs. to 141 ft.'lbs. The aim of the Triumph engineers was to ensure sufficient low-speed flexibility and the fact that both power and torque figures were produced at much lower rpm figures than the 2000 indicated that the objectives were reached. Options included overdrive or automatic gearboxes, and the 2500TC could be ordered as either a saloon or estate.

The 2500TC was trimmed identically to the 2000, and was not equipped with some of the Pi's "sports" equipment such as tachometer and three-spoke vinyl-rimmed steering wheel, but the low-revving characteristics of the engine didn't really encourage that sort of driving anyway. The super-smooth six always happy to glide along at traffic-jam speeds, with the power coming on readily as the throttle was opened.

What the 2500 engine really lent itself to was an automatic transmission. Triumph used the T-bar Borg Warner 35 auto transmission and the combination was very satisfactory - although it must be said that the Borg Warner transmission was widely praised in just about every car that it was fitted to. The actual acceleration figures of the 2500TC were not particularly fast, but this was due more to the engine's deliberately restrained performance rather than a lack of efficiency in the gearbox. Top speed with the optional automatic was a very adequate 102 mph. with the tall 3.45:1 final drive allowing the car to lope along in dignified silence (the 2000 used a 3.7:1 final drive).

Behind the Wheel



In fact the most impressive aspect of the 2500TC was the very good insulation from mechanical, road and wind noise. With the extreme smoothness of the engine and gearbox, this added up to relaxed cruising in either urban or country driving situations. The car felt every inch a quality British automobile - at a time when "Built in Britain" was starting to be on the nose. Interior appointments in the TC included genuine wood capping on the doors and in the instrument panel, adjustable rake for the steering column and an efficient flow-through ventilation system with four adjustable fascia vents.

All regular-use controls were incorporated into two steering column stalks and there was a clever circular grouping of warning lights directly in front of the driver. Heater and air flow controls were located awkwardly on a central console and, not having their own illumination, were difficult to use at night. But the car was economically sound in all other important respects. The TC came with 175 x 13 radial-ply tyres as standard equipment and, despite the relatively low-geared rack and pinion steering system, these tended to increase wheel effort to an undesirable extent, particularly when parking the car. A.M.I. had the foresight to offer power steering as an option - although it is available only on automatic models.

The car's ride and handling were generally in keeping with what you would have expected of a European prestige vehicle of the era - although there were other cars in it's class which were superior - and the fully independent suspension did a good job in providing maximum grip on poor surfaces. Many road testers felt the system was better tuned for Australian road conditions than previous Triumph's, having slightly less thumping over rutted bitumen and transmitting less tyre rumble. With it's semi-trailing arm rear suspension set up into a positive-camber attitude, the TC2500 would oversteer when pressed to its limits and while this was fine in the hands of an experienced driver, those with slower reactions may have find it somewhat of a handful. Still, this was much more preferrable to heavy understeer, which was prevalent on cars from the 1970s.

In terms of driver vision, the Triumph scored very strongly. It was one of the few cars in which it is possible to see both front and rear corners clearly - parking in tight spaces was a simple matter once you developed the strength to turn the wheel. The driver's side windscreen wiper on the TC2500 was equipped with a pantograph-type arm to give a wider sweep and the blades were mounted on thin wire anti-lift frames. So vision was good in wet weather, too. The standard of finish is the A.M.I. assembled car was extremely good. There was a general air of quality in both the materials used and in the way everything fitted together in a neat, tailor-made fashion. Even the carpeted boot had the finesse of finish that was evident in the interior.

Seating was upholstered with "Chamois-kin" and the front buckets had (by 1974 compulsory) head restraints. Backrest contouring left a little to be desired in the provision of lateral support, but the cushioning had a good balance between firmness and softness to ensure fatigue-free interstate trips. Legroom was generous in both the front and rear of the car -even more so than in the 111" wheelbase local cars, something that the British cars were always good at. At release, an automatic Triumph 2500 TC would set you back $4649 - not cheap, but worth the money. It was not quite a 2.5 P.I. - but that would have set you back a further $310, and you would have also had to deal with the aforementioned fuel injection issues..

The last variant of the Triumph 2000 / 2500 series made its debut in 1975, the range topping and rather sporty 2500S. While it kept the twin carb configuration, tweaks to the motor provided an increase in bhp, now up to 106. In theme with the sporty nature of the car, a full compliment of instruments, stiffened suspension, plush upholstery and "Stag" type, five spoke alloy wheels were fitted. However, with the introduction of the new Rover SD1 2600 saloon in 1977, the Triumph was ultimately pensioned off.

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Reader Reviews page 1 of 1
Click here to add your review
Mark Snelling
Posted 381 days ago
I owned a 1975 2500TC between 1984 and 1989, only selling it when I moved from NZ to Australia. Once I replaced the radiator early on it was 100% reliable and I was very sad to sell it. Beautiful on long drives.
allan Ritchie
Posted 877 days ago
ive had one since 1986 the only thing replaced was exchange rack and pinion and a few electrical products in all of that tme
ben
Posted 1497 days ago
hi my name is ben
i have a very clean triumph 2500 tc auto with aricond. in mustard yellow im looking to sell
any one interested please call me on 0448 290 478 thanks
Brad C
Posted 2222 days ago
I have always loved the Triumphs.
My dad drove a 1971 2.5PI (from new) for several years.
And I later (in 1977) owned a 1964 Mk1 2000 (yes... a 1964 model, though people usually say the model began in 1965).
Recently (this week) I bought a 1978 2500S with 64,000kms. Although the above article suggests the model ceased in 1977, the build date of this vehicle, as on the compliance plate was 2/1978.
It has been in storage since 1991, and needs some engine work due to the period of rest... and that one of the carbies has been dismantled , but it has a miraculously rust-free body and a like new interior. Truly a wonderful find (deceased estate).
Fortunately I also got a lot of new parts with it, and a full set of spare after-market mags and tyres.
Obviously I am keep to get it on the road again!
Ciao!
Mark
Posted 2296 days ago
Owned two Triumph "mistresses". You don't just drive a Triumph 2000/2500, it is a love/hate relationship. Lovely cars, smooth, quiet, fast, sure footed. But, "glass engines", easily broken. Poor oil feed and a four bearing cranshaft for a 6 cyl engine. Still, even with the poor engine life, wonderful cars. As I say, you don't own them, they are more like a wayward woman at times.
andy
Posted 2388 days ago
Good description. Car looked great shame crappy sd1 replaced it. Triumphs were always better looking and way more reliable.
 
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