Материал: 2358

and, of course, the prestige of running a car with that famous flying lady mascot.

The negative side however, was the expense of servicing, the very high cost of replacement parts, the fuel bills, the complex mechanicals

which are entirely unsuitable for DIY maintenance, and the ‘jealousy fac-

СOne means of making a Silver Shadow pay for itself has been to hire it out as a wedding car or even include it on one of the directories of film and promotional hire cars. Plenty of owners make a decent living or at least

161

tor’ - Rollers are prime targets for vandals. In addition, contrary to popular

belief, Rolls-Royces do rust. A lot of owners of second-hand Silver Shadows were tempted to run them on a budget. The cost of bringing them up to

perfect condition could become prohibitive. The thought of owning a scruffy Rolls-Royce put off many.

и a second incomeбАfrom this sort of work.

The Silver Shadow occupies a unique position as a classic car. It is dynamically much better than earlier Rolls-Royces, yet has less romance than the old-style coachbuilt carriages, so it falls between two stools.

The result is that it has become that rare ideal for the motorist – a genuinely affordable, classic Rolls-Royce; an ideal that is finding increasing popularity with those who thought owning a Roller was nothing but a pipe dream.

powered Stag of the 1970s. The pinnacleДof Triumph’s car building was the long run of true sports cars bearing the initials ‘TR’... and in particular the classic TR4, TR5 and TR6.

Текст 19 TRIUMPH TR4/TR5/TR6

The name Triumph has always been associated with sporting cars,

from the glorious pre-war dropheads to the delightful if slightly flawed V8- И

The first TR, the TR-X of 1950, was to have been a handsomely aerodynamic, up-market two-seater, but only three prototypes were made be-

fore the idea was abandoned. The first production TR was therefore the TR2 of 1953. This simple and practical two-seater was very lively, and was the cheapest 100 mph car around in the 1950s, selling for just $2,500 in the USA, where enthusiasts lapped it up. Compared to the archaic MG TF, which was its main competitor in those days, it looked smart and modern.

The improved TR3 brought the battle for American sales right to MG's door, vying for number-one spot with the MGA. The TR3 lasted

161

from 1955 to 1962. However, the Standard-Triumph group was in dire financial straits by the turn of the decade. It was losing Ъ 600,000 a month and might have died had not the British truck-maker Leyland stepped in and bought the company in 1961. It promptly fired most of the directors and embarked on a ‘new era’, targeting North America with a strong ex-

Сport drive, which they hoped would turn the company around.

162

Spearheading that drive for exports was the new TR sports car, the rebodied TR4 of 1962. The smart new set of clothes was designed by the

Italian coachbuilder Giovanni Michelotti. Triumph had formed a relationship with this leading Italian designer since 1958, when he had designed pretty new bodywork for the TR3A. This was the so-called Triumph Italia, built by Vignale and for sale only in Italy. However, Triumph was obviously impressed and asked Michelotti to style the TR4 and, as it transpired,

и every TriumphбАfor the next ten years.

The TR4 was a foot longer than the old TR3, the 3in wider track made it look lower, while at the same time improving stability and handling. The ‘hooded’ headlamps were a distinctive feature.

With full doors and winding windows, the TR4 was also a lot more comfortable than the TR3, which had cut-away doors and simple side screens. The cockpit was certainly much more roomy and plush than the outgoing model, and featured face-level ventilation. There was also a novel optional extra called a Surrey top. This was a half-hard top, where the rear

chassis as the old TR3. That meantДa separate chassis, rigid rear axle with leaf-spring suspension, front disc brakes and a four-speed manual gearbox (with optional overdrive). The main chassis advances for the TR4 were standard servo brakes and rack-and-pinion steering in place of the cam- and-lever type.

section remained fixed and the central part of the roof could be lifted out and replaced by a canvas top. This in turn could be furled back for semiopen motoring. The system was a precursor of the Targa top, which would later be popularised by Porsche.

Underneath the attractive steel bodywork laid essentially the same И

However, perhaps the biggest change for the driver was an expanded version of the four-cylinder engine, which could trace its origins back through the Standard Vanguard saloon to the days when it powered Ferguson tractors. In the TR4, it had grown from 1991cc to 2138cc.

The power output remained the same at 100 bhp, but the engine had a wider power band and much better torque. Compared to the old TR3, it

162

was also faster, capable of reaching 110 mph and doing the 0-60 mph sprint test in just over ten seconds.

The smaller 2.0-litre engine remained available, however, because there was still a strong competition class for sub-2000cc engines. The TR4 proved a popular choice for rally drivers. Triumph's works team scored a

Сstring of class wins through the 1960s and fielded TR4s with success in the

163

Alpine Rally and at Le Mans.

Leyland’s renewed vigour brought the desired increase in production.

The whole group’s output went up by a third. The TR sports car scored a real hit: production trebled between 1961 and 1964, going from under 3,000 units to over 9,000. Export sales of the TR range were responsible for keeping Triumph in the black throughout the 1960s. An improved version called the TR4A arrived in 1964, whose main difference was the

pension.иThis had a negative effect on overall weight (pushing it up by 100 Ib) but handling was much improved. Any performance loss due to the extra weight was countered by raising the engine’s power output slightly to 104 bhp.

adoption ofбАa superior coil-spring and trailing-arm independent rear sus-

By this time, Triumph was also experimenting with the idea of fuel injection – the first British manufacturer to try it. It decided to use the TR as its testbed for a new fuel-injected version of the six-cylinder engine from the Triumph 2000 saloon. The capacity was raised to 2.5 litres and,

despite the larger capacity and extraДpair of cylinders; the new engine was a comfortable fit in the TR engine bay – and no heavier than the old ‘four’.

Lucas supplied the injection technology for what would become known as the Triumph TR5, which was launched in 1967. Early examples were rather temperamental but the injection system was quickly sorted out and customers were soon enjoying the pleasuresИ150 bhp could bring – 120 mph and 0-60 mph in 8.8 seconds. Other mechanical improvements included bigger brakes and stiffer suspension. Since the TR4 had never been noted for the comfort of its ride, the TR5 felt fairly harsh on rough ground.

Fuel injection was discounted in America, where advancing emissions regulations had forced Triumph to fit plain Stromberg carburettors, and as a result power plummeted right back down to 104 bhp. The American market version was known as the TR250 and could be identified by its contrasting stripes over the car's nose.

The TR5 and TR250 were short-lived (lasting only one year) but they were good sellers, and three-quarters of the 11,431-strong production total went to the USA.

163

The model was replaced in 1968 by the TR6, basically a TR5 restyled front and rear by Karmann of Germany. The seats were new and buyers got a front anti-roll bar, but underneath it was basically the same TR story as ever, now beginning to look rather antique. The power units

were the same, too, with the 104 bhp version remaining in the USA (alt-

Сumph sports cars in the traditional sense. By then the TR7 had already arrived, a radically different Triumph sports car. The TRs may not always have been very refined but their muscular character and handsome shape continues to endear them to tens of thousands of owners today. Apart from

164

hough European customers were subjected in 1972 to a drop in power from

150 bhp to 124 bhp).

The TR6 died as late as 1976, the last of a long string of ‘real’ Tri-

theиMGB, the Triumph TR series is probably the most popular classic sports car in the world, as burgeoning Triumph owners’ clubs can testify.

The declaredбАpower output is 160 h. p., exactly as in the Citroen installation. With side skirts, deep front air dam, and a wing on the boot, Peugeot says it has been able to reduce the drag coefficient of the 405 saloon to 0.30. The maximum speed – always coveted, if seldom usable – is

Текст 20 CITROEN

In spite of using identical power units, Peugeot and Citroen are managing to build cars with individual characters. First, Citroen launched its 16-valve BX GTi; now the same engine with four valves per cylinder becomes available in a range-topping Peugeot 405, the Mi 16, assembled in

Coventry.

As with the engines that powermost of the 405 range, the capacity of the Mi 16 unit is 1.9 litres. Block and head are both aluminium. The double overhead camshafts are belt-driven, and the same belt also turns the water pump. The cams are directly over the valves, which are surmounted by bucket tappets. A water-to-oil heat exchanger is in the lubrication circuit, which is served by an oil pump driven by chain from the nose of the crankshaft. Ignition and petrol injection are by Bosch.

164

The Mi 16 is available only with manual transmission. Rather boldly, Peugeot says the gearbox “is sealed for life”, but advises an oil-level check every 35.000 miles. Compared with other 405s, firmer suspension is fitted. The 14in aluminium wheels have 195/60 low-profile tyres.

This is the first production car, says Peugeot, to be fitted with the

Сthird-generation Bendix anti-lock brake system. It is unusual in having an

165

electric 220w pump to generate hydraulic boost pressure. Sensors in the wheel hubs feed data to a computer, and the system controls application of the disc brakes at all four wheels by means of pressure solenoid valves.

иAdditional equipment for the Mi 16 over the previous topspecification 405, the GTX, includes special seats with adjustable side supports, and automatic temperature control for the heating and ventilation system. Air conditioning will be optional.

бАТекст 21

MITSUBISHI

Following its launch of an entirely new Galant saloon earlier 1988, Mitsubishi has added two more models, one of which is a turbocharged 1.8-litre diesel.

Mitsubishi's diesel is a four-cylinder engine with twin counterrotating balance shafts for added smoothness, though the benefit seems less noticeable than on the higher-revvingДpetrol engine. The unit is transversely mounted and inclined forwards by 10 deg to allow longer inlet-manifold tracts.

There is the usual slight delay in turbocharger response, but the engine spins up quickly to diminish the effect. Turbocharged diesels can be slower to start, but Mitsubishi fits what it callsИa “super-quick-glow” system to give prompt starting with less pre-heat time.

The turbocharged diesel's maximum power is 74 h. p., giving a top speed of 101 m.p.h. and acceleration to 60 m.p.h. in 14.5 sec.

The appeal of the Mitsubishi is boosted by the unlimited mileage three-year warranty included as standard. The Galant is, at £10.799, quite expensive, but used on high-mileage work should offer low overall transport cost in relation to its size and carrying capacity. It is comfortable, has excellent instruments and a full specification, which includes seat-height adjustment. Fuel consumption on the Transport Engineer formula is 41.5 m.p.g.

165