The mechanical components except engine were from the TR 3, the body of Michelotti. The was now deeper, more open, larger and 32 kg heavier. The doors had crank windows and the luggage space was enlarged. Because of the lower hood, a bulge was needed there. The fenders are more elaborate. Overall, the body seems less squiggled. The roof outer skin is made entirely of plastic and has three viewing fields.
Like the other English Roadster, we do not see the 1961 maximum possible options here, but classic vehicle construction, what would have looked good even at a limousine of that time. After all, it was affordable technique, so that the Americans easier could get over the more strongly perceived hardness of the chassis. They had the English Roadster maybe got to know and appreciated as a GI.
And so it has evolved in the years after 1950, starting with the TR 2. The engine, designed still with long stroke in the UK at that time, indeed is not particularly revving. But its pulling power even at low engine speed made real fun, especially the displacement was above the majority of vehicles. Five-speed transmissions were still extremely rare at the time. So four gears together with the overdrive achieved a reasonably low highway rotational speed.
Only the wind noises disturb the 'hard' pleasure. A little more silence has granted only the hardtop, fixed connected with the body and available only for an additional charge, just a piece of the roof could then be removed. But who preferred such a construction, particularly in the summer months? Otherwise we deal with a fairly practical body for a sports car.
Triumph fans would yet have desired the maintaining of some TR3 frills, but the are passé, and did not return in the subsequent models. After all, the typical Triumph 'face' with the arrangement of large headlamps has remained to some extent. With the crank windows was ultimately disappeared the lowering of the doors for the elbows. One simply had more space inside the Triumph.
No, it really was not too spartan here. In the glove compartment was space enough and it was lockable. On the driver's side was available a more than adequate instrumentation with, inter alia, oil pressure condition and state of charge of the battery. There were adjustment options on the air vents, although in a convertible certainly is no shortage on fresh air. Even if you sat just above the ground and the pedals operated with rather more horizontal legs, neither wishes remained open after lateral support nor for support of the thighs.
As was customary at the time, from low beam became high beam by footswitch and vice versa. The TR4 was a pure two-seater, however with a more than sufficient luggage compartment and additional storage options behind the seats. Whose size depended of course on the seat adjustment, which was supported by a steering column, variable in length. That was usual at most at cars from the upper midsize class with the state of art at the time, especially the steering column has allowed to be pressed to a minimum in an accident.
It has always been an effective way, to get a grip on a comparatively simple chassis with leaf springs and rigid axle rear by hardness. This has been achieved even with the TR 4. However, the stress for the passengers was relatively high together with the noise level. This required quite a strong affection for English roadsters. Together with the roaring wind when open-top driving, it reduced the travel speed. 01/15