Triumph TR7 1975-1982 Haynes Service Repair Manual USED

The Triumph TR7 is a sports car which was manufactured from September 1974 to October 1981 by the Specialist Division (latterly the Jaguar-Rover-Triumph division) of British Leyland in the United Kingdom. It was initially produced at the Speke, Liverpool factory, moving to Canley, Coventry in 1978 and then finally to the Rover Solihull plant in 1980. The car was launched in the United States in January 1975, with its UK home market debut in May 1976. The UK launch was delayed at least twice because of high demand for the vehicle in the US, with final sales of new TR7s continuing into 1982.

The car, characterised by its "wedge" shape and by a swage line sweeping down from the rear wing to just behind the front wheel, was commonly advertised as: "the shape of things to come". The design was penned by Harris Mann who also designed the wedge-shaped Princess. The car has an overall length of 160 inches (406 cm), width of 66 inches (168 cm), wheelbase of 85 inches (216 cm) and height of 49.5 inches (126 cm). The coupé has a kerbside weight of 2205 pounds (1000 kg). During development, the TR7 was referred to by the code name "Bullet". The original full-size model wore MG logos because it was styled at Longbridge, which was not a Triumph factory.[citation needed]

Power is provided by a 105 bhp (78 kW) 1,998 cc eight-valve four-cylinder engine that shares the same basic design as the Triumph Dolomite 1850 engine (increased to 2 litres and with larger carburettors), mounted in-line at the front of the car. Drive is to the rear wheels via a four-speed gearbox initially with optional five-speed manual gearbox, or three-speed automatic from 1976. The front independent suspension uses coil spring and damper struts and lower single link at the front, and at the rear is a four-link system, again with coil springs. There are front and rear anti-roll bars, with disc brakes at the front and drums at the rear.

The interior trim was revised in March 1977, with the broadcord seat covers being replaced with red or green "tartan" check inserts with black leather effect vinyl edging. The tartan trim is also reflected in the door cards in padded matching red or green tartan cloth inserts in the black leather effect vinyl.

The development of the convertible version of the TR7 required the interior light, which was in the headlining, to be removed. This was replaced by lights with integral switches in each of the door cards. A map light, mounted between the seats on the back panel below the rear parcel shelf, was deleted. The convertible also required a smaller fuel filler cap, as the deck area in front of the boot lid was reduced to allow for the stowage of the hood. These modifications were also applied to the hard top for the 1978 year model (starting after the factory's summer shutdown in 1977), presumably to maintain commonality of parts on the assembly line. The wheel trims were also changed at this time, from smaller black trims that covered only the centre of the wheels, to larger silver ones, covering the whole wheel. Only a small number of 1978 year model cars, with the smaller filler cap and lights in the door cards, were produced at Speke, due to the industrial action there in 1977–78.

The development of a V8-engined version, which became the Triumph TR8, required an addition bulge in the bonnet, to clear the carburettors. This produced the "double bulge" or "double bump" bonnet, characteristic of TR7s and TR8s built at Canley and Solihull. However, at least some of the TR7s built at Canley have single bump bonnets;though it is possible these were cars that had not been completed at Speke, possibly due to the industrial action there,[3] and finished off at Canley after production was moved

During production at Canley, the seat trim was again revised, with a plaid cloth in navy blue or tan, with matching coloured leather effect edging, and matching door cards. A further trim change during production at Solihull saw the use of a ruched velour in blue or tan on the seats, with matching inserts on the doors. Also, the internal door lock buttons were changed from the earlier standard BL round ones, to rectangular buttons held on with small grub screws. There was also a change to the trip mile counter's reset button,which became a push type operated through the instrument "glass", rather than a turn type under the dash.

British Leyland ran a team of TR7s in rally competitions from 1976 to 1980. These cars initially used the 16-valve Dolomite Sprint engine and later switched to the Rover V8 engine (before the introduction of the TR8, so dubbed "TR7 V8"). They were reasonably successful on tarmac events but were less successful on gravel sections. The most successful driver of these cars was Tony Pond.

John Buffum won the SCCA PRO Rally Championship from 1977–80 driving TR7 and TR7 V8 cars. The TR7-V8 models continue to be successful in classic rallying events.

Group 44 ran two TR8 cars in TransAm and IMSA Championship from 1978 to 1981, while in Canada a third IMSA car was run with support of JRT Canada and was raced until 1985. Group 44 effort lead to many wins of the TR8 in USA and was the most successful campaign of this type of car. The fastest road race TR7 was built by RMP Motors in Canada, winning two back to back GT1 championships in 2012–13.

The 16-valve engined TR7 rally car was homologated for group 4 in October 1975, well before any 16-valve TR7 Sprints are known to have been produced. This was possible at the time using the "100-off rule", as John Davenport called it, in the FIA's appendix J to the International Sporting Code 1975.This 100-off rule described a list of "Optional equipment which may be recognized with a minimum production of 100 units per year to equip 100 cars" and requirements for their use. However, it did not require that any cars actually be so equipped, just that 100 of the "bolt-on option kits" be produced, listed, and made available for sale. As well as alternative cylinder heads with different numbers of cams and valves, this list of optional equipment also included many other engine, suspension, and transmission components, and so covered the use of the 4-speed, close-ratio gearbox and overdrive from the Triumph Dolomite Sprint (the heavy duty axle from the 5-speed TR7 was initially homologated for group 3 by another, less clear, route, though re-homologated later, presumably on production of 5-speed TR7s). Further modifications, including the larger front brakes and rear disk brakes, were covered as "Optional equipment which may be recognized without a minimum production". In 1975, Appendix J listed yet more modifications allowed, with restrictions, to cars for group 4, including pistons, manifolds, carburettors, and suspension, etc., that could be fitted without the FIA needing to recognize or approve them.

However, the BL rally team had to regain approval for the 16-valve head for the 1978 season, and several others such as Lancia, Toyota, Vauxhall, and Ford had similar problems at that time. This was because the FIA deleted the 100-off rule from 1976, though mechanical parts and cars already using it were allowed to be used until the end of 1977. The number of cars suitable for "normal sale" required to gain approval of such a modification under the 1976 rules does not appear to be recorded. However, several other similar modifications of the era, including the Vauxhall Chevette HSR,[13] Porsche 924 Carrera GTS, and possibly Ford RS rally cars, involved production of batches of 50 cars. This may explain, at least in part, the production of the 60 or so 16-valve TR7 Sprints in 1977. Their use in this homologation process is shown by 6 photographs of a TR7 Sprint (later registered SJW 530S) described in the British Motor Museum Film and Picture Library archives as "TR7 Sprint Homologation".

The V8 version was homologated on 1 April 1978. This was homologated as a separate model, the TR8, directly into group 4, but because the TR8 had not yet been launched "as a compromise to keep the BL marketing people happy, it was called the TR7V8 instead."At that time, appendix J required 400 cars suitable for "normal sale". However, the number produced by April 1978 is believed to have been less than 150. Journalist and historian Graham Robson quotes John Davenport as saying "In those days there was no rigorous FIA inspection system. Provided that one provided a production sheet signed by an important manager, then nobody worried". Robson goes on, "A lot of fast and persuasive talking then went on, to show that the makings of well over 500 [sic.] cars were either built, partly built, or stuck in the morass of the Speke strike—the result being that homologation was gained." However, the FIA rules are specific that these should be "entirely finished cars, e.g., cars in running condition and ready for delivery to the purchasers."[12] Also, the Ford Escort Mk2 RS1800 was re-homologated into Group 4, as the 2 L Escort RS, with only about 50 produced in 1977 and only about 109 in total - though has been claimed the FIA had included Escorts modified to RS1800 specification by others, after sale, despite this clearly being outside the FIA's rules.

Our team have been selling workshop,maintenance,service manuals to Australia for the past seven years. This web site is devoted to the trading of manuals to only Australia. We routinely keep our workshop and repair manuals in stock, so right as you order them we can get them supplied to you expediently. Our transportation to your Australian home address mainly takes 1 to 2 days. Workshop,maintenance,service manuals are a series of helpful manuals that basically focuses upon the routine service maintenance and repair of automotive vehicles, covering a wide range of models. Workshop and repair manuals are aimed generally at DIY owners, rather than professional garage auto mechanics.The manuals cover areas such as: spring,CV joints,stabiliser link,thermostats,tie rod,oil pump,spark plug leads,crank pulley,stripped screws,conrod,ignition system,brake pads,starter motor, oil pan,injector pump,water pump,change fluids,exhaust pipes,brake drum,valve grind,cylinder head,steering arm,glow plugs,engine block,crankshaft position sensor,replace bulbs,trailing arm,blown fuses,exhaust manifold,oil seal,exhaust gasket,brake shoe,piston ring,clutch plate,pitman arm,batteries,engine control unit,warning light,brake rotors,radiator hoses,petrol engine,rocker cover,wheel bearing replacement,oxygen sensor,anti freeze,adjust tappets,fuel gauge sensor,suspension repairs,camshaft sensor,o-ring,fuel filters,gasket,coolant temperature sensor,ABS sensors,bleed brakes,supercharger,knock sensor,spark plugs,crank case,bell housing,radiator flush,signal relays,CV boots,shock absorbers,clutch pressure plate,alternator belt,fix tyres,drive belts,window winder,window replacement,camshaft timing,head gasket,pcv valve,replace tyres,Carburetor,headlight bulbs,throttle position sensor,diesel engine,slave cylinder,alternator replacement,brake piston,stub axle,wiring harness,overhead cam timing,caliper,ball joint,brake servo,gearbox oil,clutch cable,turbocharger,master cylinder,distributor,radiator fan,sump plug,grease joints,seat belts

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