The Illustrated History of Triumph Sports and Racing Cars. G. William Krause

Known as a dickie seat, the apparatus is simple to operate. Turn the handle to roll the rear hatch back into place and flip up the secondary windscreen. When the seat assembly is closed, the foot well doubles as a parcel compartment. However, anything placed in this space can be viewed easily through the folded-down windscreen because it becomes part of the body form when closed. (Photo Courtesy Warwick Carter)

       Most adults would likely find it difficult to climb into the supplemental seating compartment. Although there are steps, small rubber pads on the bumpers, there are no additional aides to getting into the compartment. Climbing around the open hatch is better suited for younger passengers. The space itself is not claustrophobic, but the seats are really only adequate for short distances. (Photo Courtesy Warwick Carter)

      Climbing into the rear auxiliary seats was no easy feat. The two folding seats were adequate for short trips but would be harsh and unyielding over a long journey.

      When compared to Black’s target of the Jaguar SS100, the 1800 Roadster was a big car at 175 inches (444.5 cm) long, 64 inches wide (162.5 cm), and 56 inches tall (142.2 cm). The Jaguar was 153 inches (388.6 cm) long, 63 inches (160.0 cm) wide, and 52 inches tall (130.0 cm). The Jag sat two, while the 1800 advertised seating for five.

      Compared to the archetype MG TC’s 139.5-inch length (354.3 cm), 56-inch (142.2 cm) width, and 53-inch height (134.6 cm), the Triumph was titanic. The 1800 Roadster’s aluminum bodywork atop a tubular steel chassis was a technological leap over the MG ash and plywood undercarriage. The post-war steel shortage prompted the use of aluminum bodywork, which was a blessing in disguise for Triumph. Imagine what stamped steel bodywork would have added to the car’s weight!

      Beneath the long hood sat the venerable 4-cylinder OHV 1,776-cc, engine. This was the same engine that Lyons had also been buying steadily from Standard. However, this engine was not part of the deal when Black impetuously sold components to Lyons.

      The 4-cylinder’s 63 hp was routed through the same 4-speed gearbox that was also being supplied to Jaguar. However, the shift linkage was modified to move from a floor shift to a column shift, which became quite popular after the war. In addition, the column shift made it easier to fit a bench seat to accommodate a third passenger.

       The T-series MG is frequently credited as being the catalyst for the British sports car invasion in the years immediately following World War II. At the time, the small cars with their narrow track and very open two-seat cockpits were a true novelty on U.S. highways. The T-series had body-on-frame construction throughout the 19-year run beginning in 1936. A 1,250-cc engine making 54 hp powered the TC; just enough to start the thirst for open-air motoring. (Photo Courtesy Classic Car Garage)

       The elegantly appointed Renown was among the first post-war models to carry the Triumph badge. Sharing the same platform with the Roadster, bodywork was built by Mulliners of Birmingham. Body panels were formed over a wooden buck using sheets of aluminum. Steel was still scarce after the war and aluminum was cheaper and more plentiful. Approximately 4,000 Renowns were built between 1949 and 1954. (Photo Courtesy Simon Goldsworthy/Triumph World)

       The 1800’s 1,776-cc wet-sleeve engine was used through the 1948 models. In 1949 the Roadster received the 2-liter (2,088-cc) engine that boosted horsepower from 63 to 68 and delivered an additional 10 mph in top speed. (Photo Courtesy Warwick Carter)

      This powerplant propelled the 1800 Roadster from 0–60 mph in a lackadaisical 34.4 seconds. While the TC was no rocket, it reached 60 mph in a more invigorating 22.7 seconds. Both were easily bested by the Jaguar’s 13.5 seconds to 60 mph.

      The underpinnings for the Roadster were all scavenged from Standard’s pre-war parts bin. Independent front suspension was achieved via a transverse leaf spring, upper wishbones, and lever-arm shocks. Semi-elliptic leaf springs and lever-arm shocks controlled the rear with 10-inch (25.4 cm) drum brakes fitted to all four corners.

      Autocar magazine tested the 1800 Roadster in 1947 and declared it to be just adequate. High marks were given to the stability and visibility, but it received very low marks for performance, particularly the vague 4-speed shifter.

      The price of the Roadster was listed at £695. Not likely considered a bargain at the time, but not at the high end of the spectrum either. Unfortunately, in the immediate post-war era, raw materials were hard to come by and customers could end up waiting literally years for their new car.

      The saloon that was to share the scalable tubular frame did not resemble the Roadster in any way. Looking a little like a three-quarter Bentley of the same era, it featured elegant razor-edge styling. Designed by coachbuilder Mulliners with input from Callaby, the final polish came from Walter Belgrove, who was freshly released from wartime duties. The four-door car originally debuted as the 1800 Town and Country Saloon and saw several iterations before being renamed the Renown Saloon in 1950. It had a longer and more successful life than the Roadster.

       The Mayflower was another project driven by Sir John Black’s personal oversight. The goal was to create a small saloon with razor-edge styling expressly for the U.S. market. Designed by Mulliners with stamped steel bodies built by Fisher and Ludlow, Americans found the shape to be controversial and the 38-hp side-valve engine to be underwhelming. (Photo Courtesy Simon Goldsworthy/Triumph World)

      The 1800 Roadster remained unchanged from 1946 through 1948. For 1949 the 2-liter (2,088 cc) wet-sleeve engine from the Vanguard sedan replaced the 1,776-cc unit, which boosted horsepower to 68 and gave the top speed an additional 10-mph. This was a pivotal change because the 2,088-cc “Vanguard engine” became the heart of Triumph’s future sports cars.

      Rewind, for a moment, back to the arrival of Harry Ferguson and his tractors. It is commonly thought that the Vanguard engine was plucked from the tractor assembly line and dropped into the Triumph. It is actually the other way around.

      Ted Grinham was Standard’s Technical Director at the time and in many interviews has stated that the removable, water-surrounded cylinder sleeve concept was based on a Citroën design. The engine received its name from the immensely popular Triumph Vanguard sedans. It also happened to deliver loads of torque that made it desirable for use in tractors, as Ferguson did.

      From 1948 to 1950, 4,500 2000 Roadsters were produced before production was halted. Long before the last car rolled down the line, Black had abandoned his desire to build a Jaguar beater. A few years earlier, Lyons had upped the ante significantly when he unveiled the magnificent and gorgeous Jaguar XK120.

       The side view of the Mayflower better illustrates the awkward lines of the car. To achieve the razor-edge styling, the Renown was used as the base, but the wheelbase was reduced by 24 inches. Although it was not a success in its intended market, the Mayflower model went on to sell more than 35,000 units in Britain and Australia. (Photo Courtesy Simon Goldsworthy/Triumph World)

       The Renown Saloon, which shared a platform with the Roadster, bore no resemblance to the sporting version whatsoever. This elegant four-door is also a prime example of razor-edge styling. The same 2-liter engine was shared across both body types; however, the Saloon’s version had a longer production run than the Roadster. (Photo Courtesy British Motor Industry Heritage Trust)