The TR3 replaced the TR2 in October 1955. Over its lifetime it was uprated to TR3A (1957), the first British car to adopt front disc brakes. Its engine was rated at 100bhp at 5000rpm. A model designated as TR3B was built specifically for the US market.

The TR4 with a dramatically new shape styled by Michelotti, was released in 1961. Its engine is slightly larger than the tr3 at 2138cc, but was still rated at 100bhp at 4700rpm. In 1965, the TR4A was introduced with its main feature being independent rear suspension and engine output of 104bhp. 

The TR5 was launched in October 1967, with a 2498cc 6 cylinder fuel injected engine producing 150bhp. This model remained current for only 15 months and only about 2600 were sold. A rare item indeed.  This model is not to be confused with the more numerous TR250, which was a US only market car, with twin carburettors, softer camshaft and lower compression head. A number of imported cars have been converted and occassionally get passed off as genuine TR5's

The TR7 was a very controversial shape to say the least. None of the original TR heritage was carried over to this car, it was a completly new car from the groud up. Mechanically this car was musch the same as most of the Japenese offerings of the time.

Arguably the best model to come from British Leyland is the Triumph Dolomite Sprint. The Sprint was a true sports saloon and offered incredible performance that is impressive even by today's standards. A unique 16 valve SOHC head was applied to this model, which was favourably comapred with BMW2002tii and similar sporting saloons of the period.

Australian market cars were all Mimosa (yellow), but dealers like Hodgson in Sydney,specially imported a few white ones to offer something a lttle special to enthusiasts. Anumber of the cars were raced here , however they had few major sucesses.

This rare model was released in Australia in mid 1968, as the up-market version of the highly sucessful 2000 model. The PI models shared an identical Australian-made body with the 2000 model of the same year , but featured the 2500 engine like in the TR5 (but with softer camshaft), rostyle wheel trims, radial tyres, larger exhaust pipes, stiffer springs and shockies, 140mph speedo , deeply sculpured seats. Discreet "injection" badges were added to the chrome boonet mould and on the rear panel, whilst the C pillars got small round "PI" (petrol injection) badges.

Unfortunately, overdrive was not offered as an option here, and many of them used the BW35 auto transmission as they were sold as "up-market" or luxury cars. 

This model was released in Australia in 1972 to counter the poor reputation of the PI model. Bascially, a down-spec MK2 PI, it had slightly different trim design, no tacho and a 2-spoke steering wheel. The engine used a GT6 spec camshaft and a pair of 1.5" SU or Stromberg carburettors, depening on the year. The last 2500 TC was sold in Australia in 1978, and it varied very little from the 1972 version.

The last variant of the Triumph 2000 / 2500 series made its debut in 1975, the range topping 2500S. The 2500S effectively replaced the 2500TC and the earlier 2.5 PI, using twin carbs, All 2500S come fitted with factory allow wheels and optional Air Conditioning

The Stag was released in September 1970. The body was designed by Micholetti and powered by its own unique Triumph designed 3000cc SOHC V8 that produced 145bhp. All Stags came with a removeable hardtop and foldaway soft top. The Stag V8 convertible was astounding value for money, less than half the cost of its rivals. 

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