In October
1969, the Triumph 2000 Mk 2 range was launched, styled, like its
predecessor, by Michelotti, and preparing the car for the 1970s, the
front of the car now followed the lines of the then-upcoming Triumph
Stag grand tourer. There were entry-level 2000 models, which were the
most plentiful, but the remainder of the range consisted of 2500, 2500
TC and 2500 PI models. Apart from the PI (petrol injection) models, all
Triumph 2000 and 2500s had twin Stromberg or SU carburettors, the "TC"
suffix on some models can seem misleading in this respect as it stood
for a higher equipment level. In June 1975 the 2500S model, with 14 inch
(356 mm) wheels and anti-roll bar, was added: it replaced the 2.5PI
which had quietly disappeared from the show rooms two months earlier.
This marked the end of fuel injected engines for the car, but improved
acceleration was claimed for the twin carburettor 2500S and its slightly
less expensive 2500TC sibling. These new versions featured an extensive
list of other, mostly minor, improvements, of which the most significant
were probably those affecting the ride and handling: these resulted from
suspension changes including an anti-roll bar. The Estate in the Mk 2
version was 5 inches (125 mm) shorter than the Mk 2 Saloon, because the
rear bodywork of the car was carried over unchanged from the Mk 1
version, and as with the Mk 1, built by Carbodies.
The Mk 2,
the last big Triumph car, ceased production in 1977, supplanted by
British Leyland's corporate executive car, the Rover SD1. Six-cylinder
2300 and 2600 versions of the new Rover would nonetheless be powered by
engines designed by Triumph, originally intended to replace the older
2000 / 2500 units. The last production car, a 2500S estate (BOL87V) is
kept at the Heritage Motor Centre at Gaydon. |