Page 52 - Wayne Carini's Guide to Affordable Classics

moving away from brightwork. Karmann followed that practice, with input from American Bruce McWilliams, choosing a matte black plastic grille, adorned with a simple horizontal trim strip containing the TR6 badge, and painting the vertical surface of the Kamm tail black as well, regardless of the exterior hue specified.
Simple decals were used rather than metallic badges to proclaim the identity of the new car. Rostyle wheel covers were used on the earliest examples, but were replaced with more attractive disc wheels during the first year of production, with wire wheels remaining an optional extra. Width for both the wire and disc wheels was increased to 5.5-inches, requiring the addition of larger fender flares to contain them. Radial tires were standard equipment.
An anti-roll bar was installed at the front end to limit body roll, reducing the propensity for oversteer in the event an incautious driver came off the throttle during hard cornering.
The independent rear suspension (IRS) suspension, dating back to the TR4A, remained unaltered. With the increased contact patch provided by the larger tires, however, there was more grip available to the enthusiastic driver than ever, although the overall ride quality remained pleasant and compliant, except on undulating road surfaces.
Underneath the hood, it was the same old story as the TR250, with American customers having to accept 104 horsepower from their engines, compared to the 150 horsepower available in the rest of the world thanks to Lucas Petrol Injection. With the same engine as before, there was no need to change the gearbox, so the transmission from the TR5/TR250 was retained with electric overdrive available as an option.
Inside, revised seats, with integrated folding headrests (an option elsewhere), required to meet US safety standards, received perforated Ambla upholstery, while adjustable seat backs were introduced during the first year of production. To improve cabin ventilation, the rear window in the convertible top was removable, while the reflective tape on the exterior fabric, which had been introduced on the TR250, continued on very early North American models. The new 15-inch steering wheel and shift knob were trimmed in leather, helping to make the TR6 interior the most luxurious ever fitted in a TR. It was also more informative, with warning lights to indicate electrical system discharge, oil pressure loss and braking system malfunction. A dipping rear-view mirror made night driving more comfortable, particularly with the low ride height, and hazard lights were welcome in warning passing traffic when one was stuck on the side of the road.
TOP: The rear panel in every TR6 was painted in Matte Black. The squared Kamm tail provided a purposeful touch that continues to look modern more than 50 years since it first appeared.
ABOVE: In the American market, the TR6 retained the same running gear as the TR250 with dual Zenith-Stromberg 175 CD carburetors and an 8.6:1 compression ratio. Output was 104 horsepower at 4,500 rpm and 143 lb ft of torque at 3,000 rpm.
50Wayne CariniAffordable Classics
The cabin of this 1971 TR6 is a familiar sight to anyone with a passing familiarity of the Michelotti cars, although the wood dashboard acquired a matte finish and the switchgear was modified for safety reasons. There were a number of seat variations over the long production run, all provided with head restraints to comply with existing crash standards.