TRIUMPH SPORTS SIX—A MATTER OF BALANCE

R&T DECEMBER 1962 BROUGHT TECHNICALITIES TO THE FORE in its test of the Triumph Sports Six: “Many years ago,” it wrote back then, “when it was the custom to put automobile engines in semi-solid mountings and all and sundry vibrations  were permitted to find their way, undiminished, into the rest of the car, small-displacement 6-cyl engines were extremely popular.”

“In the 6-cyl layout,” R&T explained, “dynamic shaking forces can be made mutually-canceling and that results in very smooth running, which was the primary reason for the popularity of this type.” 

“More recently,” its history lesson continued, “considerations of manufacturing economy and softer engine mountings have brought the 4-cyl configuration into great prominence, but this does not alter the central fact that 6 cyl are better than 4.”

R&T concluded its lesson, “In light of this, we were delighted to learn that the ‘light-six’ was making a comeback, in Standard-Triumph’s new Sports 6.”

This, other images and quotes from R&T, December 1962.  

Curious readers of the era (e.g., me) dug out their Bosch Automotive Handbooks and learned more about engine balance. By the way, this trusty blue handbook is now in its 11th edition having grown to 2048 pages. 

Needless to say, R&T got it right about engine balance—for 1962. Still to come were counter-rotating balance shafts, magneto-rheological engine mounts, and variable compression ratios.

Long-proven Reliability—If Unexciting. “Overall,” R&T recounted, “The Sports-6 engine is a very straightforward design. The crankshaft runs in 4 bearings, the cylinder block and cylinder heads are of alloy-iron, and the in-line, vertical valves are operated through rockers and long, solid pushrods from a camshaft located well down in the block. It can claim, however, a long-proven reliability, and although the present 70-bhp (net) output is nothing that will create much excitement, the fact that the engine appears to be understressed and has such features as all-separate intake and exhaust porting speaks well for future performance improvements.” 

“The engine compartment has unlimited accessibility.” Which probably meant tools fell completely to the tarmac.

Close to Racing Ratios. R&T observed, “The Sports-6 engine is coupled to a Triumph 1200 transmission that has been heavily reworked for its new job…. With the added power on tap, the very low 1200 1st-gear ratio of 3.75:1 is not needed, and in the Sports-6 all of the intermediate gears are brought up, and closer together, to make what is as close to racing ratios as can be had in any family-type car today. Close-ratio transmissions always shift smoothly, and the Triumph, with its positive shifting control and good synchromesh, was outstanding.”

R&T observed, “Wide doors = easy access.” 

Also, R&T noted, “Another safety feature is the telescopic steering column, which can be adjusted (through a 4-in. range) for arm-reach, and which is designed to collapse under crash impact.”

Italian Style. “Michelotti’s original design [of the 1200] has been elaborated upon for the Sports-6 without really changing the looks very much,” the magazine observed. “There are little bits of script here and there to inform the beholder that the car is not a 1200; just in case he was not able to make the distinction from the slant-grouped pairs of headlights and changed grille opening.” 

A Forward-Tilting Bonnet. R&T recounted, “One of the earlier features we are pleased to see retained is the forward-tilting hood, which consists of the entire bodywork, fenders and all, forward of the firewall…. Such easy serviceability may not at first seem to mean anything except to the man who does his own mechanic-ing but in actuality it means that the necessary servicing is somewhat more likely to get done, all other factors being equal, and that in the end reliability will be improved.” 

“Mechanics will love this.”

Vinyl and Shag-Rug Interior. “Within the passenger comparment,” R&T noted, “the Sports-6 is substantially improved over the last 1200 we tested. One of the most noticeable changes is in the seats, which have been recontoured for better lateral support and are now covered with good-looking vinyl. By comparison, some of the real leather that one sees would look somewhat shabby; the vinyl used in the Sports-6 is soft, and pliable, and has a lightly texture surface. Not quite so attractive was the carpeting; it had a look of awesome durability, but the ‘shag-rug’ appearance did little for the car’s interior.”

“The instruments, of which there are few,” R&T commented, “are concentrated (except for the heat gauge) in a single, round cluster placed right before the driver…. And, inevitably (because this is a British luxury car), the whole collection of dials, switches and knobs is set into a polished walnut plank.”

“Inside, as out, a high-quality finish.”

A Personal View. At the time I was driving a ’58 English Ford Consul Convertible, and the Triumph Sport 6’s walnut dash, central shifter, and its Michelotti “crisp, angular body lines” made me envious. 

Alas, I was partway through undergrad school. I held out two years before buying a ’63 Ford Falcon convertible, a red one, just like my dad’s well-loved ’55 Sunliner. ds

© Dennis Simanaitis, SimanaitisSays.com, 2025