The Triumph Herald is a small two-door car introduced by Standard-Triumph of Coventry in 1959 and made through to 1971. The body design was by the Italian stylist Giovanni Michelotti, and the car was offered in saloon, convertible, coupé, estate and van models, with the latter marketed as the Triumph Courier.

Total Herald sales numbered well over half a million. The Triumph Vitesse, Spitfire and GT6 models are all based on modified Herald chassis and running gear with bolt-together bodies.

The Triumph TR4 is a sports car produced by the Triumph Motor Company from 1961 to 1965. As the successor to the TR3A, the car was based on the chassis and drivetrain of the previous TR sports cars, but with a modern body designed by Michelotti.

In spite of its modern styling, a total of only 40,253 cars were built during its 5-year production run.

The TR4 engine was continued from the earlier TR2/3 models, but the displacement was increased from 1991cc to 2138 cc.

The Triumph 2000 is a mid-sized, rear wheel drive automobile which was produced in Coventry by the Triumph Motor Company between 1963 and 1977. The 2000 used the six-cylinder engine first seen in the Standard Vanguard at the end of 1960.

Styled by Michelotti, the Triumph had a slightly longer wheelbase and was slightly wider, with a correspondingly more spacious interior, than its rivals.

Standard transmission on the original car was a 4-speed manual gearbox: overdrive and Borg-Warner Type 35 3-speed automatic transmission were options. The unitary body had independent suspension all-round with semi-trailing arms at the rear, all using coil springs. The servo-assisted brakes were disc at the front and drums at the rear.

In October 1969, the 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.

It competed with the contemporary Rover P6 2000, which initially was offered only with a four-cylinder engine. The Rover was also released in October 1963, just one week before the Triumph.

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 Triumph TR6 (1968–76) is a sports car built by British Triumph Motor Company between 1969 and 1976. 

The TR6 was the best-seller of the TR range when production ended, a record subsequently surpassed by the TR7. 

Triumph Motor Cars had a limited budget for the development of the TR6. While the Karmann-designed exterior looked considerably different from the TR4/TR4A/TR250/TR5 cars, the same chassis, engines, running gear, doors, windscreen and much of the body tub were carried over from the TR250/TR5 models. The new removable hardtop for the TR6 was designed in-house by Triumph, and was available as an option.

All TR6s were powered by Triumph's 2.5-litre straight-6 engine.

The first production TR6 was built on the 19th of September 1968, as a 1969 model year. All TR6s built until the 28th of November 1968 were carburetted-engine cars with CC commission number prefixes, at which point in time petrol-injected cars with CP commission number prefixes began to be produced on the same production line.

The early CP commission numbered petrol-injected TR6s used the same Lucas mechanical fuel-injection as the TR5, which produced 150 bhp and 164 lb-ft of torque.

The early CC commission numbered US and Canada market cars, with carburettors and a lower compression ratio than the fuel-injected counterparts, were the same as used on the TR250 and only produced 104 net bhp and a peak torque of 143 lb-ft at 3500 RPM.

The early petrol-injected version TR6 could accelerate from zero to 100 km/h in 8.4 seconds and had a top speed of 190 km/h according to Autocar magazine.

The later CR petrol-injected engines were rated at 125bhp, while the later CF carburetted cars were rated at 106bhp.

While small changes occurred to the TR6 during its production run, the basic shape and styling cues of the TR6 remained unchanged from beginning to end.

The TR6 featured a four-speed manual transmission. An electrically switched overdrive made by Laycock de Normanville was available as an option. On early cars the "A-type" model overdrive was used and was able to be activated on second, third, and fourth gears and provided a 22% gear ratio reduction. Later TR6s had a "J-type" model overdrive able to be activated only on third and fourth gears but with a 28% gear ratio reduction.

The Triumph Spitfire is a British front-engined, rear-wheel drive, two-passenger convertible sports car manufactured between 1962-1980. Styled for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti, the Spitifire was manufactured for the duration of its production at the Standard-Triumph Canley works — and evolved over a series of five production iterations, with a approximately 315,000 manufactured over 18 years.

The Spitfire nameplate refers to the World War II fighter plane of the same name. Assembled at Canley in August 1980 shortly before the factory closed, the last Spitfire was an Inca Yellow UK-model including the factory hardtop and overdrive options. Never sold to the public, it remains on display at the British Motor Museum.

The Triumph Stag is a 2+2 sports tourer which was sold between 1970 and 1978 by the British Triumph Motor Company, styled by Italian designer Giovanni Michelotti.

Envisioned as a luxury sports car, the Stag was designed to compete directly with the Mercedes-Benz SL class models.

All Stags were four-seater convertible coupés, but for structural rigidity – and to meet proposed American rollover standards of the time – the Stag required a B-pillar "roll bar" hoop connected to the windscreen frame by a T-bar. A body-colour removable hard top with defrost wires on the rear window, full headliner and lever operated quarter windows was a popular factory option.

The initial Stag design used the saloon's 2.0-litre six cylinder engine which was intended to be uprated to 2.5-litres for production cars, but Webster intended the Stag, large saloons and estate cars to use a new Triumph-designed overhead cam (OHC) 2.5-litre fuel injected (PI) V8. In 1968, under the direction of Engineering Director Harry Webster and his successor as Chief Engineer, Spen King, the new 2.5 PI V8 was enlarged to 2997 cc  to increase the power available.

In the UK the Stag was an immediate success for Triumph with a 12-month waiting list rapidly being established and cars changing hands at well above list price, but when it was released into the US, its main target market, it rapidly acquired a reputation for mechanical unreliability, usually in the form of overheating. 

Perhaps because the American market never took to the Stag, only 25.877 cars were produced between 1970 and 1977. Of this number, 6.780 were export models, of which 2.871 went to the United States.

The Stag was never directly replaced. British Leyland planned an equivalent model to follow the Stag in the form of a derivative of the Triumph TR7 sports car which was codenamed the Lynx. The Lynx used the TR7 platform with an extra 30 cm in the wheelbase to accommodate a rear seat and had fastback coupe bodywork. Power came from a 3.5-litre Rover V8 and the gearbox and rear axle were lifted from the Rover SD1. The Lynx was very close to production being scheduled for launch in 1978. However the sudden closure of the Triumph factory in Speke, Liverpool, where the car was to be built and new policies implemented by BL's new chief executive, Michael Edwardes, led to the Lynx's cancellation.

The Triumph TR7 is a sports car manufactured in the United Kingdom from September 1974 to October 1981 by British Leyland Motor Corporation (BLMC), which changed its name to British Leyland (BL) in 1975.  It was initially produced at the Speke, Liverpool, factory,  moving to Canley, Coventry, in 1978 and then finally to the Rover Solihull plant in 1980. The car was launched in the United States in January 1975, with its UK home market debut in May 1976. The UK launch was delayed at least twice because of high demand for the vehicle in the US, with final sales of new TR7s continuing into 1982.