{"id":673,"date":"2016-01-27T20:08:07","date_gmt":"2016-01-27T20:08:07","guid":{"rendered":"http:\/\/www.triumphheraldconvertible.co.uk\/wordpress\/?p=673"},"modified":"2016-02-27T20:19:34","modified_gmt":"2016-02-27T20:19:34","slug":"adrian-flux-herald-write-up","status":"publish","type":"post","link":"http:\/\/www.triumphheraldconvertible.co.uk\/wordpress\/adrian-flux-herald-write-up\/","title":{"rendered":"Adrian Flux Herald write-up"},"content":{"rendered":"

The Triumph Herald was a car that nearly didn\u2019t get built at all. Manufacturer Standard-Triumph was stuck for a car body supplier to provide the shell for the new car\u2019s unitary construction.<\/p>\n

And but for chief engineer Harry Webster\u2019s decision to attach individual panels to the chassis, the ultimately popular Herald may never have seen the light of day.<\/p>\n

\"Triumph<\/a>

Triumph Herald 948cc<\/p><\/div>\n

We take a look at the car that spawned the Spitfire and the GT6.<\/strong><\/p>\n

The year 1959 was a memorable one for the British motor industry. As well as seeing the birth of the Herald, it spawned the Mini and the Ford Anglia.<\/p>\n

While the Mini went on to attain legendary status, the Herald\u2019s 12-year production run, including developments including the sporty and eye-catching Vitesse, ensured the Michelotti-bodied car its own place in history.<\/p>\n

The Herald marked a radical design change from the company\u2019s Standard 8 and 10 models, which were fairly mundane \u2013 even standard \u2013 1950s motoring fare.<\/p>\n

Unhappy with the in-house designs put forward, Standard-Triumph opted to work with Italian stylist Michelloti, who came up with a car bristling with angles and sharp edges not dissimilar to the principal ideas behind the competing Anglia.<\/p>\n

The Triumph marque, which was gaining traction as a brand at the time, was used on the new car to make a break from the previous models.<\/p>\n

The real problem, however, was getting the car built in an era with limited manufacturing capacity for steel bodies.<\/p>\n

With Standard-Triumph\u2019s usual suppliers Fisher & Ludlow being taken over by rivals BMC, no body manufacturing facility themselves and no capacity in a crowded market, the only solution was to bolt panels made by a selection of smaller companies on to a separate chassis.<\/p>\n

This was against the trend for monocoque construction, but has one distinct advantage today \u2013 anyone looking to restore a Herald can simply unbolt the panels in their garage, assess the rot (there will almost certainly be some!) and get to work. It also made different body styles easy to introduce as new panels could simply be bolted on to the same chassis.<\/p>\n

This did, however, give the car something of a scruffy look \u2013 even tidy examples somehow look like they\u2019ve been bolted together, with some uneven panel fit almost inevitable\u2026<\/p>\n

Initially, the Herald \u2013 named after company boss Alick Dick\u2019s yacht \u2013 was powered by the four cyclinder 948cc unit used in the Standard Pennant.<\/p>\n

These early cars used much of the running gear from the Standard 8 and 10, though its independent suspension was a first for a volume production car and its rack and pinion steering gave it an incredible 22ft turning circle.<\/p>\n

MotorSport magazine called it \u201cBritain\u2019s first truly-advanced small car to be introduced since the war\u201d, and praised its \u201cmany safety features and outstanding road-holding, steering and cornering\u201d, declaring it \u201cway out ahead of all other small cars at present being made in this country\u201d.
\nThey predicted that \u201cthe Triumph Herald is one of the world\u2019s outstandingly interesting motor cars and may well embarrass its sponsors by the enormous flood of orders they can expect to receive for it\u201d.<\/p>\n

Performance was sluggish, however, with a top speed of just over 70mph and 0-60mph took more than 30 seconds. This, allied to poor build quality and a relatively high price (about \u00a3700), actually saw sales get off to a slow start.<\/p>\n

A four-seater convertible was introduced in 1960, with a twin-carb version of the 948cc engine providing some useful extra power \u2013 but still not enough to put your hair too much at risk from the wind!.<\/p>\n

The company was in trouble, and was itself swallowed up by the giant \u2013 and ultimately doomed \u2013 Leyland Motors in 1961. However, this was probably the best thing to happen to the Herald, as money and resources were finally available to turn the car into the sales success it became.<\/p>\n","protected":false},"excerpt":{"rendered":"

The Triumph Herald was a car that nearly didn\u2019t get built at all. Manufacturer Standard-Triumph was stuck for a car body supplier to provide the shell for the new car\u2019s unitary construction. And but for chief engineer Harry Webster\u2019s decision to attach individual panels to the chassis, the ultimately popular Herald may never have seen […]<\/p>\n","protected":false},"author":1,"featured_media":675,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[7,1],"tags":[90],"yoast_head":"\nAdrian Flux Herald write-up - The 948cc Triumph Herald Convertible<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"http:\/\/www.triumphheraldconvertible.co.uk\/wordpress\/adrian-flux-herald-write-up\/\" \/>\n<meta property=\"og:locale\" content=\"en_GB\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Adrian Flux Herald write-up - The 948cc Triumph Herald Convertible\" \/>\n<meta property=\"og:description\" content=\"The Triumph Herald was a car that nearly didn\u2019t get built at all. 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