Classic and Sports Car TR8 Article May Issue 2026 (available from April 2nd)

“You have to exercise NWK 988W to reveal its true depths. Initial impressions are that it is less easy to live with at moderate cruise, with its more focused springing and damping exciting the car’s structure and more overrunning uneven surfaces, which in turn creates greater reaction through the still-excellent power steering. That glorious soundtrack still fills your ears though, but it offers something decidedly hardcore when you start to extend this TR8’s performance envelope, and that means pushing beyond 5,000 rpm, where the standard car produces its maximum power. At this point, Humphreys and Hurdwell’s revisions to engine and chassis make more sense and the V8 finds a second wind in its upper reaches as the exhaust note hardens into a titanic roar, transforming the TR8 from cruiser to projectile”

Owning a unique, powerful, one-off Triumph TR8 is something truly special, and in many ways, deeply humbling. There’s a genuine sense of honour, almost a God-given privilege, in being its custodian. Even when it’s parked alongside poster cars worth hundreds of thousands, it still gives you a quiet, unshakeable smile that no other car can diminish.

What’s most intriguing, though, is that the experience of driving it is yours alone. It’s something only you can fully understand. Trying to put it into words for others never quite does it justice, you’re often left with the sense that they might think you’re overstating it, even when you’re not.

So when Classic & Sports Car asked if they could drive each car and do a comparison between my two TR8s, I jumped at the chance. One is LOC238X, GO HERE a left-hand-drive TR8,

and the other NWK988W GO HERE is my right-hand-drive TR8,

One of just 22 RHD TR8’s built, and the only example (future development TR8)  substantially modified by BL Motorsport in 1980 by Tony Ponds works team of Richard Hurdwell and Cliff Humphries. Another reason was, that although I’ve been fortunate enough to own two TR8s, I’ve never really had the opportunity to compare them side by side. As I could only ever drive one at a time, they were never out together, always one or the other.

BL MOTORSPORT Upgrades to NWK988W December 1980

There were quite a few further upgrades done on NWK after the memo above December 1980, unfortunately as yet we have been unable to find a copy of any later 1981 memo. Additional later modifications found on the car are detailed here NWK988W GO HERE

Power

At first glance the comparison looks fairly one-sided. LOC238X produces 166bhp at the wheels, while NWK988W delivers a much healthier 270bhp, so you might assume the result is a foregone conclusion in favour of NWK. In reality, though, once you factor in drivability and the extreme somewhat brutal at times nature of NWK, the gap feels much smaller than the numbers would suggest. For context, a standard LHD fuel-injected TR8 produces around 148bhp at the flywheel, which usually translates to roughly 133bhp at the wheels (CONNEW3). By adding a piggyback ECU, we’ve managed to raise that to 166bhp (CONNEW4) at the wheels.

LOC may not match NWK’s outright punch, but it still delivers plenty of very usable performance, and when the mood takes you, it makes for a seriously brisk and enjoyable drive.

NWK988W on Dave Boggs rolling road delivering 270bhp at 5.8k

Upgrades and suspension

LOC238X has also benefited from a few thoughtful upgrades. The rather soft, typically “American-market” suspension that LHD TR8s originally came with has been replaced with a setup far better suited to UK roads.

Springs	Front Pounds	Rear Pounds
USA Spec LHD TR8	80 to 100	150
LOC238X Upgrade	165	195
NWK988W BL Motorsport	175	205

Both cars have SPAX adjustable and are set as follows:

LOC238X – Front and Rear 10 clicks 36%

NWK988W – Front and Rear 11 clicks 39%

Rear anti roll bar

LOC238X – Uprated one TKC253UR fitted

NWK988Q – NO rear antiroll bar fitted ala BL Motorsport modifications Jan 1981

Brakes

LOC now also runs  EXACTLY the same uprated vented disc brakes that were developed for NWK, which makes a noticeable difference to confidence and control.

“A Ventilated Brake Disc Kit was fitted using Ferodo DS11 pads this has improved the standard braking significantly and is virtually fade-free from repeated high-speed stops. The kit was developed by Brian Owen at Abingdon in conjunction with John Moore at Automotive Products (Racing) Leamington. Automotive Products would be able to supply in quantity. These brakes will only fit the car with factory 13″ Alloy wheels or larger wheels”

Wheels and Tyres

Both cars run 15″ minilites with 195/50/15 VR tyres, Pressure front 25.5psi and rear 28.5psi

Exhaust systems

Exhausts on both cars are single box twin pipe stainless steel systems through a H bar so slightly louder than the standard two box system the factory fitted, but both still have the standard cast manifolds fitted.

Fuel

E5 Super

Some of the stills we took ourselves on the day

The article is in the May 2026 edition with a Silver DB9 for 20k on the cover.

Buy a copy from your news agent or direct from Classic and Sports Car HERE

The article mentions a piece on the TR8 by David Miles in Autocar (May 1979), which is the first and only UK press coverage of the TR8 at the time. However, it was not particularly favourable, reporting a disappointing 0–60 time of over 10.1 seconds. This was largely because no official press TR8s were available in the UK at the time, as the car was primarily aimed at the US market. As a result, David Miles tested an engineering sample that was not representative of the model at its best. Full details are on this page HERE

Reaction to the article, albeit there is actually only “ONE” Motorsport TR8! The other 21 are standard 155bhp RHD pre production cars.

From this FB Page HERE

Comparison to earlier TR’s

A friend who usually drives a TR3 offered to help by driving the Silver TR8 to the shoot location, so I took the opportunity to interview him and get his thoughts on his first drive in the TR8.