European Spec LHD TR8’s

TR8s Sold in Europe (PED – Personal Export Deliveries)

European Spec LHD TR8’s – It is well established that 22 right-hand-drive, UK-specification TR8s were built, but the question remains: were any left-hand-drive TR8s ever produced for use in Europe?

Over the years there has been considerable speculation about the existence of a true European-specification, left-hand-drive TR8. The most accurate answer is probably “sort of, and as close as possible.”

What certainly did exist were “tax-free” Personal Export Delivery (PED) TR8s intended for use in Europe. These cars were modified specifically for European conditions, most notably to run on leaded fuel, as unleaded petrol was either unavailable or extremely limited at the time. As a result, they were built without catalytic converters or oxygen sensors and operated open-loop ECU systems.

Because these vehicles were personal exports, they were also able to bypass certain import regulations. Consequently, some were fitted with later-type ignition and alternator systems, likely as a pragmatic measure to expedite delivery towards the very end of TR8 production. Where these later components are found, they almost certainly appear on the final cars built.

In 1981, Solihull built more than 40 Personal Export Derivative (PED) TR8s between June and September.

There were also some PED cars produced in 1980, although at present there is no reliable way to identify them individually from the available 1980 TR8 records, unlike the 1981 cars, which can be confirmed using surviving build record cards. That said, I am aware of seven 1980 PED TR8s whose owners still retain the original export documentation.

All of these known 1980 PED cars were carburetted models, making it reasonable to assume that the 1980 PED TR8s were based on the 49-state specification. While exact production numbers remain uncertain, it is likely that similar quantities were built in 1980.

 

European / Home Non USA/Canada Solihull 1980/81 Year Cars RED designates TR8 chassis identifier. Chassis number doesn’t lie, owners may beware!

Chassis
1: Global ID	SAT = Triumph World ID (Not used on all cars!)
2: Make of car	T = Triumph
3: Model range:	P = TR7/8
4. Specification	A = UK or Europe
	K = Australia
	V = U.S.A., Federal (49 states)
	Z = U.S.A., California
	L = Canada
	J = Japan
5. Type of body:	E = Coupe
	D = Convertible
6. Type of engine:	J = 2 litre (TR7)
	V = 3.5 litre V8 (TR8)
7. Steering, Gear box:	3 = RHD. Automatic
	4 = LHD, Automatic
	7 = RHD, Manual
	8 = LHD, Manual
8. Model year change:	A = 1980 Model Year
	B = 1981 Model Year (not have been used on rest or the world cars – USA CANADA Only)
	C = 1982 Model Year (not have been used on rest or the world cars – CANADA Only)
9. Assembly plant:	T = Canley
	A = Solihull
10.	Number 6 digits

1981 PED Efi TR8’s

So, what are PEDs?

All PED TR8s were based on the 49-state specification TR8 (basic federal variant SATPV458?BA), most commonly without air conditioning as standard. In 1981 there was one known exception—car 406998, which was fitted with A/C.

These cars were supplied exclusively to U.S. or Canadian service personnel and diplomats who were entitled to tax-free vehicle purchases while stationed in Europe.

What makes them “European spec”?

The differences lie mainly in emissions equipment and fuel compatibility, rather than in a fully homologated European specification:

• Catalytic converters were not fitted as standard. Instead:

  • Some cars were delivered with the catalytic converters packed in boxes in the boot for later installation.

  • Others were supplied without catalytic converters at all, allowing buyers to reduce the purchase price.

  • In some cases, owners were given a voucher to present at a JRT dealership in the USA or Canada upon their return, at which point the catalytic converters could be installed.

• As shown on the bill of sale (below), catalytic converters were listed as an optional extra, requiring an additional payment.

• As a result, buyers could choose to save money by not having the catalytic converters fitted at all. Further evidence of this can be seen on the build cards shown below (highlighted by the red ring in the lower right-hand corner), where the catalytic converter “pack” is listed under extras.

• UK-sold PED cars: A small number of PED TR8s were sold in the UK. These were fitted with left-hand-drive headlamps for use on UK roads. One example is 407563 (MVP102X). Cars sold in the UK do not appear to carry the LOC???X registration seen on PED cars delivered into mainland Europe, as far as is currently known. This particular car was sold to a U.S. service person stationed in the UK and remains in the UK today.
  Appleyard’s of Harrogate sold several PED TR8s to USAF personnel stationed at RAF Menwith Hill. Interestingly, Appleyard’s also purchased one of the RHD TR8s at the Measham auctions. At least one PED car is known with the registration MOV???X, matching the final TR7 registration sequence.

• Fuel and emissions setup: The engines were configured to run on leaded fuel, as unleaded petrol was virtually unavailable in Europe at the time, which is why catalytic converters were not fitted. Following discussions with Albert Tingey, who designed the Lucas EFI system for these cars, it is confirmed that the engines operate perfectly well without catalytic converters. Below 3,000 rpm there is some sensor input, but above that point the system runs without sensor influence.

• Fuel filler: Cars running on leaded fuel were fitted with the larger-diameter filler neck, with the narrower filler appearing later when unleaded fuel became more common.

• Ignition and charging systems: Because these cars were personal exports, a significant number were fitted with later-type ignition systems and alternators. This loophole was likely used to help complete cars as production was winding down, since Triumph was experiencing parts shortages, while the Rover SD1 V8 production line was still active.
  On these cars, the ignition pack and coil are mounted on the inner wing, rather than above the radiator as normally seen on TR8s. This configuration matches that used on the Rover SD1.

• Chassis number stamping: Some cars, due to specific country import requirements, had the chassis number hastily stamped around the suspension turret. On the few examples observed, the stamping is poorly executed, strongly suggesting it was done in a rush to satisfy customs regulations rather than as part of normal production.

• Fuel labelling: No “unleaded fuel only” stickers were fitted on the dashboard or around the fuel filler.

• Footwell ventilation: Cool-air doors were fitted in the footwells, although strictly speaking all U.S. federal-specification cars were equipped with these.

 

All of these cars were exported / registered by:

Rover Hire Ltd or sometimes Tax-Free Sales – (always the same address)

Lillie Hall,

Seagrove Road,

London,

SW6 1SF

The free service voucher is headed “Tax Free Sales”, whereas the VX1 form shown below is headed “Rover Hire Ltd.” It should be noted that the voucher and the VX1 form come from different PED TR8s

All known 1981 PED TR8s were issued either LOC???X or MVP???X registration numbers, with one possible example carrying a MOV???X registration, as a temporary DVLC (VX1) skeletal record prior to the car’s departure from the UK.

Because these were personal exports, type approval was not required, although it did exist for right-hand-drive UK-specification cars (see below).

These components were presumably used to bridge parts shortages towards the end of production, allowing cars to be completed. Fitting them to personal export vehicles would have freed up scarce components for cars that required them for type approval, whereas using alternative parts on PED cars did not create an approval issue.

An interesting quirk is that all PED cars examined to date have a different set of chassis letters (while the numerical sequence remains unchanged) stamped in the boot/trunk rain gutter. This follows the European chassis numbering system.
For the example shown below, my own car LOC238X has been used for illustration.

SATTPVDV8BA407609

The chassis number on the plate in the window and on the chassis plate in the door is actually SATPV458XBA407609 which is the USA Fed check number system.

An alternative to purchasing directly from BL Export, Lillie Hall, London, with delivery into Europe, was to buy through dealers such as Nemet in New York, with the vehicle collected by service personnel upon their return to the USA.

Cars sold directly through BL Export were typically driven across to Europe with UK registration plates fitted, most commonly LOC???X.

However, cars sold by dealers such as Nemet were also UK-registered, even though they were shipped directly to the USA for collection by their new owners once their overseas postings ended.

Until around 15–20 years ago, Nemet reportedly still had a significant number of these cars in storage, offered for sale as new. This suggests that, towards the end of production, they may have purchased the remaining unsold cars and shipped them to the United States.

As a result, many cars in U.S. states where only a rear number plate is required are often seen displaying a UK LOC???X plate on the front, with the required U.S. plate fitted at the rear.

It is important to note that, while this discussion has focused on the European PED differences specific to the TR8—particularly those that allowed the car to operate on leaded fuel in Europe—many TR7s were also sold under the same Personal Export Delivery arrangements.

These TR7s frequently carried LOC registration numbers, as illustrated by the very late EFI TR7, LOC606X, shown below.

Shown below is a sales order for a tax-free TR7 to be delivered to Menwith Hill, Harrogate, which was—and still is, I believe—a U.S. radar base in the UK. Given that the car was EFI-equipped, it would almost certainly have run without catalytic converters and operated on an open-loop ECU.

That perhaps brings us as close as possible to a left-hand-drive European-spec EFI TR7.

And this LOC329X TR7 has clearly seen better days!

If you have any information, I’m not aware of in this article and or just want to ask a question about your own car you are very welcome to email me direct