History
Triumph Cars Compared, 1923 to 1984
Introduction
Between 1923 and 1984 Triumph built more than forty models, from the 10/20 to the Acclaim. This page sets them out in comparable tables, family by family, so you can see how a Super Seven measured against a Gloria, a TR2 against a TR7, or a Herald against a Dolomite, and which cars were on sale at the same time.
The story behind these cars is told in the Triumph history.
How the figures were sourced. Production totals come from the one-make clubs (the Pre-1940 Triumph Motor Club, the Triumph Razoredge Owners Club, the Triumph Mayflower Club, the TR Register, the Triumph Sports Six Club, the Triumph 2000 Register and the Stag Owners Club), Grace's Guide and AROnline. Performance figures are from named period road tests, with the magazine and year. Prices are UK prices at or near launch. Where good sources disagree, the table gives the best-supported figure and the notes below list the alternatives. Wikipedia was used only as a lead.
A few cautions apply throughout:
- Power figures before about 1972 are usually gross or net ratings, which read higher than the later DIN figures.
- Road-test speeds come from cars tested by the magazines at the time. An average car may not match them.
- Prices include purchase tax unless the table says "basic".
- "Not verified" marks a cell where no period source could be confirmed. Pre-war power outputs in particular were rarely published.
Pre-war cars, 1923 to 1940
Triumph's pre-war cars ran from the Lea-Francis-designed 10/20 to the Dolomite, by way of the best-selling Super Seven and the Coventry Climax-engined Gloria. Every model from the mid-1920s had hydraulic brakes.
| Model | Built | Engine | Period road test | UK price at launch | Number built |
|---|---|---|---|---|---|
| 10/20 | 1923 to 1926 | 1,393 cc four, side valve | Not verified | £305 (Sports) to £460 (four-seat tourer) | Not verified |
| 13/35 (also 13/30) | 1924 to 1926 | 1,873 cc four, side valve | Not verified | £495, saloon | Not verified; the club suggests it may never have entered full production |
| Fifteen (15/50) | 1926 to 1930 | 2,169 cc four, side valve | Not verified | £395 to £495 | Not verified |
| Super Seven | 1927 to 1932 | 832 cc four, side valve | Motor Sport, 1929 (supercharged sports): 75 mph | From £149 10s, 1927 | Just under 15,000 |
| Super Eight | 1932 to 1934 | 832 cc four, side valve | Not verified | £155 | About 2,400 |
| Scorpion | 1930 to 1932 | 1,203 cc six, side valve | Not verified | £185 to £237 10s | About 900 |
| Twelve-Six | 1932 to 1933 | 1,203 cc six, side valve | Not verified | £198 | About 500 |
| Super Nine | 1931 to 1933 | 1,018 cc four, inlet over exhaust (Coventry Climax design) | Not verified | £175 | About 3,500, including early Southern Cross |
| Ten | 1933 to 1934 | 1,122 cc four, inlet over exhaust | Not verified | £215, tourer | About 1,850 |
| Southern Cross | 1932 to 1934 | 1,018 to 1,122 cc four, inlet over exhaust | Motor Sport, 1932 (9 hp four-seater): 64 mph | £225 | About 1,000 |
| Gloria four-cylinder | 1933 to 1937 | 1,087 or 1,232 cc four, inlet over exhaust (Coventry Climax design) | Motor Sport, 1934 (1,087 cc saloon): 60 mph | £285, saloon, 1933 | About 4,500 (club estimates by season) |
| Gloria Six | 1933 to 1936 | 1,476 or 1,991 cc six, inlet over exhaust | Motor Sport, 1935 (Vitesse Six): 73 mph | £325, saloon, 1933 | About 2,000 |
| Gloria Southern Cross | 1934 to 1937 | 1,232 cc four or 1,991 cc six | Motor Sport, 1935 (1,232 cc): 72 mph | £275 | Not verified |
| Dolomite Straight Eight | 1934 to 1935 | 1,990 cc supercharged twin-cam straight-eight | Not verified (100 mph guaranteed) | Not verified | Three chassis; one car completed by the factory |
| Vitesse | 1936 to 1938 | 1,767 cc four or 1,991 cc six, overhead valve | Not verified | £318; 2-litre £348 | Just over 1,200 four-cylinder cars |
| Dolomite 14/60 | 1936 to 1940 | 1,767 cc four, overhead valve, 62 bhp | Motor Sport, 1937: 80 mph indicated, 0 to 60 in 29.0 s | £338 | Not verified |
| Dolomite 1½-litre | 1937 to 1940 | 1,496 cc four, overhead valve (1,767 cc from 1938) | Not verified | £318 | Over 1,600 |
| Dolomite 2-litre | 1936 to 1940 | 1,991 cc six, overhead valve | Not verified | £368 | Not verified |
| Dolomite Roadster Coupe | 1938 to 1940 | 1,767 cc four or 1,991 cc six | Not verified | £348 (four) or £450 (six), club figures | About 170 to 200 |
| Twelve | 1939 to 1940 | 1,496 cc four, overhead valve | Not verified | £285 | About 50 to 65 |
Production figures are mainly the Pre-1940 Triumph Motor Club's estimates, and the club's register counts surviving cars separately.
Roadsters and razor-edge saloons, 1946 to 1954
Standard's first Triumphs were coachbuilt cars with Standard engines: the Roadster with its dickey seat, the razor-edge saloons and the small Mayflower aimed at America.
| Model | Built | Body | Engine | Period road test | UK price at launch, with tax | Number built |
|---|---|---|---|---|---|---|
| 1800 Roadster | 1946 to 1948 | Roadster with dickey seat; aluminium panels over ash | 1,776 cc four, overhead valve | Autocar, 1947: 75 mph, 0 to 60 in 34.4 s | Not verified | 2,501 |
| 2000 Roadster | 1948 to 1949 | As 1800 Roadster | 2,088 cc four (Vanguard), 68 bhp | Not verified | Not verified | 2,000 |
| 1800 saloon | 1946 to 1949 | Razor-edge four-door saloon, coachbuilt by Mulliners | 1,776 cc four, 65 bhp | Not verified | Not verified | About 4,000 |
| 2000 saloon | 1949 | As 1800 saloon | 2,088 cc four (Vanguard), 68 bhp | Not verified | Not verified | 2,000 |
| Renown | 1949 to 1952 | Razor-edge saloon | 2,088 cc four, 68 bhp | The Motor, 1950: 75.0 mph, 0 to 60 in 24.3 s | £991 0s 7d, 1950 | 6,501 |
| Renown, long wheelbase | 1952 to 1954 | Saloon, 3 in longer | 2,088 cc four, 68 bhp | Not verified | Not verified | About 2,800 |
| Renown Limousine | 1951 to 1954 | Limousine with division | 2,088 cc four, 68 bhp | The Motor, 1952: 77.5 mph, 0 to 60 in 25.0 s | £1,440, test car | 190 |
| Mayflower | 1949 to 1953 | Two-door saloon; 10 drophead coupes | 1,247 cc four, side valve, 38 bhp | The Motor, 1950: 62.9 mph, 0 to 50 in 26.6 s | £473 10s 7d, 1950 | About 34,000 to 35,000 |
TR sports cars, TR2 to TR8
Over 28 years the TR went from a 90 bhp four with drum brakes to fuel injection and, at the end, a Rover V8. Most were built for North America.
| Model | Built | Engine | Power | Period road test | UK price at launch | Number built |
|---|---|---|---|---|---|---|
| TR2 | 1953 to 1955 | 1,991 cc four, overhead valve | 90 bhp | The Motor, 1954 (overdrive): 107.3 mph, 0 to 60 in 12.0 s | £555 basic | 8,636 |
| TR3 | 1955 to 1957 | 1,991 cc four | 95 bhp, later 100 bhp | The Motor, 1956: 105.3 mph, 0 to 60 in 10.8 s | £650 basic | 13,377 |
| TR3A | 1957 to 1961 | 1,991 cc four (2,138 cc optional) | 100 bhp | Not verified | £699 basic | 58,236 |
| TR3B | 1962 | 1,991 or 2,138 cc four | 100 to 105 bhp | Not verified | North America only | About 3,330 |
| TR4 | 1961 to 1965 | 2,138 cc four (1,991 cc optional) | 100 bhp | Motor Sport, 1963: 110 mph | £1,032 5s 3d, 1962 (before a purchase-tax cut) | 40,253 |
| TR4A | 1965 to 1967 | 2,138 cc four | 104 bhp | Car and Driver, 1965: 109 mph | £968 4s 7d, 1966 | 28,465 |
| TR5 PI | 1967 to 1968 | 2,498 cc six, Lucas fuel injection | 150 bhp | Not verified | £1,212 8s 11d | 2,947 |
| TR250 | 1967 to 1968 | 2,498 cc six, twin carburettors | 104 bhp | Not verified | North America only | 8,484 |
| TR6 PI | 1968 to 1975 | 2,498 cc six, fuel injection | 150 bhp; 125 bhp from 1973 | Autocar, 1969: 120 mph, 0 to 60 in 8.2 s | £1,333 19s 1d | 13,703 |
| TR6 (carburettor) | 1968 to 1976 | 2,498 cc six, twin carburettors | 104 to 106 bhp | Not verified | Export only | 78,147 |
| TR7 | 1974 to 1981 | 1,998 cc four, single overhead camshaft | 105 bhp (92 bhp US) | Motor Sport, 1976: about 110 mph, 0 to 60 in 9.4 s | £2,999, 1976 | 112,375 (see notes) |
| TR8 | 1980 to 1981 | 3,528 cc Rover V8 | 133 bhp (carburettors); 148 bhp (fuel injection) | Not verified | North America only | About 2,500 to 2,800 |
TR6 total: 91,850. The TR7 coupe was built from 1974 and the convertible from 1979.
Spitfire, GT6 and Stag
The Spitfire and GT6 were built on the Herald's backbone chassis; the Stag used a shortened Triumph 2000 platform and Triumph's own V8. Together they account for more than 375,000 cars.
| Model | Built | Engine | Power | Period road test | UK price at launch, with tax | Number built |
|---|---|---|---|---|---|---|
| Spitfire 4 (Mk1) | 1962 to 1964 | 1,147 cc four | 63 bhp net | Motor Sport, 1962: 92 mph | £729 15s 3d; £640 19s 7d after the November 1962 tax cut | 45,753 |
| Spitfire Mk2 | 1964 to 1967 | 1,147 cc four | 67 bhp | Not verified | Not verified | 37,409 |
| Spitfire Mk3 | 1967 to 1970 | 1,296 cc four | 75 bhp | Not verified | Not verified | 65,320 |
| Spitfire Mk IV | 1970 to 1974 | 1,296 cc four | 63 bhp DIN | Motor Sport, 1971: just under 100 mph, 0 to 60 in 12.5 s | £961 17s 6d | 70,021 |
| Spitfire 1500 | 1974 to 1980 | 1,493 cc four | 71 bhp DIN | Motor Sport, 1975 (overdrive): 103 mph, 0 to 60 in 11.3 s | £1,360 | 91,137 to 95,829 |
| GT6 Mk1 | 1966 to 1968 | 1,998 cc six | 95 bhp | Not verified | Not verified | 15,818 |
| GT6 Mk2 (GT6+) | 1968 to 1970 | 1,998 cc six | 104 bhp | Not verified | Not verified | 12,066 |
| GT6 Mk3 | 1970 to 1973 | 1,998 cc six | About 104 bhp | Motor Sport, 1971: cruised at about 105 mph, no timed figures | Not verified | 13,042 |
| Stag | 1970 to 1977 | 2,997 cc V8, single overhead camshaft per bank | 145 bhp net (146 bhp DIN, 1973) | Motor Sport, 1970 (overdrive): 117 mph, 0 to 60 in 10.7 s | £1,995 17s 6d (soft top); £2,093 15s 10d (both tops) | 25,939 (some sources 25,877) |
Herald and Vitesse
The Herald was Triumph's best-selling car, at 510,614 over twelve years. Its separate chassis carried bodies from saloon to estate, and the six-cylinder Vitesse was built on the same frame.
| Model | Built | Bodies | Engine | Power | Period road test | UK price at launch, with tax | Number built |
|---|---|---|---|---|---|---|---|
| Herald 948 | 1959 to 1964 | Saloon, coupe, convertible; Herald S | 948 cc four | 34.5 bhp net; 42.5 bhp twin-carburettor | The Motor, 1959: 70.9 mph, 0 to 60 in 31.1 s | Saloon £702 2s 6d; coupe £730 14s 2d | About 97,000 to 100,000, all bodies |
| Herald 1200 | 1961 to 1970 | Saloon, coupe, convertible, estate | 1,147 cc four | 39 bhp, later 48 bhp | Not verified | Not verified | About 284,000 to 290,000 |
| Herald 12/50 | 1963 to 1967 | Saloon with folding sunroof | 1,147 cc four | 51 bhp | Not verified | Not verified | About 53,000 to 55,000 |
| Herald 13/60 | 1967 to 1971 | Saloon, convertible, estate | 1,296 cc four | 61 bhp | Not verified | Not verified | 82,650 |
| Vitesse 1600 | 1962 to 1966 | Saloon, convertible | 1,596 cc six | 70 bhp | Not verified | Not verified | 31,261 |
| Vitesse 2-litre | 1966 to 1968 | Saloon, convertible | 1,998 cc six | 95 bhp | Not verified | Not verified | 10,830 |
| Vitesse Mk2 | 1968 to 1971 | Saloon, convertible | 1,998 cc six | 104 bhp | Motor Sport, 1969: "exceeds 100 mph by quite a few" | Saloon £951; convertible £999 | 9,121 |
2000 and 2500 saloons
The big Triumphs, styled by Michelotti and built from 1963 to 1977, all had six-cylinder engines and all-independent suspension. The Triumph 2000 Register puts the total at about 316,000.
| Model | Built | Bodies | Engine | Power | Period road test | UK price at launch, with tax | Number built |
|---|---|---|---|---|---|---|---|
| 2000 Mk1 | 1963 to 1969 | Saloon; estate from 1965 | 1,998 cc six | 90 bhp | Motor Sport, 1964: 93 mph | £1,094 2s 1d | 120,645 |
| 2.5 PI Mk1 | 1968 to 1969 | Saloon | 2,498 cc six, Lucas fuel injection | 132 bhp | Motor Sport, 1969: about 110 mph, 0 to 60 in 10.3 s | £1,547 | 9,029 |
| 2000 Mk2 and 2000TC | 1969 to 1977 | Saloon, estate | 1,998 cc six | 90 bhp net | Not verified | £1,412 5s 10d | About 92,000 to 105,000 |
| 2.5 PI Mk2 | 1969 to 1975 | Saloon, estate | 2,498 cc six, fuel injection | 132 bhp | Not verified | £1,595 1s 4d | 49,742 |
| 2500TC | 1974 to 1977 | Saloon | 2,498 cc six, twin SU carburettors | 99 PS DIN | Not verified | Not verified | 32,492 |
| 2500S | 1975 to 1977 | Saloon, estate | 2,498 cc six, twin SU carburettors | 106 bhp DIN | Motor Sport, 1975: about 105 mph, 0 to 60 in 11.5 s | £3,353.22 | 8,164 |
1300, Toledo, Dolomite and Acclaim
One body shell, launched as the front-wheel-drive 1300 in 1965, became the Toledo and the Dolomite and lasted until 1980. The Acclaim, a Honda design, was the last Triumph.
| Model | Built | Drive | Engine | Power | Period road test | UK price at launch, with tax | Number built |
|---|---|---|---|---|---|---|---|
| 1300 | 1965 to 1970 | Front | 1,296 cc four | 61 bhp | Not verified | £797, 1966 | 113,008 |
| 1300TC | 1967 to 1970 | Front | 1,296 cc four, twin carburettors | 75 bhp | Autocar, 1968: 93 mph | £909, 1968 | 35,342 |
| 1500 | 1970 to 1973 | Front | 1,493 cc four | 61 bhp net | Motor Sport, 1971: 88 mph, 0 to 60 in 16.5 s | £1,113 6s 5d | 66,353 |
| Toledo | 1970 to 1976 | Rear | 1,296 cc four (1,493 cc for export) | 58 bhp net | Not verified | Not verified | 119,182 |
| 1500TC | 1973 to 1976 | Rear | 1,493 cc four, twin carburettors | 71 bhp | Not verified | Not verified | 25,549 |
| Dolomite 1850 and 1850HL | 1972 to 1980 | Rear | 1,854 cc slant-four, single overhead camshaft | 91 bhp net | Motor Sport, 1972: over 100 mph, 0 to 60 in 11.5 s | £1,399 | 79,010 |
| Dolomite Sprint | 1973 to 1980 | Rear | 1,998 cc slant-four, 16 valves, single camshaft | 127 bhp DIN | Motor Sport, 1973: 115 mph | £1,739.84 | 22,941 |
| Dolomite 1300 | 1976 to 1980 | Rear | 1,296 cc four | Not verified | Not verified | Not verified | 32,031 |
| Dolomite 1500 and 1500HL | 1976 to 1980 | Rear | 1,493 cc four | Not verified | Not verified | Not verified | About 70,000 (see notes) |
| Acclaim | 1981 to 1984 | Front | 1,335 cc Honda four | 70 bhp | Motor Sport, 1981: about 95 mph | £4,688 (HL manual) | 133,625 |
How the ranges overlapped
When the Stag was launched in June 1970, Triumph was selling nine model families at once, from the Herald to the 2000. Within ten years almost all of them had gone.
| Group | Model family | Start | End |
|---|---|---|---|
| Sports cars | Roadster | 1946-03 | 1949-10 |
| Sports cars | TR2 | 1953-08 | 1955-10 |
| Sports cars | TR3, TR3A, TR3B | 1955-10 | 1962-10 |
| Sports cars | TR4, TR4A | 1961-07 | 1967-08 |
| Sports cars | TR5, TR250 | 1967-07 | 1968-09 |
| Sports cars | TR6 | 1968-09 | 1976-07 |
| Sports cars | TR7 | 1974-09 | 1981-10 |
| Sports cars | TR8 | 1980-04 | 1981-10 |
| Sports cars | Spitfire | 1962-10 | 1980-08 |
| Sports cars | GT6 | 1966-07 | 1973-12 |
| Sports cars | Stag | 1970-06 | 1977-06 |
| Saloons | 1800, 2000 and Renown | 1946-02 | 1954-10 |
| Saloons | Mayflower | 1949-10 | 1953-07 |
| Saloons | Herald | 1959-04 | 1971-05 |
| Saloons | Vitesse | 1962-05 | 1971-07 |
| Saloons | 2000 and 2500 | 1963-10 | 1977-05 |
| Saloons | 1300 and 1500 | 1965-10 | 1973-09 |
| Saloons | Toledo and 1500TC | 1970-08 | 1976-03 |
| Saloons | Dolomite | 1972-01 | 1980-08 |
| Saloons | Dolomite Sprint | 1973-06 | 1980-08 |
| Saloons | Acclaim | 1981-10 | 1984-06 |
Production years are approximate to the month, taken from club records, AROnline and Grace's Guide; start and end dates vary slightly between sources. Pre-war models are listed in the first table.
Notes on the figures
The tables use the best-supported figure. These are the main places where good sources disagree.
| Topic | What sources say | Figure used here |
|---|---|---|
| Stag total | 25,939 (AROnline yearly history, Stag Owners Club, TSSC, Grace's Guide); 25,877 (AROnline development story, Classic & Sports Car); "just over 26,000" (a Stag Owners Club history) | 25,939 |
| TR7 total | 112,375 (TR Register, Grace's Guide); about 113,000 (TR Drivers); 115,000 (TR Register home and export table); Wikipedia gives 112,368 coupes and 28,864 convertibles, which conflicts if added together | 112,375 |
| TR8 total | 2,715 (AROnline TR7 story); about 2,634 (AROnline 1980 to 1986); 2,722 (Grace's Guide); 2,497 to about 2,800 elsewhere | About 2,500 to 2,800 |
| TR6 total | 91,850 (TR Register, Grace's Guide); 94,619 (TR Drivers) | 91,850 |
| TR2 total | 8,636 (TR Register); 8,628 (Grace's Guide) | 8,636 |
| TR2, TR3, TR3A prices | Only basic prices (before purchase tax) could be confirmed | Basic prices |
| Spitfire 1500 total | 91,137 (TSSC, Grace's Guide); 95,829 (Wikipedia) | Range given |
| Spitfire Mk IV price | £961 17s 6d (Motor Sport, 1971); £985 (TSSC) | £961 17s 6d |
| Herald totals | 948: 76,840 (Grace's), 97,332 (Grace's model list), 100,275 by body type (spotter's guide); 1200: 284,256 or 289,575; 12/50: 54,807 or 53,267; all Heralds 510,614 (AROnline) | Ranges by model; 510,614 overall |
| Mayflower total | About 34,000 (Mayflower Club, Grace's Guide); 35,000 (Classic & Sports Car, Wikipedia) | Range given |
| 2000 Mk2 total | 104,580 (Wikipedia, to 1975); 92,053 (spotter's guide) | Range given |
| Dolomite 1500 total | 70,021 (Wikipedia, Auto Express), identical to the Spitfire Mk IV total, which suggests a copying error somewhere | "About 70,000", unconfirmed |
| Super Seven | Just under 15,000 (Pre-1940 club); about 17,000 including the Super Eight (Classic & Sports Car); built to 1932 or 1934 | Club figure; 1927 to 1932 |
| 13/35 | Also recorded as the 13/30; the Pre-1940 club has found only one and doubts it entered full production | Production not verified |
| Dolomite Straight Eight | Three cars (Classic & Sports Car); two, only one by Triumph (Langworth); three chassis and parts for six engines (club) | Three chassis, one factory car |
| Road tests known only through Wikipedia | 1800 Roadster (Autocar, 1947), TR2 and TR3 (The Motor), TR6 (Autocar, 1969), Renown and Mayflower (The Motor), Herald 948 (The Motor, 1959), 1300TC (Autocar, 1968) | Shown, pending a check against the original magazines |
Cells marked "Not verified" are those where no period source could be confirmed. Corrections from owners, clubs and registers are very welcome through the contact page.
Sources
Pre-war cars
- Pre-1940 Triumph Motor Club: 10/20, 13/35 and Fifteen
- Pre-1940 Triumph Motor Club: Super Seven and Super Eight
- Pre-1940 Triumph Motor Club: Scorpion and Twelve-Six
- Pre-1940 Triumph Motor Club: Super Nine and Ten
- Pre-1940 Triumph Motor Club: Southern Cross
- Pre-1940 Triumph Motor Club: Gloria
- Pre-1940 Triumph Motor Club: Dolomite Straight Eight
- Pre-1940 Triumph Motor Club: Vitesse
- Pre-1940 Triumph Motor Club: Dolomite
- Pre-1940 Triumph Motor Club: Twelve
- Motor Sport, December 1929: the supercharged Triumph Seven
- Motor Sport, June 1932: a new sports Nine
- Motor Sport, January 1934: the Triumph Gloria
- Motor Sport, April 1935: the Triumph Vitesse Six
- Motor Sport, June 1935: the Gloria Southern Cross
- Motor Sport, June 1937: the 14/60 Dolomite saloon
- Classic & Sports Car: Dolomite Straight Eight
- Richard Langworth: the Dolomite 8C
Post-war cars
- Triumph Razoredge Owners Club: the razor-edge series
- Grace's Guide: Triumph Renown
- Grace's Guide: Triumph Mayflower
- Triumph Mayflower Club: history
- TR Register buyers' guides: TR2, TR3, TR3A, TR4 and TR4A, TR5 and TR250, TR6, TR7 and TR8
- Motor Sport, January 1963: the TR4
- Motor Sport, August 1968: the TR5 PI
- Motor Sport, June 1976: the TR7
- Motor Sport, November 1962: the Spitfire launch
- Motor Sport, January 1971: the Spitfire Mk IV
- Motor Sport, March 1975: the Spitfire 1500
- Grace's Guide: Spitfire production
- TSSC: GT6 Mk3
- Stag Owners Club: the car
- Motor Sport, October 1970: the Triumph Stag
- AROnline: the Triumph Stag development story
- Motor Sport, July 1959: the Triumph Herald
- Grace's Guide: Triumph Herald
- Grace's Guide: Triumph Vitesse
- Motor Sport, March 1969: the Vitesse Mk2
- Motor Sport, August 1964: the Triumph 2000
- Motor Sport, April 1969: the 2.5 PI
- Motor Sport, October 1975: the 2500S
- Triumph 2000 Register: the final years
- Ate Up With Motor: the 2000 and 2500 Mk2
- AROnline: 1965, new horizons (Triumph 1300)
- Motor Sport, January 1971: the Triumph 1500
- Motor Sport, February 1972: the Dolomite
- Motor Sport, July 1973: the Dolomite Sprint launch
- Motor Sport, October 1973: the Dolomite Sprint
- Motor Sport, November 1981: the Triumph Acclaim
- Grace's Guide: Triumph cars, post-war totals