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"IT&#146;S NOT THE POINT OF THIS STORY to discuss the origins of the imported car boom of the late &#146;50s, but to acknowledge it and to discuss one of its consequences: the Triumph 1200 Convertible. Triumph was late to the party. Certainly Triumph Motor Co. had swelled the ranks of the British sports car phenomenon with the debut of the TR2 in 1953 and the TR3, an update three years later. But while Volkswagen and others prodded the Big Three into building &#147;compact&#148; cars, Triumph struggled in the American sedan market. The Triumph Mayflower and Renown were dismal failures in the early &#146;50s, and in 1958 the 948-cc TR10 met a similar fate. Still determined to mine American gold, Triumph tried again with the new Herald line. Initially powered by the TR10&#146;s 1.0-liter four, the Herald debuted in the 1960 model year, first as a sports coupe followed shortly by a two-door sedan and a convertible. Barely able to outpower golf carts, the 38.5-hp engine had its cylinder bored out by about a quarter inch for an actual 1147-cc displacement. That was close enough for Triumph to slap a &#147;1200&#148; badge on it and tout a newfound 43 hp. Though Brits have been accused of some grievous styling, the mistake with the Herald was entrusting design to, per one Triumph ad, &#147;the young Italian genius, Michelotti.&#148; Aesthetic appeal is a personal thing, but it is certain that this was not one of Michelotti&#146;s better efforts. Triumph claimed &#147;only 10 curves in the entire design,&#148; but from its hooded headlight bezels to its petite tailfins and all of its odd character lines in between, the Herald could hardly be accused of being graceful. Under the front-engine/rear-drive Herald, however, was a major advance from the buckboard-sprung TR3: independent rear suspension. It was indeed a swing-axle arrangement with all the vices attach-ed, but it provided a more supple ride than any of its live rear-axle competitors. Anthony Sperazza of Selden, New York, owns a 1200 Convertible, repainted but otherwise original down to that surprisingly cushy ride. The dashboard is a flat panel veneered in real wood and graced with a large 90-mph speedometer with a fuel gauge at 10 o&#146;clock. The speedo holds two jewel lamps, one flashing with the turn signals, the other marked &#147;ign.&#148; With the track only 48 inches, the cabin is narrow. One elbow rubs the door panel, the other the passenger&#146;s ribs. Narrow seats have the lateral retention of a barstool. The steering wheel is large and thin-rimmed, but spun enough times, it lets the car turn in its own shadow. The floor-mounted shifter has a longish wand and peculiar doglegs in the fore and aft throws, but after a shift or two the next cog can be summoned with confidence. No synchro to first, however. Mash the throttle pedal and the reward is a roaring hiss from the single-throat seven-eighths-inch Solex carb and a gentle nudge forward. Keep after it and the Triumph completes the quarter-mile in 22 seconds, finally topping out just over 70 mph. Flung about, says Sperazza, the 1200 will jack up its rear swing arms most dramatically, but without velocity or much power, there is little danger. Triumph offered a twin-carb version that whipped up 51 hp, and disc brakes that actually had an effect on forward motion, unlike the standard bongo-sized drums. The Herald was more significant in donating its running gear to Triumph&#146;s pukka new sports car, the Spitfire. The Herald, whether sedan, coupe or convertible, never made much of an impact here, despite Road & Track&#146;s prediction that Standard-Triumph would &#147;sell them by the million.&#148; Actually, sales flagged until import ceased with the introduction of the safety and emissions rules in 1968. Triumph, then selling sports cars&#151;no convertibles or sedans&#151; quit the United States in 1981. Another import boom was under way, and Triumph missed that one as well."
<https://www.autoweek.com/news/a2101541/1962-triumph-1200-convertible-no-us-triumph-herald/>