The Triumph Herald

Giovanni Michelotti penned models for Lancia, Maserati, BMW and Reliant. But it was for Triumph that Michelotti made his most impressive effort. There was TR4, 2000/2500 saloon, Stag, Dolomite and others. After 1960, the only Triumph's not to have been designed by Michelotti were the TR6, TR7 and the Acclaim.

The Triumph Herald was designed by Michelotti, it was a prime example of pure genius at work.

Standard-Triumph had been struggling to come up with a successor to its standard 8/10 models for a few years.

In 1957, Webster was introduced to Italian stylist Giovanni Michelotti. A British businessman had requested to purchase a batch of standard 8 engines for a new small car that he planned to launch.

Webster couldn't believe that a bodyshell prototype of the car could be produced in just 12 weeks. This was indeed achieved in that short time and it was an attractive-looking car when it was completed. The genius behind it was of course Michelotti.

Webster commissioned him to work on the faltering Zobo project. Although Michelotti's first actual Triumph job was tweaking the standard Vanguard into the Vignale Vanguard. Zobo was to be his first clean sheet design. Michelotti sketched up the Herald Coupe design on a piece of paper in around 5 minutes. He then stayed up through the night and came up with designs for the saloon, estate and convertible versions. By the following morning, Triumph had its new small car and three other versions designed on paper.

What Michelotti had designed in such a short space of time, was one of the classics of all small European cars. The Triumph Herald would become a best-seller and remain in production until the 1970's.

The Triumph Herald was scheduled for launch in 1959. But the Herald had some tough competition as this was the same year that Ford launched its Anglia 105E and BMC introduced its Austin Mini. All three were very different in styling and engineering. The Triumph Herald was the least advanced out of the three competitors. The Austin Mini was the favourite, thanks to its front-wheel-drive innovation and interior. It seemed far bigger than its exterior suggested. The Ford Anglia introduced the peppy kent overhead-valve engine to a blue oval segment previously reliant on asthmatic side-valves and 3-speed transmissions. Also included reverse-rake rear window, very few had been brave enough to attempt before.

The Herald, on the other hand, went back to a separate chassis. The standard 8/10 had boasted monocoque construction and carried over the overhead-valve engine from that range too. However, to complement the smart new body, there was rack-and-pinion steering and all independent suspension. The former blessed the Herald with a turning circle that only a taxi cab could achieve. The small Triumph had a turning circle of just 25 feet and its wheels could be turned 50 degrees from dead ahead.

This novel feature alone made the Herald popular with driving schools at the time. This was a bonus to Triumph as once learner drivers passed their test, the Herald would be their ultimate choice of car.

One disadvantage for both new and old Herald drivers was the swing-axle rear suspension. This attempt by Triumph at independent suspension on the cheap was fine in theory. The world's best-selling car at the time, the Volkswagen Beetle had used it. Unfortunately, it gave the Herald difficult handling if used with too much enthusiasm. In it's original , low-powered form, this wasn't really an issue. But higher-powered sporty cars such as the Vitesse and GT6, it could get a bit scary at times.

Triumph was extremely proud of the new Herald in the late 1950's. The car had continued to be known by its Zobo moniker, until autumn 1958. This wasn't a suitable name for a production car. The chosen name was Triumph 'Torch' but the sales director wasn't satisfied with the choice of name. So it was changed to 'Herald'.

The press and public loved the Herald. Though some people suggested that the style of the Herald was Italian as it was sleek and razor edged with fashionable fins of the period. It had four variations; saloon, estate, convertible and coupe. They all entered production rather quickly.

Herald sales were not sufficient enough to save Standard-Triumph from being taken over by Leyland Motors in 1960. At the time, the Triumph was £92 more expensive than a Ford Anglia and £165 more expensive than the Austin Mini. The saloon cost the same as a Morgan 4/4 sports car at the time. The convertible carved a particular niche for itself, apart from the dated-looking Morris Minor Tourer. No other small open-top four seater family car available on the UK market matched the Herald.

In 1961, a more powerful 1147cc engine was introduced to create the 1200. In 1963, the more upmarket 12/50 included standard sunroof, front discs and a heater. Triumph had been experimenting with more variations on the Herald theme from 1962 with its Vitesse and Spitfire.

In 1964, the coupe version was scrapped. In 1967, the Herald would benefit with the launch of the 13/60 model. This used the larger-bore 1296cc engine from the Spitfire MK2 and adapted the slanted bonnet fronted appearance of the Vitesse. It had just single headlamps instead of it's sibling's twin units.

Michelotti, the man behind remodelling the Herald for the remaining few years it had in production, did it successfully.

In 1971, his success run out, after 548,291 Heralds were produced.

One advantage of possessing a Herald was how easy it was to drive and the convertible model was so much fun to drive. The whole of the Herald's body was bolted on and bolted off. There was unparalled mechanical access due to its whole front end flipping forward. The Herald was an economical car and far easier to look after than a car of the same period.

In 1977, the Triumph Sports Six Club was set up to cater for the Herald and all its derivatives. Its early efforts started to show signs of love for the Herald. People started to show an interest in this cheap and fun car.

By the 1980's, Herald's were regarded as cars worth salvaging and restoring. During the 60's and 70's, Herald's were covering most of British roads. Triumph's had a classic style to them. They are easy to maintain, economical and fun to drive. Practically all body and mechanical parts are available. Triumph's are easy to work on at home, small tasks or major rebuilds.

50 years after its birth, the herald is popular then it has been at any other time since it was a current model. Michelotti had gone on to a style that was both sophisticated and elegant. But it was the 5 minute rough sketch on paper in 1957 that may well prove to be Michelotti's most lasting legacy.