Salient Aspects of the Herald
In contrast to the almost universal integral body/frame construction of European small cars, the Triumph Herald has a separate box-section backbone-style chassis. The power unit is the well-tried 948-c.c. four-cylinder, as used for the Standard Ten and Pennant; it gives 38½ b.h.p. in the saloon and 50½ b.h.p. (gross) with two H1 S.U. carburetters in the coupe. Front suspension is by coil-springs encircling telescopic dampers and wishbones. Independent swing-axle rear suspension is by a transverse leaf-spring and radius-rods.
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The body of the Herald consists of seven units and three major assemblies, mainly bolted together, allowing quick and inexpensive repair of damaged panels. Each part is an independent unit, not depending on any other part for its strength. The front-end hinges forward to provide extremely good accessibility of engine, its components and accessories, front suspension, wheels and steering, etc. The total window area of the body approaches 3,000 sq. in. The heater gives five different degrees of heat.
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Salient features of this new car are its small turning circle — averaging under 26 feet, left and right between kerbs — and an entire absence of greasing points. The latter is contrived by making copious use of self-lubricating rubber and nylon bushes. The rear-spring leaves are interleaved with plastic, the hollow king-pin posts are filled with oil, which only needs replenishing every 6,000 miles (when gearbox and back axle are checked), and the-rear-wheel drive shafts, which also locate the wheels, have universal joints grease-sealed for life, while the propeller shaft has a non-sliding grease-sealed joint of the same type.
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Safety factors include an adjustable steering column set to telescope at 2/2½ g. loading. There is a rubber-bushed universal joint at the base of the column. Visibility is very good, enhanced by 48 different settings for the driver’s seat. Brakes are by Girling, with a retardation ratio of 74 per cent. front, 26 per cent. rear.
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The saloon has a 38½ -b.h.p. engine geared 13½ m.p.h. per 1,000 r.p.m., the coupe a twin-carburetter 50½ -b.h.p. engine running at 14 m.p.h. per 1,000 r.p.m. Both are pleasingly low cars, the saloon being 4 ft. 4 in., the coupe 4 ft. 3¼ in. high.
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Amongst the firms who contribute to the Herald are Hull Engineering Ltd., who commenced work on the body dies on January 7th, 1958, and completed all tooling for both versions by February 19th, 1959, Interlok (seats). A. L. Dunn (aluminium castings), Burgess Products (silencers), I.C.I. (upholstery), Coopers (universal joints), Coventry Presswork (radiators), Rubery Owen (fuel tanks), Steel Parts (nuts and bolts), Howard Clayton-Wright (Nylastic bearings), A.C. Delco (fuel pumps), Lace Web (tubular frames, etc.), Prima (jacks), Alford & Alder (i.f.s. units), Bernard Wardle (Everflex trimming), Burman (steering gear), Cocker (road springs), Northbridge Engineering (studs, etc.), Forward Radiator Co. (sheet metal work), Charles Stringer’s (screws), L. H. Newton (fasteners), Hertfordshire Rubber Co. (rubber components), Robert Pickles (P.V.C.-coated felt), R.T.B. (sheet steel), J. Price (bonded rubber), Associated Steels (pressings, etc.), Bramber (coil and road springs), Simmonds (self-locking nuts), J. Roberts (non-ferrous bushes), Perry (timing chains), Tudor (screen washers), Joseph Lingard (bonded acetate, etc.), Spring Washers (washers), Smiths (instruments), Dunlop (tyres), Girling (brakes), Lucas (electrical equipment), W. G. Electrical Welding (starter rings), Hardy-Spicer (propeller shafts), Technical Woodwork (die models, etc.), Wellworthy (pistons and rings), Armstrong (shock-absorbers), Garringtons (forgings), Lodge (sparking pings), Solex (carburetters), Ace (number plates), etc., etc.
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The prices are highly competitive — basically, £495 for the saloon, £515 for the coupe.
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A competition success has already fallen to the Triumph Herald coupe — J. A. Morrison’s won the up-to-1,000-c.c. touring-car class in the Scottish Rally.