Harris Mann left an indelible mark on the UK’s classic car landscape. We visit the Great British Car Journey museum to celebrate three of the great cars that the late designer had a hand in
Harris Mann, who passed away on 14 August, had a hand in the design of the original Ford Escort and Capri but is arguably best known for his work with British Leyland. Mann took over as BL’s chief stylist in 1970 and his work is often characterised by the distinctive wedge shapes that he injected into his work on the Princess and Triumph TR7 that flowed from his pen. He also worked on the Marina, which morphed into the Ital and perhaps most famously of all, the Austin Allegro. While the latter now enjoys a strong following among classic enthusiasts motoring critics have often derided it in recent decades though it could be argued that it was the execution rather than the design that was to blame.
Things may well have turned out very differently for it and his other works had his designs been graced with aVW badge…
So we visited Great British Car Journey (GBCJ) to re-acquaint ourselves with three of the cars that he had a hand in – the Austin Metro, Triumph TR7 and MG ZS. Each is different from the next and would have been regular sights on UK roads in their day, though they’re now bona fide classics in their own right. But what are they like to drive?
ACHIP OFF THE NEW BLOCK
The clue is in the name – the TR7 replaced the much-loved TR6. Mann’s design studio was asked to submit design proposals in competition with those from Rover, Triumph and Giovanni Michelotti and Mann won. More than 100,000 were made between 1975 and 1982 with examples produced at the Speke factory in Liverpool, Coventry’s Canley factory and finally Rover’s plant in Solihull.
It was powered by a 1998cc eight-valve four-cylinder engine, essentially the same unit as found in the Triumph Dolomite. A 3.5-litre V8 was also available, which lead to the short-lived TR8. Cogs were stirred via four- or five-speed manual gearboxes, although there was also a three-speed automatic, no doubt in deference to the US market. Power was delivered to the rear wheels and brought to a halt with discs up front and drums out back. However it was motivated, buyers could opt for a roadster (from 1979) or a more UK climate-friendly coupé. In addition single hump, double bump and double bonnet bulges were added to accommodate carburettors on larger engines and lend a more aggressive style to the wedge.Interior trim packages varied when production switched factories and led to some interesting colour and upholstery options, which add real character to the tiny cockpit but the essential wed
