Triumph Herald 1200 Convertible

Triumph Herald 1200 Convertible

The Triumph Herald, produced from 1959 to 1971, was one of the most distinctive and endearing small cars of its era. Styled by the Italian designer Giovanni Michelotti and engineered with an ingenuity born of necessity, the Herald offered a remarkable package of features at a modest price — most notably, independent suspension on all four wheels, a tight turning circle that was the envy of London taxi drivers, and a forward-hinging bonnet that exposed the entire engine bay.

The Herald's origins were shaped by corporate politics. When Standard-Triumph was developing a replacement for the aging Standard 8 and 10, the company's traditional body supplier, Fisher & Ludlow, was acquired by BMC — Triumph's main rival. Left without a supplier for pressed-steel monocoque bodies, Triumph's chief engineer Harry Webster devised a separate chassis design that could be clothed with bolt-on body panels. This apparent setback proved a blessing: the separate chassis made the Herald easy to assemble, easy to repair, and remarkably versatile — it would spawn the Vitesse, Spitfire, GT6, and Bond Herald variants.

Michelotti's styling was a significant factor in the Herald's appeal. At a time when most small British cars were dowdy and utilitarian, the Herald looked genuinely attractive, with its crisp lines, prominent fins at the rear, and a cheerful face that gave the car unmistakable personality. The Herald was also practical: the tilting bonnet gave unrivalled access to the engine bay, and the boot, while not large, was adequate for a car of this size.

The 1200 version, introduced in 1961, addressed the most significant criticism of the original Herald 948 — its lack of power. The engine was enlarged from 948cc to 1,147cc, increasing output from a feeble 34.5 bhp to a still-modest but more adequate 39 bhp. More importantly, torque was improved throughout the rev range, making the car considerably more pleasant to drive in traffic and on hills. The Herald 1200 convertible was particularly appealing, offering genuine open-air motoring at a fraction of the cost of a sports car.

The Herald's independent rear suspension, using a swing-axle design with a transverse leaf spring, was unique in the small car class. It provided a smoother ride than the live axles used by rival BMC cars, and contributed to the Herald's legendary turning circle of just 25 feet — tighter than a London taxi. However, the swing-axle design had a well-documented characteristic: under hard cornering, the rear wheels could tuck under dramatically, causing sudden oversteer. While this made the Herald entertaining for enthusiastic drivers, it could catch the unwary by surprise.

The convertible was the Herald's most charismatic variant. With its hood folded, it offered a delightful open-air motoring experience that was accessible to almost anyone. The body structure, while not as stiff as a monocoque, was adequate for the car's modest performance, and the experience of driving a Herald convertible on a summer's day remains one of the simplest and most enjoyable pleasures in classic motoring.

Over its 12-year production run, approximately 523,000 Heralds of all types were produced, making it one of Triumph's most successful models. The Herald line expanded to include the 12/50 and 13/60 variants with progressively more powerful engines, as well as an estate car and a van. The separate chassis design proved invaluable for overseas assembly, with Heralds being built in India, South Africa, and Australia from CKD kits.

Today, the Herald is one of the most affordable and practical vintage cars available. Its mechanical simplicity, excellent parts availability through suppliers and the Triumph Sports Six Club, and charming character make it an ideal first classic car. The convertible remains the most desirable variant, offering sunshine motoring and period charm at remarkably accessible prices.