The Michelotti Bullet & Lynx
Profile view of the Bullet shows delicious proportioning. (Picture: “MG: The Untold Story”, by David Knowles).
Entering the 1970s, Triumph decided on a two-pronged attack on the sports car market: Bullet was the TR6 replacement incorporating, like the Stag, a roll-over bar and T-bar. Lynx was the closed coupé, to replace the GT6. Like all Triumphs since the Herald in 1959 (and excluding the Karmann-designed TR6), both cars were styled by Michelotti.
The grille/headlamp arrangement of this Michelotti Lynx bears a remarkable resemblance to the that of the P10 proposal from 1970. As with much of the design house’s work of the era, the styling is very attractive – notable in this case, for its long, elegant bonnet and kamm-tail. (Picture: “MG: The Untold Story”, by David Knowles).
Triumph’s proposed sports car range together in miniature. Certainly, this gallery would seem to show that the plans of the company made a great deal of sense. (Picture: “MG: The Untold Story”, by David Knowles).
The TR7-based Lynx
Left: Project Lynx was re-evaluated in 1972, following the establishment of the TR7 as BLMC’s corporate sports car. Unlike the earlier Lynx, this one was related to the fixed head coupé already in development: this time, the TR7. The objective was to extend the TR7 and improve its accommodation. Initial ideas centred on a sports estate version, somewhat akin to the Reliant Scimitar GTE. Right: The sporting estate theme can be seen again in this double-sided proposal (the other side is shown below). Interestingly, the rear end treatment of this model was less pleasant to look at (being reminiscent of the AMC Gremlin), but more in keeping with the razor edged front end. Either way, it was overlooked in favour of an all-out coupé in the mould of the Ford Capri.
A slightly more sloping roofline was investigated for this Lynx proposal – the beginnings of a move away from the sports estate version – towards the final, definitive coupé.
This incarnation of Project Lynx was a promising 4-seater coupé, to be available in 4-cylinder and V8-engined forms, badged as either a Triumph or an MG. This version was the MG version, which according to plan would have been powered by a 2.0-litre version of the O-series engine, leaving the V8 for the Triumph. Certainly, the plan had been that the Lynx would replace the troublesome Stag. (Picture: “MG: The Untold Story”, by David Knowles).
The Lynx from arguably its best angle. The bumpers and rear lamp clusters may have been a little heavy handed, but the car was on a different planet to the TR7 (and MGB) when it came to practicality. Rear seating is surprisingly effective, as it the boot area – the only downside was the high boot sill… not too much of an issue in a sports car, though! (Picture: “MG: The Untold Story”, by David Knowles).
Project Broadside could also be known as son-of-Lynx. This was a last ditch attempt to develop the TR7 into a viable range of cars – offering MG and Triumph versions powered by the O-Series engine, as well as the Rover V8. The coupé version, show here resembled a foreshortened Lynx (II), but offered less interior accommodation, thanks to its wheelbase being some six inches shorter.
O-Series engine looks a straightforward fit.
Created www.austin-rover.co.uk in 2001 and built it to become the world's foremost reference source for all things BMC, Leyland and Rover Group, before renaming it AROnline in 2007.
Is the Editor of the Parkers website and price guide, formerly editor of Classic Car Weekly, and launch editor/creator of Modern Clsssics magazine. Has contributed to various motoring titles including Octane, Practical Classics, Evo, Honest John, CAR magazine, Autocar, Pistonheads, Diesel Car, Practical Performance Car, Performance French Car, Car Mechanics, Jaguar World Monthly, MG Enthusiast, Modern MINI, Practical Classics, Fifth Gear Website, Radio 4, and the the Motoring Independent...
Likes 'conditionally challenged' motors and taking them on unfeasable adventures all across Europe.
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