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A brief introduction to the various models may be found in the gallery, part 1 and part 2.
| Years produced, and number built | ||
| 2000 Mk1 saloon: | 1963-1969 | 108210 |
| 2000 Mk1 estate: | 1965-1969 | 7032 |
| 2.5PI Mk1 saloon: | 1968-1969 | 6519 |
| 2.5PI Mk1 estate: | 1969 | 223 |
| Mk1 Total | 121984 | |
| 2000 Mk2 saloon: | 1969-1977 | 97003 |
| 2000 Mk2 estate: | 1969-1975 | 7577 |
| 2.5PI Mk2 saloon: | 1969-1975 | 45492 |
| 2.5PI Mk2 estate: | 1969-1974 | 4250 |
| 2500TC Mk2 saloon: | 1974-1977 | 31819 |
| 2500TC Mk2 estate: | 1974-1975 | 673 |
| 2500S Mk2 saloon: | 1975-1977 | 5933 |
| 2500S Mk2 estate: | 1975-1977 | 2231 |
| Mk2 Total | 194978 | |
Based on the Triumph 2000/2500/2.5 Service Notes, June 1995. Information on the production numbering system is available.
Production outside the UK was always based on CKD kits shipped from Coventry. Interiors were often manufactured locally.
A fairly extensive production was carried out in the period 1965 to 1978. Estates were not popular, only 79 Mk1 were built, and no Mk2.
The 2500TC was named Chicane for the SA market. All "pre-facelift" Chicanes had an MK prefix commision number as normal CKD kits, plastic grille "facelift" Chicanes 1976-78 had MM commission numbers.
| Years produced, and number built | ||
| 2000 Mk1 saloon: | 1965-1970 | 8445 |
| 2000 Mk1 estate: | 1971-1972 | 79 |
| 2000 Mk2 saloon: | 1970-1975 | 5723 |
| 2.5PI Mk2 saloon: | 1971-1975 | 922 |
| Chicane (2500TC Mk2) saloon: | 1973-1978 | 5733 |
| Total | 20902 | |
In addition to the 2000, TR2 and 3, Spitfire Mk2 and 3, and the 1500 FWD saloon was also assembled in South Africa.
Many thanks to Gary Blake for the above information.
Triumphs were assembled in Nelson, New Zealand during the period 1971 till 1976. The complete range of models were produced, including the 2000, 2500TC, 2500S, 2.5PI, and 2500PI. There were many more 2500 powered cars sold in New Zealand than 2000 engines.
Many thanks to Andy Skeates for the above information.
Triumphs were assembled in Australia by AMI (Australian Motor Industries), Port Melbourne.
AMI also assembled Toyotas, amd Ramblers (AMC). It seems AMI used certain non-standard Triumph body colours, which turned out to be Toyota colours.
Many thanks to Alan Skeates for the above information.
Michelotti starts work on design.
Final approval of design given.
Small scale production started.
Basic 2000 introduced, now referred to as the mark 1.
First series production cars delivered.
Electric windscreen washers, and modified seats. Improved facia design, with parcel shelf on drivers side.
Estate version introduced.
Improved ventilation system with fresh air vents in the facia and outlets at the rear. Electric clock, restyled seats, grab straps and black rubber inserts on the overriders. Black on white style instruments replaced by more conventional white on black.
Production of 2.5 PI starts.
Triumph 2.5PI announced.
2.5 PI Mark 1 Estate introduced.
Mark 2 model introduced, with restyled body that increases boot space by 2 cubic feet on the saloon. Interior updated with an entirely new design, with wood veneer, and new heater/ventilation arrangements. A battery condition meter and an adjustable steering column, plus again redesigned seats completes the interior package.
Other changes include a revised cylinder head design, increased brake servo assistance, and widened wheel track, new wheel trims, and the dynamo being replaced by an alternator.
The PI finally got a large scale rev counter to match the speedometer.
Seat belts fitted as standard equipment.
Heated rear window as standard equipment.
Body facelift with new grille, front and rear bumpers. Redesigned instruments.
2500TC Saloon and Estate car introduced.
2.5PI renamed 2500PI.
2500TC receives uprated engine.
Last 2500PI produced.
2000TC introduced, with twin SU carbs and a lower rear axle ratio. Overdrive now has a lower ratio than before.
Triumph 2500S introduced. Power assisted steering, alloy 14" wheels and head restraints are standard. Suspenion altered with increased ride height, softer springing and a front anti-roll bar.
Last car off the line (2000TC, 2500TC and 2500S).
Prices given are basic prices for the UK market. Press here if your browser does not support tables.
| 1963 | 1965 | 1968 | 1969 | 1974 | 1975 | 1977 | |
| 2000 saloon: | £905 | £993 | £1080 | £2284 | |||
| 2000TC saloon: | £2319 | £3812 | |||||
| 2000 estate: | £1135 | £1203 | £1290 | £2690 | |||
| 2.5 PI saloon: | £1133 | £1220 | £2611 | ||||
| 2.5 PI estate: | £1430 | £1999 | |||||
| 2500TC saloon: | £1851 | £4285 | |||||
| 2500TC estate: | £2283 | £2891 | |||||
| 2500S saloon: | £2769 | £4602 | |||||
| 2500S estate: | £3199 | £5294 |
![[Cover]](t_b_comp.png)
Triumph 2000 and 2.5 PI
The Complete Story by Graham Robson contains a complete and
entertaining description on the development of the 2000.
![[Cover]](t_b_triu.png)
Triumph Cars From Tri-car to Acclaim
by Graham Robson and Richard Langworth discusses all Triumphs.
![[Cover]](t_b_serv.png)
Triumph 2000/2500/2.5 Service Notes
contains some historical information.
Latest update: July 12th 2000