Triumph TR4A

Please note that there were production inconsistencies during this period, so colours should be chosen on individual basis.

Information from: Piggott, B. (1991) Original Trimph TR – The Restorer’s Guide to TR2, TR3, TR3a, TR4, TR4A, TR5, TR250, TR6, Bideford: Bay View Books Ltd.

Triumph TR4A models originally featured White Piping on the majority of cars that left the factory production line, with a few recorded instances of Piping matching the main trim colour. 

We can also offer the largest range of non-standard “bespoke” colours schemes for those looking for a more customised finish.

Interior Trim Panels

With the TR4“A” model, first launched in 1965, Triumph continued where they had left off with the TR4. Although this model saw the introduction of the Independent Rear Suspension – hence sometimes being referred to as a TR4 “IRS” – the interior trim and upholstery parts remained similar to that of earlier TR4 models.

Panels

The interior trim panels consisted of the main Door Panel Casings (and Pocket Flap), B Post Panels, Quarter B Post Panels and a Rear Bulkhead Panel. All panels were manufactured in a Hardboard material, with the exception of the B Post Panels that were made from Millboard/Fibreboard. All the main panels (Doors, Quarters and Bulkhead), featured a RF/HF pattern – in the case of the TR4s, this was a four-line front-to-back horizontal line pattern at the top of the Door and Quarter panels (as well as a RF/HF welded Door Pocket design), and a 19-line top-to-bottom vertical line pattern on the Rear Bulkhead. The B Post “Gusset” Panels were the same for the TR4 and TR4A models – consisting of a creased millboard panel trimmed in the matching interior trim colour and material – covering just the inside area of the gusset panel, with the exterior left exposed as bodywork.

The most prominent change between the earlier TR4s and the TR4As was the shape of the Wheel Arch bodywork tub. In the TR4As, this area was flattened inline with the Rear Deck to accommodate the Hood Frame metal work when stowed away and this had an effect on the shape of the Quarter B Post Panels and Rear Bulkhead Panel accordingly.

TR4A restorers take note – there is a fairly major and very important difference between the dimensions of TR4 and TR4A when looking at the Rear Bulkhead Panel outside upper corners, as well as the corresponding Quarter Panel corners. The TR4 featured a small corner on both panels, as the Wheel Arch bodywork was more curved and rounded in this area due to designs related to the Hood Frame mechanism; whereas the TR4A models (and all subsequent TR5/TR250 and TR6 models) updated to a more “flat” Wheel Arch body work, thus resulting in a bigger corner section on both of these aforementioned panels. The reason this is being mentioned is that we have seen quite a number of instances where cars have been renovated incorrectly in this area without the owners’ – and presumably restorers’ – being aware of these changes – and consequently when the Trim Panels come to be fitted, issues may be encountered. Please refer to our Handbook area for more information as we can advise on the things to look out for, as well as the workaround during the fitment process, should you require it.

Loose upholstery trim

There were various pieces of upholstery to cover the bodywork of the car. These consisted of the Wheel Arch / Wheel-Well areas directly in between the Quarter Panels and Bulkhead Panel in addition to the B Post Pillar Covers and material to cover the Windscreen Frame.

Original materials

The TR4-TR250 models left the factory upholstered in a grained finish unsupported PVC material – often confused with Vynide (Leathercloth) which was used elsewhere in the cars. Commonly these days, this material is superseded with Vinyl (Ambla) due to availability and practicality of use for these areas. Very few cars, if any, would have left with Leather panels – and if they did, this would have been a special order item. At this point it is worth noting that when “Leather” is mentioned on the heritage certificates, this is often only referring to the Seats (more on this under the Seat Kits tab).

The Dash areas were remodelled by Michelotti for the TR4s, and then their design remained largely unchanged through to the TR6 era. The TR4 to TR6 models always left the factory with a black dash area, presumably as a cost-saving exercise alongside the undoubted acknowledgement that there is reduced glare from the sunlight on black surfaces, assisting in improved safety for the drivers. This Dash area consisted of the main Dash Top Panel, Lower Crashpads (left and right) and a Central Console H-Frame up-stand. All were supplied in an unsupported PVC material, vacuum formed around the frameworks. For the TR4 and TR4A models – the passenger side Lower Crash Pad also featured a grab-handle – before being removed for the later TR5/TR250 and TR6 models. The TR4A also saw the introduction of the black plastic moulded Switch Plinth cover above the updated H Frame Centre Console design.

The Triumph Motor Company also introduced Sunvisors for the TR4 models, which continued until the end of the TR6 era. The TR4/TR4A Sunvisors were identical to one another – which were supplied mostly in a heavy grained white-blue “Longhorn ” PVC material, with some leaving in black. They were a basic design with no vanity mirror included on the TR4/4A models.   

Piping

The TR4A Door and Quarter Casing Panels continued to feature white piping/beading as per their TR4 predecessors – not only to improve aesthetics, but also to hide gaps between the panels and bodywork! The piping was removed from the Rear Bulkhead Panels, but maintained its embossed styling – this time with nineteen vertical lines running from top-to-bottom of the panel. 

Seat Kits

Front Seats

Modelled on the existing tubular metal seat frames from the TR4, the TR4A seats had more of a cosmetic overhaul than anything else. Like their TR4 predecessors, the backrest back panel was detachable and the cushion hardware used the same rubber diaphragms and webbing straps that had been introduced previously. The TR4A seats still tilted forward, but did not recline. Aesthetically, the biggest change was to the backrest horseshoe that was given a ‘handed’ design (with a sharper outside corner and more rounded inside corner to allow for the newly configured and improved Hood Frame mechanism to pass over the seat tops), thereby moving away from the ‘square-ness’ of the previous TR4 seats. This change affected the seat paddings accordingly.

Original materials

The advent of the TR4A models saw the introduction of Vinyl (Ambla) used for seat materials for the first time in the TR production era. Despite often confusing Vinyl with Leathercloth, it should be noted that for the TR2 to TR4 models Leathercloth (Vynide) was the predominant material used (although it was often replaced with the more readily available Vinyl material these days). However, for the TR4A model – Ambla – the ICI trade name for Vinyl (think “sticky tape” and “sellotape”!) – was introduced as the original specification material. Some cars would have left the factory with Leather seat covers; albeit these would have most likely only been supplied with Leather to the facings of the seat (the elements of the seat covers which touch your body as you sit in the seat), with Vinyl used to the seat backs and surrounds. This configuration is commonly referred to as “LeatherFaced” and should not be confused with Full Leather. In keeping with the preceding models, the Piping/Beading was originally supplied in White for the large majority of the cars that left the production line. This White piping would only be applicable to the “outside” horseshoe areas of the Seats, with the inner horseshoe sections made in a matching colour to the main trim colour.

Seat hardware / fitment

For the TR4A Seats, the Seat Frame was mostly made from tubular steel, and consequently the associated metal seat clips were used for the fitment process. The Paddings were mostly consisting of moulded dunlop foam, with diaphragms and webbings being used as resistant mechanisms.

Rear Seats

The TR4 occasional Rear Seat reflected the design of the later style Front Seats; square in shape with HF/RF embossed lines running from back to front (akin to the Rear Bulkhead Panel) and finished with white piping to the outer edge. It was fitted on top of a plywood base, which was topped with a foam padding before the cover was trimmed over. A recess in the centre allowed for its positioning in the car over the Differential Hump. It was an optional extra for most cars, so whilst not commonly seen, it was present on enough cars to be worthy of a mention, and certainly adds a nice extra aesthetic touch to the rear of the car.

Carpets & Flooring

Upon the release of the overhauled TR4 IRS – dubbed the TR4A – a few notable changes were made to the Carpet Set. At first glance, most of the carpeted areas of the car looked similar to its predecessor, the TR4, but due to updates to the Dash Console area at the front of the car – as well as the moving of the safety handbrake lever – some carpet pieces were adapted to suit. As with the previous incarnation, the Front Floor Footwell Carpets were extended to allow them to bend up into the Engine Firewall Section of the car, underneath the Dash. The Rear Floor Carpets maintained the rear floor pan shape following the curvature of the tub around the Wheel Arch Wheels.  The Rear Shelf was a large one-piece setup which folded over the shelf and down onto the tub floor. There were cut-outs at the rear for the differential “diff” hump, and at the front for the Propshaft Tunnel. The Sills were again carpeted, running from the A Posts to the B Posts along the base of the door opening step. Another area which remained unchanged to the TR4 models was the “A” Post Kick Panels in the footwell, directly in front of the doors. These carpet pieces were trimmed onto a millboard panel and affixed in the car. With the Gear Lever Stick being repositioned on the top of the newly introduced H Frame Console Assembly, the carpet underneath this area reduced in size to allow for this floor-to-dash framework of the console to be fitted. The Propshaft cover received an update with a pre-sewn material Handbrake Gaitor Cover  – as the Propshaft Tunnel was the new favoured position of the hand-operated safety brake mechanism. These changes first introduced for the TR4A model were maintained for all the following TR5, TR250 and TR6 models.

Original materials

Following on from the uncertainty of the exact materials and colours used for the Triumph TR4 carpets, the records for the TR4A to TR6 carpets seem a little more conclusive. For the TR4A, TR5 and TR250 models it appears that Triumph favoured using Wool “cut-pile” carpet, rather than the briefly used synthetic Nylon Rayon “loop-pile” carpet of the late TR3A and TR4 models. Some TR6 models seem to have also left with Wool carpets, before Triumph switched to a cut-pile Nylon synthetic material towards the end of the TR6 production era. The carpets were made in a colour to complement the main trim colour and featured a Vynide (Leathercloth) binding on the edges – and as with previous models, not all edges of every piece were bound. Exactly like the TR4, there was a rubber ribbed Heel Pad situated on the Driver’s side Front Floor Footwell carpet, as well as a small “D” shaped Heel Pad on the Driver’s side vertical A Post Bulkhead Panel, and a matching “D” Heel Pad on the Driver’s side section of the Gearbox Clutch Housing Carpet.

Short note on Underfelt

Carpet Kits were fitted on top of a layer of Underfelt, providing basic heat and sound insulation with an additional layer of comfort underfoot. Typically this was a natural jute felt of around 6mm to 8mm in thickness. Not all the carpet sections were fitted with corresponding felts underneath them.

Fixings

Four different types of Fixings were used to keep the carpets in place and all these fixings are still available today. 

Mounting Studs (A) are secured to the bodywork floor pans using Pop Rivets (B). Then the Pronged Rings (C) are pierced through the carpet pieces in various areas and secured using the corresponding chrome Carpet Clip (D) to the back of the carpet. This allows the Mounting Stud (A) and the Carpet Clip (D) to clip into one another thus securing the carpet parts in place. The positions of these fixings is a subject of much debate – although you should often be guided by the pilot holes found in the bodywork of the chassis itself.

Boot / Trunk

The radical redesign of the Triumph TR4 chassis brought with it huge changes to the Boot Trunk area. As with the earlier TR2-3B models, the Boot Trunk area originally consisted of a Millboard Liner Panel that covered the bulkhead of the Boot Trunk area directly behind the main fuel tank. This was supplied as standard in a black surface grain finish to imitate the look of leather. This panel remained consistent for all the “Carb” TR4, TR4A (IRS) and TR250 models – but differed for the Petrol/Fuel Injected “P.I” systems of the short production run TR5 models. For the TR5 models, the panel was slightly wider with a creased element to the board allowing it to bend around and cover the fuel pump which was positioned in the left Wheel Arch Fender area.

Unlike the earlier models which came with a Boot Luggage Floor Mat fitted, the TR4 to TR5/250 models did not leave with any covering. The floor was fitted a black plywood base panel to cover the Spare Wheel, and it was only during the TR6 production run that a Luggage Mat was reintroduced into the cars. That being said, it has become common-place for restorers to lay a Boot Trunk Mat over this plywood panel. 

The left and right side panels of the Boot Trunk Area were left exposed to show the painted bodywork. (It is worth noting here that John Skinner can supply Boot Trunk Side Covers for this area of the car which is often overlooked but can benefit from some extra attention in trimming). These are Millboard Panels – either supplied as standard in a black surface grain finish to imitate the look of leather, or covered in a material of choice (most commonly carpeted to correspond with the Boot Mat).

Weather Equipment

Convertible Soft Top Hood

To glance at, the Soft Top Convertible Hood looked similar to its TR4 predecessor, but upon closer inspection, there are various areas of evolution. 

The Convertible Hood on the earlier TR4 model featured a unique – and quickly discontinued – method for stowing the retracted down metalwork of the Hood Frame behind the Rear Squab Bulkhead Cover. The theory of this worked, but in practice the process was a little clumsy and time consuming due to having to remove the actual Hood itself prior to folding the metalwork away. As a result, Triumph updated this process on the TR4A models and all other proceeding TR models after that. They designed a Hood that remained attached to the Hood Frame metal sticks even during the folding away process, thus eliminating the need to physically remove the Hood to begin with. Once folded down around the Rear Deck area of the car, a sewn material Hood Frame “Envelope” Cover – similar to the ones used on the earlier TR2-3B models – was used to cover over the Convertible Hood and Framework. But due to the fact that the Hood and Framework were mounted together and remained as a unit when folded down at the rear of the car, Triumph had to accommodate for this ‘bulkier’ stowage by flattening the top of the Rear Wheel Arches (thereby leading to changes in the interior upholstery and panels used for the Quarter Panels and Bulkheads).

The Soft Top still included the 3 rear window set up as per the previous TR models, and these were then HF/RF welded into position. There was a significant update to the front of the Hood and the method used to attach this to the Windscreen Frame. The updated TR4A Hood was made longer with excess unfinished material on the front edge, allowing for the header rail to be wrapped with this material, with the three-piece metal channel and rubber seal then attached to this Hood Frame metalwork. Using clamps/toggles located inside the car near the centre sunvisor mounting bracket – the Hood Frame was attached to the top edge of the Windscreen Frame. The rear edge of the Hood also featured some excess material on the underside which was wrapped around a metal assembly bar which was then bolted to the Rear Deck bodywork of the car, with male Lift-The-Dot “pegs” left exposed for attaching the Hood Frame or Tonneau Cover. Akin to the TR4 version, an additional left to right flap was sewn in the middle of the underside of the Soft Top with studs inserted, which was used to wrap around the horizontal Hood Frame rod above the Driver’s head, and secure in place. The side gutter channels on the left and right edges were also updated, but followed the same concept and served the same purpose.

The majority of Triumph TRs left the factory with PVC Hooding – this is effectively a pvc vinyl plastic material with a waterproof membrane, and featuring a grain in the surface of the material to imitate vinyl/leather. The actual material used was Everflex (known as “British Everflex”) – which was an ICI trade name for PVC Hooding (think “sticky tape” and “sellotape”!). Some special-order models may have left with Deluxe Mohair Canvas (also referred to, albeit not exactly the same as Stayfast/Twilfast etc – see Glossary for more details). The clear plastic windows at the back were made in a Vybak plastic. The TR4 to TR6 Soft Tops all seem to have been available in either White, possibly Off-White, or Black Everflex from the factory production line. However, as mentioned previously, this is by no means set in stone – reports suggest that colours were also available for the Soft Top and Weather Equipment elements. 

Surrey Top Canopy

The TR4 models saw a “Surrey Top” version introduced as an option as standard from the factory production line. This incorporated a fixed window frame section at the rear of the car – similar to what you see on modern-day “Targa” cars – enabling the car to be semi-convertible with an opening directly above the driver and passenger seats, whilst maintaining the fixed and wind-shielding rear screen frame section. This half-hardtop version was offered as a standard factory option for all TR4, TR4A, TR5 and TR250 models; before being discontinued and replaced with an alternative full-hardtop style for some TR6 models. The Surrey Top models featured a removable Hardtop Panel that could be fixed in place to make the car essentially a full hardtop car. A soft material Surrey Top Canopy cover was also offered, allowing the owner to essentially use the car as an open-top car with an easy to fit (and much more transportable) cover for the Surrey Top opening should you get caught in a sudden downpour of rain!

The Surrey Top Canopy Cover was made in a very similar fashion to the Soft Top Convertible Hood in terms of the fixing method at the front of the Canopy and the side-gutter channels. The materials used and colours available matched that of the Soft Top options.

Hood Frame “Envelope” Cover

Triumph was one of the first sports car manufacturers to commonly use the Hood Frame Cover on their cars as a stowage cover for the framework of the convertible top. Sometimes referred to as “Hoodstick Covers” or “Top Frame Covers” or “Boot Envelope Covers” – this is the pre-sewn material cover that is used to hide away and cover up the folded down metal framework of the Soft Top Hood. On the early TR models, the Convertible Hood cover had to be removed from the frame prior to folding the frame away behind the seats and covering over using this Hood Frame Cover, or the briefly used Hood Frame 3pc folding Squab Unit of the TR4s.

For the TR4A models, the traditional Hood Frame Cover was reinstated, but with revisions to make it larger with the capability to accommodate the bulkier Hood and Hood Frame (as these now worked as one complete unit). Two horizontal rows of piping were featured, in a similar look and finish to the Seats and other interior trim panels. Small tabs were sewn to the underside of the front edges for fixings to attach to the Rear Bulkhead and B Post areas respectively. This design was maintained for all the TR4A, TR5 and TR250 models – with only changes to the fixings used to attach it to the bodywork being updated. They all used the “hood” press studs; with the TR4A versions supplied in silver, whereas the TR5/TR250/TR6 were originally in black (plastic).

Hood Frame Covers would have been made from PVC Hooding, and the colour would have always matched the colour of the Convertible Soft Top Hood and Tonneau covers when leaving the original factory production line. 

It is worth noting that the Hood Frame Cover is only ever on show alongside the interior trim (and not any other Weather Equipment) and has no requirement to be waterproof. As a result, a popular option is to deviate from originality and have the Hood Frame Cover made from Vinyl / Leather to match the interior trim.

Tonneau Cover

Despite very obvious changes in the Tonneau Cover shape to suit the new TR4 chassis design, the overall concept of the Tonneau was the same as its predecessors with a pocket located on the Driver’s side to allow the steering wheel to be covered when the cover is fully in use and a slightly off-centre zipper offering a larger opening on the Driver’s side for when using the cover half-open. A tab was sewn to the underside of the Tonneau Cover for securing to the fixing located on the inside edge of the passenger side seat base framework. This design was maintained for the TR4A, TR5, TR250 and TR6 models that followed – with only changes to the fixings used to attach it to the bodywork being updated. The TR4 models used Lift-The-Dot fixings, whereas the TR4A, TR5, TR250 and TR6 cars used the “hood” press studs; the TR4A versions in silver, whereas the TR5/TR250 /TR6 were originally in black (plastic).

Headlining

For those cars fitted with the Surrey Top Hardtop Panel, both the Headliner Roof Assembly and Rear Screen Surrounds were originally upholstered in the same material – a heavy grained “longhorn” PVC material, in either a white-blue or black. This same material was also used to upholster the B Post Uprights and the Quarter Panel Tonneau Cappings making up the Rear Screen Surround.

The main headlining section of the Surrey Top was a pre-sewn cover with scrim loops sewn onto the underside which was used to insert three metal rods that went from left-to-right in the car to secure the headliner in place. 

The Rear Windscreen area consisted of pieces to recover the Side Panel Assembly Finishers around the B Posts as well as the Lower Tonneau Capping metalwork. Both the Upper and Lower Rear Glass Screen Surrounds were also catered for in the same material. A few of these parts overlapped one another when fitted in the car.

Glossary of Materials

Armacord – a coloured grained PVC material with a natural jute felt backing and ribbed surface finish. Very similar to Hardura in quality but the ribbed effect was a finish used specifically to Austin Healey models across a combination of Rear Floor, Boot Trunk and Rear Deck areas depending on the model specification. Also seen on Jaguar C Type Gearbox Tunnels.

Beading – see ‘Piping.’

Binding / Edging – a strip of Leathercloth that is fed through a binding machine and secured around the edge of a carpet. Generally only applied to edges of carpets that are exposed when fitted. Leathercloth is a sturdy yet nimble material that gives a neat and durable edge to carpets, enabling them to lay flat when fitted. (Please note, Vinyl binding – although available in a wider colour choice – is thicker than Leathercloth which results in a bulky appearance. It can also catch and snag easily, and wrinkles around corners when sewing. For these reasons, we never use Vinyl to bind our carpet edges at John Skinners).

Carpet: Karvel – Karvel carpet is a utilitarian floor covering with a tough ribbed surface structure and a woven hessian backing. Seen most commonly throughout Austin Healey and MGA interiors.

Carpet: Nylon – Nylon carpet is a man-made material constructed from polypropylene fibres glued to a flexible rubber backing. Ideal for budget restorations, or for areas of the car that are rarely on show e.g. Boot / Trunk areas. Avoid this choice for the main cockpit cabins if possible – Wool is always preferable and far superior.

Carpet: Wool – Wool carpet is spun from wool yarn and glued to a flexible rubber backing. The wool fibres provide a thick, springy and dense pile that doesn’t spread when fitted over bodywork curvature. Luxurious to the touch. Something about superior in quality, finish/touch etc etc – this should be the choice for most restorations  

Carpet: Wilton Wool – used for immensely luxurious, spacious and often chauffeur-driven saloon cars e.g. Rolls Royce and Bentley. Very densely packed, fluffy pile – akin to living room carpets. Not suitable for sports cars where its quality and feel looks out of place.

Carpet: Loop Pile – a carpet where fibres are ‘looped’ and left uncut to create a flat and durable carpet surface. Most commonly used on Triumph TR4s. Please note that Loop Pile carpet is not supplied by John Skinners.

Edging – see ‘Binding.’

Fibreboard – see ‘Millboard.’

Furflex (Tac-On & Snap-On) – with a similar velvet-like touch to Moquette, Furflex is the name given to a very short pile, high quality wool mix material wrapped around a rubber tube with a flanged edge. Used most commonly for trimming around door edges for the purposes of a draught excluder.

Hardboard – a versatile wood based material with one side having a very smooth finish and the other a heavily grained finish. It was used very extensively for Trim Panels and gradually replaced Millboard. ‘Motor Grade’ Hardboard is around 2.5mm thick – thinner than the more readily available 3.00mm – that 0.5mm makes all the difference – which allows for doors to close fully against draught excluders and be fitted to the bodywork of the car with the use of Trim Clips which are designed specifically for use with the original 2.5mm thick board.

Hardura – a coloured grained PVC material with a natural jute felt backing. Most commonly used to trim Boot Trunk areas – particularly across the Jaguar range – and was also used for flooring and other interior parts.

Headlining: Union Cloth – a woven material made from wool/other fibre mix (around 80% wool content, 20% cotton). Ideal for lining the interior roof of the car – most commonly Jaguar XK and MK2 (Saloon) models. Available in 2 colours; beige and grey to complement all interior colours. 200cm wide.

Headlining: “West of England” Wool Cloth – a woven material made from 100% wool fibres ideal for lining the interior roof of the car – most commonly Jaguar Saloon, Sedan and XK-E models. Available in 3 colours; beige, green and grey to complement all interior colours. If trimming a roof from its bare bodywork, opt for pre-bonded foam backed wool cloth to avoid having to twice glue and trim the headlining area; first to apply a foam base, then to glue and trim the headlining onto the foam. 150cm wide.

Hidem – made from Leathercloth or Hooding, Hidem is a type of banding – around 16mm wide – with a central seam running through it that can be used to hide unsightly tacks and staples across trimming work. Seen, for example, around the base of the backrest on Austin Healey BN1-BN4 Front Seats; and commonly seen on the header rails of soft top convertible Hoods.

Hooding: Deluxe Mohair Canvas – a woven twill waterproof canvas material with a dense rubber membrane encased between its twill surface and a textured dobby backing. A premium material seen most commonly on Soft Top Convertible Hoods for the Jaguar XK and some E-Type models. With minimal shrinkage qualities, Deluxe Mohair Canvas is exceptionally durable. Can also be referred to / known as – DMC, Canvas, Haartz®, Sonnenland®,, German Canvas or Dobby Cloth. 

DMC is the superior canvas hooding product; more so than the commonly seen SMC (Standard Mohair Canvas) products on the market, which can also be referred to / known as – Stayfast®, Twillfast®.

Hooding: PVC – a waterproof plastic coated material with a knitted cotton backing. Heavily grained surface finish. ‘Everflex’ is the ICI trade name for PVC hooding. Can also be referred to as – British Everflex, Vinyl Hooding or Crush Grain Vinyl.

Leather – a natural product derived from animal skins with marks, blemishes and scratches an inherent part of the materials’ surface and character. Modern day processes – such as mechanical graining and dyeing techniques – help hide imperfections to maximise use of the hide, reduce production waste and make leather products accessible to the wider market. Whilst Vaumol™ natural grain leather would have been original for these cars, our Grained, Smooth and Antiqued Leathers offer a more than suitable alternative in keeping with originality – you can read more about these here.

Leathercloth / Vynide – both names refer to the same material; a coloured and lightly grained PVC material with a thin woven cotton backing and no stretch. Leathercloth / Vynide replaced Rexine in the marketplace. ‘Vynide’ was the ICI trade name for this material. Used for Trim Panels, Piping & Binding. The choice for restorers looking to return their interior to truly original specification. Available in a select range of colours.

Millboard – a flexible and tough cardboard like material with a grained finish to its surface. Used for Trim Panels & Boot Trunk Areas. Can be creased to allow for bending around bodywork fixtures such as Petrol Filler Pipes. Can also be referred to as ‘Fibreboard.’

Moquette – a short pile, high quality wool mix material with a velvet-like touch. Used for various trim items across the Jaguar range such as Seat Backs, Wheel Arch Covers and Trim Panels. Available in a variety of colours.

Piping – a flexible core encased in either Leathercloth or Vinyl and finished with a flanged edge. Sewn around seat edges and pleated panels, and either sewn or stapled to some interior panels such as Wheel Arch Covers or Door Panels. (Please note, although Vinyl piping available in a wider colour choice than its Leathercloth counterpart, it is thicker than Leathercloth which results in a bulkier appearance. It can also catch and snag easily, and wrinkles around corners when sewing. We would always recommend to use Leathercloth piping where possible, unless you feel particularly limited by colour choice within the Leathercloth range).

Piping: Chrome (as seen on Austin Healey BJ8 Front & Rear Seats) – a silver and black twisted yarn core encased in bendy plastic with a flanged edge to create a ‘chrome’ / metallic effect piping. Original for Austin Healey BJ8 Vinyl Front & Rear Seats. Often referred to incorrectly as ‘gold’ piping (the result of the original chrome piping yellowing through age and sunlight exposure).

Piping: Plastic (as seen on Triumph TR4-TR6 Panels & Seats) – a 3mm moulded plastic piping only available in Black or White. Originally used for Triumph TR4-TR6 Interior Panels & Seat Kits. No longer used by John Skinner for Seat Kits as it does not provide the flexibility required for good seat structure. John Skinner would only use this plastic piping on trimmed panels if customers are not ordering seats to match. Where customers are ordering both Interior Panels & a Seat Kit, Leathercloth piping is used in place of the original plastic piping.

Rexine – a coloured and lightly grained plastic material with a thin woven cotton backing and no stretch. Rexine was an early type of Leathercloth, but thinner and of a similar quality to book-binding material. Used across Trim Panels, Piping & Binding. It is no longer available on the market and was gradually superseded by Leathercloth / Vynide.

Underfelt – a natural material made from compressed jute felt fibres to offer heat and sound resistance properties. Anti-scuff finish to face. Flexible, durable and essential for flooring restorations to ensure carpet kits fit correctly. Place directly onto the bodywork floor of the car prior to fitting carpets on top. Can be used in conjunction with modern-day heat and soundproofing materials such as Dynamat®.

Vaumol™ – a leather finishing process developed in-house by Connolly Leather to celebrate the natural and individual characteristics, patina and aroma of each hide. The leather is vegetable tanned and surfaced dyed and left with its natural grain to the surface which is enhanced through the Vaumol™ finish. ‘Luxan’ hides are further enhanced with a secondary colour application. 

Vinyl / Ambla – both names refer to the same material; a coloured grained PVC with a thick knitted cotton backing allowing for good stretch qualities. Its knitted backing makes it thicker than Leathercloth / Vynide. ‘Ambla’ was the ICI trade name for this material. It was introduced to the market in the early 1960’s and was used widely across Trim Panels & Seats from this period onwards, quickly replacing its Leathercloth alternative. Favoured by today’s restorers due to its more flexible nature and wider colour range availability, it is quite common to see Vinyl used as a substitute for Leathercloth.

(Note that for carpet edging and seat piping, we would always recommend using Leathercloth. It is thinner than Vinyl, making it more suitable for sewing round corners and curves without wrinkling or adding bulk).