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But in the process, you’ll lose those characterful- sounding horn and indicator buttons set into the steering wheel. Steering upgrades are popular many owners ditch the original box for a rackand- pinion system, which is more direct and lighter. If even this isn’t enough, for £2500, Revington TR will supply a kit to fi t a slick Toyota-sourced fi ve-speed gearbox. Even better though is a conversion to the TR4’s all-synchro gearbox, which bolts into place with only minimal changes. However, from May 1955, anyone who ticked the overdrive option got it fitted to second, third and four th gears this is the most desirable ver s ion as it’s also a stronger transmission. The fi rst TR2s didn’t offer overdrive, then it became available on top gear only.
#TRIUMPH TR3A BLUE SPOKES MANUAL#
ImprovementsĪll sidescreen TRs featured essentially the same four-speed manual gearbox, but in varying specifi cations. Really superb cars can sell for over £20,000, but they have to be exceptional to secure that sort of cash. Cars that are rough but running are £3000- £5000, but you need £10,000-£12,000 to secure something good. PricesĮarly TR2s and late TR3s are the most sought after. These early TRs aren’t for cissies refi nement is minimal and it’s not really a relaxed tourer. The steering is heavy too, although it’s fi ne once you’re up to speed, but at low speeds it can be a pain trying to pilot the car, with things not helped by the lack of lock. The TR3A got discs at the front, but earlier cars feature drums all round, and as there’s no servo, if you want to haul the car down from high speeds, you’ll need to give that middle pedal quite a shove – but they do the job. You have to wrestle with some of the controls sometimes, but that’s just part of the fun. Instead you buy one because it allows you to guarantee that every drive is a hoot, thanks to a minimal kerb weight and a superbly torquey overhead-valve four-cylinder engine in the nose. This is what it’s all about you certainly don’t buy a sidescreen TR for its practicality or refi nement. Essentially it was a TR4 but with the familiar old style bodywork for traditionalists who disliked the new swinging 60s styling. From 1959 the car was optionally available with a 2.2-litre engine, but there was no further development of the car by September 1961 it had been killed off after over 58,000 were made, to be replaced by the completely redesigned TR4.That said there was a TR3B, for export only. The car was only unoffi cially known as the TR3A though Triumph still called it a TR3. This featured a full-width grille, along with improved seats and trim. Production of the TR3 was stopped because its successor, the TR3A, was introduced. In September 1957, TR3 production ended, although the model was still available new for several months. However, in September 1956 there was a power boost, with the engine now capable of producing between 95bhp to 100bhp depending upon age, while disc brakes (a fi rst for the class of car) became standard equipment at the front. Changes were slight however there was more power and an egg-crate grille, but that was about the extent of it. In October 1955 the TR3 superseded the TR2 after 8628 of the latter had been built.
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Popular options include an overdrive (on top only) a hard top and wire wheels. The fi rst cars featured a curious long-door design which used to catch high kerbs, so in November 1954 the doors were shortened (a sill was inserted to take up the gap). The TR2 was based on a revamped pre-war Standard Flying Nine chassis and used a Triumph 2100 four pot engine, down-sized to 1991cc but, tweaked to 90bhp. The TR2 went on sale in July 1953 after Triumph teased the public with its TR1 concept car a year earlier. It’s a lesser known fact that the TR shared its DNA with the Austin-Healeys as Donald Healey was a chief engineer for the company. However, despite these Triumphs’ straightforward engineering and simple construction, there are lots of pitfalls for the unwary, with much overpriced tat on sale – so tread carefully. Well over half a century after the fi rst of the line was unveiled, the TR2, TR3 and TR3A ooze charm simplicity and nostalgia like few other classics few cars can guarantee so much fun every time you slide behind the wheel. In the post-war era, Britain led the world in terms of affordable sportsters with charm, and nowhere is this more apparent than with Triumph’s early TR models, the sidescreen TRs. When it comes to spor tscars, nobody does them quite like the British.