Ramblings at Random

By Dean Sprague

While most of us in the club, myself included are not in the car repair business we do try to help other club members keep their cars alive, if we can. It also gives us an opportunity to evaluate or refresh ourselves on the attributes and deficiencies of various makes and models, primarily British cars. Lately it seems I have been working on a lot of TR3s. They are interesting cars. It’s important to note the TR2 & 3 were considered “hairy chested” rough and ready sports cars not beauty queens. They were designed to compete with the last of the MG Ts and later the MGA among others. It was faster than almost all of its Little British Car (LBC) competitors with the exception of the Austin Healey but the Healey was more expensive so Triumph did very well in the American market. On the negative side, it offered a harsh ride, limited creature comforts, “eclectic” styling and was considered a little more difficult to drive physically than some of its competitors. On the positive side, it was a lot of car for the money, had great power, a strong and reliable drivetrain and most importantly, was fun to drive.

Lets start with an abbreviated history. How did Triumph get to the TR3? Actually, like many auto manufactures Triumph began initially as a bicycle company in 1885 then evolved into a motorcycle company in 1902. By the end of WWI the Triumph Motorcycle Company was well proven during the war and known for reliable, dependable motorcycles. It was sold off to help provide resources to begin producing motorcars in 1921. They initially focused on high-end cars similar to the SS100, and pre-Jaguar type salons. Unfortunately, by 1939 they ended up in receivership. Then to add further insult, the factory was bombed and destroyed in 1940 during WWII.

Enter Sir John Black of Standard Motor Company. He was the exclusive supplier of engines to SS (Jaguar) motorcars. He even tried to purchase Jaguar but (Sir) Williams Lions would have none of it. It was in November 1944 that Sir John decided to purchase what was left of Triumph Motorcars. He began by building among others (from 1946-49) the Triumph 1800/2000 Roadster. They had an SS (Jaguar) frontal appearance to tempt Jaguar buyers but the Triumph was underpowered and handled heavily so not many buyers were convinced. As a result, it would not have been a great offering for the lucrative post war North American market. He then made an attempt to take over Morgan. When this failed he decided to develop an affordable sports car by himself. His mission was to compete with the likes of MG in the Colonies where MG already had a strong footing. First he built a prototype. It was built on his shortened Standard 8 chassis enveloped with a 2-seater body and rounded tail dubbed the TS20 (TR1). They took it to the 1952 London Motor Show where it received, to be kind a lack luster reception. Not to be dissuaded however, he continued to pursue development of an affordable 2-seat sports car. This time he used a custom extended ladder frame with sufficient space behind the seats and a boot large enough to hold luggage. He used his Standard Vanguard 2 liter wet sleeve engine with 2 HS4 SU carburetors and a 4-speed transmission. It was dubbed the TR2. It quickly became the company’s top seller. As such, it served as the basic platform for several future Triumphs. The TR2 evolved into the TR3 in 1955. It had a little more power, a smarter looking grill and was offered with a GT hardtop as an option. In 1956 the TR3 was the first production car to offer disc brakes. They were just ahead of not behind Jaguar, as some people believe. It also optioned a triple overdrive and a jump seat. In late 1957 the TR3 further evolved into the TR3a with a wider grill, more power still, door and boot handles and several other incremental changes. The pre-Michelotti (the TR4) designed Triumphs were never considered beautiful but they had a guttural/brutish appeal similar to a Bull Dog that many liked. They also provided greater power than an MG and many other LBCs in their price range. It became a “mans” car even though a lot of women loved to drive these “cutaway-door” Triumphs too.

Trying to keep a TR3 (or any car) on the road after 60 years of use can pose some challenges. The good news, most of the parts are readily available. However, the body including a somewhat weaker frame was prone to rusting. Since they were basically hand made, replacement panels seldom fit out of the box. The drivetrains were robust but can be difficult work on. The front cowling must be removed to even service the radiator let alone remove the engine. Plus the engine bay itself is tight providing limited workspace. Dave Ault, Dave Ahrendt and myself just replaced a radiator and rewired the front lights in a club member’s TR3a. It is such a daunting task I recommend looking at everything you can while you have the nose off. Having to take of off twice is no fun at all. Clutches were somewhat problematic, the rear main seal generally leaks (some), they have a tendency to overheat, and the steering is antiquated by today’s standards. It’s stiff and vague. The suspension is harsh and unforgiving and the top/side curtains were prone to leaking unless you have a GT model (hard top). If so then only the side screens leak. Also the clamshell seats could be more comfortable. That is the bad news now for the good news.

The good news is most to these issues can be corrected by the advent of modern technology. If you actually intend to drive the car, it is now possible to rectify virtually every mechanical shortcoming. Sachs makes a great clutch and Koyo a release bearing far superior to the stock B&B. You can install a rack and pinion steering conversion, which will provide a low effort and very positive feel at the wheel. You can convert the head to run modern fuels without additives in addition to upgraded seals and a myriad of other engine improvements. There are several suspensions upgrades that will dramatically improve handling and increase durability. Now even the most problematic “sparking” points in the distributers, regulators and flashers can be exchanged for reliable solid-state electronic components. Modern LEDs can power dimly lit taillights and headlights can be replaced with brighter Halogens. I even saw a TR3 with modified mountings for the front nose so that it could be removed quickly much like the original apple green factory rally cars were.

All told they can be a fun affordable club car. They can be driven on today’s roads at speed with plenty of power to even climb mountains if required. Once they are properly sorted and upgraded you could actually use one as your daily driver if you don’t mind braving the elements. The heaters are fantastic though or as my dad would say “turn it on and in two minutes it will drive you out of the car”. Unfortunately, they don’t have air-conditioning and unlike the TR6 it would be very difficult (if not impossible) to retrofit one. In any case people who own them covet them. In fact, my first car was a 1955 TR2 and I loved it. Since then I have owned several TR3s, 4s and 6s (and one TR7). I can say the TR2/3s while not the most practical are the most fun to drive, although I have a soft spot for the TR4 (a). If you were in the market for a British car I would certainly put them on your list of cars to consider. Happy Motoring!